Development of Nepal Road Safety Management System

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This BIG PICTURE proposal is prepared to provide an overview on the development of NepalRoad Safety Management System (NRSMS)

Dr. Kali Prasad Nepal

Senior Lecturer in Civil Engineering (Traffic and Transportation)

Deakin University, Australia

Dr. Partha Mani Parajuli

Principal Engineer

Queensland Department of Transport & Main Roads, Australia

© K. P. Nepal and P. M. Parajuli

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EXECUTIVE SUMMARY

What is the context?In Nepal every day on average, 5 people were killed 11 were seriously injured and 22sustained minor injuries in about 25 roadcrashes based on the reported data over thethree years since 2010/2011. Moreover, thisreported data may be grosslyunderestimated due to lack of formalmechanism to collect road crash data Nepal. WHO (2013) has estimated that Nepal’s roadfatality was as high as 4,787 (4,206 5,367 at 95% confidence interval) in 2010. Until recently,in spite of repeated alarms raised by several sectors of society, a reduction in road traumahas not been a key national objective. Road safety has not been considered as a majorstrategic component of Nepal’s road sector development programme. Interest in the roadsafety epidemic has however increased significantly during the last few years in accord withthe UN Decade of Action for Road Safety 2011 2020. MoPIT (2013) has developed NepalRoad Safety Action Plan (2013 2020) and National Road Safety Council (NRSC) has beenrecently established in Nepal and actions are being taken on several fronts, albeit in isolatedand fragmented ways.

Why this proposal?Road safety is a complex, integrated, dynamic and multi dimensional problem. Improvementin road safety requires actions on several fronts: engineering and social science, educationand public awareness, law and enforcement, health and emergency services, and media andpublicity campaigns, to name just a few. Actions onmultiple fronts are required in a complex environmentoften with conflicting and competing interests. A wellcoordinated and concerted effort from all agenciesworking on these fronts is essential. This is possible only by implementing a holistic RoadSafety Management System (RSMS) with vision.

There is no such a thing as absolute safety. There is always a risk in any transport system.Road safety is all about reducing the level of risk; it is not to develop ‘crash free road or roadnetwork’. A universal objective is to reduce the number and severity of the crashes withinthe limits of available resources, science, technology, and legislatively mandated priorities.

This preliminary BIG PICTURE proposal is prepared to provide an overview on thedevelopment of the Nepal Road Safety Management System (NRSMS). It is expected thatthis will contribute to widespread discussions and interests for possible contributions to helpdevelop this holistic system. A ‘Safe System’ approach, which makes allowance for humanerror and minimises the consequences, especially the risk of death and serious injury, has

In Nepal every day on average, 5 people werekilled 11 were seriously injured and 22 sustainedminor injuries in about 25 road crashes over the

reported three years since 2010/2011.

Road safety is a shared responsibility.Every member of society can

contribute to improve road safety.

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been accepted internationally as an approach to manage road safety. This proposal isdeveloped making this approach a core principle.

What does it contain?This proposal covers a wide range of issues relatedto road safety. It contains a project for everyorganisation and a task to each member of thesociety! After the review of existing informationand international best practices, it is proposed to develop NRSMS with the following six (6)principal system components:

Component 1 (C1) Nepal Road Safety Information Management (NRSIM) andDatabase System: population, vehicle, drivers, traffic, road and summary crashstatistics

Component 2 (C2) Governance and Planning: leadership and commitment,institutional framework (organisational structure, resources, roles andresponsibilities), funding framework (funding model), legal frameworks (acts andregulations) and technical frameworks (road safety documents); road safetycountermeasures; road safety evaluation and improvement process; and roadsafety planning, policy and strategy (policy, vision, mission/targets, strategy andaction plans and activities)

Component 3 (C3) Pre crash (Crash Prevention) Systems: crash prevention androad risk management system: road users, speeds, vehicles and roads

Sub component 3.1 (C3.1) Safer Road Users: road use rules, driver licensingsystem, public education and awareness, law enforcement, competence andtrainingSub component 3.2 (C3.2) Safer Speeds: speed management system, speed limitsSub component 3.3 (C3.3) Safer Vehicles: roadworthiness national carassessment program, vehicle standards compliance, vehicle inspection andmaintenance systemSub component 3.4 (C3.4) Safer Roads: road design and maintenance, trafficcontrol devices, road safety audit, roadside hazard management

Component 4 (C4) Post crash (Post crash Response and Management) System:post crash response and management system such as emergency preparedness,response and treatments

Component 5 (C5) Crash Investigation and Database System: road crashinvestigation, data coding, data collection, data recording and creation of road crashdatabase

Component 6 (C6) Road Safety Research and Development: road safetymonitoring, measurement, investigation and analysis

This proposal contains projects forevery organisation and a task toeach member of the society.

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What are the indicative projects?A list of indicative projects under each component that help develop a comprehensive NepalRoad Safety Management System (NRSMS) is listed on Page xiv. The list is not exhaustive butonly indicative to demonstrate typical projects. These projects are neither exclusive norsequential. There is a need additionally to source information from other projects andprogrammes.

As this document is a BIG PICTURE proposal, the details of the projects are not presented atthis stage. Only an expanded summary covering objectives, short description, referenceswith national and international initiatives, information sources and expected outcomes ofeach project is presented in subsequent chapters of this proposal to demonstrate the extentand nature of works required. Once the existing information is further analysed and possibleinterests and contributions from relevant stakeholders become clearer, these projects canbe scoped and undertaken as and when funds become available.

How will the system be developed?The system will be developed in stages:

Stage 1 Consultations with relevant stakeholdersStage 2 Development of BIG PICTURE proposalStage 3 Consolidation of existing projects and activitiesStage 4 Scoping, funding and delivery of short term projectsStage 6 Scoping, funding and delivery ofmedium term projectsStage 7 Scoping, funding and delivery of long term projectsStage 8 Development of full NRSMSStage 9 System improvement and upgrade (ongoing)

What are the indicative short term projects?A list of indicative short term projects under each component that help kick start acomprehensive Nepal Road Safety Management System (NRSMS) is listed on Pages xv xxi.The list is not exhaustive but only indicative to demonstrate typical projects. The list isneither complete nor sequential.

What are the financial contribution sources?

Financial contributions are essential to develop the system. Funding supports need to besought from interested funding agencies and from the government on project by projectbasis.

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What time frame are we looking at to deliver the system?

It is not expected that all road safety system components discussed in this proposal can becompleted within the immediate future. Rather, it will provide strategic direction and helpbuild the system step by step. The following tentative timelines are proposed to completeprojects and develop a full system:

Short term projects: 0 5 yearsMedium term projects: 5 10 yearsLong term projects: 10 15 yearsFull system development: 20 yearsSystem improvement: ongoing

Even though it may take up to 20 years to develop the system and to make it fullyoperational, the proposed system development model is a building block approach whereshort term projects are expected to result safety outcomes and associated operational levelmanagement system in near future. Projects in subsequent stages are meant to establishrobust and sustainable management system. The system needs to be continuously refinedand improved with the addition of newer and more complex research type projects.

Who can get involved?

All stakeholders, who have interests in road safety in Nepal can be involved in one or morecomponents or projects of the system. Contributions from all stakeholders such as nationaland international institutions, and bilateral and multilateral funding agencies are needed inorder to initiate, conduct and complete the road safety project activities identified in thisproposal. The contributions can be project funding and in kind support (donations, time andideas). It is expected that a full scale Nepal Road Safety Management System (NRSMS) willbe institutionalised, implemented and sustained once these project activities are completed,updated and monitored.

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ABOUT US

We are a team of people spread around the world having desire to contribute something tothe community to which we belong. Having developed expertise in varied sectors (mainly intraffic, transport and allied fields) nationally and internationally, we know the problems,peoples and places on both sides of the world and we are able to see clearly prospects forpractical solutions. We are aware that what works overseas might not work in Nepal. Also,what is required in Nepal may not be available overseas. But when we blend the basicprinciples and policies required for solutions available overseas with the real needs andenvironment in Nepal, the inefficiencies in reinventing an entirely new wheel for developingpotential solutions for problems dominating the country can be significantly reduced. One ofthe potential problems, which has been well recognised nationally and globally, is how toreduce the burden of road crashes on public health and resulting negative impacts onNepal’s economy.

Thousands of people are getting killed in Nepal for no fault of their own. With the expansionof road network and increase in the number of vehicles across the country, the problem ofroad safety has been clearly felt by everyone concerned. Roads built for the sake of nationaldevelopment using the scarce aid resources from around the world are becoming deathtraps. The dangers and potential risks can be removed or reduced by applying simple butsustainable and practical solutions. We are a team of like minded people, who have thesimilar feelings and common interests to contribute to develop such solutions. The teammoves forward with the vision that “no one should be killed or seriously injured on the roadsin Nepal”. The team aims to work together with National Road Safety Council (NRSC) whichadvises solutions to the Government of Nepal. It will collaborate with all relevantgovernment and non government agencies as well as multilateral and bilateral aid agencies,overseas and local road safety research agencies, local and international businesses andindustries who have a stake in road safety.

The following members have expressed their interest to work as a team and contribute tothis work at the time of developing this concept proposal. The team can be expanded as andwhen more interest to contribute is received. In fact, contributions are open to everyone.Each team member identified below is expected to lead a key strategy area for potentialsolutions. Over time, more professionals can be included in the project team attached to oneor more of the relevant components. This is a loose and flexible association of individualprofessionals, who are bound together with the desire to collaborate and deliver meaningfuloutcomes, which will help to reduce road trauma and the burden on the public healthsystem and economy of Nepal. Key team members include:

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Dr. Kali Prasad Nepal (Senior Lecturer, Deakin University, Australia)Dr. Partha Parajuli (Principal Engineer, Queensland Dept. of Transport & Main Roads, Australia)Dr. Chandra Shrestha (Nepal Transportation and Development Research Centre, Nepal)Dr. Prem Chhetri (Professor, RMIT University, Australia)Dr. Prakash Ranjitkar (Senior Lecturer, University of Auckland, New Zealand)Dr. Nirajan Shiwakoti (Senior Lecturer, RMIT University, Australia)Dr. Shyam Sharma (Region Traffic Engineering Manager, Oregon Dept. of Transportation, USA)Dr. Ganesh Karkee (Senior Operations Engineer, Metropolitan Transportation Commission, USA)Dr. Shovakar Dhakal (Associate Professor, Asian Institute of Technology, Thailand)

In order to establish a robust and long lasting institutional framework under which thisholistic work can be progressed, it is the intention to register an independent not for profitbusiness entity Sustainable Transport and Traffic Solutions (STTS) (separate to teammembers’ current affiliations) in Australia to secure its legal status for doing business. Thiswill be done after the presentation of the proposal to the Government and other interestedagencies in Nepal. Local support is expected to be provided by Nepal Transportation &Development Research Centre (NTDRC). A local project partner, separate to NTDRC, may benominated for each individual project identified under this proposal based on the actualneed, interest, funding and nature of the project. Interests have also been received from anumber of reputed transport and traffic consultants operating in Australia and in Nepal tocontribute to this initiative.

One option of team structure with indicative responsibility areas and sample of CVs areincluded in Appendix A.

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TABLE OF CONTENTS

Executive Summary ........................................................................................................... iii

About Us............................................................................................................................vii

Table of Contents................................................................................................................ix

List of Figures....................................................................................................................xiii

List of Tables.....................................................................................................................xiii

List of Indicative Projects ..................................................................................................xiv

List of Indicative Short term Projects .................................................................................xv

Acronyms......................................................................................................................... xxii

Chapter 1 Development of Nepal Road Safety Management System .................................. 1

1.1 Road Safety Situation in Nepal .................................................................................... 1

1.2 Road Safety Management System .............................................................................. 3

1.3 Necessity of Nepal Road Safety Management System................................................ 3

1.4 Principal Components of Nepal Road Safety Management System ........................... 4

1.5 Nepal Road Safety Management System Development Process................................ 5

1.6 Timeframe ................................................................................................................... 7

1.7 Involvement of Stakeholders....................................................................................... 7

Chapter 2 Nepal Road Safety Information Management and Database System .................. 8

2.1 Objectives .................................................................................................................... 8

2.2 Nepal Road Safety Divisions ........................................................................................ 8

2.3 Population Growth and Trends ................................................................................. 10

2.4 Expansion of Nepal Road Network............................................................................ 11

2.5 Vehicle Registration, Ownership and Driver Licence Records .................................. 15

2.6 Crash Statistics........................................................................................................... 18

2.7 Number of Crashes .................................................................................................... 19

2.8 Casualty...................................................................................................................... 20

2.9 Fatality Rates ............................................................................................................. 22

2.10 Contributing Factors of Road Crashes in Nepal ..................................................... 23

2.11 Monitoring Road Safety Progress: Trends and Comparisons ................................ 25

2.12 Road Safety Situation in Nepal: Facts, Issues and Challenges............................... 26

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Chapter 3 Institutional, Funding, Legal and Technical Frameworks ................................... 30

3.1 Objectives .................................................................................................................. 30

3.2 Existing Road Safety Frameworks in Nepal ............................................................... 31

3.3 Institutional Arrangements for Road Safety in Nepal ............................................... 32

3.4 Budget Allocation for Road Safety............................................................................. 35

3.5 Legal Aspects: Road Safety Legislations .................................................................... 37

3.6 Road Safety Technical Documents ............................................................................ 40

Chapter 4 Pre Crash (Crash Prevention) Systems .............................................................. 43

4.1 Objective.................................................................................................................... 43

4.2 Examples of Some Crash and Injury Reduction Measures ........................................ 43

4.3 Development of Nepal Road Rules............................................................................ 44

4.4 Human Factor (Licensing, Education and Enforcement)........................................... 44

4.5 Development of Speed Limits and Speed Management System .............................. 51

4.6 Vehicular Factor (Vehicle Inspection)........................................................................ 53

4.7 Road Environment Factor (Road Design and Standards) .......................................... 56

4.8 Nepal Road Safety Audit............................................................................................ 62

4.9 Roadside Hazard Management ................................................................................. 64

Chapter 5 Post Crash (Response and Management) System ............................................. 66

5.1 Objectives .................................................................................................................. 66

5.2 Factors for Post Crash Management System............................................................ 66

5.3 Post Crash Response Activities.................................................................................. 67

5.4 Existing Post Crash Management System in Nepal................................................... 68

5.4.1 Medical and Emergency Management System............................................................. 70

5.4.2 Salvaging and Towing Away Damaged Vehicles............................................................ 70

5.4.3 Restoration of roads and traffic control devices........................................................... 70

Chapter 6 Crash Investigation and Reporting System........................................................ 71

6.1 Objective.................................................................................................................... 71

6.2 Crash Risk................................................................................................................... 71

6.3 Contributing Factors of Crashes ................................................................................ 71

6.4 Crash Involvement..................................................................................................... 72

6.5 Crash Investigation: Who, Where, How, What, When, PLUS Why? ......................... 72

6.6 Training and Preparing Crash Investigators (Authorised Investigators) ................... 73

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6.7 Location of a Crash .................................................................................................... 73

6.8 Development of Crash Data Collection System......................................................... 75

6.9 Development of Crash Data Coding and Classification System ................................ 75

6.10 Development of crash data collection forms ........................................................ 76

6.11 Crash Types and Severity ....................................................................................... 77

6.12 Minimum Dataset and Reporting Requirements................................................... 77

6.13 Data Coding System ............................................................................................... 77

6.14 Use of Advanced Technologies .............................................................................. 79

6.15 Under Reporting of Crash Data.............................................................................. 79

6.16 Bias in Data Collection ........................................................................................... 80

Chapter 7 Nepal Road Crash Database System.................................................................. 81

7.1 Objective.................................................................................................................... 81

7.2 Existing Crash Data Management System in Nepal................................................... 81

7.3 Development of Road Inventory and Traffic Stream (Exposure) Database .............. 82

7.4 Sources of Crash Data................................................................................................ 82

7.5 Unified (Electronic) Nepal Road Crash Database System.......................................... 84

Chapter 8 Nepal Road Safety Measures or Treatments ..................................................... 85

8.1 Introduction............................................................................................................... 85

8.2 An Example of Project Specific Road Safety Measures ............................................. 88

8.3 Examples of Road Safety Measures........................................................................... 88

8.3.1 Road Safety Measures I (Road Factors)......................................................................... 88

8.3.2 Road Safety Measures II (Vehicle Factors) .................................................................... 89

8.3.3 Road Safety Measures III (Human Factors) ................................................................... 90

8.3.4 Road Safety Measures IV (Policy Instruments) ............................................................. 91

Chapter 9 Nepal Road Safety Evaluation and Improvement Process ................................. 94

9.1 Objectives .................................................................................................................. 94

9.2 Components of the Process....................................................................................... 94

9.3 Data Requirement for the Process ............................................................................ 96

Chapter 10 Nepal Road Safety Planning, Policy and Strategy ............................................ 97

10.1 Road Safety as a Part of National Planning Objectives.......................................... 97

10.2 Road Safety Strategy as a Part of Road Safety Management................................ 98

10.3 Nepal Road Safety Strategy ................................................................................... 98

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10.3.1 Objectives ...................................................................................................................... 99

10.3.2 Benefits.......................................................................................................................... 99

10.3.3 Approach and Guiding Principles ................................................................................ 100

10.3.4 Vision Strategy Plan Target......................................................................................... 100

10.3.5 Nepal Road Safety Vision............................................................................................. 100

10.3.6 Nepal Road Safety Missions and Targets .................................................................... 101

10.3.7 Nepal Road Safety Strategies ...................................................................................... 102

10.3.8 Nepal Road Safety Action Plans and Activities............................................................ 104

10.4 Indirect Road Safety Strategies............................................................................ 107

Chapter 11 Nepal Road Safety Research and Development..............................................109

11.1 Road Safety Research .......................................................................................... 109

11.2 Crash Data Requirement for Research ................................................................ 109

11.3 Development of Road Safety Performance Statistics.......................................... 109

11.4 Development of Crash Costs................................................................................ 110

References.......................................................................................................................113

Appendix A Tentative Team Structure and Responsibilities .............................................116

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LIST OF FIGURES

Figure 1 Nepal’s Population (Estimated from Population Census).......................................... 10Figure 2 Strategic Road Network (SRN) in Nepal ..................................................................... 12Figure 3 Growth of Strategic Road Network (SRN) in Nepal.................................................... 13Figure 4 Local Road Network (LRN) in Nepal ........................................................................... 13Figure 5 Vehicle Registration and Growth ............................................................................... 15Figure 6 Growth of Motor Vehicles by Type ............................................................................ 16Figure 7 Annual Growth (%) of Motor Vehicles in Nepal......................................................... 16Figure 8 Road Traffic Compositions in Nepal (2012/2013) ...................................................... 17Figure 9 Registered Vehicles per 1,000 Population ................................................................. 17Figure 10 Number of Crashes, Vehicles Involved and People Involved................................... 19Figure 11 Road Fatalities in Nepal............................................................................................ 20Figure 12 Number of People Killed or Injured in Road Crashes............................................... 21Figure 13 Trend of People Involved in Road Crashes in Nepal ................................................ 21Figure 14 People Involved in Road Crashes per 100,000 Population in Nepal ........................ 22Figure 15 Fatality Rates ............................................................................................................ 22Figure 16 Fatality Rates (Other Indicators) .............................................................................. 23Figure 17 Causes of Crashes in Nepal ...................................................................................... 24Figure 18 Development of Road Safety Strategy ................................................................... 102

LIST OF TABLES

Table 1 Stages of NRSMS Development..................................................................................... 6Table 2 Design Speeds of SRN .................................................................................................. 51Table 3 Speed Limits on Nepalese Roads................................................................................. 52

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LIST OF INDICATIVE PROJECTS

Component C1: Nepal Road Safety Information Management (NRSIM) and Database System

Project 2.1 Development of Nepal Road Safety Divisions (NRSD)Project 2.2 Development of Population DatabaseProject 2.3 Development of Road Inventory and Traffic Stream DatabaseProject 2.4 Development of Road Vehicle and Driver DatabaseProject 2.5 Development of Nepal Road Crash Summary Statistics for Public UseProject 2.6 International Comparisons and BenchmarkingProject 2.7 Strengthening and Privatisation of NRSIM System

Component C2: Governance and Planning

Project 3.1 Development of Institutional Framework for Road Safety Management in NepalProject 3.2 Development of Funding Framework for Road Safety in NepalProject 3.3 Development of Legal Framework: Road Safety Acts, Rules and RegulationsProject 3. 4 Development of Technical Framework: Road Safety Documents & ResourcesProject 8.1 Development of Nepal Road Safety Measures (NRSM) or TreatmentsProject 8.2 Development of Nepal Road Safety Measures (NRSM) or Treatments DocumentsProject 9.1 Development of Nepal Road Safety Evaluation and Improvement (NRSEI) ProcessProject 10.1 Incorporation of Road Safety in National Planning and PolicyProject 10.2 Development of Nepal Road Safety Strategy (NRSS)Project 10. 3 Development of Indirect Strategies to Enhance Road Safety Outcomes

Component C3: Pre Crash Systems

Sub Component C3.1 Safer Road Userso Project 4.1 Crash Prevention System: Development of Nepal Road Ruleso Project 4.2 Crash Prevention System: Graduated Licencing Systemo Project 4.3 Crash Prevention System: Public Education and Awarenesso Project 4.4 Crash Prevention System: Law EnforcementSub Component C3.2 Safer Speeds

o Project 4.5 Crash Prevention System: Development of Speed Limits and Speed Management SystemSub Component C3.3 Safer Vehicles

o Project 4.6 Crash Prevention System: Vehicle Inspection and RoadworthinessSub Component C3.4 Safer Roads

o Project 4.7 Crash Prevention System: Road Design and Maintenanceo Project 4.8 Crash Prevention System: Traffic Control Deviceso Project 4.9 Crash Prevention System: Development of Road Safety Audit Systemo Project 4.10 Crash Prevention System: Roadside Hazard Management

Component C4: Post Crash System

Project 5.1 Development of Robust Nepal Post Crash Management System (NPCMS)

Component C5: Crash Investigation and Database System

Project 6.1 Development of Nepal Road Crash Investigation System (NRCIS)Project 6.2 Nepal Road Crash Data Collection, Coding and Recording SystemProject 7.1 Development of Nepal Road Crash Database System (NRCDS)

Component C6: Road Safety Research and Development

Project 11.1 Road Safety Research and Development

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LIST OF INDICATIVE SHORT TERM PROJECTS

Component C1: Nepal Road Safety Information Management (N RSIM) and Database System

Project C1/P2.1.1 Review, update or develop and implement NRSDProject C1/P2.1.2 Develop (electronic) database of NRSD

Project C1/P2.2.1 Review and update or develop (electronic) population databaseProject C1/P2.2.2 Collect and incorporate personal and socioeconomic variables required for roadsafety analysis in the (electronic) population database system

Project C1/P2.3.1 Review and update or develop (electronic) road inventory databaseProject C1/P2.3.2 Review and update or develop (electronic) traffic stream databaseProject C1/P2.3.3 Plan, develop and implement automatic system of collecting dynamic traffic stream(volume, composition, speed, axle loads etc.) data

Project C1/P2.4.1 Review and update or develop (electronic) road vehicle databaseProject C1/P2.4.2 Review and update or develop (electronic) driver licence database

Project C1/P2.5.1 Develop a summary of Nepal road crash statisticsProject C1/P2.5.2 Develop Nepal road crash fact sheets

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Component C2: Governance and Planning

Project C2/P3.1.1 Review and develop an institutional framework (organisational structure) thatconnects national, regional and local road safety authorities (MoPIT/DoR/DoTM, MoFALD/DoLIDAR,MoHP, Traffic Police, Municipalities, VDCs) and stakeholdersProject C2/P3.1.2 Establish dedicated road safety organisational units within various governmentdepartments and other non government organisationsProject C2/P3.1.3 Develop institutional capability and resources of DoTMProject C2/P3.1.4 Develop documents outlining the roles, responsibilities, accountabilities and duty ofcare of all levels of road safety organisational structureProject C2/P3.1.5 Establish sound vertical and horizontal coordination mechanism across road safetyauthoritiesProject C2/P3.1.6 Train road safety authorities and stakeholdersProject C2/P3.1.7 Develop road safety portfolio/program/project governance framework

Project C2/P3.2.1 Develop Nepal road safety funding framework and modelProject C2/P3.2.2 Establish a committee to review and implement road safety funding model

Project C2/P3.3.1 Review and update Motor Vehicles and Transport Management Act, 2049 (1993)Project C2/P3.3.2 Review and update Motor Vehicle and Transport Management Regulations, 2055(1999)Project C2/P3.3.3 Review and update Motor Vehicles and Transport Management Rules, 2054 (1997)Project C2/P3.3.4 Review and update Motor Vehicle and Transport Management Ordinance, 2050(1993)Project C2/P3.3.5 Review and update Local Self Governance Act, 2055 (1999)Project C2/P3.3.6 Develop Nepal Road Safety Act

Project C2/P3.4.1 Review and update or develop road safety technical documents (standards,strategies, policy, action plans, manuals, guidelines, reports, forms and checklists etc.)Project C2/P3.4.2 Review and update or develop (electronic) library of road safety technical documentsProject C2/P3.4.3 Review and update or develop documents (strategy, policy, manual, guidelines,forms, checklists etc.) for insurance system (driver, passengers, vehicles etc.)

Project C2/P8.1.1 Develop Nepal road safety measures of key crash typesProject C2/P8.1.2 Develop Nepal road safety measures of all crash typesProject C2/P8.1.3 Implement pilot/trial for at least two selected low cost high benefit treatmentsProject C6/P8.2.1 Develop documents (framework, policy, manuals, guidelines) for Nepal road safetymeasures

Project C2/P9.1.1 Develop documents (strategy, policy, action plan, manuals, guidelines, forms,checklists) for Nepal Road Safety Evaluation and Improvement (NRSEI) processProject C2/P9.1.2 Develop network screening modalitiesProject C2/P9.1.3 Develop project prioritisations modalitiesProject C2/P9.1.4 Develop safety effectiveness monitoring and evaluation system

Project C2/P10.1.1 Review and update or incorporate road safety as a part of national and road sectorpolicy and programmesProject C2/P10.1.2 Review and update or incorporate road safety as a major strategic component ofNepal’s road sector programmesProject C2/P10.2.1 Develop Nepal Safety Strategy (NRSS)Project C2/P10.2.2 Develop mechanism to monitor implementation of NRSSProject C2/P10.3.1 Introduce road safety impact assessment and controls in all major landdevelopment programs and projectsProject C2/P10.3.2 Develop safety oriented travel demand management strategies and guidelines fortransport planners

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Component C3: Pre Crash (Crash Prevention) Systems

Sub Component C3.1 Safer Road Userso Project C3.1/P4.1.1 Review and update or develop Nepal Road Ruleso Project C3.1/P4.1.2 Develop simplified versions of Nepal Road Rules for driver training and education

o Project C3.1/P4.2.1 Review, update or develop and implement Graduated Licencing Systemo Project C3.1/P4.2.2 Review and update or develop documents (strategy, policy, manuals, guidelines,

forms, checklists) for Graduated Licencing Systemo Project C3.1/P4.2.3 Develop a network of adequate, modern and state of the arts driver training

areas or centreso Project C3.1/P4.2.4 Train driving school instructors and driving inspectors

o Project C3.1/P4.3.1 Review, update or develop and implement road safety advertising materials andresources (posters, print media, TV/Radio)

o Project C3.1/P4.2.2 Review, update or develop and implement regular road safety educationprogrammes for professional drivers

o Project C3.1/P4.2.3 Conduct road safety awareness campaigns for vulnerable road users (schoolchildren, elderly, disabled and alcohol and drug affected persons)

o Project C3.1/P4.3.4 Train drivers and other road userso Project C3.1/P4.3.5 Develop a comprehensive code of conduct for all road users (drivers, passengers,

pedestrians, street vendors)o Project C3.1/P4.3.6 Review, update or develop and implement road safety education in school

curriculum with regular revisionso Project C3.1/P4.3.7 Review, update or develop and implement road safety courses at the universitieso Project C3.1/P4.3.8 Develop road safety research centres at the universities

o Project C3.1/P4.4.1 Review, update or develop and implement a system of enforcing Nepal RoadRules

o Project C3.1/P4.4.2 Review, update or develop and implement a system of prosecuting rule offenderso Project C3.1/P4.4.3 Train law enforcement officers and undertake trials for enforcing ruleso Project C3.1/P4.4.4 Review, update or develop and implement random roadside checking system

(registration, driving licence, drink driving, seat belts, helmet, child restraints, vehicle roadworthiness,passenger limits, load limits, dimensions, modifications) for compliance

o Project C3.1/P4.4.5 Review, update or develop and implement strict safety rules for public andcommercial vehicles

o Project C3.1/P4.4.6 Develop measures (engineering + others) and provide logistic supports formonitoring road users behaviour (CCTV cameras, radar guns, vehicles)

Sub Component C3.2 Safer Speedso Project C3.2/P4.5.1 Review and update or develop posted speed limit systemo Project C3.2/P4.5.2 Develop documents (strategy, policy, framework, action plan, manuals,

guidelines, forms, checklists) for posted speed limit systemo Project C3.2/P4.5.3 Review, update or develop and implement a system for enforcing speed limitso Project C3.2/P4.5.4 Review, update or develop and implement pedestrian friendly zones (school

zones, market zones)o Project C3.2/P4.5.5 Review and update or develop speed limit system at pedestrian friendly zoneso Project C3.1/P4.4.6 Develop measures (engineering + others) and provide logistic supports for

monitoring speed limits (speed cameras, radar guns, vehicles)

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Sub component C3.3 Safer Vehicleso Project C3.3/P4.6.1 Review, update or develop and implement Nepal Safe Vehicle Standards (NSVS)o Project C3.3/P4.6.2 Review, update or develop documents (policy, manuals, guidelines, forms, checklists)

for NSVSo Project C3.3/P4.6.3 Review and update or develop modern, scientific vehicle testing system with strict

enforcementso Project C3.3/P4.6.4 Review, update or develop and implement periodic vehicle inspection &

roadworthiness systemo Project C3.3/P4.6.5 Review, update or develop documents (policy, manuals, guidelines, forms, checklists)

for vehicle inspection & roadworthiness systemo Project C3.3/P4.6.6 Train vehicle roadworthiness certification professionalso Project C3.3/P4.6.7 Franchise vehicle fitness tests at private auto workshops and establish a network of

professionalso Project C3.3/P4.6.8 Review, update or develop and implement scientific route permit systemo Project C3.3/P4.6.9 Develop a system to provide financial incentives to promote in vehicle safety deviceso Project C3.3/P4.6.10 Provide basic repair and maintenance training for public vehicles

Sub Component C3.4 Safer Roadso Project C3.4/P4.7.1 Review and update Nepal Road Design Standardso Project C3.4/P4.7.2 Review and update Nepal Road Maintenance Standardso Project C3.4/P4.7.3 Train engineers for safety retrofit and trial projectso Project C3.4/P4.7.4 Review and update or develop road maintenance priority systemo Project C3.4/P4.7.5 Develop design guideline for safer roads and construct required infrastructureso Project C3.4/P4.7.6 Develop and implement a system of reporting road safety progresses by responsible

road safety authoritieso Project C3.4/P4.7.7 Develop and implement a system of prosecuting road authorities for failing to provide

a safe road environment

o Project C3.4/P4.8.1 Review and update or develop documents (policy, manual, guidelines, forms,checklists) for traffic control devices

o Project C3.4/P4.8.2 Review, update or develop and implement a system of mandatory work zone safetyplanning

o Project C3.4/P4.8.3 Develop a system to monitor compliance and to enforce laws to regarding trafficcontrol devices

o Project C3.4/P4.8.4 Review, update or design and implement pedestrian crossings at specified locationso Project C3.4/P4.8.5 Review and update or develop Assets Management Plan for traffic control devices

o Project C3.4/P4.9.1 Review, update or develop and implement Nepal Road Safety Audit (NRSA) Systemo Project C3.4/P4.9.2 Review and update or develop documents (strategy, policy, manual, guidelines, forms,

checklists) for Nepal Road Safety Audit (NRSA) Systemo Project C3.4/P4.9.3 Pilot the Nepal Road Safety Audit to samples of SRNo Project C3.4/P4.9.4 Review, update or develop and implement a system of modifying existing unsafe roads

identified by Nepal road safety audit (NRSA)o Project C3.4/P4.9.5 Train road safety authorities and stakeholders on safe roads and safety audits

o Project C3.4/P4.10.1 Review, update or develop and implement Nepal roadside hazard managementsystem

o Project C3.4/P4.10.2 Review and update or develop documents (strategy, policy, action plan, manual,guidelines, forms, checklists) for Nepal roadside hazard management system

o Project C3.4/P4.10.3 Review, update or develop and implement adequate delineation measures on allroads

o Project C3.4/P4.10.4 Review existing practice of installing guard railso Project C3.4/P4.10.5 Review, update or develop documents (design standards, specifications, manuals,

guidelines, forms, checklists) for guard rails and other road side barriers

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Component C4: Post Crash (Response and Management) System

o Project C4/P5.1.1 Review and update or develop post crash response and management systemo Project C4/P5.1.2 Review and update or develop documents (framework, strategy, policy, directives,

manual, guidelines, forms, checklists) for post crash response and management systemo Project C4/P5.1.3 Review and update or develop post crash emergency communication systems (toll

free telephone number, telephone booths, SMS, email, website etc.)o Project C4/P5.1.4 Set up an optimal (response time and/or cost minimising) network of ambulance

services (on road, helicopters, paramedics) throughout Nepalo Project C4/P5.1.5 Develop post cash facility site mapso Project C4/P5.1.6 Develop a national ambulance management documents (strategy, policy, directives,

manual, guidelines, forms, checklists)o Project C4/P5.1.7 Develop code of conduct for managing crash sceneso Project C4/P5.1.8 Train emergency agencies (e.g. Traffic Police, Civilian Police, Army, Fire brigade,

Paramedics etc.) for improving post crash response and for managing crash sceneso Project C4/P5.1.9 Open trauma care centres across Nepalo Project C4/P5.1.10 Train medical personnel for trauma care services at all levels (primary, secondary,

tertiary) with expertise on treatment of road crash victimso Project C4/P5.1.11 Develop a priority system for caring major crash victims at trauma centreso Project C4/P5.1.12 Investigate funding sources and develop a funding model to assist medical

rehabilitation and disability of crash victimso Project C4/P5.1.13 Develop documents (strategy and policy) to fund medical rehabilitation and

disability of crash victimso Project C4/P5.1.14 Develop policy for employment opportunities for people with crash disabilitieso Project C4/P5.1.15 Develop and maintain a comprehensive post crash injury surveillance system in

hospitals and healthcare centres (uniform/standard entry in trauma registry and improved crashreporting)

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Component C5: Crash Investigation and Database System

o Project C5/P6.1.1 Review, update or develop and implement Nepal road crash investigation system(NRCIS)

o Project C5/P6.1.2 Review and update or develop documents (policy, manual, guidelines, forms,checklists) for NRCIS

o Project C5/P6.1.3 Review and update or develop Terms of Reference (ToR) for crash investigatorso Project C5/P6.1.4 Train crash investigators and develop a network of authorised crash investigatorso Project C5/P6.2.1 Review, update or develop and implement Nepal Road Crash and Severity

Classification (NRCSC) systemo Project C5/P6.2.2 Review, update or develop and implement Nepal Road Crash Data Coding,

Collection and Recording Systemo Project C5/P6.2.3 Review and update or develop documents (policy, legal requirements, manual,

guidelines, forms, checklists) for Nepal Road Crash Data Coding, Collection and Recording Systemo Project C5/P6.2.4 Review, update or develop and implement Nepal crash coding systemo Project C5/P6.2.5 Review and update or develop a list of crash contributing factorso Project C5/P6.2.6 Review and update Nepal ‘Road Crash Record’o Project C5/P6.2.7 Review, develop and utilise ‘modern technologies’ to collect crash data

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Component C6: Road Safety Research and Development

o Project C6/P11.1.1 Develop road safety performance statisticso Project C6/P11.1.2 Investigate black spots and develop countermeasureso Project C6/P11.1.3 Review and develop crash cost (human capital approach)o Project C6/P11.1.4 Review and develop crash cost (willingness to pay approach)o Project C6/P11.1.5 Develop (base) crash modification factors (CMFs)o Project C6/P11.1.6 Develop safety performance functions (SPFs)o Project C6/P11.1.7 Investigate key crash types and develop countermeasureso Project C6/P11.1.8 Undertake KAP (knowledge attitude practice) study on risk acceptance (both

providers and users of road transport service)o Project C6/P11.1.9 Undertake needs assessment/feasibility of developing NRAM/NRAPo Project C6/P11.1.10 Establish strategic/optimal (response time minimising, cost minimising) location

of post crash response facilities

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ACRONYMS

AADT Average Annual Daily Traffic

ABS Antilock Braking Systems

ADB Asian Development Bank

ANRAM Australian National Road Assessment Model

AusRAP Australia Road Assessment Program

CMF Crash Modification Factor

DCA Definition of Coding Accidents

DoLIDAR Department of Local Infrastructure Development and Agricultural Roads

DoR Department of Roads

DoTM Department of Transport Management

DTO District Transport Office

DUDBC Department of Urban Development and Building Constriction

DUI Driving Under Influence

ESC Electronic Stability Control

EuroRAP European Road Assessment Program

FSI Fatal and Severe Injury

GDP Gross Domestic Product

GIS Geographical Information System

GLS Graduated Licensing System

GPS Global Positioning System

ICC Intelligent Cruise Control

KVDA Kathmandu Valley Urban Development Authority

LRN Local Road Network

LSGA Local Self Governance Act

MoFALD Ministry of Federal Affairs and Local Development

MoHP Ministry of Health and Population

MoPIT Ministry of Physical Infrastructure and Transport

MoUD Ministry of Urban Development

NCC Nepal Crash Coding

NCSC Nepal Crash and Severity Classification

NepRAM Nepal Road Assessment Model

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NepRAP Nepal Road Assessment Program

NFRDT Nepal Forum for Rural Transport and Development

NPCMS Nepal Post Crash Management System

NPR Nepalese Rupees

NRAM Nepal Risk Assessment Model

NRAP Nepal Road Assessment Programme

NRCDS Nepal Road Crash Database System

NRCIS Nepal Road Crash Investigation System

NRCSC Nepal Road Crash and Severity Classification

NRSEI Nepal Road Safety Evaluation and Improvement

NRSIM Nepal Road Safety Information Management

NRSM Nepal Road Safety Measures

NRSMS Nepal Road Safety Management System

NRSS Nepal Road Safety Strategy

NRUIM Nepal Road Use Management Information

NSVS Nepal Safe Vehicles Standards

NTDRC Nepal Transportation & Development Research Centre

NTP Nepal Traffic Police

OECD Organisation for Economic Co operation and Development

OSR Office of Statistical Research

PDO Property Damage Only

QLD Queensland

RAR Road Accident Record

RBN Roads Board Nepal

RSDP Road Sector Development Project

RSEI Road Safety Evaluation and Improvement

RSSN Road Safety Society Nepal

RTA Road Traffic Accidents

RTU Road Traffic Unit

SI Severity Index

SPF Safety Performance Function

SRN Strategic Road Network

TD Travel Distance

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TESU Traffic Engineering and Safety Unit

TMC Transport Management Committee

TMR Transport and Main Roads

ToR Terms of Reference

TP Traffic Police

TSU Traffic Safety Unit

UN United Nations

UNRSC United Nations Road Safety Collaboration

VDC Village Development Committee

VKT Vehicle Kilometre of Travel

VTMA Vehicle and Transport Management Act

VTMR Vehicle and Transport Management Regulations

WB World Bank

WHO World Health Organisation

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CHAPTER 1 DEVELOPMENT OF NEPAL ROAD SAFETY MANAGEMENT SYSTEM

1.1 Road Safety Situation in Nepal

The road safety situation in Nepal is alarming. Limited reported data shows that, over thelast three years since 2010/11, approximately 5 people were killed, 11 people were seriouslyinjured and 22 people were slightly injured in about 25 road crashes (1:2:4:5 ratios) every dayon Nepalese roads. Moreover, this data may be grossly underestimated as WHO (2013) hasestimated Nepal’s road fatality was as high as 4,787 (4,206 5,367 at 95% confidence interval)in 2010.

The fatality rates of about 10.0 to 30.0 per 10,000 registered vehicles and 6.0 to 16.0 per100,000 population are extremely disturbing figures for a low income country with onlyabout 45 registered vehicles per 1,000 people (38 cars and motorcycles per 1,000 people) in2011. Similar figures for Australia are 0.79 deaths per 10,000 registered vehicles and 6.00deaths per 100,000 population with 760 registered vehicles per 1,000 people (580 passengervehicles per 1,000 people) (Australian Bureau of Statistics, 2011). This shows that fatalityrate per 10,000 registered vehicles in Nepal was 12 to 38 times higher than in Australia in2011. Although the fatality rates per 100,000 population were only about 1 to 3 times higherin Nepal than in Australia in 2011, passenger vehicle ownership rate in Australia was 15times higher than in Nepal (17 times higher in terms total registered vehicles). In addition,these figures are on the rise in Nepal whereas they are decreasing in Australia. With theexpansion of road networks and numbers of vehicles, the number of crashes and fatalitieshas been increasing alarmingly. These statistics warrant an urgent need for improving thesafety of Nepal’s roads.

ND LEA Inc. et al. (2008) estimated that road traffic crashes cost Nepal between 0.4% and0.8% of GDP annually (approximately NRs 2.70 billion or $30 million). Recently, WHO (2013)estimated that road crashes in Nepal has resulted an estimated GDP loss of 0.8% in 2011.Considering the heavy loss of lives and wealth in road crashes the concerned road and trafficmanagement agencies have started to incorporate road safety issues in their programs but itseems the activities currently being implemented are inadequate as the losses of lives andproperty from road crashes are increasing. This is really unaffordable in Nepal’s context anddemands serious efforts to be made towards road safety management system in Nepal. Sucha disturbing trend in road safety statistics in Nepal is the result of the lack of comprehensiveroad safety management system in place. Absence of the road safety management systemcould have attributed, but not limited, to:

1. primary national focus on expanding road access to a greater number of districts,2. lack of adequate institutional arrangements and legal frameworks for road safety,3. lack of proper safety related technical frameworks and policy documents,4. lack of cooperation and coordination among fragmented road safety organisations,5. insufficient funding and inefficient funding arrangements for road safety,

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6. inadequate national standards for transport infrastructure design, construction andmaintenance,

7. lack of proper actions on crash prevention system (driver licensing, public education, vehicletesting, law enforcement etc),

8. lack of proper post crash management and response system,9. inadequate data collection, management, analysis and reporting system,10. lack of proper scientific research on road safety countermeasures, and11. lack of proper national planning, policy and strategy: formulation, implementation and

evaluation

The adverse impacts resulting from the lack of these essential components of road safetymanagement system have been compounded due to poor implementation, monitoring andevaluation practices.

Many developed and developing countries have focused their attention to road safetyduring the last three to four decades and road safety has been a major strategic area. UNDecade of Action for Road Safety 2011 2020 (United Nations, 2011) is an example of suchglobal initiative that has set five pillars to guide national road safety plans and activities:

Until recently, in spite of repeated alarms raised by several sectors of society, a reduction inroad trauma has not been a key national objective in Nepal. Road safety has not beenconsidered as a major strategic component of Nepal’s road sector development programme.Interest in the road safety epidemic has however increased significantly during the last fewyears in accord with the UN Decade of Action for Road Safety 2011 2020 (United Nations,2011). Nepal has participated in this global initiative, albeit very slow pace and years late,and has developed a document outlining its road safety action plans to achieve its safetytargets in Nepal Road Safety Action Plan (2013 2020) (MoPIT, 2013). A National Road SafetyCouncil (NRSC) has been recently established and actions are being taken on several fronts,albeit on isolated and fragmented ways.

Implementation of several activities in this action plan remains sketchy in its early stages andthe Government of Nepal is looking to accelerate the progress. To help the progress, WorldBank has recently contributed $7.863 million for Nepal Road Safety Support Project for (i)capacity strengthening that includes establishing Nepal Road Safety Council and Secretariat;legislation and capacity strengthening; and small scale safety pilots and (ii) improvedphysical safety of RSDP road, for example crash barriers (World Bank, 2014). The recentprogresses of this project and other projects in this regard are still unknown.

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At this rate of progress, it is almost impossible to achieve road safety outcomes listed inNepal Road Safety Action Plan (2013 2020) (MoPIT, 2013) due to lack of fundamentalstarting basics for road safety. There is a high risk that this action plan will eventually beanother attempted but unsuccessful national plan unless a serious effort towards roadsafety is made through a comprehensive road safety management system in place.

1.2 Road Safety Management System

Road safety is a complex, integrated, dynamic and multi dimensional problem. Improvementin road safety requires actions on several fronts: engineering and social science, educationand public awareness, law and enforcement, health and emergency services, and media andpublicity campaigns, to name just a few. Actions on multiple fronts are required in a complexenvironment often with conflicting and competing interests. A well coordinated andconcerted effort from all agencies working on these fronts is essential. This is possible onlyby implementing a holistic management system.

Road safety is produced just like other goods and services and the production process isviewed as a management system with three levels: institutional management functionsproduce interventions, which in turn produce results (Bliss and Breen 2008, SafetyNet 2009).Consideration of all elements of the road safety management system and the linkagesbetween them becomes critical for any country seeking to identify and improve its currentperformance level (Bliss and Breen 2008, OECD 2008).

A road safety management system is an integrated system that links a wide range of roadsafety aspects in a unified framework in order to achieve positive road safety outcomes.

RSMS has evolved over the last few decades in developed countries. A ‘Safe System’approach, which makes allowance for human error and minimises the consequences,especially the risk of death and serious injury, has been accepted internationally as anapproach to manage road safety. It is seen as the most appropriate approach in guiding themanagement of road safety. In a Safe System approach, road safety problems are typicallytreated by considering the interaction of several components of the transport system, ratherthan by implementing individual countermeasures in relative isolation. This means that thefull range of road safety aspects such as governance and planning, crash prevention systems,post crash management systems, crash investigation and database systems, research anddevelopments need to be linked together. Safe System is the best option to manage roadsafety in Nepal.

1.3 Necessity of Nepal Road Safety Management System

As discussed previously, in Nepal every day on average, 5 persons were killed 11 wereseriously injured and 22 sustained minor injuries in about 25 road crashes over the threeyear period since 2010/2011. Moreover, this data may have been grossly underreported in

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the absence of formal mechanism to collect road crash data in Nepal. Until recently, in spiteof repeated alarms raised by several sectors of society, a reduction in road trauma has notbeen a key national objective. Road safety has not been considered as a major strategiccomponent of Nepal’s road sector development programme. Interest in the road safetyepidemic has however increased significantly during the last few years in accord with the UNDecade of Action for Road Safety 2011 2020. A National Road Safety Council (NRSC) hasbeen recently established in Nepal and actions are being taken on several fronts, albeit onisolated and fragmented ways. A comprehensive Road Safety Management System in Nepal(NRSMS) is essential in order to:

control and reduce largely preventable road crash trauma on Nepalese roads,minimise road crash costs to Nepalese society, andachieve sustainable Nepal road safety outcomes.

1.4 Principal Components of Nepal Road Safety Management System

After the review of existing information and international best practices, it is proposed todevelop NRSMS with the following six principal components:

1. Component 1 (C1) Nepal Road Safety Information Management (NRSIM) andDatabase System: population, vehicle, drivers, traffic, road and summary crashstatistics

2. Component 2 (C2) Governance and Planning: leadership and commitment,institutional framework (organisational structure, resources, roles and responsibilities),funding framework (funding model), legal frameworks (acts and regulations) andtechnical frameworks (road safety documents); road safety countermeasures; roadsafety evaluation and improvement process; and road safety planning, policy andstrategy (policy, vision, mission/targets, strategy and action plans and activities)

3. Component 3 (C3) Pre crash (Crash Prevention) Systems: crash prevention androad risk management system: road users, speeds, vehicles and roads

3.1 Sub component 3.1 (C3.1) Safer Road Users: road use rules, driver licensingsystem, public education and awareness, law enforcement, competence and training

3.2 Sub component 3.2 (C3.2) Safer Speeds: speed management system, speed limits

3.3 Sub component 3.3 (C3.3) Safer Vehicles: roadworthiness national carassessment program, vehicle standards compliance, vehicle inspection andmaintenance system

3.4 Sub component 3.4 (C3.4) Safer Roads: road design and maintenance, trafficcontrol devices, road safety audit, roadside hazard management

4. Component 4 (C4) Post crash (Post crash Response and Management) System:post crash response and management system such as emergency preparedness,response and treatments

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5. Component 5 (C5) Crash Investigation and Database System: crash investigation,data coding, data collection, data recording and creation of road crash database

6. Component 6 (C6) Road Safety Research and Development: road safetymonitoring, measurement, investigation and analysis

It is considered that the current road safety activities in Nepal do not capture all thesecomponents in a unified framework. The first step of this comprehensive approach is tobring together all these components into one management system taking into account bothnational and international practices, supported by scientific research. The best practicesaround the world will be used as far as possible. However, site and context specificinformation must also be collected, analysed and utilised.

A list of indicative projects under each component that help develop a comprehensive NepalRoad Safety Management System (NRSMS) is listed on Page xiv. The list is not exhaustive butonly indicative to demonstrate typical projects. These projects are not exclusive andsequential. There is a need additionally to source information from other projects andprogrammes.

As this document is a BIG PICTURE proposal, the details of each project are not presented atthis stage. Only an expanded summary covering objectives, short description, referenceswith national and international initiatives, information sources and expected outcomes ofeach project is presented in subsequent chapters of this proposal to demonstrate the extentand nature of works required. Once the existing information is further analysed and possibleinterests and contributions from relevant stakeholders becomes clearer, these projects canbe scoped and undertaken as and when funds become available. A list of potential shortterm projects is provided on Pages xv xxi.

1.5 Nepal Road Safety Management System Development Process

It is better to develop the system in stages. It is essentially a ‘building block’ approachinvolving several components, sub components, projects and activities. Each part of thesystem can be developed concurrently and mostly independently. When all the components,sub components, projects and activities are delivered a full scale safety management systemwill eventually be established. For example, crash database system needed for safetymanagement will have to be developed in the first stage. This system uses data collectedfrom the individual crash investigation system which would contain data from crashes dulycoded using an acceptable crash coding system – by severity and by type. Crash dataobtained from a well maintained central crash database system will then be used to identifyblack spots and corresponding types of treatment. Targeted road safety initiatives can thenbe suggested to reduce road crashes on that particular location. Five year crash data aregenerally used internationally to identify black spots in a formal sense. The development ofthe crash database system will be a one off project with periodic improvement butpopulating the database with data is an ongoing implementation activity for NRSMS.

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Table 1 Stages of NRSMS Development

Stage 1: Consultations Consultation with relevant stakeholders (continuous process)

Stage 2: BIG PICTUREProposal

Development of BIG PICTURE proposal (this document)

Stage 3: Consolidation ofexisting projects andactivities

It is recognised that some of the projects identified in this proposal arealready in the process of implementation but in isolation and withoutconsidering the BIG PICTURE. These projects are reviewed andimproved if required and consolidated within unified managementsystem. It is important to work together with these agencies so thatprojects already started would align with the proposed system. Expertadvice would need to be provided to align the ongoing initiatives withthe proposed management system, where necessary.

Stage 4: Scoping, fundingand delivery of shortterm projects

A number of short term projects (low cost high benefit) are scoped,methodologies developed, costed and delivered with funding supportfrom interested funding agencies or from the government on projectby project basis. Individual agency can select the development ofentire management system, or a specific component of it, or a numberof related sub components or projects of interest, for funding.

Stage 5: Scoping, fundingand delivery of mediumterm projects

A number of medium term projects (medium cost, mediumtimeframe) are scoped, methodologies developed, costed anddelivered with funding support from interested funding agencies orfrom the government on project by project basis. Individual agencycan select the development of entire management systemdevelopment, or a specific component of it, or a number of relatedsub components or projects of interest, for funding.

Stage 6: Scoping, fundingand delivery of long termprojects

A number of long term projects (high cost, long timeframe) arescoped, methodologies developed, costed and delivered with fundingsupport from interested funding agencies or from the government onproject by project basis. Individual agency can select the developmentof entire management system development, or a specific componentof it, or a number of related sub components or projects of interest,for funding.

Stage 7: Development offull NRSMS

All completed projects (short, medium and long term) areconsolidated collectively to contribute to full NRSMS

Stage 8: Systemimprovement andupgrade (ongoing)

The system is continually monitored, evaluated and improved. Priorityis given to the missing part or parts of the system. It is important torecognise that works on road safety improvement do not stop withthe completion of the development of NRSMS. The system is only atool to manage road safety better. It is important to continue the workto reduce road trauma on an ongoing basis. NRSMS is a way to providea framework for delivering improved road safety in Nepal. It works inthe fashion similar to the road asset management system with whichmost engineers, planners and policy makers are aware.

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The above is an example of one component/sub component. Each component/sub systemwill be developed with the same approach. A well planned long term vision for NRSMS helpsachieve sustainable road safety solutions. A prerequisite to realise this vision and deliver thesystem is a robust institutional, legal, funding and technical framework. This is proposed as apart of ‘governance and planning’ component. This framework needs to be developed intandem in order to sustain the above system and components. Table 1 lists the stages of thesystem development although different stages can be started concurrently.

1.6 Timeframe

It is not expected that all components in this proposal would be completed within theimmediate future. Rather, it will provide strategic direction and help build the system stepby step. While some low cost high benefit project activities can be initiated soon after thefinalisation of this proposal, the establishment of full scale Road Safety Management Systemcan be materialised only in the medium (5 10 years) to long term (10 15 years) horizondepending on funding and resources available.

The full development of a Nepal Road Safety Management System (NRSMS) as envisioned inthis proposal may take up to 20 years. But the immediate and short to medium termprojects under the system umbrella will start giving results for incremental benefits whilebuilding the management system over several years.

1.7 Involvement of Stakeholders

All stakeholders, who have interests in road safety in Nepal can be involved at one or moreparts of the system. Contributions from all stakeholders such as national and internationalinstitutions, and bilateral and multilateral funding agencies are needed in order to initiate,conduct and complete the road safety project activities identified in this proposal. It isexpected that a full scale Nepal Road Safety Management System (NRSMS) will beinstitutionalised, implemented and sustained once these project activities are completed,updated and monitored.

***

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CHAPTER 2 NEPAL ROAD SAFETY INFORMATION MANAGEMENT ANDDATABASE SYSTEM

(Road safety information and database)

2.1 Objectives

Road safety information management and database system helps to understand the realreasons of crashes and to develop countermeasures to combat them. Global Plan for theDecade of Action for Road Safety 2011 2020 (United Nations, 2011) have emphasised theimportance of data systems for on going monitoring and evaluation in Pillar 1: Road SafetyManagement:

Activity 6: Establish and support data systems for on going monitoring andevaluation to include a number of process and outcome measures, including:

o establishing and supporting national and local systems to measure andmonitor road traffic deaths, injuries and crashes

o establishing and supporting national and local systems to measure andmonitor intermediate outcomes, such as average speed, helmet wearingrates, seat belt wearing rates, etc

o establishing and supporting national and local systems to measure andmonitor outputs of road safety interventions;

o establishing and supporting national and local systems to measure andmonitor the economic impact of road traffic injuries; and

o establishing and supporting national and local systems to measure andmonitor exposure to road traffic injuries

There is no mention of data systems in Nepal Road Safety Action Plan (2013 2020) preparedby MoPIT (2013). To start with, it is important to develop and update databases aimedspecifically for road safety with a long term vision in mind.

2.2 Nepal Road Safety Divisions

The challenges posed by road safety are different for different regions, for different types ofroads and for different associated road safety authorities in Nepal. While roughly 50% of allcrashes occur in the Kathmandu Valley, it is important to note that these tend to be lesssevere than crashes in regions outside of Kathmandu. For example, in FY09/10 the rate offatalities per 10,000 registered vehicles in regions outside Kathmandu ranged from 7 to 33times higher than the rate of fatalities observed in the valley. One explanation for this

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disparity is mass casualty events that result when a single multi passenger vehicle (e.g. abus) loses control and plummets from steep hill or mountain roads. Bus crashes along longdistance routes account for roughly 13% of all fatalities and 31% of serious injuries sufferedas a result of road traffic crashes in Nepal (World Bank, 2014). Since there is no road safetydivisions specifically zoned for road safety in Nepal, the first step of comprehensive roadsafety management is to develop Nepal Road Safety Divisions (NRSD) and their (electronic)database.

Project 2.1 Development of Nepal Road Safety Divisions (NRSD)

[Component C1: Nepal Road Safety Information Management (NRSIM) andDatabase System]

1. Objective:To develop Nepal Road Safety Divisions (NRSD)

2. Description:Review and develop NRSDDevelop (electronic) spatial database (such as GISmaps) system with a number ofdivisions (to be called ‘Nepal Road Safety Divisions or NRSD’) for the purpose ofcollating and consolidating all relevant data required for undertaking targetedroad safety analysisThe safety divisions can be based on geography (e.g., existing regional, zonal anddistrict boundaries or a reduced similar) or types of roads (SRN or LRN) or trafficvolume (low, medium or high) or a combination of themRoad based database system is preferred when separate road safety authoritiesare responsible for different types of roadsBase maps of these divisions are to be developed

3. Reference to UN Decade of Action for Road Safety 2011 2020Pillar 1: Road Safety Management (Activity 6: Data systems)

4. Reference to Nepal Road Safety Action Plan (2013 2020)Pillar 1: Road Safety Management (not directly listed as activity)

5. Information Source:Population census and administrative boundariesRoad types: SRN or LRNGovernment departments: DoTM, DoR and DoLIDARTraffic Police (TP) and other information sourcesInternational best practices

6. Outcome:Spatial Nepal Road Safety Divisions (NRSD) and (electronic) database system

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Examples of short term projects under ‘Project 2.1 Nepal Road Safety Divisions’ mayinclude:

Project C1/P2.1.1 Review, update or develop and implement NRSDProject C1/P2.1.2 Develop (electronic) database of NRSD

2.3 Population Growth and Trends

Figure 1 shows the population growth in Nepal. The population of the country was 26.495million (2010/11) with growth rate of 1.35% per annum (Central Bureau of Statistics, 2011).The time series and disaggregated population statistics and distributions (personal andsocioeconomic characteristics) including historical growths and future projections would bean added benefit for road safety management. These are required to assess the road safetyand develop strategies and programs targeted at reducing the road safety risk on particularroads or regions.

Figure 1 Nepal’s Population (Estimated from Population Census)Data Source: Central Bureau of Statistics (2011)

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Examples of short term projects under ‘Project 2.2 Population Database’ may include:

Project C1/P2.2.1 Review and update or develop (electronic) population databaseProject C1/P2.2.2 Collect and incorporate personal and socioeconomic variablesrequired for road safety analysis in the (electronic) population database system

2.4 Expansion of Nepal Road Network

The road construction in Nepal is very difficult and costly due to the rugged topography andpoor geology but is the principal transport mode. Even though the road density in Nepal isvery low, the road network is expanding rapidly in recent years. It is estimated that the totalroad networks have crossed 60,000km. The total road network was 376km in 1951 and5,925km in 1985 (Thapa, 2013).

Project 2.2 Development of Population Database


1. Objective:To develop population database by Nepal Road Safety Divisions (NRSD)

2. Description:Develop computerised database (such as GIS maps) system that collatepopulation data by Nepal Road Safety Divisions (NRSD) (Create Base PopulationData).Time series and disaggregated (personal and socioeconomic characteristics)population data showing historical growths and future projections would be anadded benefit.



5. Information Source:Nepal Road Safety Divisions (NRSD)Administrative BoundariesPopulation Census

6. Outcome:Spatial and disaggregated (electronic) population database

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Figure 2 Strategic Road Network (SRN) in Nepal

Source: Department of Roads (online)

From the national road network perspective, Nepalese roads are classified into two broadcategories: strategic road network or SRN and local road network or LRN. Nepal’s strategicroad network (SRN) comprises the National Highways, Feeder Roads and strategicallyimportant Urban Roads (MoPIT, 2013). The Department of Roads (DoR), functioning underthe Ministry of Physical Infrastructure and Transport (MoPIT), is responsible for theconstruction and maintenance of the SRN. The SRN, backbone of the national road network,is the main national arteries providing inter regional connections and links to regional anddistrict headquarters, international borders, key economic centres, touristic centres and themajor urban roads.

National map of SRN in Nepal is shown in Figure 2. Figure 3 shows the growth of SRN overthe last decade. SRN consists of 21 National Highways and 208 Feeder Roads totalling11,636.58 km as of year 2011/12.

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Figure 3 Growth of Strategic Road Network (SRN) in Nepal

Figure 4 Local Road Network (LRN) in Nepal

The local road network (LRN) are constructed and maintained by local governments (districtand village development committees, municipalities) and comprise the District Roads thatincludes Village and Agriculture Roads and non strategic Urban Roads and are coordinatedby the Department of Local Infrastructure Development and Agricultural Roads (DoLIDAR)functioning under the Ministry of Federal Affairs and Local Development (MoFALD). Thereare no historical inventories of these roads. It was thought to be approximately 22,000km ofvillage roads in 2010. Recently, DoLIDAR (2013) conducted an inventory of LRN and foundout to be more than 50,000km. Figure 4 shows more than double the length of roads existedthan previously thought. The LRN was constructed to open up access to remote/rural areas

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as quickly as possible but without giving due consideration to the operability andsustainability of roads. The geometry of these roads is poor and some serious environmentalproblems are created by these roads. Only about 40% of the network is serviceable.However, the DoR also looks after approximately 10,000km of main roads of this localnetwork which are mostly serviceable (Thapa, 2013).

Project 2.3 Development of Road Inventory and Traffic StreamDatabase


1. Objective:To develop (electronic) road inventory and traffic stream database

2. Description:Road inventory database: Develop (electronic) database (GIS maps) thatcollate/consolidate strategic and local road network (SRN and LRN). Create baseroad network map starting from strategic roads of national, then regional andlocal significance gradually incorporating entire road network. Time series anddisaggregated (posted speed limits, curves, grades, pavement types, lanes,shoulder, sight distance, road signs, line markings, safety barriers and otherroadside furniture etc. that have impact on road safety outcomes) data showinghistorical changes and future projections would be an added benefit. Wherespeed limits are not sign posted, implement the system of doing so and keeprecords of these as and when implemented.Traffic stream database: Develop and implement the system of traffic volume(AADT, composition, intersection turning movements, pedestrian movements)and speeds (posted speed limits, spot speeds, space speeds) collection andstorage (GIS maps) system (permanent counters at strategic locations andtemporary counters as per specific need) to create traffic stream database usingappropriate vehicle detection technologies (loop, video, P2P vehicle detection).Commence from basic information and gradually expand to all road elements.

3. Reference to UN Decade of Action for Road Safety 2011 2020Activity 1: Road Safety Management (Activity 6: Data systems)


5. Information Source:Nepal road safety divisions or NRSDGovernment departments: DoTM, DoR and DoLIDARInternational best practicesSome inventory data may need to be collected, as and when necessary

6. Outcome:Disaggregated and spatial (electronic) road inventory and traffic stream database

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Examples of short term projects under ‘Project 2.3 Road Inventory and Traffic StreamDatabase’ may include:

Project C1/P2.3.1 Review and update or develop (electronic) road inventory databaseProject C1/P2.3.2 Review and update or develop (electronic) traffic stream databaseProject C1/P2.3.3 Plan, develop and implement automatic system of collectingdynamic traffic stream (volume, composition, speed, axle loads etc.) data

2.5 Vehicle Registration, Ownership and Driver Licence Records

Figure 5 shows the total cumulative registered vehicles and annual growth in Nepal. Theannual growth rate of vehicle registrations ranges from 9% to 25%. By the end of 2012/13, itwas estimated that the number of vehicles reached to 1,557,478 (Department of TransportManagement, 2013). There is, however, no system of writing off the aged vehicles which arephased out or scrapped (MoPIT, 2013).

Figure 5 Vehicle Registration and Growth

In recent years, there has been high growth rate for motorcycles and light vehicles (car/jeep)as shown in Figure 6. In urban areas, this trend is the impact from an expanding economy inan environment where efficient mass transportations are lacking (MoPIT, 2013).

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Figure 6 Growth of Motor Vehicles by Type

Annual growth rates are fluctuating over the years but motorcycles growth rate isconsistently higher than other modes as shown in Figure 7.

Figure 7 Annual Growth (%) of Motor Vehicles in Nepal

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The share of motorcycles (77.51%) in the road traffic composition in 2012/2013 is very highfollowed by car/jeep (8.91%) and tractor as shown in Figure 8.

Figure 8 Road Traffic Compositions in Nepal (2012/2013)

Figure 9 shows vehicle ownership (total registered vehicles) trend in Nepal. There has beenan increase in vehicle ownership in recent years. Within the last 20 years, vehicle ownershiphas increased by about 10 folds. However, car/jeep ownership is extremely low (5 cars per1,000 people compared to 33 motorcycles per 1,000 people in 2010/2011). There is nopublicly available information regarding driving licences, registrations and other details.

Figure 9 Registered Vehicles per 1,000 Population

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Examples of short term projects under ‘Project 2.4 Road Vehicle and Driver Database’ mayinclude:

Project C1/P2.4.1 Review and update or develop (electronic) road vehicle databaseProject C1/P2.4.2 Review and update or develop (electronic) driver licence database

2.6 Crash Statistics

Road crashes are increasing in Nepal due to increased vehicle fleet and speed. Most of thecrashes having any human injury are reported to the Police. Crashes with minor injury andsmall damages to the vehicles may be settled at the crash site with mutual understandingand may not be reported to the Police. Also, deaths resulting from the injuries after thecrash (say within 30 days) in the hospital may not have been reported by Police as fatal. Afairly large number of crashes are never reported to the Police, mainly because the involvedparties want to settle the matter between them. Generally, only those crashes with high

Project 2.4 Development of Road Vehicle and Driver Database


1. Objective:To develop (electronic) vehicle and driver database system

2. Description:Vehicle registration and maintenance database: Develop (electronic) databasesystem that collates up to date records of vehicle registration (types, purchases,transfers, inspections, maintenance and write offs etc) (it is being developed byDoTM with funding fromWB/ADB – provide international best practice advice forongoing maintenance of the system being developed)Driver database: Develop (or improve) drivers’ licensing database system(registration, cancellations, infringements etc)Note: Some of these data requirements should be made compulsory by law andshould be consistent with the internationally accepted standards



5. Information Source:Government departments (DoTM)Traffic Police

6. Outcome:Detailed (electronic) road vehicle and driver database

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injury or property damage or with disputes are reported and recorded in the Police office.This under representation is assumed to be less pronounced for severe crashes. Hence, theavailable data do not give the full crash picture (Thapa, 2013). The absence of scientific andunified approach to defining road crashes and strong legal requirements to report thecrashes may also have triggered the underreporting.

Because of absence of a dedicated agency for road safety and scientific and unified approachto defining crashes, crash database system is poor in Nepal. Generally DoR through itsdivision offices record the locations of crashes. Considering a proper crash database systemto be the backbone of road safety engineering, collection of road crash information startedin July 1995 with help of Traffic Police (TP). The DoR helped the TP to design their ownsimple Road Crash Data System for nationwide crash database, which basically providescrash statistics but do not provide the necessary detailed information for crash analysis(Thapa, 2013).

2.7 Number of Crashes

There seems to be discrepancies across different data sources regarding the number ofcrashes, number of vehicles involved in the crashes and number of people involved in thecrashes. Nonetheless, Figure 10 shows the total number of crashes, number of vehiclesinvolved and number of people involved in crashes in Nepal (Data source: collected andrefined from a number of sources, mainly from Traffic Directorate but data accuracy cannotbe ascertained)

Figure 10 Number of Crashes, Vehicles Involved and People Involved

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2.8 Casualty

As per the Police statistics (Traffic Police, 2015), there were 8,803 road traffic crashes in thefiscal year 2010/11 resulting in 1,689 fatalities, 4,071 serious injuries and 8,509 minor orslight injuries. This accounts for a total of 14,893 road related casualties in 2010/11.However, these figures may not truly reflect the actual number of casualties occurring inNepal as road traffic crashes are under reported, particularly, the minor or slight injuries. Itis difficult to be accurate about these figures as many crashes, including ones where peopleare injured, are not reported to the Police. Generally, only those crashes with high injury orproperty damage or with disputes are reported and recorded in the Police office.

Figure 11 and Figure 12 show the number of people killed and injured from road crashes inNepal over the years. From the road safety perspective, year 2007/08 was the worst yearwhen the road fatalities increased by more than 50% on annual increment basis and numberof crashes on the rise since then, even though annual increase has been down since2010/11.

Figure 11 Road Fatalities in Nepal

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Figure 12 Number of People Killed or Injured in Road Crashes

The latest crash statistic shows that Nepalese roads claimed 1,816 people’s lives andinjured about 12,000 people in year 2012/13. Figure 13 shows the trend of number ofpeople involved in road crashes in Nepal.

Figure 13 Trend of People Involved in Road Crashes in Nepal

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2.9 Fatality Rates

Figure 14, Figure 15 and Figure 16 show the road casualty trends in Nepal. Majority of theseindicators are opposite to what the western world are achieving through comprehensiveroad safety management system.

Figure 14 People Involved in Road Crashes per 100,000 Population in Nepal

Figure 15 Fatality Rates

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Figure 15 shows that the fatality rates per 10,000 cumulative numbers of registered vehicleshave been decreasing over a long term but remained excessively high. The fatality rates of14.33 deaths per 10,000 registered vehicles and 6.37 deaths per 100,000 population in2010/11 is extremely disturbing figures for a low income country with only 44.5 registeredvehicles per 1,000 people (38 cars and motorcycles per 1,000 people). The fatality rates areactually higher than these values if the number of vehicles phased out or scrapped andunder reporting are taken into consideration (MoPIT, 2013). Injury to fatality ratiosremained in between 6.00 to 12.00 over the years as shown in Figure 16.

Figure 16 Fatality Rates (Other Indicators)

2.10 Contributing Factors of Road Crashes in Nepal

In the case of the SRN, the majority of fatalities occur outside the Kathmandu valley andinvolve trucks and busses, with many fatalities being pedestrians and crashes often causedby reckless driving. In the LRN it appears that road and terrain conditions also play a majorrole in rural road crashes, especially in the Hills where many deaths are due to vehiclesveering off the road and falling down the hillside. A detailed analysis of LRN crash data isrequired to identify the prominent causes of crashes (World Bank, 2013). Figure 17 provides

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the general statistics regarding the causes of traffic crashes in Nepal where the driver’s faultremains the top cause and it is also increasing over the years. It is not clear why the ‘driver’sfault’ and ‘overtaking’ are separated (it may be because of the limited sight distances onroads or also because it is simply easy to blame drivers).

Figure 17 Causes of Crashes in Nepal

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Examples of short term projects under ‘Project 2.5 Nepal Road Crash Statistics’ mayinclude:

Project C1/P2.5.1 Develop a summary of Nepal road crash statisticsProject C1/P2.5.2 Develop Nepal road crash fact sheets

2.11 Monitoring Road Safety Progress: Trends and Comparisons

In order to evaluate the road safety situation, it is important to compare the road safetystatistics with other countries (high income, middle income and low income economies). Incomparison to developed economics such as OECD countries, road safety indicators in Nepalare pointing towards opposite directions. In comparison with the developing and pooreconomies, Nepal’s road safety indicators are similar. The comparison would be more robustonce reliable statistics of road safety in Nepal is obtained.

Project 2.5 Development of Nepal Road Crash Summary Statistics forPublic Use


1. Objective:To develop summary road crash statistics and (electronic) database for public use

2. Description:Develop (electronic) crash database (preferably interactive online) system forpublic use. The system should contain summary information (limited but valid)that help general public to have an overall knowledge on road safety and helpdecide safe courses of actions.Develop fact sheets such as Fatal Five FactUse these facts for public education and road safety campaigns



5. Information Source:Government departments: DoTM, DoR and DoLIDARTraffic PoliceOther information sources

6. Outcome:Summary Nepal road crash statistics and (electronic) database system

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2.12 Road Safety Situation in Nepal: Facts, Issues and Challenges

MoPIT (2013) has listed the following statements as ‘facts’ regarding the road safetysituation in Nepal. However, with the absence of valid information (data) and scientificanalysis, truths of some these statements cannot be ascertained:

Both road crash fatalities and injuries are increasingRoad users are most exposed to road crashes in the Kathmandu Valley but casualties are lesssevere compared to other regionsRoad crashes are under reported and analysis inadequateLight vehicles, especially motorcycles, dominate the vehicle fleet while mass transportation islackingPedestrian population within 15 40 years are most vulnerable usersThere is a high number of motorcycle crashes in the urban areasSingle bus crashes represent the road crashes with the most severity in the rural areasRoad crashes are mainly caused by reckless driving and pedestrian recklessly crossing thestreetsSafe pedestrian access is lacking aggravating pedestrian safety

Project 2.6 International Comparisons and Benchmarking


1. Objective:To compare available road safety indicators with other high income, middleincome and low income countries

2. Description:Perform a thorough analysis of available road safety indicators in Nepal andcompare them with international statistics to clearly identify the state of art ofroad safety situation in NepalThis helps develop Nepal road safety strategies, policies and programs



5. Information Source:National data sourcesInternational data sources

6. Outcome:Nepal road safety standing globally for planning

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Safe design (forgiving road) is lackingStakeholders’ interactions are ad hoc and responsibilities are often duplicated

MoPIT (2013) have listed the following issues and challenges in Nepalese Roads with respectto road safety. The list mostly covers issues associated with ‘coordination’ and ‘road factor’and hence does not cover other aspects of road safety in Nepal.

Horizontal coordination amongst the stakeholders to manage road safety has been poor, adhoc, often hampered with duplication of activities from parallel committees set up underdifferent agencies while interventions been arbitrarily implemented.There are numerous safety issues on the Nepalese hill roads (which form a substantialportion of the road network) such as poor visibility at blind corners; poor shoulders;unforgiving side drains, inadequate safety barriers at steep vertical drops; unscientificlocation of passing bays in single lane roads; lack of climbing lanes; very steep gradients atnumerous sections, narrow sections at built up areas, etc.Along the roads in the plains (Terai), unforgiving drains, inadequate pedestrian provisions,inadequate delineation at bridge/culvert crossings, narrow carriageway at build up areas,etc., are the predominant safety issues.

Thapa (2013) has included additional challenges and issues facing road safety managementin Nepal:

Lack of required autonomy and authority to effectively operate the National Road SafetyCouncilPossibility of inadequate budget and manpower resources to the CouncilInadequate budget provision for every training of all stakeholdersTargeted individuals excluded in the trainingsOmissions of the provisions required in the amended ActsDifficulties encountered in enforcing the amendments of Acts and RegulationsRequired provisions omitted in National Road Safety strategy and strategy lacking legalstandingLack of long term horizontal coordination between agenciesRoad safety audit manual for non strategic roads not formulatedSafety audits not enforceable in all roads lacking legal mandateCompliance policy for safety audits recommendations may lack legal mandateRoad Safety Audit recommendation not complied in absence of legal mandateLack of authority and difficulty enforcing work zone safetyStandards for safe vehicles, spares inadequately prepared, failure to enforce or difficulty ordeficiency in monitoringDelay or difficulty in amending acts, regulationsOmission of required safety provisions in the amended act, regulationOmission of required safety issues in the national transport policyDifficulty including in the school curriculum or inadequate preparationWeak coordination between hospitals, health centres and agencies

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Database system ineffective, unscientificDatabase inaccessible, non transparent

In summary, all road system components (human factors, vehicles and roadsideenvironment) have collectively contributed to road crashes in Nepal. The following realworld examples and scenes on Nepalese roads portrait the clear picture of current roadsafety situation in Nepal:

Human factors (drivers, pedestrians & law enforcement officers): The drivers are oftenneither properly licensed nor trained:

o Driver negligenceo Drink drivingo Perform unsafe manoeuvring on critical road sections such as overtaking on bendso Drivers do not obey traffic rules and regulationso Corrupt law enforcement officerso Random roadside parkingo Reckless pedestrian crossingo Traffic is poorly regulated, and the volume of vehicles on the roads continues to

increase faster than improvements in infrastructureo There is little awareness or information about traffic rules and road safetyo Roads in the Kathmandu Valley are congested with little regard for any kind of traffic

legislationVehicles are not regulated and poorly maintained that frequently breakdown on roads:

o Vehicles are poorly maintained, and public vehicles are often overloadedo Passenger buses are overloaded with passengers (inside, hanging outside or on the

roof)o Passengers can be thrown out of buses as the vehicle ploughs through potholes and

take note of upturned trucks on hairpin bends and holy cows that loom out ofnowhere

o Trucks carry dangerous loads (overloaded and poorly loaded)o There are lots of mopeds carrying families or boxes of chickens and crash helmets

are unheard ofo Long distance buses often drive recklessly and bus crashes involving multiple

fatalities are not uncommonRoads in Nepal are badly designed (in some LRN cases, not designed at all), inadequatelyconstructed and poorly maintained:

o Roads and bridges without walkways and other required road safety featureso Narrow bridge approacheso Poor visibility at blind cornerso Poor shoulderso Unforgiving side drainso Inadequate pedestrian provisionso Inadequate safety barriers at steep vertical dropso Unscientific location of passing bays in single lane roadso Lack of climbing lanes

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o Very steep gradients at numerous sectionso Narrow sections at built upo Poor road conditionso Traffic control devices are either non existent or pedestrians do not have priorityo Road geometry includes winding roads, hairpin bends and steep grades with no

safety barrierso No street lighting in rural areas and in areas of Kathmanduo Along the roads in the plains (Terai), unforgiving drains, inadequate pedestrian

provisions, inadequate delineation at bridge/culvert crossings, narrow carriageway atbuild up areas, etc., are the predominant safety issues.

o Sidewalks are non existent in many areas and many drivers do not yield the right ofway to pedestrians in marked crosswalks

o Roads in Nepal are in poor condition and lack basic safety features

***

Project 2.7 Strengthening and Privatisation of NRSIM System


1. Objective:To explore options to strengthen NRSIM and database system

2. Description:Based on the outcome and level of success on creating individual databasesystem for each element of road use management, develop and implement acomprehensive Nepal Road Use Information Management (can be branded asNRUIM) system or revamp existing NRSIM to include roads of lowersignificance/urban roads) for use in comprehensive NRSMS.Explore options for privatisation of NRUIM system and develop business modelfor sustainable management of NRUIM system. Each agency internal or externalto the department to purchase road use management data for research andconsulting works. Government to contribute/top up.



5. Information Source:Existing national systemInternational best practices

6. Outcome:A robust NRSIM or NRUIM systems

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CHAPTER 3 INSTITUTIONAL, FUNDING, LEGAL AND TECHNICAL FRAMEWORKS

(Road safety frameworks)

3.1 Objectives

Institutional, funding, legal and technical frameworks are the backbones for achievingsustainable road safety goals. Development of road safety management in Nepal is notpossible without these frameworks as pre requisites.

United Nations (2011) in its Global Plan for the Decade of Action for Road Safety 2011 2020has emphasised the importance of road safety frameworks for proper management of roadsafety in Pillar 1: Road Safety Management.

Activity 1: Adhere to and/or fully implement the major United Nations road safety relatedagreements and conventions; and encourage the creation of new regional instrumentssimilar to the European Agreement concerning the Work of Crews of Vehicles engaged inInternational Road Transport (AETR), as required, including:

o Convention on Road Traffic, of 8 November 1968, aiming at facilitating internationalroad traffic and at increasing road safety through the adoption of uniform roadtraffic rules;

o Convention on Road Signs and Signals, of 8 November 1968, setting up a set ofcommonly agreed road signs and signals;

o AETR, of 1 July 1970, to be used as a model the creation of regional legalinstruments.

Activity 2: Establish a lead agency (and associated coordination mechanisms) on road safetyinvolving partners from a range of sectors through:

o designating a lead agency and establishing related secretariat;o encouraging the establishment of coordination groups; ando developing core work programmes

Activity 5:Work to ensure that funding is sufficient for activities to be implemented through:o building business cases for sustained funding based on the costs and benefits of

proven investment performance;o recommending core annual and medium term budgetary targets;o encouraging the establishment of procedures for the efficient and effective

allocation of resources across safety programs;o utilizing 10% of infrastructure investments for road safety; ando identifying and implementing innovative funding mechanisms

MoPIT (2013) in its Nepal Road Safety Action Plan (2013 2020) has listed the following ‘mainactivities’ regarding road safety frameworks mixed into different pillars:

Activity (A1): Establish the National Road Safety Council with sweeping authority

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Activity D(7): Establish road safety units in the DoTM and institutional development of theTraffic PoliceActivity E(7): Establish road safety unit in theMoHP and institutionally enhance itActivity (A2): Train stakeholdersActivity (A3): Amend the Vehicle & Transport Management Act 1993 (VTMA 1993), Local SelfGovernance Act 1999 (LSGA 1999) and develop various guidelines.Activity C(2): Amend VTMA 1993 and VTMR 1997 and develop national transport policy toreinforce safer vehiclesActivity D(1): Amend VTMA 1993 and VTMR 1997 to invigorate safer road users

3.2 Existing Road Safety Frameworks in Nepal

World Bank (2013) has summarised the existing situation regarding these frameworks as:

Road safety management is weak, with responsibilities spread over 4 different ministries andthe local bodies. Resources and capacities are limited in all agencies involved in road safety,and need to be improved. Coordination is a major problem, as no lead agency has beenidentified and current legislation fails to provide a coordinated approach to the differentroad safety aspects and actors involved. For the LRN, Transport Management Committees(TMC) have been formed, but these do not include the District Transport Office (DTO)engineers who are responsible for safety engineering. It is highly recommended to transformthe Motor Vehicle and Transport Management Act (1993) into a Road Traffic Safety Act toregulate and coordinate different aspects of road safety management for both the SRN andLRN (taking into account the specific characteristics of both networks) and identifying thelead agency responsible for coordination. Although the DoR recently developed a RoadSafety Business Plan (2010), it is not clear to which extent the DoTM and TP have beeninvolved, and this document does not provide a concrete action plan, nor does it set anytargets for improving road safety. It is therefore recommended to develop a multiannualRoad Safety Plan with achievable targets and a concrete action plan.The improvement of road safety engineering is not properly regulated anywhere, andresponsibility is not clearly allocated, although in practice DoR appears to be responsible inthe case of the SRN. In the late nineties, several guidelines and manuals on road safetyengineering were developed by DoR, although it appears they are not properly applied assafety engineering continues to be lacking in most SRN projects. For the LRN no road safetyguidelines or manuals exist. These need to be developed by DoLIDAR, and should take intoaccount the specific characteristics of rural roads, many of which are unpaved, in poorcondition, and susceptible to damage due to inappropriate drainage facilities. Funding forSRN safety engineering comes from RBN (Roads Board Nepal), DoR (Department of Road)and donors, but is very limited, while for the LRN donor funded projects are only nowstarting to pay attention to safety issues. Improved maintenance is also likely to have apositive impact on road safety in both the LRN and SRN.

World Bank (2013) has suggested the following activities/actions with respects to these frameworks:

Develop a Road Safety Act and Road Safety Plan and include specific LRN safety measures

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Define a lead agency for coordinating road safety in the SRN and LRN and involve a mix ofprivate and public sector stakeholders in implementing road safety activitiesImprove capacities and resources of all those responsible for road safetyCarry out regular collection and analysis of crash data on SRN and LRN and respond tocommon causes of crashesRequire road projects to include road safety measures in their designs and make road safetyaudits mandatory for SRN and LRN, including them as part of road condition surveys

3.3 Institutional Arrangements for Road Safety in Nepal

A National Road Safety Council (NRSC) was set up in Nepal during the nineties but this bodywas defunct until recently. There had been calls for reviving such a council while somequarters had suggested designating a stakeholder as the lead agency. In both options, therehad been calls for expanded jurisdiction and resources (MoPIT, 2013). There seems to besome progresses towards Nepal road safety in late 1990s. During that time, a number ofroad safety notes (Department of Roads, 1996a, 1996b, 1997a, 1997b, 1997c, 1997d) wereproduced by the Traffic Engineering and Safety Unit (TESU) of the Department of Roads(DoR) as a means of increasing road safety awareness amongst highway engineers andothers.

At the legislative level, the Parliamentary State Affairs and the Financial Labour RelationCommittees within the country’s then Legislative Assembly had recently monitored roadsafety issues. Under the Interim Constitution, technical committees can be formed tospecifically address road safety as per the provisions of the Assembly. However, road safetydid not receive the due priority it demanded as the then Assembly was concentrated in thedrafting of the Constitution and the country is in transition phase. Nevertheless, theprovisions for technical committees will most likely be in place in the Constitution (MoPIT,2013)

Recently, lawmakers, senior bureaucrats and Traffic Police have mooted for theestablishment of a high level road management board to improve traffic management in theKathmandu Valley. While the first emphasis of such body is traffic management, suchmeasures do enhance road safety as well and encourage horizontal coordination (MoPIT,2013). Lack of coordination, comprehensiveness and isolation of actions are cited as mainissues of road traffic management in Nepal.

Efforts from all stakeholders are the most to improve and manage road safety in anintegrated manner. It is important to implement several facets of activities to achieve thedesired goals of reducing road traffic injuries and resultant economic loss losses in Nepal.

The NRSC has been recently re established and actions are being taken on several fronts,albeit on isolated and fragmented ways. The following additional Nepal GovernmentDepartments are directly and indirectly involved in road safety:

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Ministry of Physical Infrastructure and Transport (MoPIT)o Department of Roads (DoR) for Strategic Road Network (SRN)o Department of Transport Management (DoTM)

Ministry of Federal Affairs and Local Development (MoFALD)o Department of Local Infrastructure Development and Agricultural Roads

(DoLIDAR) for Local Road Network (LRN)Roads Board Nepal (RBN) (note: does not specify categories of roads)

o Maintenance and repair & toll collectionsMinistry of Health and Population (MoHP)

o National Trauma CentreLaw Enforcement

o Traffic Police (TP)

Ideally, road safety issues are to be considered right from the urban and regional transportplanning process. In order to achieve the safety oriented planning outcomes, additionalgovernment agencies that could contribute to road safety include:

Ministry of Urban Development (MoUD)Department of Urban Development and Building Constriction (DUDBC)Kathmandu Valley Urban Development Authority (KVDA)

Other organisations involved in road safety in Nepal include:

International organisations such as World Bank, Asian Development Bank, JICA etc.Nepal Transportation & Development Research Centre (NTDRC)Nepal Forum for Rural Transport and Development (NFRTD)Road Safety Society Nepal (RSSN)

Hence, the Government of Nepal is found to be not silent in road safety, road safetyinitiatives are on, but not known widely. Nepal Government has mechanisms responsible forroad safety, but hardly active in response to promoting safer roads. Road Safety Action isconsidered as Traffic Action, thus become punitive, legalistic rather than a social changeaction. Civil Society Initiatives are also not strong enough as mainly focused on events andfragmented actions. Lack of coordination, comprehensiveness and isolation of these actionsare main issues (Dharel, 2015). Horizontal coordination amongst the stakeholders to manageroad safety has been poor, ad hoc, often hampered with duplication of activities fromparallel committees set up under different agencies while interventions been arbitrarilyimplemented (MoPIT, 2013).

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Project 3.1 Development of Institutional Framework for Road SafetyManagement in Nepal

(Component C2: Governance and Planning)

1. Objective:To develop a comprehensive organisational structure for road safety in NepalTo ensure that there is a robust institutional framework to support thedevelopment and sustained implementation of the proposed Road SafetyManagement SystemTo develop leadership and commitment to road safety in Nepal

2. Description:Undertake review of existing institutional arrangements for road safetymanagement system with the objective of identifying institutional vacuumDevelop an effective and efficient institutional framework and organisationalstructure (national, regional and local levels) for road safety management inNepal considering both existing system and international best practicesThe system should specify responsibilities, accountabilities, liabilities and duty ofcare of all levels of the organisational structureEstablishment of an independent and all powerful Nepal Road Safety Commissionwhich brings together all parties and activities being done and expected to bedone in road safety areas in Nepal may be an option. Legal provisions should bemade to inform the Commission of any road safety activities in Nepal.Composition of the Commission needs to be carefully worked out.

3. Reference to UN Decade of Action for Road Safety 2011 2020Pillar 1: Road Safety Management (Activity 2: Lead Agency)

4. Reference to Nepal Road Safety Action Plan (2013 2020)Pillar 1: Road Safety Management [Activity A(1): Establish the National RoadSafety Council with sweeping authority, Activity A(2): Train stakeholders]Pillar 4: Safer Road Users [Activity D(7): Establish road safety units in the DoTMand institutional development of the Traffic Police]Pillar 5: Post crash Response [Activity E(7): Establish road safety unit in theMoHP and institutionally enhance it]

5. Information Source:National existing arrangementsInternational best practices

6. Outcome:Robust institutional arrangements for road safety in Nepal

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Examples of short term projects under ‘Project 3.1 Institutional Framework’ may include:

Project C2/P3.1.1 Review and develop an institutional framework (organisationalstructure) that connects national, regional and local road safety authorities(MoPIT/DoR/DoTM, MoFALD/DoLIDAR, MoHP, TP, municipalities, VDCs) andstakeholdersProject C2/P3.1.2 Establish dedicated road safety organisational units within variousgovernment departments and other non government organisationsProject C2/P3.1.3 Develop institutional capability and resources of DoTMProject C2/P3.1.4 Develop documents outlining the roles, responsibilities,accountabilities and duty of care of all levels of road safety organisational structureProject C2/P3.1.5 Establish sound vertical and horizontal coordination mechanismacross road safety authoritiesProject C2/P3.1.6 Train road safety authorities and stakeholdersProject C2/P3.1.7 Develop road safety portfolio/program/project governanceframework

The current organisational structural and institutional arrangements for road safety in Nepalare not effective and efficient. Hierarchical organisational structure (national, regional andlocal levels) is widely adopted for developing and implementing road safety measures.However, an extensive division of responsibility can make it difficult to implement roadsafety measures in the most cost effective way. Hence, it is important to develop a good andinternationally practised model of institutional framework.

3.4 Budget Allocation for Road Safety

Every road division is allocated some funds to improve road safety measures and to repairthe existing traffic signs, delineator posts, road markings and other road safety related works(Department of Roads, 2007). These funds are quite inadequate or are not sufficient forcomprehensive road safety activities in Nepal.

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Project 3.2 Development of Funding Framework for Road Safety inNepal


1. Objective:To develop a funding framework (model) for comprehensive road safetyTo ensure that there is a robust funding framework to support the developmentand sustained implementation of the proposed Road Safety Management Systemin Nepal

2. Description:Undertake review of existing funding arrangements (revenue and expenditurestreams) for implementing road safety measures with a view to identifyingfunding gaps and develop potential options for generating road safety funds tosupport the implementation of engineering (infrastructure based) and nonengineering (non infrastructure based) measures for improving road safety inNepal.For example, fines from speeding tickets, parking tickets and other traffic, trafficinfringements (drink driving, hooning and violation of any other road rules suchas red light running) can go directly to Road Safety Fund created for the purposeof improving road safety.Red light cameras, permanent cameras, point to point speed cameras; portablecameras (camera detected offence program, a non engineering based road safetymeasures) can be installed and used to improve road safety by detectingspeeding motorists which will also provide much needed fund dedicated toimproving road safety.Develop a detailed funding framework and its institutional arrangements forcomprehensive road safety initiativesFunding system should be based on road safety facts and figures.

3. Reference to UN Decade of Action for Road Safety 2011 2020Pillar 1: Road Safety Management (Activity 5: Funding)



6. Outcome:Robust funding model for road safety and defined allocation of expenditure forroad safety programmes

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Examples of short term projects under ‘Project 3.2 Funding Framework’ may include:

Project C2/P3.2.1 Develop Nepal road safety funding framework and modelProject C2/P3.2.2 Establish a committee to review and implement road safety fundingmodel

3.5 Legal Aspects: Road Safety Legislations

Road safety is regulated by the Motor Vehicle and Transport Management Act, 2049 (1993)and Regulations 2055 (1999), which regulate the behaviour of road users and the conditionof vehicles. The issuance of driver’s licences, roadworthiness certificates and route permitsby the Department of Traffic Management (DoTM) is fraught with problems ranging frominsufficient resources and testing equipment to rampant corruption. The enforcement oftraffic rules by the Nepal Traffic Police (TP) is hampered by low fines (NPR 200 or less) andinsufficient resources, while many traffic rules are inadequate or lacking. In the LRN thesituation is even worse due to the limited resources available at local level to enforceexisting regulations (World Bank, 2013).

The following list provides general Acts and Regulations (note: most of the following legaldocuments are not specific to road safety but the transportation management in general.The list needs to be updated and refined).

Motor Vehicle Tax Act, 2018 (1961)Railway Act, 2020 (1963)Transportation Management Act, 2027 (1970)Motor Vehicle Tax Act, 2031 (1974)Public Roads Act, 2031 (1975)Motor Vehicle Act, 2020 (1975)Motor Vehicle (First Amendment) Act, 2033 (1977)Land Acquisition Act, 2034 (1977)Public Roads (First Amendment) Act, 2035 (1979)Motor Vehicle Tax (First Amendment) Act, 2041 (1985)Public Roads (Second Amendment) Act, 2046 (1990)Motor Vehicle and Transport Management Act, 2049 (1993)Motor Vehicle and Transport Management (First Amendment) Act, 2050 (1993)Motor Vehicle and Transport Management (First Amendment) Ordinance, 2050(1993)Public Roads Maintenance Tariff Fund Act, 2052 (1995)Motor Vehicles and Transport Management Rules, 2054 (1997)Local Self governance Act, 2055 (1999)Motor Vehicle and Transport Management Regulations, 2055 (1999)Roads Board Act, 2059 (2002)

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Multimodal Transportation of Goods Act, 2063 (2006)

It is important to set rules to regulate traffic behaviour (Note: rules must be developedbased on local research and international experiences). It is equally important to enforcethese rules to all road users. Violation of the rules can be sanctioned with fines orimprisonment among other things. Road traffic legislations should not only cover humanfactors but also vehicular and road factors. Road authorities should be legally responsiblefor keeping roads in a safe condition. Liability for compensation gives road authorities afinancial incentive to maintain the road in a safe condition (sometimes will have adverseimpacts).

Project 3.3 Development of Legal Framework: Road Safety Acts,Rules and Regulations


1. Objective:To amend, redevelop and propose road safety Acts, Rules and RegulationsTo ensure that there is a robust legal framework to support the development andsustained implementation of the proposed Road Safety Management System.

2. Description:Undertake review of existing legal framework for road safety managementsystem with the objective of identifying legislative vacuumDevelop robust legal framework considering prevailing acts rules and regulationsand international best practices.

3. Reference to UN Decade of Action for Road Safety 2011 2020Pillar 1: Road Safety Management (Activity 1: Agreements and conventions)

4. Reference to Nepal Road Safety Action Plan (2013 2020)Pillar 1: Road Safety Management [Activity A(3): Amend Motor Vehicles andTransport Management Act 2049 (1993), Local Self Governance Act, 2055 (1999)and develop various guidelines]Pillar 3: Safer Vehicles [Activity C(2): Amend VTMA 1993 and VTMR 1997 anddevelop national transport policy to reinforce safer vehicles]Pillar 4: Safer Road Users [Activity D(1): Amend VTMA 1993 and VTMR 1997 toinvigorate safer road users]


6. Outcome:Nepal Road Safety Legal Documents (Acts, Rules and Regulations of InternationalStandards

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Examples of short term projects under ‘Project 3.3 Legal Framework’ may include:

Project C2/P3.3.1 Review and update Motor Vehicles and Transport ManagementAct, 2049 (1993)Project C2/P3.3.2 Review and update Motor Vehicle and Transport ManagementRegulations, 2055 (1999)Project C2/P3.3.3 Review and update Motor Vehicles and Transport ManagementRules, 2054 (1997)Project C2/P3.3.4 Review and update Motor Vehicle and Transport ManagementOrdinance, 2050 (1993)Project C2/P3.3.5 Review and update Local Self Governance Act, 2055 (1999)Project C2/P3.3.6 Develop Nepal Road Safety Act

Motor Vehicles and Transport Management Act, 2049 (1993) is the legal document that setsthe rules in Nepal. It covers:

Classification of motor vehicleso heavy motor vehicleo medium motor vehicleo light motor vehicleo public motor vehicleo tourist motor vehicleo private motor vehicleo government motor vehicleo corporation motor vehicleo motor vehicle with diplomatic facility

Vehicle registration:o buying and selling requirements of used vehicles

Licensing of drivers and drivers recordsRoute permitFare ratesTraffic controlSpeed limit, weight, seat capacities, parkingTraffic offenses: alcohol and drugsInfringements (violations and fines)Commercial and Heavy vehicles (regulating commercial transport)Helmets and safety gearsMotor vehicle taxationRoad pricing

The regulations are fairly well developed but implementation of these regulations are rarelyfollowed. This is primarily because of (i) corrupt law enforcement officers (ii) no laws and

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rules for powerful violators and (iii) very low level of fines. It is recommended to updateMotor Vehicles and Transport Management Act, 2049 (1993) to include several missingelements.

3.6 Road Safety Technical Documents

A number of design standards, design guides, manuals, strategies, policies, action plans,reports, forms and checklists are developed over the year by different Road and TransportAuthorities in Nepal (Note: these resources need to be reviewed, evaluated and updatedand most importantly checked for consistency with legislative requirements). Some of thesedocuments are targeted towards the road safety but most of them are very generic to roadnetwork development/management in general.

Government of Nepal (Ministries)o Local Infrastructure Development Policy, 2061o National Transport Policy, 2058 (2001 2002)o Nepal Road Safety Action Plan 2013 2020 (2013)

Department of Transport Managemento Driver curriculumo Driver licence directiveo Driving school curriculumo Driver licence system

Department of Roads (DOR)o Nepal Road Standards, 2027 (Second Revision 2070)o Nepal Road Standards, 2027 (First Revision 2045)o Nepal Urban Road Standards, 2068 (draft)o Standard Specifications for Roads and Bridge Workso Nepal Traffic Signs Manual Volume 1 & 2o Road Safety Notes 1 to 8 (1996 1997)o 20 Year Road Plan (1958)o Business Plan 2010 13 (2010)o Priority Investment Plan (2007)o Road Classifications and Road Responsibilities (2001) Discussion Papero Road Safety Business Plan (draft2010)o Road User Costs (2001)o The DOR Strategy (1995)

Department of Local Infrastructure Development and Agricultural Roads (DoLIDAR)o Nepal Rural Road Standards, 2055 First Revision 2069 (2012)o Rural Road Standard, 2055 (1998)o Nepal Rural Road Standard, 2067 (2010)o Technical Specifications for Agricultural and Rural Roads (1998)o Work Norms for Agricultural and Rural Roads (1998)

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o Rural Road Maintenance Technical Handbook (2009)o Rural Road Maintenance Directive (2008)o Rural Infrastructure Development Strategic Action Plan (2007 2010)o National Plan for Rural Road Maintenance, 2056 (2001)o Interim Guideline for District Transport Master Plan (2010)o Approach Manual for the Development of Rural and Agricultural Roads (1999)o Agricultural and Local Level Road Implementation Guidelines (2007)

Roads Board NepalTraffic Police

o Road Accident Report or form

Project 3.4 Development of Technical Framework: Road SafetyDocuments & Resources

(Component C.2: Governance and Planning)

1. Objective:To develop a comprehensive set of road safety documents and resourcesTo ensure that there is a robust technical framework to support the developmentand sustained implementation of the proposed Road Safety Management System

2. Description:Undertake review of reference materials and publications available infragmented forms used in Nepal (research reports, manual, guidelines, policy andplanning documents, acts, rules regulations, directives) with the objective ofconsolidating into a single database or library of road safety reference/resourcematerials for use in managing road safety system in Nepal.Identify gaps in the studies and propose such studies as a part of the Road SafetyManagement System. It is recognised that not all studies could be done at thebeginning. Studies can be identified, prioritised and a programmed in a holisticmanner with forward planning and programming to include in the short tomedium to long term road safety management plans.



5. Information Source:National existing documentsInternational best practices

6. Outcome:A comprehensive (electronic) database or library of road safety documents andresources

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Examples of short term projects under ‘Project 3.4 Technical Framework’ may include:

Project C2/P3.4.1 Review and update or develop road safety technical documents(standards, strategies, policy, action plans, manuals, guidelines, reports, forms andchecklists etc.)Project C2/P3.4.2 Review and update or develop (electronic) library of road safetytechnical documentsProject C2/P3.4.3 Review and update or develop documents (strategy, policy,manual, guidelines, forms, checklists etc.) for insurance system (driver, passengers,vehicles etc.)

***

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CHAPTER 4 PRE CRASH (CRASH PREVENTION) SYSTEMS

(Crash prevention system)

4.1 Objective

The objective of pre crash (crash prevention) systems is to reduce the risk of crash occurring(must be based on scientific crash investigation, analysis and research: refer to Chapters 6and Chapter 11). The systems should not be seen as ‘cart before the horse’. Crashprevention measures cannot be developed without knowing the contributing factors ofcrashes. Data is needed to identify issues, contributing factors and then develop rules thatwill have the best possible result of reducing injury or death. However, antidotal evidencesuggests some immediate actions that will reduce injury and death now. After the review ofexisting situation and basic known causes of crashes, crash prevention measures must bedeveloped, implemented, monitored and evaluated.

4.2 Examples of Some Crash and Injury Reduction Measures

Helmets should be made mandatory for drivers and passengers on all 2 and 3wheeled open vehicles. More than 3/4th of the vehicles in Nepal are of 2 or 3wheeled. These vehicles are less stable and lack of head protection gears leads tomore serious injuries. This is widely practised in several countries and has proven toreduce head injuries.Regulation should be strictly enforced for the licensed number of passengers allowedto carry in all vehicles. The gross overloading of buses and other vehicles (sometimeson the top) significantly increases the risk of death and injury. In many cases, thesepassengers are not recorded resulting an under reporting of fatalities and sometimesnever identified as their bodies are never recovered from the river or hill slopes.It is important to increase the ‘rights’ of pedestrians on the road network. This willnot only require to restrict vehicles in some areas (such as Thamel), but also toenforce penalties for failure to give way to pedestrians. As previously commented on,pedestrians are commonly seen risking their lives when crossing at marked roadcrossings as vehicles do not yield to them. This needs change.Severe penalties must be enforced for traffic rule violators such as drink driving, giveways to pedestrians, give ways to vehicles, seatbelts, dangerous driving etc.It is important to develop regulations on load limitations on trucks and safe loadingrequirement. Violators should be severely punished by law.Speeding is yet another killer on roads, that is proven internationally, but posted (ordefault speed limits) are not currently practised in Nepal. This needs sweepingchange legislatively and publicly (wide spread campaign supported by adequateenforcement). No single effort can be as effective as more concerted efforts.

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4.3 Development of Nepal Road Rules

Road Users Guide ( ) is available. This guide needs to be revised andupdated. It should give ‘legal teeth’ to ‘bite’ offenders!

Examples of short term projects under ‘Project 4.1 Nepal Road Rules’ may include:

Project C3.1/P4.1.1 Review and update or develop Nepal Road RulesProject C3.1/P4.1.2 Develop simplified versions of Nepal Road Rules for drivertraining and education

4.4 Human Factor (Licensing, Education and Enforcement)

Human factors (drivers, passengers and pedestrians) contribute to crashes due toinexperience, alcohol and drug use, distraction, fatigue, inattention, negligence, poorjudgement, age, gender, seat belts and helmets and deficient driving habits (about 90 95%):

Inexperience (learner, provisional and full licences)Alcohol and drugs

Project 4.1 Crash Prevention System: Development of Nepal RoadRules

(Component C: Pre crash Systems)

1. Objective:To develop Nepal Road Rules

2. Description:Review the existing ‘Road Users Guide’ and enhance it based on local andinternational experiences (rename it as Nepal Road Rules as term ‘guide’ doesnot seem to be strong enough)Develop several simplified versions of the rules both for public awareness and fordrivers’ education, training and licencing

3. Reference to UN Decade of Action for Road Safety 2011 2020Pillar 4: Safer Road Users (Activity 2 Activity 6: Laws, Regulations and Rules)

4. Reference to Nepal Road Safety Action Plan (2013 2020)Pillar 4: Safer Road Users (not specifically listed as an activity)

5. Information Source:National existing documentsInternational best practices

6. Outcome:A comprehensive set of Nepal Road Rules and its simplified versions for severalpurposes

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Driver distractions (mobile use (calling, text messaging, hands free), passenger influences,use of other electronic devices, external distractions, kids in car)Age (old drivers vs young drivers)Gender (male or female)Seat belts and helmetsDeficient driving habitsVulnerable road users

United Nations (2011) in its Global Plan for the Decades of Actions for Road Safety (20112020) has identified ‘human factor’ as one of the five pillars for road safety Pillar 4: SaferRoad Users. It suggests to develop comprehensive programmes to improve road userbehaviour by sustained or increased enforcement of laws and standards, combined withpublic awareness/education campaigns to increase seat belt and helmet wearing rates, andto reduce drink driving, speed and other risk factors. The activities listed under this pillarare:

Activity 1: Increase awareness of road safety risk factors and prevention measures andimplement social marketing campaigns to help influence attitudes and opinions on the needfor road raffic safety programmes.Activity 2: Set and seek compliance with speed limits and evidence based standards andrules to reduce speed related crashes and injuries.Activity 3: Set and seek compliance with drink–driving laws and evidence based standardsand rules to reduce alcohol related crashes and injuries.Activity 4: Set and seek compliance with laws and evidence based standards and rules formotorcycle helmets to reduce head injuries.Activity 5: Set and seek compliance with laws and evidence based standards and rules forseat belts and child restraints to reduce crash injuries.Activity 6: Set and seek compliance with transport, occupational health and safety laws,standards and rules for safe operation of commercial freight and transport vehicles,passenger road transport services and other public and private vehicle fleets to reduce crashinjuries.Activity 7: Research, develop and promote comprehensive policies and practices to reducework related road traffic injuries in the public, private and informal sectors, in support ofinternationally recognized standards for road safety management systems and occupationalhealth and safety.Activity 8: Promote establishment of Graduated Driver Licensing systems for novice drivers.

MoPIT (2013) in its Nepal Road Safety Action Plan (2013 2020) has specified the objective ofPillar 4: Safer Road Users as: to develop comprehensive programmes to improve road userbehaviour through the following activities:

Sustained, stronger enforcement of traffic rulesSustained road safety awareness campaignsIncreased efforts to improve the use of seat belts and helmets

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Reduce drunk driving and other risky behavioursIntroduce better speed controlHeavy penalty to undisciplined road users including pedestrians

MoPIT (2013) in its Nepal Road Safety Action Plan (2013 2020) has listed the following ‘mainactivities’ with respect to Pillar 4: Safer Road Users:

Activity D(1): Amend VTMA 1993, VTMR 1997 to invigorate safe road usersActivity D(2): Strictly enforce the rules on the seat belts, helmets use, public transport safetyand develop comprehensive code of conduct for all road usersActivity D(3): Public awareness campaign and research for all road usersActivity D(4): Include road safety education in school curriculum with regular revisionsActivity D(5): Train drivers and other road usersActivity D(6): Improve driving licence procedure scientificallyActivity D(7): Establish road safety units in the Department of Transport Management andinstitutional development of the Traffic PoliceActivity D(8): Construct modern driving training centres and capacity enhancement

Vehicle and Transportation Management Act (1993) and related regulations have variousprovisions on roads safety aspects, some of them are (Thapa, 2013):

It is mandatory to wear a seat belt; Traffic Police monitors and enforces its compliancesMotorcycle day time head light is not mandatoryUse of motorcycle helmets to the rider is mandatory but there is no standard of helmetsUse of child seat restraints in cars and child helmets for motorcycle is not mandatory hencenot in use widelyRoad safety education in schools is made compulsory by introducing road safety chapters inschool level text booksDrinking and driving is prohibited by law and strong monitoring is being made by TrafficPolice especially at night time

Observation test and/or breathalyser tests are being applied to check drinking and driving.Traffic Police conducts these tests randomly especially in the evening and at night time. Noncompliance of this provision will result in cash fine to cessation of the driving licence or routepermit. Bus crashes along the long routes are a major problem on highways as they accountfor mass killings and serious injuries. In most of the road crashes on highways poor road userbehaviour such as bad driving, drinking and driving, parking at road side, careless crossing bypedestrians, overtaking at sections with inadequate sight distance (sharp bends with no orlow visibility) are the main factors. Crashes are found to cluster at road intersections inurban area. In highways crash cluster are concentrated in near bridge approaches,intersections, sharp bends and road side built up area (Thapa, 2013).

MoPIT (2013) has summarised the existing system as:

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As per the Vehicle & Transport Management Act 1992 (VTMA 1992), the drivers and thepassengers at front seat of four wheeled vehicles must wear seat belts. In motor cycles,helmets are necessary for both the driver and the pillion rider. Many vehicle drivers do notabide the seat belt rule and nor the pillion rider of motor cycle abide the helmet rule. Themotor cycle drivers however, wear helmets prevalently with few exceptions in Nepal.Road safety awareness and education campaigns are conducted on ad hoc basis by theTraffic Police, DoR, DoTM and MoHP without horizontal coordination and are often projectled. These types of awareness campaigns should invariably be built up as part of thecontracts of road projects.Traffic Police are experienced in conducting road safety awareness campaigns at schools, toother target groups and very often collaborate with the private sponsors in delivering thesecampaigns. In the Kathmandu Valley, Traffic Police coordinates its awareness campaignsthrough its Road Safety Cell in the Kathmandu Metropolitan Traffic Police Division. TrafficPolice targets all road users and conducts TRAFFIC WEEK for school children and public twiceannually. However, Police suffers from lack of budget to run more campaign on a sustainablebasis.DoR has conducted road safety campaigns for roadside schools, commercial drivers undervarious projects or as its regular programme under the RTU. However, these campaigns arenot run consistently to effect the change in the users’ behaviour towards road safety.During the late nineties under DoR, RMP had conducted road safety awareness campaignson a comprehensive basis and developed educational materials for primary schools incollaboration with the Ministry of Education. A training manual for the Traffic Police on roadsafety awareness campaign was also developed then.TheMoHP has conducted a series of poster campaign on road safety independently.Drunk driving is one of the causes of road crashes and Police have conducted on the spot thebreathalyser tests to nab violators, albeit on ad hoc basis. Though the Traffic Police hasrecently acquired radar guns, speed management using this equipment is still not regularlypursued.The ongoing installations of mobile GPS devises in patrol vehicles in the Kathmandu Valleycan provide an opportunity to improve crash response and better referencing of the crashlocations.

It is important to focus on:

Driver training: graduated licensing systemDriver education: training and seminarsDriver behaviour modification and control: rewards for good drivers and punishments fornot obeying Nepal Road Rules (demerit points)Conspicuous clothing on vulnerable road users: pedestrians and cyclistsEnforcement of Nepal Road Rules

o Random breath testing (alcohol and drugs)o Random roadside inspection (seatbelts, helmets, mobile phone use etc.)

Introduction of Road Safety Management Plan in every major road constructionrehabilitation and maintenance projects similar to the mandatory requirements by ADB, WBand other funding agencies to implement Environmental Management Plan, Social Action

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Plan, Gender and Grievance Redress Mechanism (Road Safety Audit alone is not enough toaddress safety issues as it captures only one ‘Safer Roads’ aspects of the system).

Examples of short term projects under ‘Project 4.2 Graduated Licensing System’ mayinclude:

Project C3.1/P4.2.1 Review, update or develop and implement Graduated LicensingSystemProject C3.1/P4.2.2 Review and update or develop documents (strategy, policy,manuals, guidelines, forms, checklists) for Graduated Licencing SystemProject C3.1/P4.2.3 Develop a network of adequate, modern and state of the artsdriver training areas or centresProject C3.1/P4.2.4 Train driving school instructors and driving inspectors

Project 4.2 Crash Prevention System: Graduated Licensing System

(Component C3.1: Pre crash Systems: Safer Road Users)

1. Objective:To develop and implement graduated licensing system in Nepal

2. Description:Review the existing ‘licensing system’Develop a graduated licensing system (L, P and O)Specify durations of formal training (through authorised trainers) andexperiences at various stages of the licensingWritten tests, computerised simulation tests, open space manoeuvring tests andpractical on road tests should cover extensive knowledge and skills a driverrequire to drive on Nepalese roads (Nepal Road Rules)The licensing system for public and commercial vehicles should be tougher.The driving tests should be run through government departments (not throughlaw enforcement bodies).Develop programs for L platers and P platers

3. Reference to UN Decade of Action for Road Safety 2011 2020Pillar 4: Safer Road Users (Activity 8: Graduated Licensing System)

4. Reference to Nepal Road Safety Action Plan (2013 2020)Pillar 4: Safer Road Users [Activity D(6): Improve driving licence procedurescientifically, Activity D(8): Construct modern driving training centres andcapacity enhancement]

5. Information Source:National existing systemInternational best practices

6. Outcome:A robust driver licensing system

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Public awareness and education are essential for behavioural change of road users.Examples of these campaigns include:

Partnerships with media, corporate sectors, educational institutions (schools) and artists (forproducing road safety, drama, songs and video clips)Involvement of youths and women in Road Safety CampaignsUse of social media such as Facebook and Twitter

Project 4.3 Crash Prevention System: Public Education andAwareness


1. Objective:To develop and implement a set of public education and awareness campaignson road safety

2. Description:Projects related to education, awareness, behavioural change, road rules tocontrol fatal five (DUI driving under the influence of alcohol or drug, speeding,driving without wearing seat belts, detracted driving, driving while fatigue etc).start with slogans such as ‘Tired Drivers Die’ – it is about stopping anarchies onroads to save livesExamples: slogans, TV advertisement and debate, social media campaigning,school campaigns, on road safety demonstrations, road safety training facilitiesfor kids on parks and schools etc.Conduct research on community attitudes towards road safety

3. Reference to UN Decade of Action for Road Safety 2011 2020Pillar 4: Safer Road Users (Activity 1: Awareness and Public Education)

4. Reference to Nepal Road Safety Action Plan (2013 2020)Pillar 4: Safer Road Users [Activity D(3): Public education campaign and researchfor all road users, Activity D(4): Introduce road safety education in schoolcurriculum with regular revisions, Activity D(5): Train drivers and other roadusers]

5. Information Source:National existing systemInternational best examples

6. Outcome:A set of effective public education and awareness campaigns on road safety

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Examples of short term projects within ‘Project 4.3 Public Education and Awareness’include:

Project C3.1/P4.3.1 Review, update or develop and implement road safetyadvertising materials and resources (posters, print media, TV/Radio)Project C3.1/P4.2.2 Review, update or develop and implement regular road safetyeducation programmes for professional driversProject C3.1/P4.2.3 Conduct road safety awareness campaigns for vulnerable roadusers (school children, elderly, disabled and alcohol and drug affected persons)Project C3.1/P4.3.4 Train drivers and other road usersProject C3.1/P4.3.5 Develop a comprehensive code of conduct for all road users(drivers, passengers, pedestrians, street vendors)Project C3.1/P4.3.6 Review, update or develop and implement road safety educationin school curriculum with regular revisionsProject C3.1/P4.3.7 Review, update or develop and implement road safety courses atthe universitiesProject C3.1/P4.3.8 Develop road safety research centres at the universities

Enforcement of the laws and regulations is also essential for behavioural change of roadusers. A rigorous system to enforce road traffic laws is required. It should be backed bypenalties (higher fines and cumulative demerit points) leading to the loss of driving licence.

Project 4.4 Crash Prevention System: Law Enforcement


1. Objective:To develop a rigorous Nepal road traffic laws enforcement system

2. Description:Develop a rigorous Nepal road traffic laws enforcement system

3. Reference to UN Decade of Action for Road Safety 2011 2020Pillar 4: Safer Road Users (Activity 4 – Activity 6)

4. Reference to Nepal Road Safety Action Plan (2013 2020)Pillar 4: Safer Road Users [Activity D(2): Strictly enforce the rules on theseatbelts, helmets use, public transport safety and develop comprehensive codeof conduct for all road users]

5. Information Source:Traffic PoliceNational existing systemInternational best examples

6. Outcome:A rigorous Nepal road traffic laws enforcement system

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Examples of short term projects under ‘Project 4.4 Law Enforcement’ may include:

Project C3.1/P4.4.1 Review, update or develop and implement a system of enforcingNepal Road RulesProject C3.1/P4.4.2 Review, update or develop and implement a system ofprosecuting rule offendersProject C3.1/P4.4.3 Train law enforcement officers and undertake trials for enforcingrulesProject C3.1/P4.4.4 Review, update or develop and implement random roadsidechecking system (registration, driving licence, drink driving, seat belts, helmet, childrestraints, vehicle roadworthiness, passenger limits, load limits, dimensions,modifications) for complianceProject C3.1/P4.4.5 Review, update or develop and implement strict safety rules forpublic and commercial vehiclesProject C3.1/P4.4.6 Develop measures (engineering + others) and provide logisticsupports for monitoring road users behaviour (CCTV cameras, radar guns, vehicles)

4.5 Development of Speed Limits and Speed Management System

Nepal Road Standard, 2070 (Department of Roads, 2013) has specified the design speeds forvarious types of roads as shown in Table 2. Design speed is suggested based on theimportance of the road (road class) and the type of terrain.

Table 2 Design Speeds of SRN

However, from the speed management perspective, there are no detailed guidelines onspeed limits signage on roads. Speed limits have been specified in Motor Vehicles andTransport Management Rules (1997) as:

Bus, Mini Bus, Truck: 50km/hr for hill roads and 70km/hr for plainCar, Jeep, Van Pick up: 80km/hrTempo, Tractor, Scooter: 40km/hrMotorbike: 50km/hr40km/hr for all kinds of vehicle in settlement area

Even though speed limits provisions are legally binding in Nepal, the compliance of theseprovisions are rarely found in practice. Traffic Police (TP) has started checking compliancesof speed limits using radar gun in specific location having high rate of crash (Thapa, 2013).

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Road Users Guide ( ) provides very brief and vague information

regarding speed limits on Nepalese roads and leave to drivers to decide their desired speedsas listed in Table 3.

Table 3 Speed Limits on Nepalese Roads

Project 4.5 Crash Prevention System: Development of Speed Limitsand Speed Management System

(Component C3.2: Pre crash Systems: Safer Speeds)

1. Objective:Develop and implement speed limits and speed management system

2. Description:Review the existing ‘Speed Limits’ and ‘Speed Management System’Utilise road inventory, traffic stream and Road Safety Audit (Project#3.9) resultsto develop a comprehensive speed management system and speed limits on allroads in Nepal based on local practices and international experiences.Establish an institutional framework to implement and monitor motorists’compliance to speed limits and speed management systemDevelop projects and programs related to speed management and control

3. Reference to UN Decade of Action for Road Safety 2011 2020Pillar 4: Safer Road Users (Activity 2: Speed Limits)

4. Reference to Nepal Road Safety Action Plan (2013 2020)Pillar 4: Safer Road Users (not specifically listed as an activity)

5. Information Source:National existing documentsInternational best practicesRoad safety audit resultsTraffic Police

6. Outcome:A comprehensive national speed limits and speed management system

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Examples of short term projects under ‘Project 4.5 Speed Management’ may include:

Project C3.2/P4.5.1 Review and update or develop posted speed limit systemProject C3.2/P4.5.2 Develop documents (strategy, policy, framework, action plan,manuals, guidelines, forms, checklists) for posted speed limit systemProject C3.2/P4.5.3 Review, update or develop and implement a system for enforcingspeed limitsProject C3.2/P4.5.4 Review, update or develop and implement pedestrian friendlyzones (school zones, market zones)Project C3.2/P4.5.5 Review and update or develop speed limit system at pedestrianfriendly zonesProject C3.1/P4.4.6 Develop measures (engineering + others) and provide logisticsupports for monitoring speed limits (speed cameras, radar guns, vehicles)

The following items are to be taken into account to develop comprehensive speedmanagement system in Nepal:

Speed limits and speed zonesVehicle activated changeable speed message signsSpeed cameras (mixed and mobile)Speed alerting and cruise controlPublic perception on speed enforcements

4.6 Vehicular Factor (Vehicle Inspection)

Vehicle factor contributes to crashes due to unsafe vehicles, worn tyres and brakes (about 515%). Initial and periodic vehicle inspections help to reduce road crashes. These inspectionsinclude:

Roadworthiness: development of vehicular safety checking and rating system(brakes, lights, tires, crash avoidance systems: ESC, ABS, alerting systems)Mass and size: single vehicle, two vehicles and multivehicle crashes

United Nations (2011) in its Global Plan for the Decade of Action for Road Safety (2011 2020)has identified ‘vehicular factor’ as one of the five pillars for road safety Pillar 3 SaferVehicles. It suggests to encourage universal deployment of improved vehicle safetytechnologies for both passive and active safety through a combination of harmonization ofrelevant global standards, consumer information schemes and incentives to accelerate theuptake of new technologies. The activities listed under this pillar are:

Activity 1: Encourage Member States to apply and promulgate motor vehicle safetyregulations as developed by the United Nation’s World Forum for the Harmonization ofVehicle Regulations.Activity 2: Encourage implementation of new car assessment programmes in all regions ofthe world in order to increase the availability of consumer information about the safetyperformance of motor vehicles.

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Activity 3: Encourage agreement to ensure that all new motor vehicles are equipped withseat belts and anchorages that meet regulatory requirements and pass applicable crash teststandards (as minimum safety features).Activity 4: Encourage universal deployment of crash avoidance technologies with proveneffectiveness such as Electronic Stability Control and Anti Lock Braking Systems inmotorcycles.Activity 5: Encourage the use of fiscal and other incentives for motor vehicles that providehigh levels of road user protection and discourage import and export of new or used carsthat have reduced safety standards.Activity 6: Encourage application of pedestrian protection regulations and increasedresearch into safety technologies designed to reduce risks to vulnerable road users.Activity 7: Encourage managers of governments and private sector fleets to purchase,operate and maintain vehicles that offer advanced safety technologies and high levels ofoccupant protection.

MoPIT (2013) in its Nepal Road Safety Action Plan (2013 2020) has specified the objective ofPillar 4: Safer Vehicles as: to promote the universal adoption of both the active and passivetechnologies that are available for safe vehicles through the harmonization with the globalstandards, publicity and incentives for the consumers in their adoption.

MoPIT (2013) in its Nepal Road Safety Action Plan 2013 2020 has listed the following ‘mainactivities’ with respect to Pillar 4: Safer Vehicles:

Activity C(1): Develop and introduce standards for safe vehicles, sparesActivity C(2): Amend VTMA 1993, VTMR 1997 and develop national transport policy toreinforce safer vehiclesActivity C(3): Review route permit procedureActivity C(4): DoTM institutional developmentActivity C(5): Financial incentives to promote in vehicle safety devicesActivity C(6): Improve vehicle inspection procedureActivity C(7): Research major public vehicle accidents, school bus safety and initiatemitigationActivity C(8): Basic repair and maintenance training for public vehicles

MoPIT (2013) has summarised the existing system with respect to ‘safer vehicles’ in Nepalas:

In vehicle safety features such as rear parking assistance, vehicle stability management,electronic stability programme, air bags, automatic braking system, etc., have been used inthe higher end models of cars available in Nepal. However, use of safety features in publicvehicles is uncommon in Nepal and nor is there any history in the country of tax discountsbeing offered as incentive in the use of such safety features.Latest studies show that only 4% of the road crashes in Kathmandu Valley are attributed tothe poor roadworthiness of the vehicle fleet, particularly public vehicles. However, poorcondition of the public vehicles is one of the main causes resulting in crashes in the hill roads

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of Nepal. Therefore, there are a lot of rooms for improvements in the road safety situationalong Nepalese roads if the safety of the vehicles is enhanced and vehicles are strictlyinspected regularly.

Vehicle and Transportation Management Act (1993) has provision for frequent and periodicinspection of vehicles. Initial and periodic inspections of vehicles are provisioned in Vehicleand Transportation Management Rules (1998) as follows (Thapa, 2013);

Bus: 5 years driving permission after initial inspection then additional 3 yearspermission if it meets the requirement in yearly periodic inspections.Minibus: 8 years driving permission after initial inspection then additional 7 yearspermission if it meets the requirement in yearly periodic inspections.Microbus: 5 years driving permission after initial inspection then additional 3 yearspermission if it meets the requirement in yearly periodic inspections.

Project 4.6 Crash Prevention System: Vehicle Inspection andRoadworthiness

(Component C3.3: Pre crash Systems: Safer Vehicles)

1. Objective:To develop and implement a system for vehicle inspection and roadworthiness

2. Description:Develop and implement a comprehensive testing and inspection system for allvehicles for their roadworthiness, mass and sizes and capacity to carrypassengers and goods. The system should be tougher for public and commercialvehiclesDevelop and implement NCAP (“New Car Assessment”) programmesEnforce laws that prohibit the use of unsafe vehicles/manufacture vehicleswithout specific safety features Control and Anti Lock Braking SystemsDevelop projects related to vehicle inspection, control , technology, what kind ofvehicles seat belts, air bags, condition check, regular check

3. Reference to UN Decade of Action for Road Safety 2011 2020Pillar 4: Safer Vehicles (Activity 1 Activity 7)

4. Reference to Nepal Road Safety Action Plan (2013 2020)Pillar 4: Safer Vehicles [Activity C(1) C(8)]

5. Information Source:National existing systemInternational best examples

6. Outcome:A comprehensive vehicle testing and inspection system

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Examples of short term projects under ‘Project 4.6 Vehicle Inspection & Roadworthiness’may include:

Project C3.3/P4.6.1 Review, update or develop and implement Nepal Safe VehicleStandards (NSVS)Project C3.3/P4.6.2 Review, update or develop documents (policy, manuals,guidelines, forms, checklists) for NSVSProject C3.3/P4.6.3 Review and update or develop modern, scientific vehicle testingsystem with strict enforcementsProject C3.3/P4.6.4 Review, update or develop and implement periodic vehicleinspection & roadworthiness systemProject C3.3/P4.6.5 Review, update or develop documents (policy, manuals,guidelines, forms, checklists) for vehicle inspection & roadworthiness systemProject C3.3/P4.6.6 Train vehicle roadworthiness certification professionalsProject C3.3/P4.6.7 Franchise vehicle fitness tests at private auto workshops andestablish a network of professionalsProject C3.3/P4.6.8 Review, update or develop and implement scientific route permitsystemProject C3.3/P4.6.9 Develop a system to provide financial incentives to promote invehicle safety devicesProject C3.3/P4.6.10 Provide basic repair and maintenance training for publicvehicles

4.7 Road Environment Factor (Road Design and Standards)

Road factor contributes to crashes due to poor delineation, unsafe and substandard roadgeometry (steep downgrade, severe curves), poor pavement surface condition (polishedaggregate, wet pavement) and visibility (poor sight distance, lighting conditions) (about 2535%). The contributing factors include:

Weather: rain, snowLighting conditionDay/nightRural/UrbanRoad design and standards: Road design and layout, high friction pavement, speedcalming, pedestrian separation, safety policy and goals

Road design standards play a major role in making roads safe. DoR and DoLIDAR havedeveloped Nepal Road Standards, 2027 (Second Revision, 2070), Nepal Urban RoadStandards (2069) and Rural Road Standard (2055). These standards need to be revised andupdated keeping road safety as one of the key design outcomes.

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United Nations (2011) in its Global Plan for the Decade of Action for Road Safety (2011 2020)has identified ‘road environment factor’ as one of the five pillars for road safety Pillar 2:Safer Roads and Mobility. It suggests to raise the inherent safety and protective quality ofroad networks for the benefit of all road users, especially the most vulnerable (e.g.pedestrians, bicyclists and motorcyclists). This will be achieved through the implementationof various road infrastructure agreements under the UN framework, road infrastructureassessment and improved safety conscious planning, design, construction and operation ofroads. The activities listed under this pillar are:

Activity 1: Promote road safety ownership and accountability among road authorities, roadengineers and urban planners by:

o encouraging governments and road authorities to set a target to “eliminate high riskroads by 2020”;

o encouraging road authorities to commit a minimum of 10% of road budgets todedicated safer road infrastructure programmes;

o making road authorities legally responsible for improving road safety on theirnetworks through cost effective measures and for reporting annually on the safetysituation, trends and remedial work undertaken;

o establishing a specialist road safety or traffic unit to monitor and improve the safetyof the road network:

o promoting the safe system approach and the role of self explaining and forgivingroad infrastructure;

o Adhere to and/or fully implement the regional road infrastructure Agreementsdeveloped under the auspices of the United Nations regional commissions andencourage the creation of similar regional instruments, as required; and

o monitoring the safety performance of investments in road infrastructure by nationalroad authorities, development banks and other agencies

Activity 2: Promoting the needs of all road users as part of sustainable urban planning,transport demand management and land use management by:

o planning land use to respond to the safe mobility needs of all, including traveldemand management, access needs, market requirements, geographic anddemographic conditions;

o including safety impact assessments as part of all planning and developmentdecisions; and

o putting effective access and development control procedures in place to preventunsafe developments

Activity 3: Promote safe operation, maintenance and improvement of existing roadinfrastructure by requiring road authorities to:

o identify the number and location of deaths and injuries by road user type, and thekey infrastructure factors that influence risk for each user group;

o identify hazardous road locations or sections where excessive numbers or severity ofcrashes occur and take corrective measures accordingly;

o conduct safety assessments of existing road infrastructure and implement provenengineering treatments to improve safety performance;

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o take a leadership role in relation to speed management and speed sensitive designand operation of the road network; and

o ensure work zone safetyActivity 4: Promote the development of safe new infrastructure that meets the mobility andaccess needs of all users by encouraging relevant authorities to:

o take into consideration all modes of transport when building new infrastructure;o set minimum safety ratings for new designs and road investments that ensure the

safety needs of all road users are included in the specification of new projects;o use independent road safety impact assessment and safety audit findings in the

planning, design, construction, operation and maintenance of new road projects, ando ensure the audit recommendations are duly implemented

Activity 5: Encourage capacity building and knowledge transfer in safe infrastructure by:o creating partnerships with development banks, national authorities, civil society,

education providers and the private sector to ensure safe infrastructure designprinciples are well understood and applied;

o promoting road safety training and education in low cost safety engineering, safetyauditing and road assessment; and

o developing and promoting standards for safe road design and operation thatrecognize and integrate with human factors and vehicle design

Activity 6: Encourage research and development in safer roads and mobility by:o completing and sharing research on the business case for safer road infrastructure

and the investment levels needed to meet the Decade of Action targets;o promoting research and development into infrastructure safety improvements for

road networks in low income and middle income countries; ando promoting demonstration projects to evaluate safety improvement innovations,

especially for vulnerable road users

MoPIT (2013) has specified the objective of this pillar as: to improve the inherent safety ofthe road networks for all road users, especially the most vulnerable groups (e.g. pedestrians,bicyclists and motorcyclists). This will be achieved through:

Adoption of UN and international standards for the design of safe roads.Road safety audits and assessmentIncorporating safe design practice during design, construction and operation of roads.

MoPIT (2013) in its Nepal Road Safety Action Plan 2013 2020 has listed the following ‘mainactivities’ with respect to Pillar 3: Safer Roads and Mobility:

Activity (B1): Develop road safety audit manual for non strategic roads and graduallyenforce safety audits in all roads (strategic and non strategic)Activity (B2): Introduce compliance policy for safety audits recommendations(strategic and non strategic roads)Activity (B3): Develop design guideline for safer roads and construct requiredinfrastructures

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Activity (B4): Investigate accident black spots for all road types and constructappropriate countermeasuresActivity (B5): Enforce work zone safety from construction to defect liability period inall road project contractsActivity (B6): Establish road safety units in DoLIDAR and valley municipalitiesActivity (B7): Train stakeholders on safe roads and safety audits

MoPIT (2013) has summarised the existing system as:

Since 1995, road safety audits are mandatory for all new constructions, major maintenanceand rehabilitation projects involving the national highways and feeder roads (strategic roadnetwork of Nepal). A road safety audit manual is available to guide concerned engineers andexperts about conducting road safety audits. Though safety audits are prescribed at allstages of the project (feasibility, detail design, construction completion and prior to openingto traffic), DoR has not strictly enforced this requirement along the strategic road network ofNepal.In addition to the audit requirement, there is no formal procedure for the DoR and thedesign team of a road project to commit or respond to the audit recommendations. Forexample, there is no formal requirement for DoR to issue an exemption letter explaining whycertain audit recommendations cannot be met. Safety audits are often conducted at theadvanced stage of the road project when there is limited option for any countermeasuresand coordination between the project and the DoR RTU (which is responsible for road safety)is often very poor.There is no system of safety audits for the local road network, which falls under theresponsibility of the Department of Local Infrastructure and Agricultural Roads (DoLIDAR) orlocal bodiesThere is no performance targets assigned during the project cycle of the road projects in theabsence of national safety targets.A number of DoR manuals covering drainage, safety barriers, delineation, traffic signs,remedial measures at crash sites, etc., are also available for safe designs. These manuals aretaken as basis for evaluating the safety worthiness of road structures in Nepal.

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Examples of short term projects under ‘Project 4.7 Road Design and Maintenance’ mayinclude:

Project C3.4/P4.7.1 Review and update Nepal Road Design StandardsProject C3.4/P4.7.2 Review and update Nepal Road Maintenance StandardsProject C3.4/P4.7.3 Train engineers for safety retrofit and trial projectsProject C3.4/P4.7.4 Review and update or develop road maintenance priority systemProject C3.4/P4.7.5 Develop design guideline for safer roads and construct requiredinfrastructuresProject C3.4/P4.7.6 Develop and implement a system of reporting road safetyprogresses by responsible road safety authoritiesProject C3.4/P4.7.7 Develop and implement a system of prosecuting road authoritiesfor failing to provide a safe road environment

For standardisation of traffic sign and road marking system, Department of Roads (1997e)prepared Traffic Sign Manual 1& 2 and was approved in 1997. The Manual is in line with the

Project 4.7 Crash Prevention System: Road Design and Maintenance

(Component C3.4: Pre crash Systems: Safer Roads)

1. Objective:To update and revise road design and maintenance standards

2. Description:Review and update existing road design standards through road safetyperspectivesDevelop and implement road maintenance standardsDevelop a system to continuously review road design and maintenance standardsutilising local practices and international evidences. The road maintenanceshould be of top most priority. Road and traffic authorities should be madepunishable by law for non standard designs and for not maintaining the roads toa safe level.

3. Reference to UN Decade of Action for Road Safety 2011 2020Pillar 2: Safer Roads and Mobility (Activity 3 and Activity 4: Standards for Newand Existing Roads)

4. Reference to Nepal Road Safety Action Plan (2013 2020)Pillar 2: Safer Roads and Mobility [Activity B(3): Develop design guideline forsafer roads and construct required infrastructures]

5. Information Source:National existing standardsInternational best examples

6. Outcome:Nepal road design and maintenance standards and monitoring system

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international practices that set out in International Convention on Road Traffic, Geneva andRoad Signs and Signals, Vienna. Besides, full colour posters illustrating the traffic signs werealso prepared for road safety education purpose (Thapa, 2013).

Examples of short term projects under ‘Project 4.8 Traffic Control Devices’ may include:

Project C3.4/P4.8.1 Review and update or develop documents (policy, manual,guidelines, forms, checklists) for traffic control devicesProject C3.4/P4.8.2 Review, update or develop and implement a system ofmandatory work zone safety planningProject C3.4/P4.8.3 Develop a system to monitor compliance and to enforce laws toregarding traffic control devicesProject C3.4/P4.8.4 Review, update or design and implement pedestrian crossings atspecified locationsProject C3.4/P4.8.5 Review and update or develop Assets Management Plan fortraffic control devices

Project 4.8 Crash Prevention System: Traffic Control Devices


1. Objective:To develop ‘Manual of Traffic Control Devices’To develop a system to enforce laws to implement traffic control devices

2. Description:Review and update existing Traffic Signs Manual (1997)o Priority 1: Regulatory devices (signs/signals/marking) for regulating flowso Priority 2:Warning deviceso Priority 3: Information or guidance devicesDevelop a system to enforce laws to implement traffic control devicesDevelop a system to continually review ‘Manual of Traffic Control Devices’utilising local practices and international evidences. Road and traffic authoritiesshould be made punishable by law for not using or for incorrectly using trafficcontrol devices.

3. Reference to UN Decade of Action for Road Safety 2011 2020Pillar 2: Safer Roads and Mobility (Activity 3 and Activity 4: Control Devices forNew and Existing Roads)

4. Reference to Nepal Road Safety Action Plan (2013 2020)Pillar 2: Safer Roads and Mobility [Activity B(5): Enforce work zone safety fromconstruction to defect liability period in all road project contracts]

5. Information Source:National existing manuals and lawsInternational best practices

6. Outcome:Nepal Manual of Uniform Traffic Control Devices and enforcement system

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4.8 Nepal Road Safety Audit

Two government departments (DoR and DoLIDAR) are the main institutions which areinvolved in engineering design and construction of roads. In DoR, Road Safety Audit wasintroduced in 1995 with the following key principles (Thapa, 2013)

Design of road for all road users,Provide a clear and consistent message to the driver and other road users,Encourage appropriate speeds and behaviour through design and traffic signs,Reduce conflicting points in the road junctions and intersections,Make allowance in design for bad or impaired driving, andCreate a forgiving road.

Department of Roads (1997a) have developed Road Safety Audit Manual that outlines theRoad Safety Audit process but it does not say whether this manual has been implemented inpractice. Road safety audit was considered to be a compulsory activity for all roads underconstruction or rehabilitation. DoR, Traffic Engineering and Safety Unit (TESU) with the helpfrom concerned project personnel, audited major strategic roads including about 1,200 kmof National Highways. The road safety audit contributed very fruitful safety improvements,especially in road sections with higher rate of crashes. Based on the road safety auditexperiences, performance evaluation, and feedback from the field results a detailed RoadSafety Audit Manual was published in April 1997. Road safety audit at design stage has beenmade mandatory for new projects. However, there is lack of periodic evaluation of roadsafety in highways (Thapa, 2013).

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Examples of short term projects under ‘Project 4.9 Nepal Road Safety Audit’ may include:

Project C3.4/P4.9.1 Review, update or develop and implement Nepal Road SafetyAudit (NRSA) SystemProject C3.4/P4.9.2 Review and update or develop documents (strategy, policy,manual, guidelines, forms, checklists) for Nepal Road Safety Audit (NRSA) SystemProject C3.4/P4.9.3 Pilot the Nepal Road Safety Audit to samples of SRNProject C3.4/P4.9.4 Review, update or develop and implement a system of modifyingexisting unsafe roads identified by Nepal road safety audit (NRSA)Project C3.4/P4.9.5 Train road safety authorities and stakeholders on safe roads andsafety audits

Project 4.9 Crash Prevention System: Development of Road SafetyAudit System


1. Objective:To develop and implement Road Safety Audit process

2. Description:Develop a compulsory comprehensive road safety auditing process for bothexisting and new roads. Develop road safety tools/checklists to be used forauditing process. Develop a system to train expert road safety auditors.Road Safety Audit projects:

o Develop Road Safety Audit Policyo Develop Manual of Road Safety Audit review existing and improveo Develop training manuals and training programs for auditorso Develop auditors’ licencing system

Systematic safety audit, safety impact and/or road assessment policies andpractices in placeDevelop tools such as NepRAP (similar to AusRAP, EuroRAP)Develop tools such as NepRAM (similar to ANRAM)

3. Reference to UN Decade of Action for Road Safety 2011 2020Pillar 2: Safer Roads and Mobility (Activity 3 Activity 5: Auditing System for Newand Existing Roads)

4. Reference to Nepal Road Safety Action Plan (2013 2020)Pillar 2: Safer Roads and Mobility [Activity B(1): Develop road safety auditmanual for non strategic roads and gradually enforce safety audits in all roads(strategic and non strategic roads), Activity B(2): Introduce compliance policy forsafety audits recommendations (strategic and non strategic roads)]


6. Outcome:Nepal Road Safety Auditing System

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4.9 Roadside Hazard Management

A particular type of crash, in particular its severity, can be reduced by managing roadsidehazards (for example, run off road crashes). Access control, delineation measures, roadsidesafety barriers are some of the measures that help reduce run off road crashes.

Delineation: signs, lane markings, guide posts. Existing information can be found onTraffic Sign Manual Volume 1 & 2 (Department of Roads, 1997e) and Road SafetyNote 5 Delineation Measures (Department of Roads, 1996b)Road design: alignments, cross sections, sight distances. Existing information can befound in Nepal Road Standards 2070 (Department of Roads, 2013)Roadside safety barriers: Existing information can be found on Road Safety Note 6Safety Barriers (Department of Roads, 1997b)

Project 4.10 Crash Prevention System: Roadside Hazard Management


1. Objective:To develop and implement roadside hazard management system

2. Description:Develop and implement roadside hazard management system utilising roadsafety auditing results and utilising guidelines for Nepal road safety measures.Research on using local materials and resources should be given the top mostpriority.Develop access control and rationalisation strategy for implementation along theexisting and future road corridors. Develop policy to strictly enforce accesscontrol measures to and from arterial roads,

3. Reference to UN Decade of Action for Road Safety 2011 2020Pillar 2: Safer Roads and Mobility (Activity 3: Hazard Management System)

4. Reference to Nepal Road Safety Action Plan (2013 2020)Pillar 2: Safer Roads and Mobility (not directly listed as an activity)


6. Outcome:Nepal Roadside Hazard Management System

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Examples of short term projects under ‘Project 4.10 Roadside Hazard Management’ mayinclude:

Project C3.4/P4.10.1 Review, update or develop and implement Nepal roadsidehazard management systemProject C3.4/P4.10.2 Review and update or develop documents (strategy, policy,action plan, manual, guidelines, forms, checklists) for Nepal roadside hazardmanagement systemProject C3.4/P4.10.3 Review, update or develop and implement adequatedelineation measures on all roadsProject C3.4/P4.10.4 Review existing practice of installing guard railsProject C3.4/P4.10.5 Review, update or develop documents (design standards,specifications, manuals, guidelines, forms, checklists) for guard rails and other roadside barriers

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CHAPTER 5 POST CRASH (RESPONSE AND MANAGEMENT) SYSTEM

(Post crash response and management)

5.1 Objectives

The objective of developing a robust post crash response and management system is toreduce further deterioration of injury through timely improved post crash response,improved emergency treatments and healthcare systems, save lives and provide long termrehabilitation of crash victims. Many severely injured persons at crashes can be preventedfrom dying if they could get treatments on site timely. The other objectives include properhandling of crash scenes with dignity and respect for crash victims and affected familymembers. Further congestion on roads impacting other road users can be reduced bysending crash clearance facilities (tow trucks, crane) in time. All these objectives can be metby formulating and implementing a robust post crash research and management system.The system should use advanced technologies and healthcare system, which include:

o Automatic crash notificationso Automatic incident detection systemo Nationwide emergency communication systems: telephone, interneto Response timeo Pre hospital care systems: rescue helicopters, ambulances and emergency

medical serviceso Hospital trauma care systemso Effective legal response to road deaths and injuries including insurance

schemeso Long term rehabilitation for crash victimso Salvaging and towing away damaged vehicleso Restoration of roads and traffic control devices

5.2 Factors for Post Crash Management System

Consideration should be given to various factors in the development of post crashmanagement system. Some of these include:

Human factors: age, gender (medical treatment and evacuation, treatmentprocedures)Vehicle factors: ease of removal of injured passengers (ease of extraction, fireprevention)Road factors: the time and quality of emergency response, subsequent medicaltreatments (rescue facilities, evacuation lanes, and recognised traffic controlprocedures in congestion)

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5.3 Post Crash Response Activities

United Nations (2011) in its Global Plan for the Decade of Action for Road Safety 2011 2020has identified post crash response as one of the five pillars for road safety Pillar 5: Postcrash Response. It suggests to increase responsiveness to post crash emergencies andimproving the ability of health and other systems to provide appropriate emergencytreatment and longer term rehabilitation for crash victims. The activities listed under thispillar are:

Activity 1: Develop pre hospital care systems, including the extraction of a victimfrom a vehicle after a crash, and implementation of a single nationwide telephonenumber for emergencies, through the implementation of existing good practices.Activity 2: Develop hospital trauma care systems and evaluate the quality of carethrough the implementation of good practices on trauma care systems and qualityassurance.Activity 3: Provide early rehabilitation and support to injured patients and thosebereaved by road traffic crashes, to minimize both physical and psychologicaltrauma.Activity 4: Encourage the establishment of appropriate road user insurance schemesto finance rehabilitation services for crash victims through:

o Introduction of mandatory third party liability; ando International mutual recognition of insurance, e.g. green card system.

Activity 5: Encourage a thorough investigation into the crash and the application ofan effective legal response to road deaths and injuries and therefore encourage fairsettlements and justice for the bereaved and injuries.Activity 6: Provide encouragement and incentives for employers to hire and retainpeople with disabilities.Activity 7: Encourage research and development into improving post crash response.

MoPIT (2013) in its Nepal Road Safety Action Plan (2013 2020) has listed following activitiesunder Pillar 5: Post crash Response:

Activity E(1): Introduce toll free telephone number for RTA emergenciesActivity E(2): Develop ambulance policy for post accident treatments and emergencytreatment trainingActivity E(3): Develop strategy and introduce revolving fund for RTA victims anddisabledActivity E(4): Open Trauma Care Centres and train for RTA injuredActivity E(5): Research and prioritise treatments for serious injuries from RTAsActivity E(6): Develop, introduce comprehensive injury surveillance system inhospitals, health centres

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Activity E(7): Establish road safety unit in the Ministry of health and Population andinstitutionally enhance itActivity E(8): Develop ambulance network along the major highways, urban and ruralroads

5.4 Existing Post Crash Management System in Nepal

MoPIT (2013) has discussed the following information with respect to the existing post crashmanagement system in Nepal:

To date, there is no data on the response time to the post crash victims in Nepal. There are alimited number of ambulances run by the hospitals, private sectors and social clubs. Prior tothe launch of WHO 2004 initiatives to monitor road safety injuries globally, there was nosystematic reporting requirement on the part of the Ministry of Health to make itaccountable towards road safety.Data management in hospitals and health care centres regarding road crashes is poor.However, there have been some limited project led initiatives in this area in the recent pastto develop road crash statistics within the participating hospitals. The Ministry of Health andPopulation (MOHP) is planning to introduce injury surveillances to record road crash cases.The ministry is also contemplating developing three levels of care for crash victims (primary,secondary and tertiary). Nevertheless, priority for road crash cases remain low compared toother injuries as the former is still not the most predominant form of morbidity in theCountry.The health centres throughout the country are linked to the centre through GPS. In addition,the Kathmandu Metropolitan Traffic Police plans to install GPS devises on its patrol vehiclesprovide opportunities to improve emergency response within the Kathmandu Valley andother areas if the system is linked with the aim of enhancing post crash response.

Thapa (2013) has summarised the existing post crash response system in Nepal as:

“There is no exact division of geographical coverage for crash rescue activity. Generally the localTraffic Police and highway Police provides rescue service to the event of crash. But local people andarmy man also carry out the rescue service. Average response time for the crashes in Nepal dependsupon the proximity of Police post from the crash site. Generally it is 15 to 30 minutes in plain sectionsof highways and feeder roads and 30 minutes to one hour for hill and district roads. Urban crashescould be responded immediately”

As seen in these discussions, it is unclear of what the system is, who is responsible for theseactivities and how it is implemented.

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Examples of short term projects within ‘Project 5.1 Post crash System’ may include:

Project C4/P5.1.1 Review and update or develop post crash response andmanagement systemProject C4/P5.1.2 Review and update or develop documents (framework, strategy,policy, directives, manual, guidelines, forms, checklists) for post crash response andmanagement systemProject C4/P5.1.3 Review and update or develop post crash emergencycommunication systems (toll free telephone number, telephone booths, SMS, email,website etc.)Project C4/P5.1.4 Set up an optimal (response time and/or cost minimising) network

Project 5.1 Development of Nepal Post Crash Management System(NPCMS)

(Component C4: Post crash System)

1. Objective:To review and update or develop a robust Nepal Post crash Response andManagement System to treat injuries and save lives

2. Description:Review and update or develop an effective and efficient emergency responseand management system after the road crashReview and update or develop documents (strategy, policy, directives, manual,guidelines, forms, checklists) for Nepal Post crash Response and ManagementSystemThis should include emergency communication systems, rescue management,pre hospital and hospital care systems, long term care systems, salvaging andtowing away damaged vehicle and restoration of roads and traffic control devicesEstablishment of post crash response units at strategic locations along SRN,helicopter/flying doctors, ambulance, tow truck, emergency vehicles, traumacentres, road rules regarding duty of drivers in case of crashes (witness or directinvolvement) are some important components of the system.

3. Reference to UN 5 Pillars of Global Actions for Road SafetyPillar 5: Post Crash Response [Activity 1–Activity 7]

4. Reference to Nepal Road Safety Action Plan (2013 2020)Pillar 5: Post Crash Response [Activity E(1)–Activity E(8)]

5. Information Source:National existing systemsInternational best practices

6. Outcome:A robust Nepal Post Crash Management System (NPCMS)

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of ambulance services (on road, helicopters, paramedics) throughout NepalProject C4/P5.1.5 Develop post cash facility site mapsProject C4/P5.1.6 Develop a national ambulance management documents (strategy,policy, directives, manual, guidelines, forms, checklists)Project C4/P5.1.7 Develop code of conduct for managing crash scenesProject C4/P5.1.8 Train emergency agencies (e.g. Traffic Police, Civilian Police, Army,Fire brigade, Paramedics etc.) for improving post crash response and for managingcrash scenesProject C4/P5.1.9 Open trauma care centres across NepalProject C4/P5.1.10 Train medical personnel for trauma care services at all levels(primary, secondary, tertiary) with expertise on treatment of road crash victimsProject C4/P5.1.11 Develop a priority system for caring major crash victims at traumacentresProject C4/P5.1.12 Investigate funding sources and develop a funding model to assistmedical rehabilitation and disability of crash victimsProject C4/P5.1.13 Develop documents (strategy and policy) to fund medicalrehabilitation and disability of crash victimsProject C4/P5.1.14 Develop policy for employment opportunities for people withcrash disabilitiesProject C4/P5.1.15 Develop and maintain a comprehensive post crash injurysurveillance system in hospitals and healthcare centres (uniform/standard entry intrauma registry and improved crash reporting)

5.4.1 Medical and Emergency Management System

There is no guidance and information regarding the medical and emergency managementsystem.

5.4.2 Salvaging and Towing Away Damaged Vehicles

There is no guidance and information regarding the salvaging and towing away proceduresof damaged vehicles.

5.4.3 Restoration of roads and traffic control devices

There is no information regarding the procedure of restoring roads and traffic controldevices.

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CHAPTER 6 CRASH INVESTIGATION AND REPORTING SYSTEM

(For crash data investigation and data collection)

6.1 Objective

The objective of the road crash investigation and recording system is to identify the causesof road crashes and prepare data for long term archiving.

6.2 Crash Risk

Number of people killed or injured in road crashes depends basically on three factors:

ExposureProbability (crash rate)Severity (injury severity): type of vehicle, impact speed, wearing personal protectiveequipment

These crash risk factors are to be considered while developing Nepal road safetymanagement system.

6.3 Contributing Factors of Crashes

There are several theories on why road crashes occur. They vary significantly the way a roadcrash is viewed and perceived. Theories of crash causation include:

Crashes as random eventsCrash proneness theoryCausal crash theorySystems (epidemiological) theoryBehavioural theory

However, as universally accepted, a crash occurs when one of more traffic systemcomponents (human factor, vehicular factor and road environment factor) fail to performtheir functions.

Human factors: vulnerability to injury, age, failure to wear a seatbelt, driving speed,sobriety (use of restraints and impairments)

o Improper observationo Excessive speedo Inattentiono Improper evasive actiono Internal distraction

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o Improper driving techniqueo Inadequate defensive driving techniqueo False assumptiono Improper manoeuvreo Overcompensation or overcorrection

Vehicle factors: bumper heights and energy absorption, airbag operations, headrestdesign

o Occupant restraintso Air bagso Crash absorptiono Safety glasso Padded interiorso Roadworthiness

Road factors: pavement friction, grades, roadside environmento Crash absorption barrierso Breakaway poleso Elimination of roadside objectso Absence of hard shoulderso Road surfaceo Road condition

6.4 Crash Involvement

Data such as types of road or traffic environment, elements of roads, environmental riskfactors, age and gender of road users, medical condition of road users, impairment throughthe use of alcohol, speed of travel are to be collected.

6.5 Crash Investigation: Who, Where, How, What, When, PLUS Why?

Crash investigation includes the details of who, where, how, what, when and why. This stagedoes involve the collection of data, but depending on the severity of the crash, the skill set ofthe investigating team is more than just collecting data, it may be the scientific estimation ofspeed, the blood or drug content, the distraction of the driver, the driver’s experience level,condition of vehicle and/or the weather and road conditions at the time. The answer of‘why’ should be based on all traffic system components, e.g., driver, vehicle and roadsideenvironment. Data needed for the Road Crash Data Collection System will flow from theseinvestigations and may be combined with other sources of data. The crash investigation isthat of an individual crash, and in the QLD situation, TMR looks at road factors, whereas thePolice looks after the vehicle and driver factors (alcohol, speed, distraction experience etc.)for fatal crashes. For serious and other injuries, Police collects data in QPRIME, which arepassed on, to TMR or its agent Office of Statistical Research (OSR) after removing personalidentification (for privacy reasons). TMR engages OSR to enter the data into WebCrash (for

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crashes on all roads) and also into RoadCrash2 (for crashes on state controlled roads), whichare verified by the Data Analysis Unit of TMR’s Road Safety Branch. A comparable system ofcrash investigation that best suit the local context should be developed.

6.6 Training and Preparing Crash Investigators (Authorised Investigators)

Crash investigation should only be carried out by expert investigators and may includepersonnel from Traffic Police, Traffic Engineers, Transportation Engineers, Ambulance andFire Services, Insurance Companies and Authorised Civilians.

6.7 Location of a Crash

Defining points on each road are needed for the road crash database. Intersections are easywhere the roads are clearly named also within built up areas where street addressed arewell established. These defining locations on a road are important for the analysis of crashdata because a crash report will be ‘the vehicles were 100 metres past the intersection of Aand B, or they were in front of street number XXX’.

But in rural or isolated areas this will not work as the description will be more like “on acurve 20 kilometres north of town”. Travel Distance (TD) is used on Queensland’s system. Aroad has a starting point, this is TD 0.00 and as one travels away from this starting point theTD increases. But this system still relies on landmarks to identify where the crash occurred.Geocodes such as latitudes and longitudes are excellent, but their use depend on theavailability of GPS at the time when a crash is reported. Solutions to identifying where acrash occurred might be a mix of the above with the addition of some strategically placedlandmarks, such as old fashion mileposts. Thus it is important to devise a system to identifycrash locations reasonably accurately for crash data to be of value for further analysis andresearch.

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Examples of short term projects under ‘Project 6.1 Nepal Road Crash Investigation System’may include:

Project C5/P6.1.1 Review, update or develop and implement Nepal road crashinvestigation system (NRCIS)Project C5/P6.1.2 Review and update or develop documents (policy, manual,guidelines, forms, checklists) for NRCISProject C5/P6.1.5 Review and update or develop Terms of Reference (ToR) for crashinvestigatorsProject C5/P6.1.6 Train crash investigators and develop a network of authorisedcrash investigators

Project 6.1 Development of Nepal Road Crash Investigation System(NRCIS)

(Component C5: Crash Investigation and Database System)

1. Objective:To develop a robust Nepal road crash investigation system (NRCIS)

2. Description:Develop and implement crash investigation policyDevelop a rigorous Nepal road crash investigation system (NRCIS) involvingseveral levels of road safety institutions and expertise. The system should answerthe questions: where, how, what, when, who and why?Set up systematic training programs to prepare expert road crash investigators.Graduated licencing system may be required for different levels of expertise.

3. Reference to UN 5 Pillars for Road SafetyAll Pillars 1 5

4. Reference to Nepal Road Safety Action Plan (2013 2020)Pillar 2: Safer Roads and Mobility [Activity B(4): Investigate accident black spotsfor all road types and construct appropriate countermeasures]

5. Information Source:Road and traffic authorities: DoTM, DoR, DoLIDARTraffic PoliceExisting national systemInternational best practices

6. Outcome:A robust Nepal road crash investigation system (NRCIS)

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6.8 Development of Crash Data Collection System

At present, Traffic Police collects and compiles all data pertaining to road crashes in Nepalthrough their network of local, district and regional offices. In urban and strategic locations,Traffic Police personnel record all details at the site of the road crashes, while in rural andremote areas; this responsibility is usually assigned to general Police. Once the road crash isrecorded by the Police personnel attending to the crash site, the information is documentedin the Road Accident Record or (ND Lea Inc et al., 2008).

The Police, it appears at present, is the main agency involved in a crash investigation when ithappens. What information they currently collect, how far there investigation goes andwhether all information required in Road Accident Record or is

collected is unclear.

6.9 Development of Crash Data Coding and Classification System

It is important to use consistent classification of crash types for the purpose of crashanalysis, research and engineering use. A crash can be classified by severity (e.g., for thepurpose of crash cost estimates) or by the way it occurred (e.g., run off road left, run offroad right, head on, side swipe, rear end, pedestrian hit, object hit etc.) or more precisely bythe intended action of the drivers before the crash (codes are to be developed yet) (e.g., forthe purpose of suggesting crash countermeasures). These crash types should be definedprecisely so that a crash investigation team could use the same definitions consistently andsafety engineers can use these information meaningfully for the treatment of these crashlocations. Use of terminologies like ‘slight injury’, ‘normal injury’ should be avoided. Thefollowing types and definitions of crashes are used in many countries and this ca be adoptedfor Nepal easily.

fatal (crash victims deceased within XXX days, usually 30 days, of the crash)major injury (crash victims admitted to hospital)minor injury (crash victims requiring medical treatment on site or in the hospitalwithout requiring bed for hospital stay)property damage only (crash victims unhurt, only vehicles or road elementsdamaged)

Crash type classification such as run off the road crashes and head on collision crashes etc.should be as detailed as possible. As mentioned above, use of consistent terminologies inthis classification should be encouraged. It may not be appropriate in suggesting types ofcrashes that are “more important” before the data set collection system has been designed.Data must be collected in an unbiased way. There is a danger of misidentifying the actualevents that lead to the crash if the emphasis on crash investigation is on the final outcome ofthe crash. Examples of misidentification of crashes include:

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The difference between a sideswipe and head on is really the resulting damage on avehicle, and if the pre perceived idea is used in the identification of crash andcollection of data, the subsequent analysis may be flawed from the beginning.Crash coding is really defined by the intended actions of the drivers, that is, werethey turning right, were they going around a curve, had they just turned left.If a set of data that was based on where the damage was on a vehicle is taken with,half the crashes where both vehicles had damage to the front only, the other halfone vehicle had damage to the front and the other vehicle in the same crash haddamage to the side only, it may be reasonable assumed that there are a mix of headon and sideswipe crashes.

Crash investigation should go well beyond just filling the form. Consider a crash scenariowhere all the vehicles travelling north were buses, and all of these were damaged in thefront only. Only some buses travelling south had either front or side damage. At this point, acrash investigator must be thinking:

“Why only buses going north?”“Is the road too narrow for two buses? But this doesn’t explain why only buses goingnorth.”What else is involved, speed, curves, width?

Moreover,

All the buses travelling north might have just turned left out of a side road.The final piece of data was the last action, or what the driver was doing, before thecrash.Only buses leaving the side road have to swing out into the oncoming traffic, so thisexplains why the “only buses travelling north” had front damage and why all vehiclestravelling south were not all buses and why there was a mixture of front or sidedamage only.

Until data is collected and analysed, it is not a good idea to suggest how the crash occurred,who was at fault, what the contributing factors were, what crash types are most commonand how they come about.

6.10 Development of crash data collection forms

The currently used Road Accident Record or form should be updated

and improved.

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6.11 Crash Types and Severity

There should be systematic and proper crash type and severity classification system forNepal. It is not necessary to reinvent the wheel. There are established crash type andseverity classification system available nationally and internationally, which can beintroduced in Nepal Crash Classification System. Best international examples can be usedand special local types can also be incorporated. For example, crash classification forengineering treatment should use the following systems:

Head onRun off road (left or right)Hit objectHit pedestrianRead rendSideswipe etc.

For economic analysis, saving crash types can be divided into:

fatalmajor injuryminor injuryproperty damage only

6.12 Minimum Dataset and Reporting Requirements

There should be a minimum set of data about each crash which is necessary as a basis forthe sound and satisfactory investigation of a crash location. Depending upon the type ofcrash and its severity level, there may be a need to collect data in greater detail. Detaileddata can assist in providing a greater understanding of the contributing factors orconsequences of a crash.

Depending upon a severity of crash, an established mechanism should be in place forreporting requirement. For example, all crashes involving death and injuries plus propertydamage only with the damage value, say NPR 25,000, should be reported.

6.13 Data Coding System

It is not necessary to reinvent the wheel. As mentioned earlier, an established coding systemavailable nationally and internationally can be used with minor modifications to suit the localcontext. Best international examples can be used such as DCA (Definitions for CodingAccidents) system as used on all Australian crash data. The system should be easy to read,comprehensive. It should allow easy comparison of data from a developing road system(Nepal) to a developed road system (Australia).

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Project 6.2 Nepal Road Crash Data Collection, Coding and RecordingSystem


1. Objective:To develop unified Nepal Road Crash Data Collection, Coding and RecordingSystem

2. Description:Develop Nepal Crash and Severity Classification (NCSC) System based on severity(fatal, hospitalisation or serious injury, minor injury, medical treatment(collectively called FSI crashes), PDO (property damage only) crashes (use ofconsistent definition ( e.g., if a person dies within 30 days of hospitalisationresulting from injury sustained in road crash, the crash in this case is defined asfatal). Number of casualties (head count) vs number of casualty crashes.Develop Nepal Crash Coding (NCC) System using best international examples andlocal requirements (similar to DCA codes in Australia) for use in engineeringpurpose (e.g. run of the road, head on, rear end, side swipe, pedestrian hit, hitobject).Update the existing ‘Road Accident Record’ (RAR) form based on internationalexamples and local conditions in consultation with Traffic Police (similar toQPRIME system in Queensland). This will be primarily meant for the purpose ofPolice charge, court case legal matters, coroner enquiry, insurance, disputeresolution, penalty, infringement etc. Rename it ‘Nepal Road Crash Record’(NRCR).Develop and enforce legal requirements for crash data reporting.Utilise computerised and advanced internet technologies to collect, code andrecord crash data.

3. Reference to UN Decade of Action for Road Safety 2011 2020Pillar 1: Road Safety Management [Activity 6: Data systems]

4. Reference to Napal Road Safety Action Plan (2013 2020)Pillar 1: Road Safety Management [not specifically listed as an activity]

5. Information Source:Road and traffic authorities: DoTM, DoR, DoLIDARTraffic PoliceExisting national systemInternational best practices

6. Outcome:Unified Nepal Crash Data Collection, Coding and Recording System

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Examples of short term projects under ‘Project 6.2 Crash Data Collection System’ mayinclude:

Project C5/P6.2.1 Review, update or develop and implement Nepal Crash andSeverity Classification (NCSC) systemProject C5/P6.2.2 Review, update or develop and implement Nepal Road Crash DataCoding, Collection and Recording SystemProject C5/P6.2.3 Review and update or develop documents (policy, legalrequirements, manual, guidelines, forms, checklists) for Nepal Road Crash DataCoding, Collection and Recording SystemProject C5/P6.2.4 Review, update or develop and implement Nepal crash codingsystemProject C5/P6.2.5 Review and update or develop a list of crash contributing factorsProject C5/P6.2.6 Review and update Nepal ‘Road Crash Record’Project C5/P6.2.7 Review, develop and utilise ‘modern technologies’ to collect crashdata

6.14 Use of Advanced Technologies

Internet (www) and advanced computer technologies for data collection, coding andrecording and transmitting will be more efficient and economical. However, it is alsoimportant to keep the original sketches and notes to cross check.

6.15 Under Reporting of Crash Data

Under reporting of data, when collecting crash data, is a major problem in Nepal. Currentlyin Australia, no data is collected if the damage is less than $2500, there is no injury or novehicle is towed. There is evidence that many crashes exceeding the above specified limitsare not reported. Ideally there should be the same system as for the workplace health andsafety, where all incidents including even near misses are required to be reported. Thesenear misses are “noise” in the data set, an indication of what may happen at a location. Butin reality manpower and money will not allow the collection of all data. So, lateral thinkingwill be required to estimate the under reported data.

There are many innovative ideas for recording ‘noise’ in the crash data set. One of such ideasinvolve using mobile filming devices to record what is going on at an intersection, forinstance, and then analysing these data for what risks drivers, riders and pedestrians aretaking. Using these data sets, it is possible to look at solutions to avoid future crashes. In anycase, the amount of data collected must be well balanced. If too much is asked from servicessuch as Police, the task for them will become a burden and crashes will not be reportedbecause of the overburden. In the early stages of data collection system design, all agenciesmust be involved so that there is an ownership of the problem and the realisation of the

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need to collect data. Agencies should realise that loss of lives could be involved if data arenot collected, analysed and potential risks are not treated.

6.16 Bias in Data Collection

Bias must be avoided when collecting and coding data. It means that pre conceived ideas ofwhat are the most common crash types or only wanting to collect data on certain crashtypes, could result in a data collection system which may have inherent bias. Designing thecollection system for crash data must be for the collection of as much data as possible. Afterthe collection of data, analysis is undertaken to look at crashes that may or can beprevented.

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CHAPTER 7 NEPAL ROAD CRASH DATABASE SYSTEM

(For crash analysis, evaluation, monitoring and research)

7.1 Objective

Road crashes do occur across the road network. To reduce the likelihood of theiroccurrences or to reduce severity, road safety experts need to have information about them.The whole process of investigating, analysing and effectively treating crash locations relieson the availability of comprehensive and accurate data about crashes and about road andtraffic characteristics of the crash locations.

Road safety research and development requires a centralised, verified, detailed and auditedcrash data. Analysis of the crash data looks at patterns or trends of the data collected andproposed possible actions or countermeasures that may reduce the occurrence of types ofcrashes or at least reduce the severity when these types of crashes occur. ‘In effect, thequality of decision making in road safety is dependent on the quality of the data on whichthese decisions are based and by which policies, plans and programs related to reducingcrashes will ultimately be judged’ (Austroads, 1997).

7.2 Existing Crash Data Management System in Nepal

Local Traffic Police collect and maintain crash data and send these data to the TrafficDirectorate at central level. In case of fatal and serious injury crashes, these data can beverified by the hospitals but ‘light injury’ crashes could not be verified from the hospitals(Thapa, 2013). Traffic Police collects and compiles all data pertaining to road crashes inNepal through their network of local, district and regional offices (ND Lea Inc et al., 2008). Inurban and strategic locations, Traffic Police personnel record all details at the site of theroad crashes, while in rural and remote areas; this responsibility is usually assigned to Police(ND Lea Inc et al., 2008). The primary information at the site may, thus, be in anecdotalreference to the crash. However, investigations of the crash sites, including measurements,are performed by specialized team of the Traffic Police (ND Lea Inc et al., 2008).

Once the road crash is recorded by the Police personnel attending to the crash site, theinformation is transferred at the office of the local unit or district office of Traffic Police in

the Road Accident Record or (ND Lea Inc et al., 2008). The District

Traffic Police Office again transmits their crash data to the Traffic Directorate at the NepalPolice Headquarters through their respective regional offices (ND Lea Inc et al., 2008)

The data completed in Road Accident Record or forms are not

transferred to computer database by the Traffic Police at present. These data are simplykept in hard copy in their respective local offices (ND Lea Inc et al., 2008). The Traffic

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Directorate at Nepal Police Headquarters also maintains consolidated statistics of roadcrashes in Nepal segregated by five development regions and includes statistics such as age,gender, vehicle involved, and severity of injury. (ND Lea Inc et al., 2008). However, as thesedata are usually in consolidated form, they do not provide information in detail which wouldotherwise be necessary for comprehensive analysis of road crashes. DOR informed that theTraffic Directorate at Nepal Police maintains all the crash data in their central computerdatabase system called NRDS, along with other Police data. NRDS is database software basedon Oracle but access to this system is restricted due to security and confidentiality issues.(ND Lea Inc et al., 2008).

There is no information regarding the verification, validation and uses of crash data for roadsafety management. Also there is no information regarding how these data collectors aretrained and what minimum requirements are there for data reporting, if any.

7.3 Development of Road Inventory and Traffic Stream (Exposure)Database

In order to perform rigorous analysis and research on crash data, it is essential to have acentralised computer database regarding road inventories and traffic stream databasesystem. Refer to Chapter 2 for the discussion on the development of road inventory andtraffic stream database.

The road inventory and traffic stream database is the collection of data about the currentroad stock and characteristics of the traffic on them. Surveying the network of the currentroad network and associated traffic stream data is required to create the inventorydatabase. Establishing a road naming system that reflects the road use and volume isrequired (based on road classification system in Nepal).

7.4 Sources of Crash Data

Crash data can be collected from primary sources (crash investigation reports and inventory)and secondary sources (hospitals, ambulance and fire services, insurance companies etc.)

Primary crash data must be collected through rigorous crash investigation and reportingsystem. The Police, it appears at present, are the main agency involved in a crash when ithappens. Refer to Chapter 6 for further discussion on crash investigation and reportingsystem.

Secondary data include records from hospitals. Hospitals would be collecting some data oncrashes, albeit relating to injuries (and fatalities.). Ambulance and Fire services are the thirdgroup of agencies that may be collecting some data in relation to road crashes. Insurancecompanies may be a forth group collecting data. These four interested parties are the keystakeholders, which will need to be involved in the creation of a data collection framework

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for Road Crash Data. Their cooperation will be important and their involvement needs to beearlier rather than later in this exercise. Reasons for collection of data may be different foreach of the above mentioned groups. For example, in the relation to Police, this may beenforcement or for court case in litigation.

Project 7.1 Development of Nepal Road Crash Database System(NRCDS)


1. Objective:To develop a centralised (computerised) and detailed Nepal road crash databasesystem (NRCDS) for research, analysis and road safety purposes. This archiveshould contain only verified and cross checked database.

2. Description:Develop a computerised database system that collates up to date records ofcrash statistics. The records should be as detailed as possible and frequentlyupdated. The recordings should be made compulsory by law and should beconsistent with the internationally accepted standards.Develop road crash database system (similar to RoadCrash2 or WebCrash inQueensland) for use in engineering analysis.Others (e.g., Database for Fatal Crash Investigation recommendations and actionstaken, Database for Road Safety Audit recommendations and actions taken, roadelements contributing to crashes risk factors – e.g. length of road side barriers,median, shoulder width, substandard curves)Develop a computerised database system of all collected crash data that can beextracted as per users’ necessities. Provide an option to upload scanned versionsof original data collection forms so that data can be rechecked as required.

3. Reference to UN Decade of Action on Road Safety 2011 2020Pillar 1: Road Safety Management (Activity 6: Data systems)

4. Reference to Nepal Road Safety Action Plan (2013 2020)Pillar 1: Road Safety Management (not specifically listed as an activity)

5. Information Source:Government departments: DoTM and Traffic PoliceOther information sourcesData to be regularly collected, as and when required

6. Outcome:Disaggregated (electronic) road crash database

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Examples of short term projects under ‘Project 7.1 Nepal Road Crash Database System’ mayinclude:

Project C5/P7.1 Review and update or develop unified Nepal road crash databaseProject C5/P7.2 Review and update or develop documents (policy, legalrequirements, manual, guidelines, forms, checklists) for using crash databaseProject C5/P7.3 Develop fatal crash action monitoring database

The crash data collection system needs to be improved both for the purpose of serving theongoing needs of interested parties as well as for capturing data for road safetyimprovement. For both cases, crash data needs to be verified, cross checked and archived.

7.5 Unified (Electronic) Nepal Road Crash Database System

A unified and centralised computer database system needs to be developed for easyretrieving, transferring and analysis. Google maps, ArcGIS, Spread Sheets and other databasesystem can be used depending on the availability of resources.

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CHAPTER 8 NEPAL ROAD SAFETY MEASURES OR TREATMENTS

(Use both international best practices and local crash data analysis and research todevelop Nepal Road Safety Measures or NRSM)

8.1 Introduction

Apart from obvious measures like improvement of roads including widening,construction of flyovers, provision of pedestrian crossings, proper trafficssignals/lights etc., there are other aspects of road safety that needs to be taken intoconsideration for the improvement of the road safety in Nepal. In order to developNepal road safety countermeasures, all contributing factors (the human factor,vehicle and roadside environment) should be taken into account as discussed inChapter 4 Pre crash Systems.

The vehicular factors: the condition of the vehicle plying in the road is a majorcontributing factor of disaster each year, whatever the make or model of the vehicle.The law to check the condition of the vehicle on the road in Nepal is eitherinsufficient or it has not been adequately enforced. The vehicle that goes on the roadis a potential hazard to the other users and to the people travelling in that vehicleitself. The serviceability and safety parameters of the vehicle should be strictlychecked and the vehicles that fail to prove its roadworthiness should not be allowedto go on the road. The law should be updated and/or developed and a mechanism isto be put in place to make sure that the law is followed. The vehicles should bechecked either yearly or six monthly and issued a roadworthy certificate. Certain setparameters should be laid down to check the roadworthiness of the vehicle. Somemight argue it would not be possible but most of the countries have these institutionsin place and it is working out fine. There is no reason why these systems do not workin Nepal while they are very common internationally.

The human factors: the way drivers are issued driving licences in Nepal is ridiculouslysimple and complicated as well. The driving licence that authorises a person to go onroad system with such a potential threat to lives and properties are not trainedproperly before they are issued with licences. There is no requirement for a formaltraining before actually taking a test. The test itself is so unscientific and there arethousand ways of getting around the test. The theory test actually asks thecandidates about the laws and details of engine and unnecessary things rather thanthe practical aspects of safe driving. How can a road user be safe if the practical testis a biggest mock of a test? On actual test, after starting a vehicle and moving it

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forward and back and then parking it into bay a driver is given a pass certificate. Andsometimes if a trainee driver does fail in the test manoeuvres but has the rightcontact or pays a sum of money, he or she will get the licence.

The issuance of licence should be made more scientific and demanding. A fullrecorded training should be carried out from trained instructors which should includeroad safety classes, road hazards and dealing with emergencies. The test should betaken only after the trainers are confident that the candidates are fully confident andare ready to safely use the road. The test itself should be carried out in actual roadmaking sure that the candidates are fully aware of the road situation, safety and rightprocedures are followed.

The vehicles and the drivers should be made to undertake a proper insurance beforethey are allowed to go on roads. In case of a crash, the insured vehicles can pay forthe damage they caused to other vehicles and life of the other people in case of fatalcrashes. This will also reduce the intentional killing of many people trapped in crashesdue to being run over by the drivers. These drivers overrun the injured people in fearof being held responsible for the treatment cost or for the rest of the crippled lives ofthe injured people. Compulsory insurance for a driver will also check the uncontrolledgrowth in the number of vehicles.

The road factors: the need of the time is to regulate and modernise roads in Nepal.The disturbing number of vehicle crashes, loss of lives and the disruption of the roadsafter crashes has been an absolute non sense and has had a crippling effect in thelives of people.

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Example of short term projects under ‘Project 8.1 Nepal road safety measures’ mayinclude:

Project C2/P8.1.1 Develop Nepal road safety measures of key crash typesProject C2/P8.1.2 Develop Nepal road safety measures of all crash typesProject C2/P8.1.3 Implement pilot/trial for at least two selected low cost highbenefit treatments

Project 8.1 Development of Nepal Road Safety Measures (NRSM) orTreatments


1. Objective:To develop a set of Nepal Road Safety Measures (NRSM) or treatments

2. Description:Select, research, trial, modify and specify effective and efficient Nepal RoadSafety Measures (N RSM) based on local evidences and international bestpracticesDevelop Manual of Nepal Road Safety Measures (NRSM) for crash reductions(crash treatment types or reference materials based on international bestpractice and gradually improve them based on their usefulness in localconditions). Trial a few key selected treatments which have large effect inimproving safety.Develop policy for including safety benefits in road project evaluationmethodology (if not done now – if there is one, review it and improve)

3. Reference to UN 5 Pillars of Global Actions for Road SafetyPillar 2: safer roads and mobilityPillar 3: safer vehiclesPillar 4: safer road users

4. Reference to Nepal Road Safety Action Plan (2013 2020)Pillar 2: Safer Roads and Mobility [Activity B(4): Investigate accident blackspots for all road types and construct appropriate countermeasures]

5. Information Source/Persons Involved:Crash analysis experts, academics and researchersRoad and traffic authoritiesJournals and publicationsBooks and reports

6. Outcome:A set of Nepal Road Safety Measures (NRSM) or treatments for all crash types

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8.2 An Example of Project Specific Road Safety Measures

Under the aegis of Road Sector Development Project (RSDP), a team of experts hasundertaken a Road Safety Audit of 7 project roads and identified investments that can helpimprove their safety. In particular, the team recommended installation of crash barriers toprevent vehicles from large vertical drops that are a common feature on roads in Nepal’s hilland mountain districts. The addition of such barriers will help mitigate the risk of fatalitieson RSDP roads and will serve as an example for improved technical solutions to developingthe national road network (World Bank, 2014).

8.3 Examples of Road Safety Measures

Examples of road safety measures are listed below (Elvik et al., 2009):

8.3.1 Road Safety Measures I (Road Factors)

Road design and roadside furnitureo Cycle lanes and trackso Motorwayso Bypasseso Channelization of junctionso Roundaboutso Reconfiguration of junctionso Staggered junctionso Grade separated junctionso Black spot treatmentso Cross section improvementso Roadside delineationo Improving road alignment and sight distanceo Reconstruction and rehabilitation of roadso Guardrails and crash cushionso Horizontal curve treatmentso Road lightingo Improving tunnel safetyo Roadside rest and service areaso Bridges and culvertso Traffic signals

Road maintenanceo Resurfacing of roadso Treatment of unevenness (pot holes) and rut deptho Improving road surface frictiono Bright road surfaces

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o Landslide protection measureso Winter maintenance of roadso Winter maintenance of pavements, foot and cycle paths and other public

areaso Correcting erroneous traffic control devices

Traffic controlo Area wide traffic calmingo Environmental streetso Pedestrian streetso Urban play streetso Access controlo Priority controlo Intersection control (give way, stop, signal)o Traffic control for pedestrians (crossings, overhead, signalised)o Speed limitso Speed reducing devices (humps, curves)o Road pavement markingso Traffic signso Stopping and parking controlo One way streetso Reversible traffic laneso Bus lane and bus stop designo Dynamic route guidanceo Traffic control at roadwork sites

8.3.2 Road Safety Measures II (Vehicle Factors)

Vehicle design and protective deviceso Tyre tread depthso Studded tyreso Antilock braking systems (ABS) and disc brakeso High mounted stop lampso Daytime running lights for cars, mopeds and motorcycleso Improving vehicle headlightso Reflective materials and protective clothingo Steering, suspension and vehicle stabilityo Bicycle helmetso Seat belts in cars, buses and truckso Child restraintso Airbags in carso Vehicle roadworthinesso Driving controls and instruments

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o Intelligent cruise control (ICC)o Regulating vehicle mass/heighto Regulating automobile engine capacity (motor power) and top speedo Regulating engine capacity (motor power) of mopeds and motorcycleso Under run guards and safety equipment on heavy vehicleso Bicycle safety equipmento Safety standards for trailers and caravanso Fire safety standardso Hazardous goods regulationso Electronic stability control (ESC)

Vehicle and garage inspectiono Vehicle safety standardso Periodic motor vehicle inspectionso Roadside vehicle inspectionso Garage regulations and inspections

8.3.3 Road Safety Measures III (Human Factors)

Driver training and regulation of professional driverso Driving licence age limitso Health requirements for driverso Driver performance standardso Basic driver trainingo Driving testo Training and testing mopeds and motorcycle riderso Training and testing professional driverso Graduated licensing system (GLS)o Motivation and incentive systems in the workplaceo Regulation of driving and rest hourso Safety standards for emergency drivingo Safety standards for school transporto Road rules

Public education and informationo Safety education of pre school childreno Safety education in academic institutions (schools, universities)o Road user information and campaigns

Law enforcement and sanctionso Stationary and manual speed enforcemento Automatic speed enforcemento Seat belt enforcemento Patrollingo Red light cameras

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o Demerit point systems and licence suspensionso Fixed penaltieso DUI laws and enforcementso Restrictions and treatments of DUI convicted driverso Motor vehicle insurance

8.3.4 Road Safety Measures IV (Policy Instruments)

Acts and regulations and policy instruments

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Project 8.2 Development of Nepal Road Safety Measures (NRSM) orTreatments Documents


1. Objective:To develop documents for Nepal Road Safety Measures (NRSM) or treatments

2. Description:Develop guidelines for installing road side barriers (types, warrants, where, what,how?)Develop standard specifications for guard rails W Beam, Three Beam, Endterminal treatments, delineation, deflection zones etc., installation details,maintenance requirements, regular check)Develop guidelines for median barriers (as above) including crash cushionDevelop specifications formedian barriers (as above)Develop guidelines for the provision of passing lanes (covering all technicalaspects such as warrant, analysis, criteria, types, minimum length, geometricrequirements etc.)Develop standard specifications of works for implementing passing lanes(treatments at taper, length of tapers, traffic signs, chevron etc.), line marking,road side painting etc.)Develop guidelines (criteria/warrants for installing etc.) and standardspecifications for Wide Centre Line Treatment (WCLT) a well tested and costeffective, low cost alternatives to physical barriersDevelop guidelines for implementing gateway treatments at rural townsDevelop guidelines for installing pedestrian crossings at urban arterial roadsDevelop guidelines for installing motorcycle friendly guard railsOther countermeasures (treatments), crash reduction factors, safety benefitsinto the road project evaluation, risk assessment, speed management andcontrol, crash reductions and control, specifications and standards of safetyelements – road side barriers, median barriers, intersection treatments, run offthe road crashes, head on and rear end, pedestrian and cyclists/ motorcyclists

3. Reference to UN 5 Pillars of Global Actions for Road SafetyPillar 2: safer roads and mobilityPillar 3: safer vehiclesPillar 4: safer road users

4. Information Source/Persons Involved:Crash analysis experts, academics and researchersRoad and traffic authoritiesJournals and publications, books and reports

5. Outcome:A set of guidelines/specifications to Nepal Road Safety Measures or treatments

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Example of projects under ‘Project 8.2 Road Safety Measures Documents’ may include:

Project C6/P8.2.1 Develop documents (framework, policy, manuals,guidelines) for Nepal road safety measures

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CHAPTER 9 NEPAL ROAD SAFETY EVALUATION AND IMPROVEMENT PROCESS

9.1 Objectives

A comprehensive Nepal Road Safety Evaluation and Improvement (NRSEI) process should beestablished in order to tackle existing site specific road safety issues in Nepal in a systematicway. It provides information for system planning, project planning, and design operationmaintenance of road infrastructures. This is useful in monitoring and reducing crashfrequency on existing Nepal road network. Systematic road safety evaluation andimprovement (RSEI) process (AASHTO, 2010 and Austroads, 2006 *):

provides means to identify sites that could benefit from road safety treatmentshelps to understand crash patterns and to select appropriate countermeasureshelps to develop an optimised list of projects to improve road safetyidentifies opportunities to reduce crashes by implementing prioritised cost effectivecountermeasuresaddresses a broad range of road safety conditions and trade offshelps to leverage funding and coordinate improvementsassesses the effectiveness of the countermeasures

9.2 Components of the Process

The process involves (AASHTO, 2010 and Austroads, 2006 *):

Strategy development and target settingRoad network screeningIdentification of crash locations (black spots)Project prioritisationProblem diagnosisCountermeasure selection or ranking treatmentsDesigning a safe remedial treatmentEconomic appraisal (justifying the expenditure)ImplementationSafety effectiveness monitoring and evaluation

These components can be used sequentially as a process, or they can be selected andapplied individually to respond to a specific problem or project under investigation.Calculating the benefits of a countermeasure or a set of countermeasures is a two stepprocess:

Calculating the change in crash frequency by severity, andCalculating the monetary value of the change in crashes.

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Examples of the short term projects under ‘Project 9.1 Nepal Road Safety Evaluation andImprovement Process’ may include:

Project C2/P9.1.1 Develop documents (strategy, policy, action plan, manuals,guidelines, forms, checklists) for Nepal Road Safety Evaluation andImprovement (NRSEI) processProject C2/P9.1.2 Develop network screening modalitiesProject C2/P9.1.3 Develop project prioritisations modalitiesProject C2/P9.1.4 Develop safety effectiveness monitoring and evaluationsystem

Project 9.1 Development of Nepal Road Safety Evaluation andImprovement (NRSEI) Process


1. Objective:To develop Nepal Road Safety Evaluation and Improvement (NRSEI) process

2. Description:Develop a systematic Nepal Road Safety Improvement and Evaluation Process

o Strategy development and target settingo Road network screeningo Identification of crash locations (black spots)o Project prioritisationso Problem diagnosiso Countermeasure selectiono Designing a safe remedial treatmento Economic appraisal (justifying the expenditure)o Implementationo Safety effectiveness monitoring and evaluation (cross sectional

comparison, before and after comparison)3. Reference to UN 5 Pillars of Global Actions for Road Safety

Pillar 1: Road Safety Management (not specifically listed as an activity)4. Reference to Nepal Road Safety Action Plan 2013 2020

Pillar 1: Road Safety Management (not specifically listed as an activity)5. Information Source/Persons Involved:

Crash analysis experts, academics and researchersRoad and traffic authorities

6. Outcome:A robust Nepal Road Safety Evaluation and Improvement (NRSEI) process

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9.3 Data Requirement for the Process

The data needed to estimate the change in crashes by severity include:

Crash history at the site by severityExpected year of countermeasure implementationTraffic stream variables, e.g., AADT (current year and future year of countermeasureimplementation)Safety performance functions (SPFs) for current site conditions and future siteconditions after countermeasure implementationCrash modification factors (CMFs) for the countermeasures under consideration.

The data needed to convert change in crashes to a monitory value include:

Accepted monitory value of crashes by collision type or crash severity or both

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CHAPTER 10 NEPAL ROAD SAFETY PLANNING, POLICY AND STRATEGY

10.1 Road Safety as a Part of National Planning Objectives

In order to implement successful road safety programs, it is important to incorporate roadsafety aspects at all levels of national planning and policy objectives:

Road safety as a part of national planning policy and programmesRoad safety as an integral part of transport sector policy and programmes

Examples of the short term projects under ‘Project 10.1 Road Safety Planning and Policy’may include:

Project C2/P10.1.1 Review and update or incorporate road safety as a part ofnational and road sector policy and programmesProject C2/P10.1.2 Review and update or incorporate road safety as a majorstrategic component of Nepal’s road sector programmes

Project 10.1 Incorporation of Road Safety in National Planning andPolicy


1. Objective:To incorporate road safety as a part of national planning policy and programmesTo incorporate road safety as an integral part of transport sector policy andprogrammes

2. Description:Review and revise Transport Sector Policies [for example, National TransportPolicy 2068 (2011)] incorporating road safety requirements such as banning agingvehicles in the country, control road access based on vehicle dimension etc.)

3. Reference to UN 5 Pillars of Global Actions for Road Safety (2011 2020)N/A

4. Reference to Nepal Road Safety Action Plan 2013 2020N/A

5. Information Source/Persons Involved:Transport and road safety experts, academics and researchersRoad and traffic authoritiesGovernment departments

6. Outcome:Road safety aspects at all levels of national planning policy and programmes

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10.2 Road Safety Strategy as a Part of Road Safety Management

United Nations (2011) in its Decade of Action for Road Safety 2011 2020 has identified ‘roadsafety strategy’ as a part of comprehensive road safety management in Pillar 1: Road SafetyManagement. It suggests to deliver national road safety strategies, plans and targets inorder to sustain and achieve long term road safety goals.

Activity 3: Develop a national strategy (at a cabinet or ministerial level) coordinatedby the lead agency through:

• confirming long term investment priorities• specifying agency responsibilities and accountabilities for development and

implementation of core work programmes• identifying implementation projects• building partnership coalitions• promoting road safety management initiatives such as the new ISO traffic

safety management standard ISO 39001, and• establishing and maintaining the data collection systems necessary to provide

baseline data and monitor progress in reducing road traffic injuries andfatalities and other important indicators such as cost, etc

Activity 4: Set realistic and long term targets for national activities based on theanalysis of national traffic crash data through:

• identifying areas for performance improvements; and• estimating potential performance gains

MoPIT (2013) in its Nepal Road Safety Action Plan (2013 2020) has listed following activitiesunder Pillar 1: Road Safety Management:

Activity A(3): Develop a national road safety strategy and implementation modality

10.3 Nepal Road Safety Strategy

Formal Nepal Road Safety Strategy (NRSS) which guides the efforts to reduce road deathsand injuries is required. These strategies should be scientifically modelled, continuallyrevised, closely monitored and objectively evaluated. The development of strategies andtheir resultant shorter term action plans is a continuing activity and should be based onscientific modelling principles. There should be a ‘formal process’ in place to develop NRSSbased on the ‘best practice’ available and ‘local context’.

MoPIT (2013) have developed Nepal Road Safety Action Plan (2013 2020) based on a callfrom UN Road Safety Collaboration (UNRSC) Global Plan for a Decade of Action for RoadSafety (2011 2020) under the following five pillars:

Road safety management

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Safer roads and mobilitySafer vehiclesSafer road usersPost crash response

The success of this action plan is yet to be seen. However, in order to ensure successfuldevelopment and implementation of effective Nepal road safety strategies, following criticalfactors are to be taken into consideration (OECE, 2002):

10.3.1 Objectives

Objectives of NRSS should include quantified Road Safety Targets and Road SafetyProgrammes for improving road safety, in particular, for reducing the number of road crashfatalities. Up until now, Nepal has only qualitative target formulations, such as ‘to continueto improve road safety’. A quantified target makes it easier to assess the need forintroducing road safety measures in order to realise these targets.

10.3.2 Benefits

There are many benefits to be gained from a sound process of NRSS development:

a comprehensive examination of road safety situation in Nepalcommitment of stakeholders in Nepal road safety to a coordinated set of actions

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a public commitment to action which the community can understand and supportcommitment to countermeasuresefficient allocation of resources to Nepal road safety programmes to meet targetsmonitoring and evaluation of programs to enable on going improvementsa clear statement of the problem, a clear commitment to tackle it and a clear goal orgoals to work towardsas experience is accumulated, building capacity to tackle road safety issuesengaging the public and building support for road safety interventions andexpenditure

10.3.3 Approach and Guiding Principles

NRSS should base its guiding principle on Safe System approach. The goal of the Safe Systemapproach is to provide safe travel for all road users by minimising the risk posed by thedifferent interacting elements of the road transport system. The Safe System approach aimsto create safe road users in three ways:

compliance with rules: internalised commitment on the part of road users to drive orride carefully (achieved by education, persuasion and enforcement)admittance to the system: ensuring only suitably qualified drivers who do nottransgress the rules by more than a set amount are permitted to drivesupport for driving and travelling: information and education, backed byenforcement, to minimise high risk road user behaviour and to encouragecommunity support for safer road use

10.3.4 Vision Strategy Plan Target

Four terminologies vision, strategy, plan or action plan (portfolio program project) andtarget are interrelated.

Vision or philosophy is ‘an innovative description of the future traffic system, or a desireddirection of road safety development’. It generally goes beyond project duration. Strategy is‘a coordinated set of actions designed to achieve a specific result or set of results in aspecified period’. A plan is ‘an expression of the strategy over a shorter period, so that thefulfilment of successive plans, modified in the light of changing circumstances and outcomesachieved or not achieved, achieves the desired result of the strategy. Target is an ‘outcomeexpressed in quantitative terms, e.g. number of fatalities, percentage reduction in fatalities,or fatality rate per population or per distance travelled’ (Austroads, 2006 *).

10.3.5 Nepal Road Safety Vision

The ‘vision’ is a statement of what Nepal as a nation and associated jurisdictions shouldstrive to achieve, and ranges from the mundane to the truly challenging. The essential point

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of the vision is to provide the Nepal road safety sector with a strategic goal. Few examples ofinternational road safety vision are summarised below:

‘no person should be killed or seriously injured on Australian roads’ (Australia)‘avoiding an increase in fatalities’ (Norway)‘sustainable safety’ i.e., a commitment not to hand over to the next generation a trafficsystem which results in large numbers of deaths and injuries (the Netherlands)the ‘Vision Zero’ concept which has as its long term goal no deaths or serious injuries withinthe road transport system (Sweden)‘Creating and sustaining a safe, reliable and comfortable road network and roadcommutation in Nepal’ (Road Safety Society Nepal, 2014)

MoPIT (2013) has set the following ‘road safety vision’ statement in its Nepal Road SafetyAction Plan 2013 2020:

“Safe road infrastructures and services backed with effective post crash response andconducive environment resulting in little or no casualties from the road crashes”

10.3.6 Nepal Road Safety Missions and Targets

Following the articulation of the vision or philosophy comes the detailed work of problemanalysis, countermeasure development, countermeasure appraisal, and target setting. Socioeconomic appraisal includes economic analysis of the costs and benefits of thecountermeasures, an assessment of their acceptability on the part of the public, and aconsideration whether the trained personnel or other specialised resources are available todeliver particular countermeasures. As a step towards realising Nepal’s long term roadsafety vision, the strategy has to set the following casualty reduction targets to be achievedby the end of 2020:

to reduce the annual number of road crash fatalities by at least XXX%to reduce the annual number of serious road crash injuries by at least XXX%

In order to be realistic, such a target setting process should be based on data modelling,informed by a review of national and international research on the effectiveness of anumber of road safety interventions. In absence of such modelling, it is recommended to seta realistic set of quantitative targets and aim to meet those targets. These targets can bemodified and reset as the progress is made.

MoPIT (2013) has not specified any quantitative target in its Nepal Road Safety Action Plan(2013 2020). However, it has listed following statements regarding ‘road safety mission’:

i. To mitigate the loss of life, properties and economic loss from road crashesii. To complement the broader mission of the National Strategy on the Prevention and Control of

Violence, Injuries and Disabilitiesiii. To meet the targets of the UN Decade of Action.

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iv. To provide a common framework for stakeholder agencies to implement the variousinterventions required to mitigate road crash outcomes.

These mission statements are very generic and impossible to evaluate objectively.

10.3.7 Nepal Road Safety Strategies

Road safety is a shared responsibility. NRSS development process can be formalised througha series of steps and processes as shown in Figure 18 (Austroads, 2006 *)

Figure 18 Development of Road Safety Strategy

MoPIT (2013) in its Nepal Road Safety Action Plan 2013 2020 has listed the following broadstrategies to adopt for road safety improvements:

1. Ensure collaborative inputs from all the stakeholders to formulate an action planincorporating the five pillars of road safety and hence guarantee ownership.

2. To improve horizontal coordination, effectively manage the various interventions andchampion road safety issues, study the option of re establishing a high level NRSC with thelegal authority to delegate various agencies.

3. Have the NRSC monitor the road safety initiatives of different agencies. For some of theactivities related to policy development, the NRSC will conduct the works in question itself.

4. Have the NRSC regularly disseminate its research findings, delegate specific responsibilitiesto the various stakeholders and legally mandate regular reporting requirements from them.

5. Enumerate the specific interventions required to reduce the RTA severity with reference tothe good practices outlined in the UN Global Action Plan.

6. As a policy document developed and endorsed from the stakeholders, the concerned lineagencies will follow this action plan to improve and manage road safety in an integratedmanner.

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7. Amend the acts and regulations in order to accommodate road safety requirementsadequately and ensure an enabling policy.

8. Formulate a national target for RTA reduction. As signatory to the Busan Meeting, a target of35~ 50 % reduction of RTA recommended by this meeting will form as a basis for setting thenational target.

9. To ensure funds for road safety interventions, seek endorsement from the Ministry ofFinance and the National Planning Commission to recognise the principle of the first year ofreturns as a basis for investment decision. Seek these agencies endorsement also to utilisethe Roads Board Fund or to set a policy to mandatorily set aside a fixed portion (e.g. 10%) ofthe total cost of road constructions to mobilise budget for road safety interventions.

10. For maximising the positive impact, prioritise interventions according to their effectiveness inmitigating the RTA severity at specific locations. For example, overloading control andrandom vehicle inspections of buses will be adopted at rural areas to reduce single buscrashes.

11. Pedestrian safety will be prioritised in the road safety planning and the interventionsproposed.

12. Development of forgiving roads and infrastructures will be advocated through necessaryguidelines, incorporation in the design standards, etc.

13. A mechanism to evaluate the outcome of various interventions will be developed in the nearfuture.

14. Research and development, awareness for the public and stakeholders and trainings will bethe integral part of the road safety interventions.

15. To improve the RTA database, an inter agency referral mechanism to identify potentialcrash black spots will be adopted. For example, a hospital should immediately refer suchpotential black spots to DoR, Traffic Police, etc., based on the hospital’s inference to itsadmission record for RTA injuries.

16. To develop in house expertise and ensure commitments from the stakeholders, road safetyunits will be formed at these agencies.

17. The activities relating to road safety policy will also look into aligning them with the ISOtraffic safety management standard ISO 39001.

18. The establishment of a comprehensive injury surveillance at the hospitals and health centreswill be pursued to mitigate under reporting of RTAs.

19. As this is the first national action plan, a monitoring mechanism to evaluate this plan will bedeveloped and updated as necessary.

Road Safety Society Nepal (2014) has listed the following as strategic objectives:

1. Conduct studies and research, and provide policy feedback to the government and otheragencies concerned with road safety

2. Advocate and sensitize on road safety issues through public discussions, workshops andseminars.

3. Work in close coordination and collaboration with other national and internationalorganizations and individuals engaged in achieving similar objectives of effective and efficientroad management

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Dharel (2014) sets the following steps to be taken:

1. Formation of National Working Group on Road Safety representing all segments of actors2. Formulation/Revision of National Road Safety Action Strategy3. Multi sector engagement and accountability on road safety4. Promotion of Corporate Social Responsibility, Sports, Media including film, drama and arts

and culture, Tourism sector5. Review and widely publicize the law and policies related to road safety6. Promote safer road usage behaviors among general people, especially youths7. Initiate Road Safety Monitoring through establishment of databank, media observation and

national road safety status report8. Adopt UN resolution on road safety decade of action

These all strategic objectives are also very generic and highly aimed without valid groundsfor their implementations and success.

10.3.8 Nepal Road Safety Action Plans and Activities

MoPIT (2013) has listed a set of road safety action plans and activities against five pillars ofroad safety based on UN Road Safety Collaboration (UNRSC) Global Plan for a Decade ofaction for Road Safety 2011 2020 (United Nations, 2011). The document includes:

Action Plan Implementation: Impacts and RisksRoad Safety Action Plan

o Road safety managemento Safer roads and mobilityo Safer vehicleso Safer road userso Post crash response

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Examples of the short term projects under ‘Project 10.2 Nepal Road Safety Strategy’ mayinclude:

Project C2/P10.2.1 Develop Nepal Safety Strategy (NRSS)Project C2/P10.2.2 Develop mechanism to monitor implementation of NRSS

Road Safety Society Nepal (online) has specified a number of strategic road safety activities:

Advocacyo Play a lead role in advocating for the implementation of the United Nations

Decade of Action Plan on Road Safety within the country Promote itscommitment and deliveries.

o Develop and disseminate knowledge among the key stakeholders workingand advocating for various road safety issues.

Partnershipo Partner with the government in implementing its road safety strategy/action

plan, as a recognized partner of the government's lead road safety agency.o Collaborate with the private sector, civil society and the general public as a

key road safety stakeholder.

Project 10.2 Development of Nepal Road Safety Strategy (NRSS)


1. Objective:To develop Nepal Road Safety Strategy or NRSS

2. Description:Develop a realistic Nepal Road Safety Strategy or N RSS (to be implemented,monitored and evaluated at frequent intervals, say 5 years or 10 years)

3. Reference to UN 5 Pillars of Global Actions for Road SafetyPillar 1: Road Safety Management (Activity 3: National Strategy)

4. Reference to Nepal Road Safety Action Plan (2013 2020)Pillar 1: Road Safety Management [Activity A(4): Develop a national roadsafety strategy and implementation modality]

5. Information Source/Persons Involved:Crash analysis experts, academics and researchersRoad and traffic authoritiesGovernment departments

6. Outcome:Nepal Road Safety Strategy (NRSS)

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o Seek partnership and collaboration with other stakeholders both at nationaland local levels where appropriate.

Internal Safety Cultureo Develop and enforce a road safety culture for the staff and volunteers at

work.o Assign at least one senior staff member as being responsible for enforcing the

internal road safety culture and providing guidance for the relevant projectimplementation.

Project Implementationo Integrate and mainstream road safety provisions and culture into all core

developmental and management plans and programs.o Initiate interventions, particularly for the vulnerable people, and identify and

address the key risk factors in road safety system.o Access the knowledge and its application on proven public health

interventions, its major best practice tools, injury prevention resources andother successful examples on road safety.

o Monitor and evaluate all road safety activities (process and impactassessment).

Promotion of Professional Interactionso Organize talks, brainstorming, workshops and interactions on road safety

awareness and sensitization in general.o Convene trainings and workshops on specific thematic or topical issues with

focused participation of experts, specialists and stakeholders.Resource Mobilisation

o Develop a system to collect information on technical support and createmulti sectoral partnership with resource providers and mobilizes.

o Design and implement a road safety training plan to raise resources.o Build and execute a road safety resource mobilization plan for the

sustainability of the initiative and institution.o Utilize expertise of members, including through occasional outsourcingo Generate income by marketing professional services.o Mobilize contributions made by members and donors for the sustainable

institutional operation.Education and Training

o Conduct activities to promote education and training for the development ofroad safety principles and practices.

o Impart road safety training, orientations and inductions to the concernedstakeholders.

o Establish and operationalise centre for education and training on road safety.Research, Consultancy and Information Services

o Management of Consulting Services

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o Policy Research Serviceso Information services through various modes, including publication/e devices

Development of Membership Base and Networkingo Expansion of membership baseo Networking with relevant professional organizations of national, regional and

global identities

These all documents regarding NRSS are very generic and subjective. They cannot beobjectively evaluated.

10.4 Indirect Road Safety Strategies

In addition to direct Nepal Road Safety Strategies, a number of indirect strategies can beused in order to combat road safety issues in Nepal through:

Safe community programsRoad user insuranceExposure control: travel demand managementLand use plans (urban and regional planning)

o Sustainable urban mobility policieso the integration of safety needs as part of land use and transport planning

functionso effective property access control and development control procedureso regular, ongoing conduct of network safety rating surveys

Road plans and road constructionsRoad safety audits and inspectionsChanges in modal split of travel

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Example of short term projects under ‘Project 10.3 Indirect Strategies’ may include:

Project C2/P10.3.1 Introduce road safety impact assessment and controls inall major land development programs and projectsProject C2/P10.3.2 Develop safety oriented travel demand managementstrategies and guidelines for transport planners

***

Project 10. 3 Development of Indirect Strategies to Enhance RoadSafety Outcomes

(Component 2: Governance and Planning)

1. Objective:To develop indirect strategies to enhance road safety outcomes

2. Description:Develop indirect strategies to enhance road safety outcomes

o Sustainable transport urban planning (urban and rural)o Travel demand managemento Land use planning

3. Reference to UN 5 Pillars of Global Actions for Road SafetyPillar 2: Safer Roads and Mobility (Activity 2: Indirect Strategies)

4. Reference to Nepal Road Safety Action Plan 2013 2020N/A

5. Information Source/Persons Involved:Crash analysis experts, academics and researchersRoad and traffic authoritiesGovernment departments

6. Outcome:Indirect strategies to enhance road safety outcomes

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CHAPTER 11 NEPAL ROAD SAFETY RESEARCH AND DEVELOPMENT

11.1 Road Safety Research

Road safety research is highly desirable for all aspects of road safety management system(RSMS). Decisions concerning the road safety need to be based on information about thenumber of crashes, when and where crash occurred, the road user groups that are involved,the factors that contribute to crashes and the measures that can be taken to reduce thenumber of crashes or injury severities. Information should be based on scientific research.

The number of crashes, crashes rates and types of crashesRoad safety measures and their effectsTechnical standards for different measuresCosts of the measures (cost benefit analysis)Formal methods for priority settings of measuresThe attitude of the general public to various measures

11.2 Crash Data Requirement for Research

Before further analysis, the crash data should be reliable and valid. A robust data collection,coding and recording system helps to achieve this (Chapter 6). Additional data may alsoneed to be collected for a particular research area.

11.3 Development of Road Safety Performance Statistics

A number of road safety performance statistics are required to evaluate the road safetysituation, disaggregated into levels as required. Some examples of such statistics include:

Number of crashes and vehicles involved in Nepalo Systematic and random variationso Expected number of crashes

Crash severities (number of deaths or injuries)Crash severity rates (number of deaths or injuries per 100 crashes)Average crash frequencies and crash rates

o Number of people involved per 100,000 populationo Deaths and injuries per 100,000 populationo Deaths and injuries per vehicle kilometres travelled (VKT)o Deaths and injuries per 10,000 registered vehicleso Deaths and injuries per hour travel or per trip

Severity index (SI)Severity ratios (injury to fatal ratio etc.)

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Crash analysis experts and research academics are to be involved in developing thesestatistics and identifying the causes of crashes. It is important to utilise visual and graphicalmeans to present spatial distribution of crashes by road safety divisions and/or by urban andrural areas. This helps to identify black spots.

11.4 Development of Crash Costs

Research is required to develop crash costs (based on severity type), which in turn helps toeconomically justify the crash improvement projects. Two methods are commonly used toderive crash costs:

cost of society or human capital method (emergency services, vehicle damage,treatment of injury, death expenses, legal cost, loss of future earnings, pain andsuffering) and,willingness to pay approach: willing to pay to avoid crash situations

ND LEA Inc. et al. (2008) has specified the costs of road crashes in Nepal. These costs need tobe improved, updated and revised annually or at least periodically.

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Examples of short term projects under ‘Project 11.1 Road Safety Research andDevelopment’ may include:

Project 11.1 Road Safety Research and Development

(Component C6: Research & Development)

1. Objective:To perform crash analysis and develop Nepal road safety measurement statisticsTo conduct research covering a wide range of issues related to road safety inNepal

2. Description:Analyse crash data to develop a set of road safety performance statistics.Analyse crash data and statistics to determine the causes of crashes. It is easierto develop countermeasures once the causes of crashes are known.Develop visual and graphical user interfaces (such as GIS map) of analysed crashdata and their statistics. This will help to prioritise projects for treating road crashlocations.Develop costs of crashes for Nepal. These costs should be periodically updated.Develop models of crashes for road crash prediction at different types of roadfacilities (e.g., intersections and roadways)Develop Nepal crash reduction or modification factors (CMFs).Develop Nepal road safety performance functions (SPFs).Investigate key crash types and develop countermeasures.Develop a set of crash reduction countermeasures (examples of such measuresare discussed in Chapter 8).Perform research in all aspects of road safety in Nepal.

3. Reference to UN 5 Pillars of Global Actions for Road SafetyAll pillars 1 5

4. Reference to Nepal Road Safety Action Plan (2013/2020)Pillar 1: Road Safety Management [Activity A(5): Reliably, scientifically compile,analyse the RTA statistics and research on countermeasures]Pillar 2: Safer Roads and Mobility [Activity B(4): Investigate accident black spotsfor all road types and construct appropriate countermeasures]Pillar 5: Post crash Response [Activity E(5): Research and prioritise treatmentsfor serious injuries from RTAs]

5. Information Source/Persons Involved:Crash analysis experts, academics and researchersRoad and traffic authoritiesJournals and publicationsBooks and reports

6. Outcome:Scientific approach to road safety research and development

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Project C6/P11.1.1 Develop road safety performance statisticsProject C6/P11.1.2 Investigate black spots and develop countermeasures.Project C6/P11.1.3 Review and develop crash cost (human capital approach)Project C6/P11.1.4 Review and develop crash cost (willingness to payapproach)Project C6/P11.1.5 Develop (base) crash modification factors (CMFs)Project C6/P11.1.6 Develop safety performance functions (SPFs)Project C6/P11.1.7 Investigate key crash types and develop countermeasuresProject C6/P11.1.8 Undertake KAP (knowledge attitude practice) study on riskacceptance (both providers and users of road transport service)Project C6/P11.1.9 Undertake needs assessment/feasibility of developingNepRAM/NepRAPProject C6/P11.1.10 Establish strategic/optimal (response time minimising,cost minimising) location of post crash response facilities

Crash modelling and prediction (based on type of road facility, e.g., highways, intersectionsetc.) is to be scientific to derive crash reduction or modification factors. Evidence basedapproach is to be used to develop crash reduction countermeasures.

***

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APPENDIX A TENTATIVE TEAM STRUCTURE AND RESPONSIBILITIES

of 2

Dr Kali Prasad Nepal

Dr. Kali Prasad Nepal is a Senior Lecturer in Civil Engineering (Traffic and Transportation) in the School of Engineering at Deakin University, Australia. Dr. Nepal completed his Ph.D. in Civil Engineering (Transportation Planning and Engineering) at Tokyo Institute of Technology, Japan; M.Eng. in Civil Engineering (Transportation Engineering) at Asian Institute of Technology, Thailand; Graduate Certificate in Higher Education at Griffith University, Australia; and undergraduate studies in Civil Engineering at Tribhuvan University, Nepal. Before joining to Deakin, he worked as an academic at Griffith University and Central Queensland University in Australia. His research interests lie in the area of transportation/traffic engineering and engineering education. In recent years, he has focused his research on transportation safety, transport planning and policy and contemporary learning environment in higher education. Dr. Nepal has taught traffic and transportation engineering subjects/units in both undergraduate and postgraduate levels. He has published more than 30 reviewed journal and conference articles and presented his research at over a dozen of international conferences.

CURRENT POSITION

Senior Lecturer & Coordinator in Civil Engineering (Traffic and Transportation) Deakin University, Melbourne, Australia

CONTACT DETAILS

Pigdons Road Waurn Ponds, 3216 VIC AUSTRALIA T: +61 4 31026131 E: [email protected]

ACADEMIC QUALIFICATIONS

Graduate Certificate in Higher Education, Griffith University, Australia (2011) PhD in Civil Engineering (transportation), Tokyo Institute of Technology, Japan (2005) MEng in Transportation Engineering, Asian Institute of Technology, Thailand (2002) BEng in Civil Engineering, Tribhuvan University, Nepal (1999)

AWARDS AND PRIZES

Civil Engineering Coordination Award- Deakin University (2014) Best Paper Presentation Award- JSCE (2004) Japanese Government – Monbukagakusho Scholarship (2002 ~ 2005) Asian Development Bank - Japan Scholarship (2000 ~ 2002)

PUBLICATIONS AND CONFERENCES

Published more than 15 reviewed papers in transportation engineering Published more than 10 reviewed papers in engineering education and training Presented in more than 15 international conferences

PROFESSIONAL AFFILIATIONS

Associate Editor: International Journal of Urban Sciences, Taylor & Francis Member: Concrete Institute of Australia Member (MIEAust): Institution of Engineers Australia Member: Australian Domestic Society of EASTS Member: Nepal Engineers Association Member: Nepal Engineering Council

DETAILS OF EMPLOYMENT

Senior Lecturer & Coordinator, Deakin University, Australia (2012- Present) Lecturer, Griffith University, Australia (2009-2011) Lecturer, Central Queensland University, Australia (2006-2008) Research Fellow, Institute for Transport Policy Studies, Tokyo, Japan (2005-2006) Civil Engineer/Transportation Planning, Government of Nepal (1999-2000)

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SELECTED RECENT PUBLICATIONS

1. Nepal, KP and Z Ghofrani (2015) Accessibility impacts of proposed Australian high speed rail, proceedings of the Transportation Research Board (TRB) 94th Annual Meeting, 11-15 January 2015, Washington D.C.

2. Ghofrani, Z, KP Nepal and A Beykikhoshk (2014) Monitoring protected areas using remote sensing technology, in Shishkov,B (eds), ICTRS 2015 : The 3rd International Conference on Telecommunications and Remote Sensing, pp. 107-113, SciTePress, Bulgaria.

3. Nepal, KP (2014) Graduating students' perceptions of learning design in an undergraduate engineering course, in Bainbridge-Smith, A; Qi, ZT and Gupta, GS (eds.), AAEE 2014: Proceedings of the 2014 Australasian Association for Engineering Education Conference, Wellington, New Zealand.

4. Nepal, KP (2013), Environmental impacts of proposed High Speed Rail in Australia. In: Solutions to Environmental Challenges through Innovations in Research (Jegatheesan et al. eds.), Chapter 20 (Book chapter)

5. Nepal, KP (2013), Comparative evaluation of PBL and traditional lecture-based teaching in undergraduate engineering courses: evidence from controlled learning environment, International Journal of Engineering Education, 29(1), pp. 17-22.

6. Nepal, KP and GA Jenkins (2013), Graduating students’ experience of learning approaches and their perceptions of teaching quality in a new undergraduate civil engineering course, Proceedings of the 2013 AAEE Conference, Gold Coast.

7. Nepal, KP (2012), An approach to assign individual marks from a team mark: the case of Australian grading system at universities, Assessment and Evaluation in Higher Education, 37(5), pp. 555-562.

8. Nepal, KP (2012), A review of mathematical equations to assign individual marks from a team mark, Proceedings of the 2012 AAEE Conference, Melbourne, Australia.

9. Nepal, KP (2012), A comparative evaluation of analytical methods to allocate individual marks from a team mark, European Journal of Engineering Education, 37 (4), pp. 397-404.

10. Nepal, KP and L Lehtinen (2011), Measurement and analysis of pavement marking retroreflectivity, Transport Engineering in Australia, Vol. 13(1), pp. 49-60.

11. Nepal, KP, N Nedumpallile and SJ Courtney (2011) Impacts of mixed-use development on parking requirements, Proceedings of the Eastern Asia Society for Transportation Studies (EASTS), Vol.8, pp. 164-172

12. Nepal, KP and GA Jenkins (2011) Blending project-based learning and traditional lecture-tutorial teaching approaches in engineering design courses, Proceedings of the 2011 AAEE Conference, Fremantle, Western Australia, pp. 338-343

13. Nepal, KP and K Panuwatwanich (2011) Comparative study of project-based learning and traditional lecture-tutorial teaching approaches in undergraduate engineering courses, Proceedings of the 2011 AAEE Conference, Fremantle, Western Australia, pp. 351-356

14. Panuwatwanich, K, RA Stewart and KP Nepal (2011) Project management skills for engineers: industry perceptions and implications for engineering project management course, Proceedings of the 2011 AAEE Conference, Fremantle, Western Australia, pp. 569-575

15. Jenkins, GA, D Edwards, KP Nepal and M Bolton (2011) Mapping student approaches to learning within a Civil Engineering Program, Proceedings of the 2011 AAEE Conference, Fremantle, Western Australia, pp. 523-529

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Dr Partha Parajuli Dr. Partha Mani Parajuli, CP Eng., holds a Ph D Civil Engineering (Transport) from the University of Calgary, Canada and MSc in Civil Engineering (Highways) from Moscow Automobile and Road Engineering Institute, Former Soviet Union. He has over 35 years of experience in planning, design, operation and management of transport and traffic systems. Partha Parajuli has extensive experience in leading and managing many large scale road, transport and traffic projects and in applying portfolio, program and project management and contract administration systems for various study design and construction projects including in the field of road safety. He has extensive experience in managing World Bank, Asian Development Bank and other multilaterally and bilaterally funded road and transport projects in Nepal. Partha Parajuli has gained significant experience in road safety covering all phases of project cycles including investigating, identifying, planning, programming, conceptualising and developing road safety improvement projects and road safety system development and management. He is well informed about the current road safety situation in Nepal and is very much familiar with Nepal Road Safety Action Plans. He is the chief proponent and key lead member (Project Coordinator) of the Project entitled “A comprehensive proposal for the development and implementation of Road Safety Management System in order to contribute to Nepal's effort in saving innocent lives on roads and in reducing social, health and economic burden resulting from road crashes.

CURRENT POSITION

Principal Engineer (Safer Roads), Queensland Department of Transport & Main Roads

CONTACT DETAILS

Queensland Department of Transport & Main Roads Floor 7, 230, Brunswick Street, Fortitude Valley, QLD 4006. AUSTRALIA T: +61 4 1338 2540, E: [email protected]


1992-1996: Ph D in Civil Engg. (Transportation), The University of Calgary, Canada 1972-1978: M Sc in Civil Engg. (Highways), Moscow Automobile and Road Engineering Institute, Former USSR

TRAININGS SEMINARS CONFERENCESPUBLICATIONS

Over three dozens of formal and on-the-job/ workplace training including on Road Safety, Capacity & Safety Analysis packages

Over half a dozen of international, regional and national level conferences including scholarly paper presentation

Over a dozen of transport and road safety research publications on International Journals and Conference Proceedings and series of articles

MEMBERSHIP OF PROFESSIONAL SOCIETIES

Member, Chartered Professional Engineer (CPEng), Institute of Engineers Australia Registered Professional Engineer, National Professional Engineers’ Register (Civil Engineering), Australia

Registered Professional Engineer of Queensland Chartered Engineer, India; Life Member, Institute of Urban Transport, India. Life Member, Nepal Engineers' Association, Nepal; Member, Institute of Transportation Engineers, USA Fellow, The Institution of Engineers, India


Oct 2007 - Present: Principal Engineer (Road Safety), Queensland Department of Transport & Main Roads (QDTMR), Brisbane, Australia

Aug 2014 - Present: Urban Transport Planner/ Traffic Management Specialist & Trainer, Kathmandu Sustainable Urban Transport Project (Intermittent - on leave from QDTMR), Kathmandu, Nepal

Aug 2012 - Feb 2015: Traffic Management Specialist & Trainer, Kathmandu Sustainable Urban Transport Project (Intermittent - on leave from QDTMR), Kathmandu, Nepal

Oct 2002 - Oct 2007: Principal Adviser (Transport & Traffic), Redlands City Council, Cleveland, Queensland, Australia

Aug 2001 - Oct 2002: Senior Adviser (Integrated Transport), Department of Transport, Queensland, Australia

Jan 2001 - Jul 2001: Principal Adviser (Transport & Infrastructure), Redlands City Council, Cleveland Queensland, Australia

Jul 1979 - Sep 2000: Director/ Consultant (Roads and Transport), TAEC Consult Pty Ltd, Kathmandu, Nepal

Jan 1992 - July 1996: Research Associate (Transport & Traffic) ( on leave from TAEC and IOE), Department of Civil Engineering, The University of Calgary, Alberta, Canada

Apr 1979 - Sep 2000: Lecturer/ Associate Professor (Transport and Traffic), Institute of Civil Engineering, Tribhuvan University, Kathmandu, Nepal

Sep 1978 - Mar 1979: Engineer, National Construction Company of Nepal, Nepal

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SELECTED RESEARCH PAPERS AND AWARENESS ARTICLES

1. Da Costa, S., Qu, X., Parajuli, P.M. (2014), A Crash Type Based Black Spot Identification Model, paper published in the Journal of Transport Safety and Security, 7 - 3, 268-277, DOI: 10.1080/19439962.2014.911230 (published on line on 17 Dec 2014)

2. Karki, B., Qu, X., Panuwatwanich, K., Mohamed, S. and Parajuli, P. (2014), A GIS-based Crash Assignment Model for signalised T-intersections, paper published in Applied Mechanics and Materials, Vols. 543-547 (2014) pp 4472-4475, Trans Tech Publications, Switzerland, DOI: 10.4028/www.scientific.net/AMM.543-547.4472

3. Parajuli, P. M. (2012), Boot Bike and Bus Policy for Kathmandu: A Realism or Idealism? paper published in the Journal of Transportation and Development, Nepal Transportation and Development Research Centre (NTDRC) and Institution of Civil Engineers UK (ICE), Kathmandu, Nepal

4. Parajuli, P. M., Eagle, A. J. (2012), Road Transport Infrastructure Funding in Federated Nepal: Who pays for what? paper presented at the International Conference on Sustainable Development of Transport Infrastructure organised jointly by Nepal Engineering College, Nepal Engineers’ Association, Institution of Civil Engineers UK and the Government of Nepal, Oct 20 – 22, 2011, and published in the Journal of Transportation and Development, Nepal Transportation and Development Research Centre (NTDRC) and Institution of Civil Engineers UK (ICE), Nepal

5. Khan, O., Ferreira, L., Bunker, J., Parajuli, P. (2007), Modelling Multimodal Passenger Demand using Computer-based Stated Preference Surveys, Australian Transport Research Forum (ATRF), 2007;

6. Khan, O., Ferreira, L., Bunker, J., Parajuli, P. (2005), Design of a computer based survey instrument for modelling multi-modal passenger demand, 27th Conference of the Australian Institute of Transport Research, Brisbane, Australia, 2005

7. Parajuli, P. M., Wirasinghe, S. C., Hunt, J. D., Abraham, J. E. (2005), A Nested Logit Model of Mode Choice Behaviour in Heterogeneous Modal Environment, paper presented in the international conference in Hong Kong, December 2005 and published in referred Conference Proceedings

8. Parajuli, P.M., K.P. Nepal (2014), Development of Road Safety Management System in Nepal, A Comprehensive Approach for Road Safety Management, a brochure prepared for, published and distributed in, the Stakeholders' workshop organised at Kathmandu Nepal on 31 October 2014 summarising the proposal being finalised for submission to the Government of Nepal

9. Parajuli, P.M. (2013), Road to Somewhere, an article published in the weekend edition of Kathmandu Post highlighting transport infrastructure priorities for Kathmandu Valley, Nepal (01/12/2013)

10. Parajuli, P. M. (2013), Safer Roads take me home, an article published in the weekend edition of the Kathmandu Post advocating the importance of integrating safety measures on roads during design and construction of roads and that policing alone does not address safety issues (12/09/2013)

11. Eagle, A., and Parajuli, P. M. (2012), Road Chaos, an article published in the weekend edition of the Kathmandu Post, presenting the observations on road users’ behaviour on roads in Kathmandu and the importance of creating road crash database in Nepal (12/02/2012)

12. Parajuli, P. M. (1999), Kathmandu: A City without Arterial Roads, an article published in the weekend edition of the Kathmandu Post presenting the problem associated with the transport system in Kathmandu in absence of control of access to existing arterial roads and plan for constructing new arterial roads (26.12.1999)

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Dr Chandra B Shrestha Dr. Chandra Shrestha is an infrastructure planner, development manager and researcher with multi-sectoral experience in working with organisations (as professor, infrastructure and transport specialist, regional adviser, loan and grant officer for municipal infrastructure, and diploma civil engineer), leading in strengthening of the central and local governments, facilitating donor harmonisation and aid effectiveness, formulating infrastructure projects and institutionalising transport planning and management.

CURRENT POSITION Consultant - Transport Sector, The World Bank, Nepal Technical Services Manager: DFID - Asia Community Access Project (ASCAP - Cardno/ITT)

CONTACT DETAILS Nepal Transportation and Development Research Centre (NTDRC) G.P.O. Box - 8975, EPC: 1125; Kathamandu, Nepal E-mail: [email protected] Tel: 977 1 5525275


Doctor of Philosophy, Asian Institute of Technology, Thailand, 2002. M. Sc. in Rural and Regional Development Planning, University of Dortmund-Germany and Asian Institute of Technology-Thailand, 1994

TRAININGS SEMINARS CONFERENCESPUBLICATIONS

Over three dozens of formal and on-the-job/workplace training including on shifting agendas from response to resilience

Over half a dozen of international, regional and national level conferences including scholarly paper presentation

Over a dozen of transport planning, fast track, routes for the International, model for cooperation Between Nepal, India and China


Institution of Transportation Engineers, USA Member Indian Road Congress Chartered Member of Institution of Civil Engineers, UK Member of SPRING International Association of Development Planners. Member of Management Association of Nepal Member of Asian Institute of Technology Alumni Association.


May 2013 – Present (Intermittent): Consultant - Transport Sector , The World Bank, Nepal Office, Kathmandu

Jan 2015 - Present: Technical Services Manager: DFID - Asia Community Access Project (ASCAP - Cardno/ITT)

Sep 2010 – Present (teaching responsibility only): Professor, Nepal Engineering College (nec)

Aug 2011 – April 2013: Managing Director, Nepal Transportation and Development Research Center (NTDRC)

April 2003 – Aug 2010: Infrastructure Adviser, Department for International Development (DFID) - Nepal

Dec 1997 – Aug 1998: Regional Adviser, Rural Urban Partnership Programme, A joint programme of the His Majesty's Government of Nepal, United Nations Development Programme (UNDP) and United Nations Centre for Human Settlement (UNCHS)

May 1995 – Dec 1997: Planning Adviser, Helvetas Nepal: Pilot Labour Based District Road Rehabilitation and Maintenance Project, Butwal, Nepal

1992 – 1995 : Deputy Manager, Loan and Grant, Town Development Fund Board, Kathmandu, Nepal

1984 - 1992: Diploma Engineer/Research Officer, Industrial Services Centre/ Economic Services Centre Ltd., Kathmandu, Nepal

1981- 1984 : Diploma Engineer (Overseer), Contractor - Sherpa Construction Co. Pvt. Ltd ; Employer: Helvetas known as Swiss Agency for Technical Assistance (SATA)

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SELECTED RESEARCH PAPERS AND AWARENESS ARTICLES

1. Shrestha, C.B., Cold Realities of the Kathmandu – Nijhagadh Fast Track (Fast Track of Tito Yathartha, Nepal Magazine; 01 Feb. 2015.

2. Shrestha, C.B., New Routes for the International Trade (Antarastriya Byapar ka Lagi Naya Marga, Nepal Magazine; 14 Dec. 2014.

3. Shrestha, C.B., Fast Track Strategy for Fast Track Highway, New Business Age Magazine; 01 Dec. 2014.

4. Shrestha, C.B., Model for Cooperation between Nepal, India and China (Yasari Huncha Tridesiya Sajhedari, Nepal Magazine; 21 Sep. 2014.

5. Shrestha, C. B., Strategies for Developing North South Transit Roads in Nepal, Journal of Transportation and Development, 1 (1), Jan. 2013, Nepal Transportation and Development Research Centre and Institution of Civil Engineers, UK, Kathmandu, Nepal.

6. Kruk, E. & Shrestha, C. B., Promotion of innovative heritage routes to contribute to poverty reduction, sustainable development and heritage conservation in the Kailash Sacred Landscape. A case study from Humla District, Nepal, Conference on Tourism, Roads and Cultural Itineraries: Meaning, Memory and Development; Organised by University of Laval, Canada, University of Birmingham, UNESCO and University of Paris (Published in Conference Proceedings.)

7. Shrestha, C. B., 2010. Why to preserve Trans Himalaya Heritage Routes? Nepal Forum for Rural Transport and Development, Kathmandu, Nepal.

8. Shrestha, C. B., 2008. Transport Networks: The road to prosperity. The Himalayan Times, Nepal, Oct. 27 2008.

9. Shrestha, C. B., 2003. A Comparative Overview on the Contemporary Methodologies of Rural Transport Network Planning in the Hindu Kush Himalayan Region. A Convention Paper Presented in the 8th National Convention and FEISCA Regional Meet, 3-5 April 2003, Convention Theme: Engineers in Social Transformation. Nepal Engineers Association, Lalitpur, Nepal.

10. Shrestha, C. B.; Kammeier, H.D., and Routray, J. K., 2001. District Road Network Planning Lessons from a Nepalese Pilot Project. Third World Planning Review, 23(4).

11. Shrestha, C. B., 2001. Developing a Methodology for Planning the Regional Road Network in Nepal. Technical Papers of the International Seminar on Sustainable Development in Road Transport. New Delhi, India: Indian Road Congress.

12. Shrestha, C. B., and Routray, J. K., 2001. Application of Settlement Interaction Based Rural Road Network Model in Nawalparasi District of Nepal. Conference Proceedings of the First Road Transportation Technology Transfer Conference in Africa. pp. 268-287. Arusha, Tanzania: Tanzania Technology Transfer Centre.

13. Shrestha, C. B., and Kammeier, H.D., 1998. Rural Road Planning and Management Practices in Nepal: An Assessment of the Pilot Labour-Based District Road Rehabilitation and Maintenance Project (PLRP) in Four southwestern Districts, 1994-1998. Workshop Proceedings of the Participatory Framework for Planning Rural Road Networks, Construction and Maintenance: Present Practice and Implications for Developing Countries in Asia, Bangkok, Thailand: The Asian Institute of Technology and International Labour Organisation.

14. Shrestha, C. B., 1997. District Level Planning Education and Research in Nepal: Comparison with the Education under the SPRING Programme (Asian Institute of Technology, Thailand and University of Dortmund, Germany). The HSD2000: The HSD Anniversary Workshop Proceedings pp. 142-151: Bangkok, Thailand: The Asian Institute of Technology.

15. Shrestha, C. B., 1996. Challenges of District Road Management. The Independent, Vol. V, No. 44, Kathmandu, Nepal.

16. Shrestha, C. B., 1995. User's Committees: Facilitator or Obstacle for Development. The Kathmandu Post, Vol. III. No. 186. Kathmandu, Nepal.

17. Rai, P. K. and Shrestha, C. B., 1994. Project Identification: A Challenge to Municipalities. Bulletin of Town Development Fund Board, Vol. II, No. 3. Kathmandu, Nepal.

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Dr Prakash Ranjitkar Dr Prakash Ranjitkar is a Senior Lecturer at the Department of Civil and Environmental Engineering, University of Auckland, New Zealand. He has more than 15 years of academic, research and consulting experience in a range of transport and other infrastructure projects. His current teaching responsibilities include lecturing on topics related to traffic engineering, transportation planning, intelligent transportation systems and modelling and simulation of transport facilities to undergraduate and postgraduate students. He has research interest/expertise in traffic engineering, intelligent transportation systems, traffic flow theory, optimization of traffic control systems, human factors, traffic safety, public transportation, modelling and simulation of transport facilities, and applications of emerging technologies in transportation and has published 57 peer-reviewed research articles in journals and conferences on those topics. Prior to joining the University of Auckland in 2007, he worked for the University of Delaware in USA (2006-2007) and Hokkaido University in Japan (2001-2006).

CURRENT POSITION

Senior Lecturer and Postgraduate Research Advisor University of Auckland, New Zealand

CONTACT DETAILS

20 Symonds Street, Room 401-1214 Private Bag 92019, Auckland 1142, New Zealand Ph: +64 9 923 3513 Email: [email protected]


Ph.D. (Transportation Eng.), Graduate School of Eng., Hokkaido University, Japan (2004)

M. Eng. (Transportation Eng.), Dept. of Civil Eng., Asian Institute of Technology, Thailand (1999)

B. Eng. (Civil), Dept. of Civil Eng., Pulchowk Campus, Tribhuvan University, Nepal, (1994)

HONORS JSPS Fellowship, Japan Society for the Promotion of Science, Japan (2004) Japanese Government Scholarship, Hokkaido University, Japan (2001) Austrian Government Scholarship, Asian Institute of Technology, Thailand (1997) PTS Fellowship, Postgraduate Technological Studies, European Union (1998)

PUBLICATIONS AND CONFERENCES

57 refereed research articles in journals (29) and conferences (28) + 43 presentations at invited seminars, workshops and conferences


Institute of Professional Engineers, New Zealand (IPENZ) IPENZ Transport Group, New Zealand (Elected Member for Auckland Branch) ITS New Zealand, New Zealand Eastern Asia Society for Transportation Studies, New Zealand Branch (Academic Coordinator)

Institute of Transportation Engineers, USA


Senior Lecturer, Dept. of Civil and Environmental Eng., University of Auckland, New Zealand (from 2007)

Research Fellow, Dept. of Civil and Environmental Eng., University of Delaware, USA (2006 ~ 2007)

Research Fellow, Graduate School of Eng., Hokkaido University, Japan (2004 ~ 2006)

Teaching Assistant, Graduate School of Eng., Hokkaido University, Japan (2002 ~ 2004)

Technical Manager, Underground Engineering Services, Thailand (2000 ~ 2001) Project Engineer, International Blaster Co. Ltd., Thailand (1999 ~ 2000) Civil Engineer, Building Design Associates Pvt. Ltd., Nepal (1996 ~ 1997) Civil Engineer, Valley View Consult Pvt. Ltd., Nepal (1994 ~ 1996)

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SELECTED PUBLICATIONS

1. Chaudhry MS and P Ranjitkar. Traffic Signal Design with an Increasing Queue Discharge Rate. Asian Transport Studies, Vol. 3, 2015 (Accepted).

2. Rashidi, S and P Ranjitkar. Bus Dwell Time Modelling using Gene Expression Programming. Computer Aided Civil and Infrastructure Engineering, 2015 (Accepted).

3. Rashidi, S, P Ranjitkar and Y Hadas. Modelling Bus Dwell Time with Decision Tree-Based Methods. Transportation Research Record, 2418, pp.74-83, 2014.

4. Rashidi, S., and Ranjitkar, P. Estimation of Bus Dwell Time using Univariate Time Series Models. Journal of Advanced Transportation May 2014.

5. Li, D, P Ranjitkar and A Ceder. An Integrated Approach Combining Ramp Metering and Variable Speed Limits to Improve Motorway Performance. Transportation Research Record, 2470, pp.86-94, 2014.

6. Sinha R, PS Roop and P Ranjitkar. Virtual Traffic Lights+: A Robust, Practical, and Functionally-Safe Intelligent Transportation System. Transportation Research Record, Vol. 2381, pp. 73-80, 2013.

7. Li D and P Ranjitkar. Assessing Ramp Metering and Variable Speed Limits Strategies for Auckland Motorway. Journal of Eastern Asia Society for Transportation Studies, Vol. 10, pp. 1856-1871, 2013.

8. Ranjitkar P and T Nakatsuji. Impact of Road Surface Conditions on Human Driving Behavior. Asian Transport Studies, Vol. 2, Issue 4, 2013.

9. Rashidi S and P Ranjitkar. Approximation and Short-Term Prediction of Bus Dwell Time using AVL Data. Journal of Eastern Asia Society for Transportation Studies, Vol. 10, pp. 1281-1291, 2013.

10. Chaudhry MS and P Ranjitkar. Delay Estimation at Signalized Intersections with Variable Queue Discharge Rate. Journal of Eastern Asia Society for Transportation Studies, Vol. 10, pp. 1764-1775, 2013.

11. Hadas Y and P Ranjitkar. Modeling Public-Transit Connectivity with Spatial Quality-of-Transfer Measurements. Journal of Transport Geography, Vol.22, pp. 137-147, 2012.

12. Chaudhry MS, P Ranjitkar and DJ Wilson. Investigation of Queue Discharge Behavior at Signalized Intersection based on Analytical and Micro-simulation Models. Journal of Eastern Asia Society for Transportation Studies, Vol.9, No. 0, pp. 1628-1643, 2011.

13. Bezuidenhout U, P Ranjitkar and J Wang. The influence of a new signal offset optimiser on travel reliability and drivers' route choices (INSTInCt). Road and Transport Research, 20(3):77-82, 2011.

14. Vlahos E, A Polus, D Lacombe, P Ranjitkar, A Faghri and BR Fortunato. Evaluating the Conversion of All-Way Stop Controlled Intersections into Roundabouts. Transportation Research Record, 2078, pp. 80-89, 2008.

15. Tanaka M, P Ranjitkar and T Nakatsuji. Asymptotic Stability and Vehicle Safety in the Dynamic Car-Following Platoon. Transportation Research Record, 2088, (21), pp.198-207, 2008.

16. Nakatsuji T, I Hayashi, P Ranjitkar, T Shirakawa and A Kawamura. On-line Estimation of Friction Coefficients of Winter Road Surfaces Using Unscented Kalman Filter. Transportation Research Record 2015, 113-122, 2007.

17. Ranjitkar P and T Nakatsuji. Advances in microscopic traffic data collection using instrumented vehicles. Traffic Engineering and Control, Vol. 47, No. 4, pp. 147-151, April 2006.

18. Ranjitkar P, T Nakatsuji, Y Azuta, M Asano and A Kawamura. A Contemporary Reassessment of GM Car Following Model using RTK GPS Data. Journal of Infrastructure Planning and Management, No. 793/IV-68, pp. 121-132, July, 2005.

19. Ranjitkar P, T Nakatsuji and A Kawamura. Experimental Analysis of Car Following Dynamics and Traffic Stability. Transportation Research Record, 1934, pp. 22-32, 2005.

20. Ranjitkar P, T Nakatsuji and M Asano. Performance Evaluation of Microscopic Traffic Flow Models using Test Track Data. Transportation Research Record, 1876, pp. 90-100, 2004.

21. Ranjitkar P, T Nakatsuji, Y Azuta and GS Gurusinghe. Stability Analysis based on Instantaneous Driving Behavior using Car Following Data. Transportation Research Record, 1852, pp. 140-151, 2003.

22. Gurusinghe GS, T. Nakatsuji, Y Azuta, P Ranjitkar and Y Tanaboriboon. Multiple Car Following Data Using Real Time Kinematic Global Positioning System. Transportation Research Record, 1802, pp. 166-180, 2002.

23. Suzuki J, T Nakatsuji, Y Azuta and P Ranjitkar. Experimental Analysis of Reaction Time of Car Following Model. Infrastructure Planning Review, Vol. 19, No. 4, pp. 861-868, 2002.

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Dr Nirajan Shiwakoti

Dr Nirajan Shiwakoti is a transportation engineer with a strong interest in urban transportation systems, human factors, pedestrian level of service, safety analysis and evaluation, crowd dynamics modelling, emergency services planning and road safety audits. Dr Shiwakoti has a number of degrees in Civil Engineering that include a PhD degree in Transport Engineering from Monash University, Australia, a Master degree in Urban and Environmental Engineering from Hokkaido University, Japan and a Bachelor degree in Civil Engineering from Tribuvan University, Nepal. Dr Shiwakoti is currently a Senior Lecturer at RMIT University and has previously worked as a Lecturer at Institute of Transport Studies at Monash University, Australia.

Dr Shiwakoti has published over 50 journals, conference papers and reports and has presented his research at over a dozen of international conferences. He has received several international awards for his work that includes research fellowships from prestigious organizations like International Association of Traffic and Safety Sciences (IATSS), Japan, International Symposium on Transportation and Traffic Theory, University of California, Berkeley, USA, Fresh Science Community, Australia and Australian Road Research Board. Dr Shiwakoti has worked on several pedestrian safety projects, including a study on the Shibuya intersection in Tokyo, which is the busiest intersection in the world along with passenger’s safety in Australia’s busiest train stations. His research work has been supported through several competitive grants at university as well as extremely competitive Australian Research Council grant. He is using those grants for his research on enhancing the safety of people in critical situations. Dr Shiwakoti is active in promoting his research findings to the general community and has previously provided interviews on his research to various scientific media including Australian Television, Discovery Chanel, Canada, National Geographic Chanel, USA and NewScientist magazine, London.

CURRENT POSITION

Senior Lecturer RMIT University, Melbourne, Australia

CONTACT DETAILS

RMIT University, Melbourne VIC 3000, Australia Tel: +61(0)3 9925 6193 E-mail: [email protected]


2007-2010: PhD (Transport Engineering), Department of Civil Engineering, Monash University, Australia

2004-2006: Master Degree in Urban and Environmental Engineering (Transport Engineering Major), Hokkaido University, Japan

1998-2002: Bachelor Degree in Civil Engineering, Tribuvan Univeristy, Nepal


Key member, US Transportation Research Board (TRB) Annual Meeting - Committee on Transit Capacity and Quality of Service (AP015), Washington D.C

Member, Engineers Australia (M.I.E.Aust.) Contributing editor, Journal of Traffic and Transportation Engineering, Elsevier


2014-Present: Senior Lecturer, RMIT University, Australia 2011-2014: Lecturer, Monash University, Australia 2003-2004: Civil Engineer, D-Net (P) Ltd.

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1. Pender, B., Currie, G., Shiwakoti, N., Delbosc, A. (In Press) “Economic Viability of Bus Bridging Reserves for Fast Response to Unplanned Passenger Rail Disruption”, Transportation Research Record

2. Shiwakoti, N., Gong, Y., Shi, X., Ye., Z. (2015) “Examining influence of merging architectural features on pedestrian crowd movement”, Safety Science, Vol. 75, pp. 15-22

3. Pender, B., Currie, G., Delbosc, A., Shiwakoti, N., (2014) "International Study of Current and Potential Social Media Applications in Unplanned Passenger Rail Disruptions", Transportation Research Record, Vol. 2419, pp. 118-127

4. Dias, C., Sarvi, M., Ejtemai, O., Shiwakoti, N., (2014) "Pedestrian walking characteristics through angled corridors: An experimental study, Transportation Research Record, Vol. 2421, pp. 41-50

5. Shiwakoti, N., Sarvi, M., Burd, M., (2014) "Using non-human biological entities to understand crowd behavior under emergency condition", Safety Science, Vol. 66, pp. 1-8

6. Pender, B., Currie, G., Shiwakoti, N., Delbosc, A., (2014)"Social Media Use during Unplanned Transit Network Disruptions: A Review of Literature", Transport Reviews, Vol. 34, Issue 4, pp. 501-524

7. Zheng, Z. Liu, Z. Liu, C. and Shiwakoti, N. (2014), “Understanding public response to a congestion charge: A random-effects ordered logit approach”, Transportation Research Part A: Policy and Practice, Vol. 70, pp. 117-134

8. Shiwakoti, N., Sarvi, M., Burd, M., (2014) "Similar crowd behavior in organisms of vastly different body size", Journal of Insect Behavior, Vol. 27(2), pp. 239-250

9. Pender, B., Currie, G., Delbosc, A., Shiwakoti, N., (2014) "Improving bus bridging responses via satellite bus reserve locations", Journal of Transport Geography, Vol. 34, pp. 202-210

10. Dias, C., Sarvi, M., Shiwakoti, N., Ejtemai, O., Burd M. (2014) "Examining the impact of different turning angles on the collective egress of crowds", Journal of Transportation Safety and Security, Vol. 6(2), pp. 167-181

11. Shiwakoti, N., Sarvi, M. (2013) "Enhancing the panic escape of crowd through architectural design", Transportation Research Part C, Vol. 37, pp. 260–267

12. Dias, C., Sarvi, M., Shiwakoti, N., Ejtemai, O., Burd, M.(2013) "Investigating collective behaviour in complex situation", Safety Science, Vol. 60, pp. 87-94

13. Pender, B., Currie, G., Delbosc, A., Shiwakoti, N., (2013) "Disruption Recovery in Passenger Railways: International Survey", Transportation Research Record, Vol. 2353, pp. 22-32

14. Shiwakoti, N., Sarvi, M. (2013) “Understanding pedestrian crowd panic: a review on model organisms approach”, Journal of Transport Geography, Vol. 26, pp.12-17

15. Dias, C., Sarvi, M., Shiwakoti, N., Burd, M.(2012) "Turning angle effect on emergency egress: experimental evidence and pedestrian crowd simulation", Transportation Research Record, Washington, D.C., Vol. 2312, pp. 120-

16. Shiwakoti, N., Sarvi, M., Rose, G., Burd, M. (2011) “Consequence of turning movements during emergency crowd egress”, Transportation Research Record, Washington, D.C., Vol. 2234, pp. 97-104,

17. Shiwakoti, N. Sarvi, M., Rose, G., Burd, M. (2011) “Animal dynamics based approach for modelling pedestrian crowd egress under panic conditions”, Transportation Research Part B- Methodological, Vol. 45, Issue 9, pp. 1433-1449

18. Shiwakoti, N., Sarvi, M., Rose, G., Burd, M. (2010) “Biologically inspired modeling approach for collective pedestrian dynamics under emergency conditions”, Transportation Research Record, Washington, D.C., Vol. 2196, pp. 176-184

19. Burd, M., Shiwakoti, N., Sarvi, M., Rose. G. (2010) “Nest architecture and traffic flow: large potential effects from small structural features”, Ecological Entomology, Vol. 35, Issue 4, pp. 464-468

20. Shiwakoti, N., Sarvi, M., Rose, G., Burd, M. (2009) “Enhancing the safety of pedestrians during emergency egress: Can we learn from biological entities?” Transportation Research Record, Washington, D.C., Vol. 2137, pp. 31

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Dr. Shyam Sharma Dr. Shyam Sharma, PE, PTOE holds a Ph D in Civil Engineering (Transportation) from Wayne State University, Michigan, USA and MSc in Civil Engineering (Transportation) from Asian Institute of Technology, Bangkok, Thailand. He has over 22 years of experience in highway design, construction, maintenance, operation, and management of transportation and traffic systems.

Shyam Sharma has extensive experience in highway traffic operation and safety including traffic safety planning, comprehensive traffic safety analyses and investigations, identifying high crash locations for safety improvement, scoping safety projects, economic analysis, design of transportation projects for improved multimodal safety and mobility, implementation, and evaluation of traffic safety countermeasures for urban and rural highways as well as city streets. The majority of such experiences are with public highway agency as well as research and teaching institutions. The natures of safety projects include intersection safety (unsignalized and signalized intersections), pedestrian and bicycle safety, and roadway departure safety improvements. Shyam Sharma has conducted several road safety studies and proposed countermeasures to mitigate traffic crashes, communicated solutions to various communities and implemented them. In addition, he has significant experience in managing risks on rural and urban highways using low cost safety improvements systematically.

CURRENT POSITION

Region Traffic Engineer/Manager Oregon Department of Transportation

CONTACT DETAILS

100 Antelope Road, White City, OR 97503, USA T: +1 541-301-7732 E: [email protected]

DETAILS OF HIGHER EDUCATION

2001-2006: Ph D in Civil Engg. (Transportation), Wayne State University, USA 1999-2001: M Sc in Civil Engg. (Transportation), Asian Institute of Technology, Bangkok, Thailand

TRAININGS SEMINARS

Several trainings and workshops on traffic operations, safety, planning, and highway management

Leadership Oregon – 2011 (a year long program for senior and mid-level executives of the state of Oregon)

Systematic Development of Informed Consent (SDIC) Crucial Conversations - Tools for Talking When Stakes are High Human Resources Training for Managers Competent Communicator (Toast Masters International) Operations Academy - 2012 (Senior Management Training on Traffic systems Operations and Management)


Licensed Professional Engineer (PE), Oregon, USA Professional Traffic Operations Engineer (PTOE), USA Member, Institute of Transportation Engineers, USA


Sep 2012 - Present: Region Traffic Engineer/Manager, Oregon Department of Transportation (ODOT), Southwest Region, Oregon, USA

Sep 2011 - Aug 2012: Program Manager – Traffic Engineering, American Association of State Highway and Transportation Officials (AASHTO), Washington DC, USA

Nov 2007 - Aug 2011: Region Traffic Engineer/Manager, Oregon Department of Transportation (ODOT), Southwest Region, Oregon, USA

Jun 2006 - Oct 2007: Region Traffic/Safety Analyst, Oregon Department of Transportation, Southwest Region, Oregon

Aug 2001 - May 2006: Graduate Research Engineer, Wayne State University, Michigan, USA

May 2001 – Jul 2001: Highway Engineer, Department of Roads, Nepal Aug 1999 - Apr 2001: Graduate Program (Transportation), Asian Institute of Technology, Bangkok, Thailand

Jul 1996 - Jul 1999: Highway Engineer, Department of Roads, Nepal May 1993 - Jun 1996: Civil/Structural Engineer (Roads and Transport), TAEC Consult Pty Ltd, Kathmandu, Nepal

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SELECTED RESEARCH PAPERS

1. Sharma, Shyam L. and Datta, Tapan K. (2007) “Investigation of Regression-to-Mean Effect in Traffic Safety Evaluation Methodologies”, Transportation Research Record No. 2019, Transportation Research Board, Washington DC.

2. Park, D., Sharma, Shyam L., Rilett, L. R., and Chang, M. (2002) "Identifying Multiple Reasonable Alternative Routes: Efficient Vector Labelling Approach", Transportation Research Record No. 1783, Transportation Research Board, Washington DC.

3. Sharma, Shyam L. and Datta, Tapan K. (2007) “Investigation of Regression-to-Mean Effect in Traffic Safety Evaluation Methodologies”, presented in 86th Annual Conference of Transportation Research Board, Washington D.C.

4. Datta, T.K., Schattler, K.L., and Sharma, Shyam L. “Highway Safety Evaluation Methods (2003) – A Comparative Analysis”, Proceedings of the ETC 2003, Strasbourg, France

5. Park, D., and Sharma, Shyam L. (2001), "Vector Labelling Approach for Identifying Multiple Reasonable Alternative Routes in Transportation Networks", Proceedings of the fourth Conference of the Eastern Asia Society for Transportation Studies, Vietnam.

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Dr. Ganesh J Karkee

Dr. Ganesh Karkee is a Transportation Engineering Professional with proven record of delivering quality products to clients. Successfully coordinated with staff at all levels to accomplish project tasks. Proficient in nurturing relationship internally and externally with high customer service to ensure on-time project delivery. Strong ability to interface with colleagues and external clients. Worked in a variety of sponsored projects from local agency to federal government. Experienced in extensive data analysis and summarized in report format.

CURRENT POSITION

Transportation Engineer, Metropolitan Transportation Commission, California, USA

CONTACT DETAILS

Tel: (210) 723-3212 (cell) Personal Email: [email protected]


Ph. D. Civil Engr. (Transportation), University of Nevada, Las Vegas, December 2005.

M. E. Civil Engr. (Transportation), Asian Institute of Technology, Bangkok, Thailand, April 1997.

B. E. Civil Engineering, Tribhuvan University, Institute of Engineering, Nepal, 1993.

AWARDS AND PRIZES

Institute of Transportation Engineers Intermountain Section Ellis L. Mathes Scholarship, May 2005 (Scholarship amount of $1,000; ITE District 6 comprises the 13 westernmost states of the US

Research/Teaching assistantship: Department of Civil and Environmental Engineering and Transportation Research Center, University of Nevada, Las Vegas (Fall 2002 to Fall 2005).

German Academic Exchange Services (DAAD) Scholarship, Asian Institute of Technology, Bangkok (September 1995 - April 1997).

AREAS OF INTERESTS

Traffic Safety Traffic Operations and Management/Traffic Engineering Traffic Simulation/Computer Application in Transportation Engineering Evaluation of New and Innovative Technologies Geographic Information Systems Applications


Registered Professional Civil Engineer - State of California (License Number 82237), State of Nevada (License Number 016288)


October 2013 to Present: Transportation Engineer, Metropolitan Transportation Commission, California, USA

July 2011 to June 2013: Senior Engineering Associate, Dowling/Kittelson & Associates, Inc., California, USA

January 2011 to May 2011: Lecturer II (Part-time faculty), The University of Texas at San Antonio, Department of Civil and Environmental Engineering, San Antonio, Texas

April 2006 to August 2010: Assistant Research Scientist, Texas Transportation Institute (TTI), The Texas A&M University System, San Antonio, Texas

September 2002 to December 2005: Graduate Assistant, University of Nevada, Las Vegas, Nevada

October 2000 to August 2002: Assistant Professor, Tribhuvan University, Institute of Engineering, Kathmandu, Nepal

December 1998 to July 2000: Road Engineer, Asian Development Bank/TAEC Consult, Nepal

January 1998 to December 1998: Civil/Structural Engineer, Build-Max Construction Pte. Ltd, Singapore

May 1997 to December 1997: Transportation Engineer, Thai Engineering Consultants, Bangkok, Thailand

April 1993 to September 1995: Civil Engineer, Ministry of Local Development, His Majesty’s Government, Nepal

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SELECTED PUBLICATIONS

1. Shashi S. Nambisan and Ganesh Karkee. 2010. Pedestrian Countdown Signals Influence Vehicle Speeds? Transportation Research Record: Journal of the Transportation Research Board. Transportation Research Board of the National Academies. Volume 2149, pp 70-76.

2. Ganesh J Karkee, Steven Venglar, and Kwaku Obeng-Boampong. 2010. Analysis and Modeling of Ramps Using VISSIM to Improve Managed Lane Operations. Journal of Information, Intelligence and Knowledge. Nova Publishers. Volume 3, Issue 1, pp 1-11.

3. Ganesh Karkee, Shashi S. Nambisan, and Srinivas S. Pulugurtha. 2010. Motorist Actions at a Crosswalk with an In-pavement Flashing Light System. Traffic Injury and Prevention. Volume 11 (6), pp 642-649. DOI: 10.1080/15389588.2010.509767.

4. Shashi S. Nambisan and Ganesh Karkee. 2010. Pedestrian Countdown Signals Influence Vehicle Speeds? Transportation Research Board 89th Annual Meeting, Compendium of Papers. Washington, DC, January 10-14, DVD ROM.

5. Ganesh Karkee, Srinivas S. Pulugurtha, and Shashi S. Nambisan. 2009. Statistical Analysis of Pedestrian Crossing Behavior on Streets. Transportation Research Board 88th Annual Meeting, Compendium of Papers. Washington, DC, January 11-15, DVD ROM.

6. Kwaku Obeng-Boampong, Steven Venglar, and Ganesh J Karkee. 2008. Modeling and Analysis of Ramps to Support Managed Lane Operations. Transportation Research Board 87th Annual Meeting, Compendium of Papers. Washington, DC, January 13-17, DVD ROM.

7. Ganesh Karkee, Shashi S. Nambisan, Srinivas S. Pulugurtha, and Ashok K. Singh. 2006. An Evaluation of the Effectiveness of an In-pavement Flashing Light System. Transportation Research Board 85th Annual Meeting, Compendium of Papers. Washington, DC, January 22-26, DVD ROM.

8. Mohamed S Kaseko and Ganesh J Karkee. 2005. Development of a Midblock Pedestrian Crossing Simulation Model Using VISSIM. Transportation Research Board 84th Annual Meeting, Compendium of Papers. Washington, DC, January 9-13, DVD ROM.

9. Ganesh Karkee, Shashi S. Nambisan, and Srinivas S. Pulugurtha. 2006. Evaluating the Effectiveness of “Turning Traffic Must Yield to Pedestrians (R10-15)” Sign. ASCE Proceedings of the 9th International Conference on Application of Advanced Technologies in Transportation. Chicago, Illinois, August 13-16, p (400-405).

10. Ganesh Karkee and Shashi S. Nambisan. An Analysis Effectiveness of Pedestrian Countdown Signals Based on Pedestrian Actions. Compendium of Technical Papers (CD-ROM), ITE 2006 Technical Conference and Annual Meeting, Milwaukee, Wisconsin, August 6-9.

11. Shashi S Nambisan, Srinivas S. Pulugurtha, Vinod Vasudevan, and Ganesh Karkee. 2004. Field Data Collection and Analysis to Support the Selection of Countermeasures for the Las Vegas FHWA Pedestrian Safety Program. ASCE Proceedings of the 8th International Conference on Application of Advanced Technologies in Transportation. Beijing, China May 26-28, 2004, p (104-108).

12. Ganesh Karkee, Shashi Nambisan, and Shital K. Patel. 2006. An Evaluation of the Effectiveness of an In-pavement Flashing System. WesternITE, Bi-monthly publication, July-August Issue, District 6 Institute of Transportation Engineers. p (1-3).

13. Ganesh Karkee, Shashi S. Nambisan, and Srinivas S. Pulugurtha. Evaluation of an In-pavement Flashing Light System. Compendium of Technical Papers ( CD-ROM ) , Institute of Transportation Engineers District 6, 2005 Annual Meeting Kalispell, Montana, July 10-13.

14. Mohamed S. Kaseko and Ganesh Karkee. Analysis of Pedestrian Midblock Crossing Using the Microscopic Traffic Simulation Software VISSIM. Institute of Transportation Engineers District 6, 2004 Annual Meeting Sacramento, California, June 20-23.

15. Ganesh Karkee. Travel Behavior Analysis of Motorized and Non-motorized Public Transportation in Developing Countries: A Case Study of Khon Kaen, Thailand. At the seventh national convention of engineers: “Engineering Profession in Nation Building: Contribution & Vision,” Nepal Engineers Association, Kathmandu, Nepal, April 11-13, 2001. p (206-213).

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Dr Shobhakar Dhakal Dr. Shobhakar Dhakal is an associate professor in energy field of study at Asian Institute of Technology, Thailand. Dr. Dhakal completed his Ph.D. in urban energy and urban heat island mitigation at the University of Tokyo. He has worked at numerous professional organisations before joining Asian Institute of Technology in 2012.

CURRENT POSITION

Associate Professor Asian Institute of Technology, Thailand

CONTACT DETAILS

PO Box 4, Khlong Luang, Pathumthani, Thailand 12120 PHONE +66 2 524 5403 [email protected]


2000 Ph.D. (Urban energy and urban heat island mitigation), The University of Tokyo, Japan

1996 M.Engg. (Energy Economics and Planning), Asian Institute of Technology, Thailand

1993 B. Engg. (Power system), National Institute of Technology Surat, India 1999 Special Graduate Student (Jan-May 1999), Massachusetts Institute of Technology, USA

JOURNAL EDITORIAL INVOLVEMENTS

Senior Editor/Editor-in-Chief, Carbon Management, Taylor and Francis, 2010 ~ ongoing

Associate Editor, Journal of Industrial Ecology (JIE), Yale University, 2011-12 Member of Editorial Board, Urban Climate, Elsevier, 2012-2015 Member, Board of Editorial Advisors, International Energy Journal, 2009 ~ onwards Guest Co-editor, Special Issue on Sustainable Urban Systems, Journal of Industrial Ecology, December 2012, Volume 16, Issue 6

Guest Co-editor, Special Issue on Pathways toward Low-carbon Cities: a US–China Focus, Carbon Management Journal (Volume 2, No 4, 2011)

Guest Co-editor, Special Issue on Carbon Emissions and Carbon Management in Cities, Energy Policy Journal (Volume 38, Issue 9, 2010)

Guest Co-editor, Special Issue on Environmental Implication of Urban Transportation in Asia, International Journal of Pollution and Environment (Volume 30, No.1, 2007). Web-link. Editorial Preface.

PROFESSIONAL ACTIVITIES

Member of the Steering Committee (SC) of Asian Center of Innovation for Sustainable Agriculture Intensification (ACISAI) Center – March 2013 onwards

International Expert, Task force on Urban Development and Energy Efficiency, China Member of Thematic Group on Sustainable Cities


(July 2012 – onwards) Associate Professor, Energy Field of Study, School of Environment, Resources and Development, Asian Institute of Technology, Thailand

(Apr 2006 – July 2012) Executive Director, Global Carbon Project (www.globalcarbonproject.org), hosted by National Institute for Environmental Studies (NIES, www.nies.go.jp), Japan

(Apr 2004-Mar 2006) Senior Policy Researcher and Project Manager, Urban Environmental Management Project, Institute for Global Environmental Strategies (IGES, www.iges.or.jp), Japan

(Apr 2003- Mar 2004) Policy Researcher and Project Manager, Urban Environmental Management Project, Institute for Global Environmental Strategies

(Apr 2002 – Mar 2003) Policy Researcher, Urban Environmental Management Project, Institute for Global Environmental Strategies

(Apr 2001 – Mar 2002) Researcher, Urban Environmental Management Project, Institute for Global Environmental Strategies

(Nov 2000 – Mar 2001) Intern, Climate Policy Project, Institute for Global Environmental Strategies

(Aug 1996 – Jan 1997) Research associate, Energy Program, Asian Institute for Technology, Bangkok

(1993-1994) Research Officer- Energy Management, National Productivity and Economic Development Centre, Kathmandu, Nepal

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1. Seto K. C., S. Dhakal, A. Bigio, H. Blanco, G. C. Delgado, D. Dewar, L. Huang, A. Inaba, A. Kansal, S. Lwasa, J. E. McMahon, D. B. Müller, J. Murakami, H. Nagendra, and A. Ramaswami, 2014: Human Settlements, Infrastructure and Spatial Planning. In: Climate Change 2014: Mitigation of Climate Change. Contribution of Working Group III to the Fifth Assessment Report of the Intergovernmental Panel on Climate Change [Edenhofer, O., R. Pichs-Madruga, Y. Sokona, E. Farahani, S. Kadner, K. Seyboth, A. Adler, I. Baum, S. Brunner, P. Eickemeier, B. Kriemann, J. Savolainen, S. Schlömer, C. von Stechow, T. Zwickel and J.C. Minx (eds.)]. Cambridge University Press, Cambridge, United Kingdom and New York, NY, USA.

2. Christopher Kennedy, Lawrence Baker, Shobhakar Dhakal, and Anu Ramaswami (2012). Sustainable Urban Systems: An Integrated Approach. Journal of Industrial Ecology 16(6): 775-779.

3. Venkatesh, Govindarajan; Dhakal, Shobhakar (2012). An International Look at the Water-Energy Nexus, Journal of American Water Works Association, 104 (5) 93-96.

4. Yasuyo Makido, Shobhakar Dhakal and Yoshiki Yamagata (2012). Relationship between urban forms and CO2 emissions: Evidenced from 50 Japanese cities. Urban Climate 2: 55–67.

5. S. P. Seitzinger, U. Svedin, C. Crumley, W. Steffen, S. A. Abdullah, C. Alfsen, W. J. Broadgate, F. H.B. Biermann, N. Bondre, J. A. Dearing, L. Deutsch, S. Dhakal, T. Elmqvist, N. Farahbakhshazad, O. Gaffney, H. Haberl, S. Lavorel, C. Mbow, A. J. McMichael, J. Morais, P. Olsson, P. Pinho, K. C. Seto, P. Sinclair, M. Stafford-Smith, L. Sugar (2012). Planetary stewardship in an urbanising world: beyond city limits. Ambio 41:787-794.

6. Phetkeo Poumanyvong, Shinji Kaneko, Shobhakar Dhakal (2012). Impacts of urbanization on national transport and road energy use: Evidence from low-, middle- and high-income countries. Energy Policy 46:268-277.

7. Ada Ignaciuk, Martin Rice, Janos Bogardi, Pep Canadell, Shobhakar Dhakal, John Ingram, Rik Leemans and Mark Rosenberg (2012). Responding to Complex Societal Challenges: A Decade of Earth System Science Partnership (ESSP) Interdisciplinary Research. Current Opinion in Environmental Sustainability 4(1)147-158.

8. Grubler, A., X. Bai, T. Buettner, S. Dhakal, D.J. Fisk, T. Ichinose, J. Keirstead, G. Sammer, D. Satterthwaite, N.B. Schulz, N. Shah, J. Steinberger and H. Weisz. 2011: Urban Energy Systems. In Global Energy Assessment: Toward a Sustainable Future. L. Gomez-Echeverri, T.B. Johansson, N. Nakicenovic, A.

9. Anu Ramaswami and Shobhakar Dhakal (2011). Low carbon policies in the USA and China: Why cities play a critical role. Carbon Management 2(4) 359-352.

10. Houghton RA and Shobhakar Dhakal (2010). Welcome to Carbon Management. Carbon Management 1(1):1-3, Future Science Publishers.

11. Josep G. Canadell, Philippe Ciais, Shobhakar Dhakal, Han Dolman, Pierre Friedlingstein, Kevin R. Gurney, Alex Held, Robert B. Jackson, Corinne Le Quéré, Elizabeth L. Malone, Dennis S. Ojima, Anand Patwardhan, Glen P. Peters, Michael R. Raupach (2010). Interactions of the carbon cycle, human activity, and the climate system: A research portfolio. Current Opinion in Environmental Sustainability 2(4)3 01-311.

12. Corinne Le Quéré, Josep G. Canadell, Philippe Ciais, Shobhakar Dhakal, Anand Patwardhan, Michael R. Raupach, and Oran R. Young (2010). An International Carbon Office to assist policy-based science. Current Opinion in Environmental Sustainability 2(4) 297-300.

13. Dhakal, Shobhakar (2010). GHG emissions from urbanization and opportunities for urban carbon mitigation. Current Opinion in Environmental Sustainability 2(4): 277–283.

14. Shobhakar Dhakal and Anil Raut. 2010. Potential and bottlenecks of the carbon market: Case of developing country, Nepal. Energy Policy, 38 (2010) 3781–3789.

15. Dhakal, Shobhakar and Shrestha Ram M. (2010). Bridging the research gaps for carbon emissions and their management in cities. Energy Policy, 38(2010)4753-4755.

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Development of Nepal Road Safety Management System

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Transcript of Development of Nepal Road Safety Management System