45281-001: Technical Assistance Consultant’s Report · Democratic Republic of Nepal by providing specialist consultancy services to assist them through this Regional Capacity Development

Technical Assistance Consultant’s Report

This consultant’s report does not necessarily reflect the views of ADB or the Government concerned, and ADB and the Government cannot be held liable for its contents. For project preparatory technical assistance: All the views expressed herein may not be incorporated into the proposed project’s design.

Project Number: 45281-001 Technical Assistance Number: 8027 November 2014

Kingdom of Bhutan and Nepal: South Asia Road Safety Programs, Phase 1

Prepared by Swedish National Road Consulting AB (SweRoad), Progressive Research & Consultancy Service, Thimphu, Bhutan, Environment and Resource Management Consultant Pvt. Ltd. Kathmandu, Nepal For Asian Development Bank

Consulting ServicesforADB TA-8027 REG: South Asia Road Safety Programs

(Phase-1: Kingdom of Bhutan and Nepal)

Final ReportNovember 2014

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For Asian Development BankThis consultant’s report does not necessarily reflect the views of ADB or the Government concerned, and ADB and the Governmentcannot be held liable for its contents. For project preparatory technical assistance: All the views expressed herein may not beincorporated into the proposed project’s design.

Swedish National Road Consulting AB (SweRoad)Progressive Research& Consultancy Service, Thimphu, Bhutan

Environment and Resource Management Consultant Pvt. Ltd. Kathmandu, Nepal




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TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and NepalDraft Final Report

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Table of ContentsABBREVIATIONS...................................................................................................................... 4ACKNOWLEDGEMENT ............................................................................................................ 61 Summary............................................................................................................................ 71.1 Introduction..........................................................................................................................................71.2 Findings and recommendations ..........................................................................................................8

2 Introduction ..................................................................................................................... 112.1 The TA in a larger perspective ......................................................................................................... 112.2 The Report ....................................................................................................................................... 12

3 Training and Workshops................................................................................................. 133.1 Activities ........................................................................................................................................... 133.2 Outputs, Results, Findings and recommendations .......................................................................... 13

4 Study Tour ....................................................................................................................... 144.1 Activities ........................................................................................................................................... 144.2 Outputs, Results, Findings and recommendations .......................................................................... 14

5 Task 8 – Design and Monitoring Framework ................................................................. 155.1 Introduction....................................................................................................................................... 155.2 Findings and recommendations ....................................................................................................... 165.3 Bhutan – Design and Monitoring Framework................................................................................... 175.4 Nepal – Design and Monitoring Framework..................................................................................... 22

6 Task 4 – Regional Road Safety Collaborative Mechanism ........................................... 276.1 Lessons learned from ADB-ASEAN Regional project...................................................................... 286.2 South Asia Regional Coordination ................................................................................................... 296.3 Recommendations ........................................................................................................................... 30

7 Task 1 - Road Safety Diagnosis...................................................................................... 317.1 Objectives and Methodology............................................................................................................ 317.2 The Road safety situation ................................................................................................................ 317.3 Main findings .................................................................................................................................... 327.4 Recommendations ........................................................................................................................... 337.5 Conclusion........................................................................................................................................ 36

8 Task 2 – Road Safety Program on selected high risk corridors................................... 378.1 Summary and Recommendations.................................................................................................... 37

9 Task 3 - Strengthening Road Safety Management Capacity ........................................ 439.1 Overall Framework for Road Safety................................................................................................. 439.2 Framework for Investments in road safety measures ...................................................................... 44

10 Task 5 - Road Safety Policies and Business Procedures............................................. 4710.1 Scope ............................................................................................................................................... 4710.2 Development of Road Safety Policies and Business Procedures ................................................... 4710.3 Programming and Monitoring........................................................................................................... 4910.4 Support of the operationalization of the new business procedures ................................................. 4910.5 Proposed Road Safety Policies and Business Procedures ............................................................. 49

11 Task 6 - Road Safety Funding......................................................................................... 5111.1 Introduction....................................................................................................................................... 5111.2 Findings............................................................................................................................................ 5111.3 Recommendations ........................................................................................................................... 52

12 Task 7 - South Asia Road Safety Programs................................................................... 5412.1 Proposed investments...................................................................................................................... 5412.2 Technical Assistance required ......................................................................................................... 55


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12.3 Implementation................................................................................................................................. 5812.4 Bench marking and performance measures .................................................................................... 58

Appendix 1 – Bhutan Task 1 Workshop Minutes 12 June 2013 .......................................... 59Appendix 2 – Nepal Task 1 Workshop Minutes 24 May 2013 .............................................. 71Appendix 3 – Bhutan Task 3, 5 and 6 Workshop Minutes 30 August 2013 ........................ 79Appendix 4 – Nepal Task 3, 5 and 6 Workshop Minutes 23 August 2013........................... 84Appendix 5 – Bhutan Task 2 (and 7) Workshop Minutes 17 Oct 2013, ............................... 90Appendix 6 – Nepal Task 2 (and 7) Workshop Minutes 7 Oct 2013,.................................... 97Appendix 7 – Bhutan Task 8, 7, 4, 2 Final Workshop Minutes 21 March 2014, ................ 102Appendix 8 – Nepal Task 8, 7, 4, 2 Final Workshop Minutes 4 April 2014, ....................... 111Appendix 9 – Study visit program....................................................................................... 115Appendix 10 – Bhutan Study Visit Report .......................................................................... 117Appendix 11 – Nepal Study Visit Report............................................................................. 121Appendix 12 – ADB Comments on Draft Final Report ....................................................... 130


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ABBREVIATIONSGeneralAADT Annual Average Daily TrafficADB AsianDevelopmentBankBCR Benefit Cost RatioBS Black SpotCOBP Country Operation Business PlanDG Director GeneralDOA Decade of Action for Road SafetyDOR Department of RoadsDPA Department of Public AccountsFSI Fatalities and Severe/serious InjuriesGDP Gross Domestic ProductHRC High Risk CorridoriRAP International Road Assessment ProgramLRN Local Road NetworkMOE Ministry of EducationMOF Ministry of FinanceMOH MinistryofHealthNGO Non GovernmentalOrganizationNH National HighwayNRSC National RoadSafety CouncilNRSC/B National RoadSafety Council/BoardPIN Performance INdicatorsRETA Regional Technical AssistanceRCDTA Regional Capacity DevelopmentTechnical AssistanceRSA RoadSafety AuditRSI RoadSafetyInspectionRSMCR RoadSafetyManagementCapacity ReviewRSMP RoadSector MasterPlanRTA RoadTrafficAccidentRWIS Road Weather Information SystemSAARC SouthAsianAssociationfor Regional CooperationSASEC SouthAsiaSubRegional Economic CooperationSRN Strategic RoadNetworkTA Technical AssistanceTIN TrafficInfringementNoticeTOR TermsofReferenceUNRSC UnitedNationsRoadSafety CouncilWBGRSF World Bank Global Road Safety Facility


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BhutanBIC BhutanInsuranceCompanyLtdBTN Bhutan Ngultrum (or Nu.)DOPH Department ofPublicHealthDUDES Department ofUrbanDevelopment&EngineeringServicesEWH EastWest HighwayGOB GovernmentofBhutanMOIC MinistryofInformationandCommunicationsMOWHS MinistryofWorks&HumanSettlementsNu. Ngultrum (or BTN)PPD Policy&PlanningDivisionRBP Royal BhutanPoliceRGOB Royal GovernmentofBhutanRICBL Royal InsuranceCorporationofBhutanLtd.RSTA RoadSafetyandTransport Authority

NepalDOTM Department of Transport ManagementGON GovernmentofNepalMOHP MinistryofHealthandPopulationMOPIT MinistryofPhysical InfrastructureandTransportNPR Nepal Rupees (or Rs)NRS Nepal RoadStandardsRBN RoadsBoardNepalRs Nepal Rupees (or NPR)RTU RoadandTraffic Unit


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ACKNOWLEDGEMENT

The Consultant would like to thank the government agencies of Kingdom of Bhutan such asMinistry of Finance (MOF), Ministry of Information &Communications (MOIC), Road Safety &Transport Authority (RSTA), Department of Roads (DOR), Ministry of Works & HumanSettlement (MOWHS), Department of Public Health (DOPH), Traffic Division of Royal BhutanPolice, Thimphu Thromdey together with other road safety stakeholders for their cooperationand readiness to provide the information required.

The Consultant would also like to thank the government agencies of Nepal such as Ministry ofPhysical Infrastructure and Transport (MOPIT), Department of Roads (DOR), Department ofTransport Management (DOTM), Ministry of Health and Population(MOHP), Ministry ofFinance (MOF), Ministry of Education (MOE), Traffic Directorate Nepal Police and KathmanduMetropolitan Traffic Police, Road Board Nepal, ADB Nepal Residence Mission together withother road safety stakeholders for their cooperation and readiness to provide the informationrequired.

The views expressed in this report are those of the Consultants and they do not necessarilyreflect the views of either ADB or the involved countries.


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1 Summary

1.1 IntroductionThe ADB, as part of its on-going regional initiative to improve road safety in the south Asianregion, is supporting the road safety initiatives of the Kingdom of Bhutan and the FederalDemocratic Republic of Nepal by providing specialist consultancy services to assist themthrough this Regional Capacity Development Technical Assistance (RCDTA) No. 8027 Reg:South Asia Road Safety Program (Phase-1: Kingdom of Bhutan and Nepal). This TechnicalAssistance (TA) was implemented from January 2013 until November 2014.

The expected long-term impact of this TA is sustainable and cost-effective improvement ofroad safety in Bhutan and Nepal. The immediate outcome will be South Asia Road SafetyPrograms (Phase-1: Kingdom of Bhutan and Nepal) ready for subsequent design andimplementation. Specific tasks and outputs of this TA include 9 tasks of which these arehighlighted:

Strengthen road safety management capacity, Road safety programs on selected High Risk Corridors (HRC), South Asia Road Safety Programs (Phase-1: Kingdom of Bhutan and Nepal), Design and Monitoring Frameworks (DMFs) for subsequent road safety investment

projects.

The TA in a larger perspective:

• Road safety in Asia and Pacific region – an alarming economic, health and socialdevelopment problem

• UN General Assembly has proclaimed 2011-2020 as the Decade of Action (DOA) forRoad Safety.

• All multi-sectoral development banks incl. ADB have committed to mobilize moreresources to improve road safety in the ADB’s DMC’s.

In the regional perspective it is estimated that ADB developing member countries (DMC) sufferover 650,000 deaths and 30 million injuries annually due to road accidents at a cost to the societyof around USD 100 billion per year.

Bhutan and Nepal have initiated national road safety strategies and plans for 2011-2020.

The framework outlined in the UN Decade of Action (DOA) initiative has been used to structureboth the road safety problems and the activities to remedy or at least lessen them. This hasfacilitated discussions with stakeholders since they are aware of the DOA commitment expressedby high-level political decision-makers.


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1.2 Findings and recommendationsStrengthen road safety management capacity,The institutional management functions are the foundation on which road safety managementsystems are built. Main Stakeholders in Road Safety and prioritized in the TA are DOR, RSTA/DOTM, Traffic Police and MOH/DOPH.

Clear findings of the review reveal:

1) Institutional challenges of road safety leadership, management, capacity and coordinationat all levels: policy, planning and implementation;

2) Absence of politically approved clear, well defined road safety policies, strategies andaction plans;

3) Need for focused results and targets with intermediate and final outcomes for identifiedchallenges.

The Consultant recommends that National Road Safety Council/Board (NRSC/B) is establishedand institutionalized with an adequately resourced secretariat. In the interim MOPIT/ MOIC-RSTA should continue to act as lead agency and urgently establish a National coordination body(steering committee) and assign appropriate no of staffing carrying out the duties of a leadagency and its secretariat.

Bhutan

The recommended non-infrastructure road safety investment for training, equipment and systemssupporting the road safety management capacity and implementation of the HRC programs inBhutan have a tentative cost-estimate amounting to BTN 79 million (US$ 1.3 million). Inaddition Technical Assistance (TA) is needed for training and implementation of both the HRCprograms as well as the South Asia Road Safety Programs. The TA has a tentative costamounting to BTN 190 million (US$ 3.2 million).

Nepal

The recommended non-infrastructure road safety investment for training, equipment and systemssupporting the road safety management capacity and implementation of the HRC programs inNepal have a tentative cost-estimate amounting to NPR 200 million (US$ 2 million). In additionTechnical Assistance (TA) is needed for training and implementation of both the HRC programsas well as the South Asia Road Safety Programs. The TA has a tentative cost amounting to NPR320 million (US$ 3.2 million).

The technical assistance proposed includes:

Road Safety Management Expert (International) – 22 man-months each for both Bhutanand Nepal

Short term international specialist support on accident data base systems, road safetyawareness, legislation, monitoring and evaluation, road safety engineering, over loadingand public vehicle safety, vehicle fitness inspections, driver testing and licensing, policeenforcement management, school education and emergency medical services. The totalnumber of man-months is estimated to 100 International each and 100 National each forboth Bhutan and Nepal.


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Road safety programs on selected High Risk CorridorsSix high risk corridors in Nepal and two in Bhutan were selected The part of the East WestHighway in Bhutan under this study is divided into three sections.

Overview HRC, costs, safety effects, benefits and Performance Indicator (PIN) – factors

Average traffic flows vary from AADT 500 on H14 to some 25000 on H03, both in Nepal, withtop figures of 46000 on part of the H03. A major difference between Nepal and Bhutan is thehigh motor cycle use in Nepal and the low use in Bhutan.

South Asia Road Safety Programs (Phase-1: Kingdom of Bhutan and Nepal)

Program part Million US$ Costper

FSI

Bhutan Nepal Total BCR FSI Saved

HRC Infrastructure 15 30 45 4 2,500 17,500

Non infrastructure 4,6 5,2 9,8

Massaction

Infrastructure 60 310 370 4 2,500 148,400


Total 82 352 434

Summary program costs and estimated safety effects

The infrastructure countermeasures proposed are:

Low to medium volume single carriageway roads Roadside areas, mainly barriers combined with improved visual guidance, mainly using

modern side reflectors Narrow bridges, mainly improved parapet/barrier termination with improved visual

guidance

L AADT Cost FSI Benefit NRS perHigh Risk Corridor Nepal km Mill NRS saved Mill NRS FSI BCRH01 Dumkibas - Baratnagar 15 4000 95 1196 606 79728 6,4H03 Koteshwor-Baktaphur 8 25000 854 5089 3408 167853 4,0H04 Naubise - Mugling 84 4500 490 2555 1291 191654 2,6H08 Biratnagar - Itahari 25 18000 1117 4561 3035 244868 2,7H14 Budar - Hargultelekh 30 500 136 964 560 140767 4,1F43 Tansen - Ridi 31 1000 173 758 2865 228007 2,5Total Nepal 193 2865 15124 11766 189425 4,1High Risk Corridor Bhutan Mill BTN Mill BTN BTN/FSIEast West Highway Semtokha-Nubding 100 500/845 420 1441 1827 291668 4,3Expressway Thimphu-Babesa 6 10500 427 903 1149 472453 2,7Total Bhutan 106 847 2344 2976 361310 3,5

Mill US$ Mill US$ US$/FSITotal Nepal and Bhutan 43 17467 167 2448 3,9


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Speed control and speed management on through roads combined with a standardizedspeed limit signing system mainly relying on infrastructure measures as enforcement isweak

Rural bike- and walkways Black ice/winter management

High volume single and dual carriageway roads Median separation with proper barriers Improved facilities for local traffic, pedestrians and bicyclists along and across the major

road Improved intersection designs especially for pedestrians and bicyclists Motor cycle lanes

ImplementationWe foresee that implementation needs to be done within 3 distinct phases:

Phase I: Review of existing system and new system design – 3-6 months – timelinemonth 1-6

Phase II: HRC Pilot implementation – 3-24 months – timeline month 4-30 Phase III: Mass scale implementation - 12 months – timeline month 18-42


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2 IntroductionThe ADB, as part of its on-going regional initiative to improve road safety in the south Asianregion, is supporting the road safety initiatives of the Kingdom of Bhutan and the FederalDemocratic Republic of Nepal by providing specialist consultancy services to assist themthrough the Regional Capacity Development Technical Assistance (RCDTA) No. 8027 Reg:South Asia Road Safety Program (Phase-1: Kingdom of Bhutan and Nepal).ThisTechnicalAssistance (TA) was implemented from January 2013 until November 2014.

The expected long-term impact of this TA is sustainable and cost-effective improvement of roadsafety in Bhutan and Nepal. The immediate outcome will be South Asia Road Safety Programs(Phase-1: Kingdom of Bhutan and Nepal) ready for subsequent design and implementation.Specific tasks and outputs of this TA include (i) conduct road safety diagnosis, (ii) prepare roadsafety programs on selected high risk corridors, (iii) strengthen road safety managementcapacity, (iv) propose and facilitate establishing regional road safety collaborative mechanisms,(v) develop road safety policies and business procedures to be incorporated into the lifecycle ofroads, (vi) identify sustainable funding arrangements for road safety, (vii) identify and preparefor subsequent design and implementation South Asia Road Safety Programs (Phase-1: Kingdomof Bhutan and Nepal), and (viii) prepare draft Design and Monitoring Frameworks (DMFs) forsubsequent road safety investment projects. An additional Task, viz. International RoadAssessment Program (iRAP), has been included in the consultant’s assignment.The International consulting firm Swedish National Road Consulting AB from Sweden inassociation with a Bhutanese consulting firm M/sProgressive Research & ConsultancyService(PRCS) and a Nepalese consulting firm M/s Environment and Resource ManagementConsultant Pvt. Ltd. (ERMC), Kathmandu is carrying out the TA activities.

2.1 The TA in a larger perspectiveIn April 2004 UN Road Safety Collaboration (UNRSC) was established to better address roadsafety issues. In this way the proposed Decade of Action (DOA) on road safety has beenendorsed by the UNRSC and the global plan of DOA 2011-2020 established in May 2011. Inaddition the global action plan recommended countries to develop their national action plan forthe decade. It has been agreed that WHO should play a key role and have overall coordinationresponsibility.

In 2009, ADB together with 6 other multilateral development banks (MDBs) jointly declared1

that they acknowledge the scale of the public health crisis arising from deaths andinjuries on the roads of developing and emerging countries;

that a systematic, multisectoral response is required to address this global crisis;

that they commit to share organizational practices and knowledge to supporto Strengthening road safety management capacity among clients;o Implementation of safety approaches in the planning, design, construction,

operation, and maintenance of road infrastructure projects;o Improved safety performance measures; ando Mobilizing more and new resources for road safety

1http://go.worldbank.org/3Y524T7KS0


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In 2011 the 7 MDBs elaborated the initiative2 and stressed the importance of the ‘safe systemapproach’.

In the regional perspective it is estimated that ADB developing member countries (DMC) sufferover 650,000 deaths and 30 million injuries annually due to road accidents at a cost to the societyof around USD 100 billion per year. Additional focus on road safety by ADB is shown by thefact that “Road safety and social sustainability” is one of the four key areas in ADBs sustainableTransport Initiative (STI). The social aspect is important since in south Asian DMCs road deathsare concentrated among vulnerable road users (pedestrians, bicyclist and bus passengers).

People from poorer households account for 50% of deaths in Western Asia and the Pacific and75% of deaths in South Asia, while 7 out of 10 poor families suffer decreased income after adeath or disability. A TA similar to the one for Nepal and Bhutan has been carried out inBangladesh and ADB has plans to start yet another similar TA with focus on India and SriLanka.

The Government of Nepal and Bhutan are committed to the improvement of road safety in theirrespective countries in line with the goals of the DOA and have developed national road safetystrategies/action plan for 2011-2020.

Road safety interventions need to be tackled with a multidisciplinary approach and involve manydifferent stakeholders. Capacity assessment was mainly done in Task 1 and the basis for thereview has been the World Bank Global Road Safety Facility (WBGRSF) Guidelines3 and theirchecklists for conducting this type of review.

2.2 The ReportPreviously separate reports have been submitted for Tasks 1, 2, 3, 5, 6, 7 and iRAP. Tasks 8 and4 have not been reported before and are thus placed before the other tasks.

The previously reported tasks are summarized in this Final Report. For details the reader must goto the previously submitted individual Task Reports. All reports will be delivered on a CDtowards the end of the project.

2http://go.worldbank.org/8843XPH830

3Country Guidelines for the Conduct of Road Safety Management Capacity Reviews and the Specification of LeadAgency Reforms, Investment Strategies and Safe System Projects, World Bank Global Road Safety Facility, June2009.

http://siteresources.worldbank.org/EXTTOPGLOROASAF/Resources/traffic_injury_prevention.pdf


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3 Training and Workshops

3.1 ActivitiesThe Consultant have been working closely with the relevant officials of the key stakeholdersengaged in the Technical Working Groups (TWG)4 that was created for this TA and ensuringknowledge transfer at all stages:

• Kick-off Work Shop

• TWG meetings

• Frequent contacts and meetings/discussions

• Joint Pilot Road Safety Audit,

• Joint field inspections of high risk corridors,

• Workshops at different stages of project

The TWG was used as a main platform for discussions, sharing of information and knowledge,and most importantly, for working together in the process of fact finding, data analysis andharmonization and consolidation of findings and recommendations. The consultant met therelevant stakeholders both in the government, corporate and private sector.

Several workshops were held both in Bhutan and Nepal in which presentations were made andgroup works were conducted. Findings and recommendations were presented to stakeholders fortheir comments and views.Different relevant road safety topics were deeper elaborated on at theindividual workshops.

Kick-off Work Shops were held on 6th February 2013 in Bhutan and on 15thFebruary 2013 inNepal.Presentations at road safety training of Nepal DOR staff 9-11 April 2013.Workshops for Task 1 were held on 24thMay 2013 in Nepal and on 12thJune 2013 in Bhutan.Workshops for Task 3, 5 and 6 were held on 23rdAugust 2013 in Nepal and on 30thAugust 2013in Bhutan.iRAP presentation and field survey training in Nepal 8-13 September 2013.Workshops for Task 2 (and 7) were held on 7th October 2013 in Nepal and on 17th October 2013in Bhutan.iRAP WS/presentation and analyzes/ report training in Nepal 2-6 December 2013.Presentation and participation in One-Day Seminar on Road Safety in Nepal arranged by NepalIntegrated Research & Development Foundation (NIRAD) and Roads Board Nepal 5 January2014.Final Workshops were held on 21st March 2014 in Bhutan and on 4th April 2014 in Nepal.

3.2 Outputs, Results, Findings and recommendationsMinutes from the Task workshops are attached. Findings and recommendations are incorporatedinto this report and respective Task report. The project has been visible and contributed toincreased road safety awareness.

4 Composition of TWG in Bhutan: MOF, MOIC/RSTA, MOWHS/DOR, MOH/DOPH, Traffic PoliceComposition of TWG in Nepal: DOR/RTU, DOTM, MOHP, MOF, Traffic Police, ADB Resident Mission to

Nepal


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4 Study Tour

4.1 ActivitiesAs part of the deliverables under the TA a five-day study visit to Sweden was arranged during21st – 26th October 2013.

The objective was to enhance Road Safety Management Capacity and Strengthening within theparticipating government agencies. The target participants where members of the TechnicalWorking Groups that was established in respective country under this TA, especially governmentagencies who are likely to be involved in implementing the road safety program – the finaldelivery of the TA. The study visit covered several technical topics in road safety, and allowedinteraction, discussion and visit to Swedish Transport Authorities related with road safety tolearn and familiarize with latest technology development and best practices.

The program for the study visit is attached together with respective countries reports.

4.2 Outputs, Results, Findings and recommendationsThe participants was pleased with the study visit and found the trip usefulness 10/10,appropriateness of the programme considering the main topic of the project 9/10 and practicalarrangement 8/10 (because of time spent on transits).

The presentations and field visits were specially made for the team and relevant for the RoadSafety measures needed to achieve results. Most/all of the presented measures were found to bepossible to replicate with some modifications. The efforts made and measures used for RoadSafety in Sweden were found to be almost similar to Bhutan/Nepal but degree of technical leveland sophistication much higher in Sweden.

One comment was: “The Study Visit has opened our eyes to many pertinent issues that hamperthe Road Safety”.

In the initial stage three officers from each country was planned for participation but due tobudget constraints only two from each country were invited and participated. From the engagedstakeholders view this was too few considering their input, participation and need to learn abouteffective road safety measures.

Having only four participants in a program like this make it fairly expensive per head and addinga few more would not affect the budget too much. The possibilities of successful implementationof road safety measures would increase with several people having a better understanding ofwhat is needed.Two participants from each country was too few.

Recommendations was easier understood and accepted after the study visit.


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5 Task 8 – Design and Monitoring Framework

5.1 IntroductionA Design and Monitoring Framework (DMF) for the road safety assistance project coveringBhutan and Nepal was presented in the ADB preparatory Technical Assistance Report Kingdomof Bhutan and Nepal: South Asia Road Safety Programs, Phase 15(Project Number: 45281,Regional-Capacity Development Technical Assistance (R-CDTA), December 2011)

Based on project findings and in dialogue with the stakeholders, this DMF has been elaboratedand updated to reflect the road safety situation (problem analysis) and corresponding ambitionsand plans of stakeholders (stakeholder analysis) ineach of the two countries. Highlights of thestakeholder interaction are documented in theworkshop reports for the tasks, which summarizesthe discussions which have led to the concludinganalyses of and decisions on proposed road safetyinvestments.

The framework outlined in the Decade of Action(DOA) initiative has been used to structure both theroad safety problems and the activities to remedyorat least lessen them. This has facilitated discussions with stakeholders since they are aware of theDOA commitment expressed by high-level political decision-makers.

The DOA framework corresponds to the ‘Safe System Approach’ i.e. that in road traffic, humanerror is inevitable and should not be punished by death or serious injury. The ‘Safe SystemApproach’ builds upon a shared responsibility for safety among all partners and stakeholders toalign safety management decision-making with a country’s economic, human and environmentalgoals. Ultimately a Safe System depends on increasing public awareness of, and demand for,safe road transport services and products.

The ambition has been to develop a comprehensive approach in the proposed technical and otherassistance, i.e. a project scope that includes elements for each of the DOA five pillars. This is notto say that all pillars are of the same importance. However,experience has shown that sustainableimprovement of road safety requires massive, coordinated efforts tackling the road safetyproblems from different directions by several stakeholders.

The issue of alternative countermeasures or activities has been discussed. Stakeholders have attimes proposed implementation of rather high-tech countermeasures. A few have been includedas proposed project activities, others not. Road safety management capacity is still weak andefficient utilization in Nepal or Bhutan is not yet realistic for instance of speed cameras. Therewould arise problems associated with calibration of equipment, transmission of data, retrieval ofvehicle ownership data etc. Therefore some high-tech measures must be left for consideration toa later point in time.

5http://www.adb.org/sites/default/files/projdocs/2011/45281-001-reg-tar.pdf


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5.2 Findings and recommendationsThe DMFs were presented, discussed and agreed in principle at the Final Workshopsheld on 21th

March 2014 in Bhutan and on 4th April 2014 in Nepal.

In Nepal a separate meeting was held with Mr. Tulasi Prasad Sitaula, Secretary MOPIT and Mr.Arjun Jung Thapa, DDG, DOR on 13th April 2014. After discussion of the items and estimatesproposed by the consultant it was principally agreed to go ahead.

Workshop minutes of meetings are attached. Findings and recommendations are incorporatedinto this report and respective Task report.

The DMFs need to be discussed and finalized in details between ADB and respective country.


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5.3 Bhutan – Design and Monitoring FrameworkDESIGN AND MONITORING FRAMEWORKFOR BHUTAN

Design Summary Performance Targets andIndicators with Baselines

Data Sourcesand ReportingMechanisms

Assumptions/Risks

Impact AssumptionSustainable and cost-effective improvementof road safety in Bhutan

In 2020: the growing trend ofroad fatalities in Bhutan issubstantially reduced (50%fewer fatalities in 2020 thanwould have been with currentgrowing trends)

National roadaccident statistics.

WHO reports onglobal status ofroad safety

Continued commitment of thegovernment to theimprovement of road safety.

No major economic or healthcrisis arise

Outcome AssumptionSouth Asia Road SafetyPrograms (Phase 1)implemented

By January 2015: officialapproval and commitment bythe government to implementthe South Asia Road SafetyProgram (phase 1) developedunder the regional capacitydevelopment TA

Governmentcirculars andbudgetallocations.

CountryOperationsBusiness Plan(COBP) forBhutan, 2015–2018

Government will make timelyofficial decisions regardingimplementation.

By December 2015: TAConsultant mobilized.

TA Contract EOI latest April 2015 andprocurement started latestJune 2015

By June 2018: Allrecommendationsimplemented

TA Consultantsreports

There will be no problemwith land acquisition

Outputs AssumptionDecade of Action(DOA) Pillar 1, RoadSafety Management.

Capacity of KeyStakeholders foraddressing national roadsafety issues isstrengthened

By July 2015: Multisectorcoordination structures inplace (National Road SafetyBoard/ Council).

Governmentcirculars andbudget allocations

Government will make timelyofficial decisions regardingimplementation.

Permanent secretariat tosupport coordination bodiesestablished.

Annual sectorreports

Resources mobilized bygovernment are sufficient

Sustainable fundingmechanisms in place.By May 2016: National RoadSafety Strategy developedwith final and intermediateoutcome targets



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Official socio-economic costsof road fatalities and injuriesand use for cost benefitcalculation is establishedRoad safety action planmonitoring systems in place.Promotion campaigns started

By December 2016: Trainingis done


Resources mobilized bystakeholders are sufficient

(Legislation and) Regulationsare updated

Governmentalapproval

A modern Crash DataManagement system isimplemented

No delay in procurementprocess

By 2017: Review and updateDOA action plan and SouthAsia Program

DOA Pillar 2, SaferRoads

By July 2016: Updated roadsafety audit procedures andblack spot management

Updated Road DesignGuidelines/Standards to coverroad safety aspects properly

Improve and implementsystem for control ofoverloading

Monitor and evaluate roadsafety investments withmeasurement of indicatorssuch as speed

Improved human resourcesand capacity

DOA Pillar 3, SaferVehicles

By December 2016: Nationalminimum standard criteria forimport of vehicles in placeand operational.


DOA Pillar 4, SaferRoad Users

Safe and correct driving

Enforcement Strategy in placeand operational.

Trained staffDOA Pillar 5, Postcrash Response

Better Rescue Services

Improved Rescue Services inplace and operational.


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Activities with Milestones Inputs

Decade of Action (DOA) Pillar 1, Road Safety Management. Management

o Established NRSB/Council and secretariato Training in Road Safety Management Systems (2-3 weeks,

South Asia - 2 slots each for NRSB, DOR, ThimphuThromde, RSTA and Traffic Police)

o Develop a National Road Safety Strategy with final andintermediate outcome targets

o Implement the Bhutan “Decade of Action for Road Safety(2011 – 2020)”

o Establish and implement a modern Crash Data Managementsystem

o Establish official socio-economic costs of road fatalities andinjuries and use for cost benefit analyses.

Legislationo The Road Safety and Transport Act of Bhutan 1999 updatedo Procedures to support interventions and other institutional

management functions are required.o A dedicated Parliamentary committee on road safety or road

injury prevention to be instituted.o NRSB/C to be established and mandatedo Reviewed and updated legislation for Vehicle inspections,

Driving License, Speed limits etc.o Fines to be reviewed (increased)

Fundingo Establish and adopt official socio-economic costs of road

fatalities and injuries, and use for cost benefit andeffectiveness analyses in budget discussions.

o Establish a new dedicated fund for road safety with budget forinterventions and separate part for administration of the leadagency such as the NRSB/C.

o One or more (or a combination) of the Best Practicemechanisms tried and adopted in Best Practice countries canbe a source of this RS fund together with annual governmentallocations.

o All relevant stakeholders have access to this funding, and therate of return govern the prioritization of funding allocation.

o Introduced motor vehicle insurance levy or surcharge as a newfunding source.

o Educate and persuade Insurance Industry to finance joint RSinterventions (Relatively Simple mechanism to start with)

Road Safety Promotiono Coordinate and plan road safety promotiono Combine publicity and high visibility enforcemento Find the right message to the separate high risk groups

DOA Pillar 2, Safer Roads Safer Roads

o Establish a dedicated Road Safety Unit within DOR.

ADB Loan/Grant Financing:some $21-25,000,000 +100,000,000

ItemAmount ($ ‘000)

Consulting Services3,200

Equipment and supportsystems – NON Infrastructuremeasures

1,500Workshops

24 x 1 = 24Training (TA in countryaverage 3 days, extra trp,tools, lunch, +)

10 x 3 = 30South Asia coordination

4 x 20 = 80Surveys/field visits

50Infrastructure Measures

- Design - Some 10%of investment cost forHRC

- 1,500- HRC Investment- Some 15,000- Mass Actions- - Some 80-100,000

MiscellaneousRepresentative forcontractnegotiations

10

Contingencies

Governments: (in-kind)ItemOffice accommodation

Training facilities and costs


SweRoad 20 (135)

o Improve human resources and capacity in DOR and RSTAo Training in Road Safety Audit, and Investigations and

Treatment of Crash Locations (For DOR and RSTA officials,2-3 weeks, South Asia) (DOR, RSTA)

o Update Road Design Guidelines/Standards to cover roadsafety aspects adequately

o Institutionalize and implement Road Safety Audit and BlackSpot management

o Vulnerable road users’ specific problems addressed withproper infrastructure.

o Improve and implement system for control of overloadingo Investment on road safety interventions based on socio-

economic cost of road crash fatalities and injuries.o Monitor and evaluate impact of road safety investments.o Develop/update the signage manual and develop guidelines

for matching the speed limit with road function and roadlayout

o Install/update signing in general and especially speed limitswhere needed (for enforcement)

o Clarify the roles and responsibilities in regard of speed limitdecision process, record keeping, procurement, budget andinstallation between RSTA, DOR, Police and otherstakeholders.

o Improve and enforce land-use planning regulations foraccesses to the highways and urban streets.

DOA Pillar 3, Safer Vehicles Safer Vehicles

o Improve the mandatory vehicle inspection system and buildadequately equipped inspection stations.

o Training in Motor Vehicle Inspection (for RSTA Bases atWangdue, Punakha & Thimphu; 2-3 weeks, South Asia)(RSTA).

o Implement random vehicle inspections (Establish dedicatedUnits in RSTA and/or in Traffic Police)

o Make the vehicle registration data base system accessible toall.

o Deregister vehicles without renewed yearly mandatoryregistration and exclude them from the vehicle statistics(Scrapped/off-road/exported, etc)

o Develop a system for handling of scrapped vehicles andderegistration

o Perform in-depth analyses of all fatal Bus accidents andexpand to also other fatal accidents.

o Use safety rating data for the vehicle fleet to assess fleetquality.

o Introduce/update Whole Vehicle Approval standard rules.o Make drivers of public transport buses responsible for daily

vehicle inspections and establish a system of qualityassurance.

DOA Pillar 4, Safer Road Users Enforcement

o Develop an enforcement strategy with priority areas (Speed,

in-country

Local Transport??????Remuneration and per diemofcounterpart staff

Design ????

Other

Consultant inputs (2-3years):International consultants:

100 person-months

National consultants:

100 person-months


SweRoad 21 (135)

Seatbelts, Helmets, Alcohol, ….)o Monitor and evaluate enforcement, introduce indicators (time

spent on Speed, Seatbelts, Helmets, Alcohol)o Coordinate activities with other stakeholders (Speeding,

Alcohol, Seat-belts/helmets)o Implement a centralized joint data base system for vehicle

registration, driver license, insurance, road-worthinessinspections, tax, etc. and make it accessible to the relevantauthorities.

o Improve human resources, capacity and equipmento Implement a Crash Data Management System (P 1)o Improve Incident/Disaster Management coordination (P 5)o Establish clear roles for reporting of dead within 30 days (P5)

Driving licenseso Adopt and implement an approved training syllabus for Driver

Licensing education and follow upo Learner permits for driving training under supervision of

parents could be introduced for 4-wheelerso Theoretical test should be updated according to international

standard with more focus on risk perception and hazarddetection, and computerized

o Practical test should be updated according to internationalstandard with more focus on driving in real traffic

o Review and update the National driving license registero Monitor and evaluate, introduce indicators.

School Educationo Develop and introduce school education system for road

safetyDOA Pillar 5, Post Crash Response

Post crash Responseo Establish a national joint alarm numbero Plan for a maximum response time and follow upo Procurement of ambulance (1 each for Trauma Centre and

other Hospitalso Improve Incident/Disaster Management coordinationo Training in Emergency Medicine and Trauma Care (3 slots

each for the hospitals at Bajothang, Punakha and Thimphu; 2-3 weeks, South Asia) (DOPH)

o Training in Emergency Co-ordination, jointly Hospitals,Police and rescue. Nationally in country (RSTA)

o Procure automatic splints (10 sets each for Trauma CareCentre and other Hospitals)

o Establish Trauma Center with well-defined roles andresponsibilities

o Establish clear-cut roles and responsibilities for reporting ofdeaths within 30 days

o RTA statistics from MOH to complement Police RTAstatistics


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5.4 Nepal – Design and Monitoring Framework

DESIGN AND MONITORING FRAMEWORK FOR NEPAL

Design Summary Performance Targets andIndicators with Baselines

Data Sourcesand ReportingMechanisms

Assumptions/Risks

Impact AssumptionSustainable and cost-effective improvementof road safety in Nepal

In 2020: the growing trend ofroad fatalities in Nepal issubstantially reduced (50%fewer fatalities in 2020 thanwould have been with currentgrowing trends)

National roadaccident statistics.

WHO reports onglobal status ofroad safety

Continued commitment ofthe government to theimprovement of roadsafety.

No major economic orhealth crisis arise

Outcome AssumptionSouth Asia Road SafetyPrograms (Phase 1)implemented

By January 2015: officialapproval and commitment bythe respective governments toimplement the South AsiaRoad Safety Programs (phase1) developed under theregional capacity developmentTA

Governmentcirculars andbudgetallocations.

CountryOperationsBusiness Plan(COBP) forNepal, 2015–2018

Government will maketimely official decisionsregarding implementation.

By December 2015: TAConsultant mobilized.

TA Contract EOI latest April 2015 andprocurement started latestJune 2015

By June 2018: Allrecommendationsimplemented


There will be no problemwith land acquisition andnew political structure(constitution)

Outputs AssumptionDecade of Action(DOA) Pillar 1, RoadSafety Management.

Capacity of KeyStakeholders foraddressing national roadsafety issues isstrengthened

By July 2015:Multisectorcoordination structures inplace (National Road SafetyBoard/ Council).

Governmentcirculars andbudget allocations

Governments will maketimely official decisionsregarding implementation.

Permanent secretariats tosupport coordination bodiesestablished.

Annual sectorreports

Resources mobilized bygovernment are sufficient

Sustainable fundingmechanisms in place.By May 2016: National RoadSafety Strategy developedwith final and intermediateoutcome targets



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Official socio-economic costsof road fatalities and injuriesand use for cost benefitcalculation is establishedRoad safety action planmonitoring systems in place.Promotion campaigns started

By December 2016: Trainingis done


Resources mobilized bystakeholders are sufficient

(Legislation and)Regulationsare updated


A modern Crash DataManagement system isimplemented

No delay in procurementprocess

By 2017: Review and updateDOA action plan and SouthAsia Program

DOA Pillar 2, SaferRoads

By July 2016:Updated roadsafety audit procedures andblack spot management

Updated Road DesignGuidelines/Standards to coverroad safety aspects properly

Improve and implementsystem for control ofoverloading

Monitor and evaluate roadsafety investments withmeasurement of indicatorssuch as speed

Improved human resourcesand capacity

DOA Pillar 3, SaferVehicles

By December2016: Nationalminimum standard criteria forimport of vehicles in placeand operational.


DOA Pillar 4, SaferRoad Users

Safe and correct driving

Enforcement Strategy in placeand operational.

Trained staffDOA Pillar 5, Postcrash Response

Improved Rescue

Improved Rescue Services inplace and operational.


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Services

Activities with Milestones InputsDecade of Action (DOA) Pillar 1, Road Safety Management.

Managemento Establish National Road Safety Council and secretariat

(Minister for MOPIT is a good alternative as chairman)o Training in Road Safety Management Systems (2-3 weeks,

South Asia - 2 slots each for NRSC, DOR, DOTM, MOH andTraffic Police)

o Develop a National Road Safety Strategy with final andintermediate outcome targets

o Implement the Nepal “Decade of Action for Road Safety(2011 – 2020)”

o Establish and implement a modern Crash Data Managementsystem

o Establish official socio-economic costs of road fatalities andinjuries and use for cost benefit analyses.

Legislationo The Transport Act of Nepal updatedo Procedures to support interventions and other institutional

management functions are required.o A dedicated Parliamentary committee on road safety or road

injury prevention to be instituted.o NRSC to be established and mandatedo Reviewed and updated legislation for Vehicle inspections,

Driving License, Speed limits etc.o Fines to be reviewed (increased)

Fundingo Establish and adopt official socio-economic costs of road

fatalities and injuries, and use for cost benefit andeffectiveness analyses in budget discussions.

o Establish a new dedicated fund for road safety with budget forinterventions and separate part for administration of the leadagency such as the NRSC.

o One or more (or a combination) of the Best Practicemechanisms tried and adopted in Best Practice countries canbe a source of this RS fund together with annual governmentallocations.

o All relevant stakeholders have access to this funding, and therate of return govern the prioritization of funding allocation.

o Introduced motor vehicle insurance levy or surcharge as a newfunding source.

o Educate and persuade Insurance Industry to finance joint RSinterventions (Relatively Simple mechanism to start with)

Road Safety Promotiono Coordinate and plan road safety promotiono Combine publicity and high visibility enforcemento Find the right message to the separate high risk groups

ADB Loan/GrantFinancing: some $37-42,000,000 + 310,000,000

ItemAmount ($ ‘000)

Consulting Services3,200

Equipment and supportsystems – NONInfrastructure measures(incl. South Asia training)

2,000Workshops

24 x 1 = 24Training (TA in countryaverage 3days,extratrp,tools,lunch,+)

10 x 3 = 30South Asia coordination

4 x 20 = 80Surveys/field visits

50Infrastructure Measures

- Design - Some10% of investmentcost for HRC

- 2,900- HRC Investment- Some 29,000- Mass Actions- Some 310,000

MiscellaneousRepresentative forcontractnegotiations

10

Contingencies


SweRoad 25 (135)

DOA Pillar 2, Safer Roads Safer Roads

o Establish a dedicated Road Safety Unit within DOR.o Improve human resources and capacity in DOR and DOTMo Training in Road Safety Audit, and Investigations and

Treatment of Crash Locations (For DOR and DOTM officials,2-3 weeks, South Asia)

o Update Road Design Guidelines/Standards to cover roadsafety aspects adequately

o Institutionalize and implement Road Safety Audit and BlackSpot management

o Vulnerable road users’ specific problems addressed withproper infrastructure.

o Improve and implement system for control of overloadingo Investment on road safety interventions based on socio-

economic cost of road crash fatalities and injuries.o Monitor and evaluate impact of road safety investments.o Develop/update the signage manual and develop guidelines

for matching the speed limit with road function and roadlayout

o Install/update signing in general and especially speed limitswhere needed (for enforcement)

o Clarify the roles and responsibilities in regard of speed limitdecision process, record keeping, procurement, budget andinstallation between DOTM, DOR, Police and otherstakeholders.

o Improve and enforce land-use planning regulations foraccesses to the highways and urban streets.

DOA Pillar 3, Safer Vehicles Safer Vehicles

o Improve the mandatory vehicle inspection system and buildadequately equipped inspection stations.

o Training in Motor Vehicle Inspection (for DOTM Bases; 2-3weeks, South Asia).

o Implement random vehicle inspections (Establish dedicatedUnits in Department of Transport and/or in Traffic Police)

o Make the vehicle registration data base system accessible toall.

o Deregister vehicles without renewed yearly mandatoryregistration and exclude them from the vehicle statistics(Scrapped/off-road/exported, etc)

o Develop a system for handling of scrapped vehicles andderegistration

o Perform in-depth analyses of all fatal Public/Bus accidentsand expand to also other fatal accidents.

o Use safety rating data for the vehicle fleet to assess fleetquality.

o Introduce/update Whole Vehicle Approval standard rules.o Make drivers of public transport buses responsible for daily

vehicle inspections and establish a system of quality assurance

Governments: (in-kind)ItemCounterpart staff

Part-time support staff

Office accommodationTraining facilities andtraining costs in-country

Remuneration and perdiem ofcounterpart staffand staff participating innational trainings

Local Transport??????

Physical Design ????

Other

Consultant inputs (2-3years):International consultants:

100 person-months

National consultants:

100 person-months


SweRoad 26 (135)

DOA Pillar 4, Safer Road Users Enforcement

o Develop an enforcement strategy with priority areas (Speed,Seatbelts, Helmets, Alcohol, ….)

o Monitor and evaluate enforcement, introduce indicators (timespent on Speed, Seatbelts, Helmets, Alcohol)

o Coordinate activities with other stakeholders (Speeding,Alcohol, Seat-belts/helmets)

o Implement a centralized joint data base system for vehicleregistration, driver license, insurance, road-worthinessinspections, tax, etc. and make it accessible to the relevantauthorities.

o Improve human resources, capacity and equipmento Implement a Crash Data Management System (P 1)o Improve Incident/Disaster Management coordination (P 5)o Establish clear roles for reporting of dead within 30 days (P5)

Driving Licenseso Adopt and implement an approved training syllabus for Driver

Licensing education and follow upo Learner permits for driving training under supervision of

parents could be introduced for 4-wheelerso Theoretical test should be updated according to international

standard with more focus on risk perception and hazarddetection, and computerized

o Practical test should be updated according to internationalstandard with more focus on driving in real traffic

o Establish a National driving license registero Monitor and evaluate, introduce indicators.

School Educationo Develop and introduce school education system for road

safetyDOA Pillar 5, Post crash Response

Post crash Responseo Establish a national joint alarm numbero Plan for a maximum response time and follow upo Procurement of ambulance (1 each for Trauma Centre and

other Hospitalso Improve Incident/Disaster Management coordinationo Training in Emergency Medicine and Trauma Care (3 slots

each for the Trauma Centre and other Hospitals; 2-3 weeks,South Asia)

o Training in emergency co-ordination, jointly Government,NGO, Private Hospitals + Police and rescue. Nationally incountry at 4 places (TA)

o Procure automatic splints (10 sets each for Trauma Care Centreand other Hospitals)

o Establish Trauma Center with well-defined roles andresponsibilities

o Establish clear-cut roles and responsibilities for reporting ofdeaths within 30 days

o RTA statistics from MOH to complement Police RTA statistics


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6 Task 4 – Regional Road Safety Collaborative MechanismEstablishing regional road safety collaborative mechanisms for road safety is important forcreating a faster and more efficient work. Lessons can be drawn from the established ASEANcollaborative mechanism.

An overview of the ADB –ASEAN Regional Road Safety Program

This 10 country sub-regional project was undertaken at the request of the Association of South East Asian Nations(ASEAN) Secretariat who approached the Asian Development Bank with a request for assistance in addressing theirgrowing road safety problems. Up till then each country was going its own way with some making progress andothers facing significant and growing safety problems. The region is about as diverse as it can be containing as itdoes some of the world’s poorest and least developed countries (Myanmar) alongside some of the wealthiest andmost developed (Singapore). It contains Mole (Brunei Indonesia and Malaysia), Buddhist (Thailand and Laos) andCatholic (Philippines) countries. It contains kingdoms (Thailand, Brunei and Cambodia) and ex-communist(Vietnam) countries alongside strongly free market societies (Singapore). It has some of the world’s biggestpopulation countries (Indonesia) alongside some with the smallest populations (Brunei). In summary this hugerange and diversity make of country types made it a very useful representation of the developing world and a verygood test bed to see if such diverse countries could be moved forward as a group in terms of road safety.

The project commenced with a benchmarking exercise where each country and its road safety activities wereassessed against what a “good” country should be doing if best practices had been applied. This allowed thestrengths and weaknesses of each to be defined to a common format and structure so that the individual countryspecific data could later be combined to provide a regional “album” so that comparisons could be made of therelative strengths and weaknesses of different countries

Based on the country specific strengths and weaknesses a 2-3 day workshop was organized in each country.Casualty reduction targets were specified and a simple action plan developed for each country. Again because theseaction plans were deliberately designed and structured to a common format, the individual country specific actionplans and casualty reduction targets could be combined to give ASEAN wide targets for inclusion in an ASEANregional strategy based on the individual country specific action plans. This allowed each country to continuepursuing its own country specific action plans to address the particular institutional and technical impediments intheir country while enabling development of a ASEAN wide regional strategy

In parallel with the implementation of individual action plans, research was initiated in each country by using localacademics /consultants to produce 2 reports in each country:

1. Road safety situation report. These individual country specific reports consolidated the safety related data andtrends from the previous 10 years or so, provided some analyses of the data and main risk factors and identified thekey stakeholders involved and their main responsibilities so that anyone interested in road safety could get all thekey information in a single document.

2. Road Crash costs report. These individual country specific reports were commissioned from local academics thatwere provided with guidance, sample reports and mentoring as they carried out the research studies. Theseprovided a monetary value for road deaths and road injuries so that cost benefit analyses could be undertaken todemonstrate that expenditure in road safety is NOT a cost but an investment.

In order to encourage this diverse group of 10 countries to collaborate, exchange of information and to coordinateactivities, the ADB – ASEAN project assisted /encouraged the 10 countries to cooperate in establishing a ”multisector ,multi country, road safety working group” (MRSWG ) – the only one of its kind in the developing world! Thechairmanship of the working group is rotated between the members and the group tries to encourage cooperationand knowledge sharing and tries to harmonies on safety issues such as vehicle and driver testing standards etc. Thegroup meets at least once a year at the Senior Transport Officials Meeting (STOM) and road safety in ASEANregion is now discussed as an agenda item at the STOM meetings and at the annual ASEAN Transport Ministers(ATM) meetings.Although the initial action plans were very basic, they helped the professionals in each country togain experience of implementing safety initiatives and to gain confidence in working jointly with other stakeholderson a common cause. After five years when the initial action plan was revised, most countries were able toindependently develop much more comprehensive action plans and the key agencies were collaborating andworking well together.


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6.1 Lessons learned from ADB-ASEAN Regional project.1. ADB international road safety adviser was able to act as a catalyst to bring key

agencies (who in some cases were not even speaking to each other) to the table. Hethen nurtured /encouraged each stakeholder to get more involved in road safety andto work with others to improve the situation.

2. The simple plan at the beginning was enough to get them started without beingintimidated by the complexity. It is a good way to get things started and to buildconfidence and trust between different stakeholders

3. Country specific action plans done to a common format let each country focus on thecountry specific issues and concerns of primary interest to them while still permittingtheir casualty reduction targets and content to be consolidated to establish higherlevel strategy or action plan covering the region.

4. The knowledge that road safety will be discussed at next regional (STOM and ATM)meeting makes all countries try harder so that they are not seen as the “worst”

5. The multi sector multi country road safety working group is a very useful way toencourage cooperation and harmonization across countries

6. The in country workshops create opportunities to bring in success stories (e.g. use ofmotorcycle helmets in Vietnam) and safety research (Malaysia)

7. Using local academics to do accident cost estimation delivers a very cost effectiveway to bring about awareness of the huge losses being lost yearly

8. Better Collaboration across borders avoids duplication and allows knowledge sharing

9. Funding needs to be planned for each 5 year period to avoid disruption of road safetyadviser inputs as this loses momentum which then has to be built up again

10. The group of countries working together can become a more powerful voice in theirdiscussions /negotiations with bodies such as the Motorcycle manufacturersAssociation etc.

11. It was in practice difficult to keep up the road safety ‘momentum’ after the end of thetechnical assistance (TA) due to lack of funding and diffuse road safety leadership;

12. A high-level of political interest, commitment or support was not achievedeverywhere;

13. The exchange of road safety experiences between the countries diminished afterending the TA.


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6.2 South Asia Regional CoordinationThe annual fatality rate in Bhutan and Nepal, in relation to the size of the vehicle fleet, averagesat around 14 – 20 deaths per 10,000 registered vehicles. This is higher than most other southAsian countries. This is illustrated in the figure below

Source: Bhutan Transport 2040 Strategies Report, Dec 2011

The statistics below is a regional comparison of road traffic fatalities and injuries and ratios oftenused to compare road safety.

Source: Global Status Report on Road-Safety; World Health Organization; Geneva, Switzerland; 2009.

Country YearRTA

fatalitiesRTA

injuries Vehicle Reg

Fatalityper

10,000vehicles

Injuryto

FatalityRatio

Regionalfatality

per10,000

veh

RegionalInjury tofatality

ratioNepal 2007 962 2,653 617,305 16 3:1 17 5:1Afganisthan 2007 1,835 3,212 731,607 25 2:1 17 5:1Bangladesh 2006 3,160 403,000 1,054,057 30 128:1 17 5:1Bhutan 2007 111 724 35,703 31 7:1 17 5:1India 2006 105,725 452,922 72,718,000 15 4:1 17 5:1Maldives 2007 8 - 33,807 2 0:1 17 5:1Pakistan 2007 5,565 12,990 5,287,152 11 2:1 17 5:1Sri Lanka 2007 2,334 31,688 3,124,794 7 14:1 17 5:1China 2006 89,455 431,139 145,228,994 6 5:1 6 5:1Mauritius 2007 140 2,915 334,125 4 21:1 4 21:1Malaysia 2007 6,282 21,363 1,682,515 37 3:1 13 28:1Myanmar 2007 1,638 12,358 1,045,105 16 8:1 13 28:1Philipines 2006 1,185 5,870 5,515,576 2 5:1 13 28:1Singapore 2007 214 10,352 851,336 3 48:1 13 28:1Thailand 2007 12,492 973,108 25,618,417 5 78:1 13 28:1


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Nepal’s fatality-rate per registered vehicles is around the average rate within South-Asia (17 per10,000 registered vehicles) but higher than the corresponding rate in South-east Asia and China.This table also substantiates the fact that there is gross under-reporting of RTA injuries in bothNepal and South-Asia as both the national and the regional average of the ratio of the RTAinjuries to fatalities is less than 10:16. The situation for Bhutan is the opposite compared to Nepal(but still there is underreporting). There is however a huge difference in the number of fatalitiesreported between Bhutan Police (40 deaths) and the Global Status Report (111).

The death rate per 100,000 in population as shown below might be a fairer comparison.

Source: Global Status Report on Road-Safety 2013, Supporting a decade of action; World HealthOrganization; Geneva, Switzerland.

6.3 RecommendationsEstablishing ADB South Asia regional road safety collaborative mechanisms for road safety isimportant for creating faster and more efficient work. Lessons drawn from the establishedASEAN collaborative mechanism should be used.

Areas for initial knowledge sharing on regional level could for example be to compare theeconomic valuation of life and accident savings (i.e killed or seriously injured) across the regionand especially between Bhutan, Nepal and Bangladesh. Sharing of road safety infrastructurecounter measure proposals developed in the 3 countries will also be a main part.Other areas forsharing experiences might be driver licensing, vehicle regulations, maximum axle loads etc. TheUN DOA 5 pillars should be the base for road safety initiatives and knowledge sharing.

The recommendation is to establish a regional road safety co-operation group within theframework of next step to implement South Asia Road Safety Programs, Phase 1: Kingdom ofBhutan and Nepal.Investments for the initial establishment are included in Task 8 DMF. Wepropose initially 2 meetings/year and an additional presentation at a regional transport ministerialmeeting once a year.

6 A ratio of the injuries to fatalities less than 10:1 is often taken as a yard-stick to determine under-reporting of RTA injuries.


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7 Task 1 - Road Safety Diagnosis

7.1 Objectives and MethodologyThe objectives of the road safety diagnosis and management capacity review were to

Conduct the Road Safety Diagnosis and Review of safety management capacity inBhutan and Nepal, and

Reach consensus with the government and senior officials on the recommendations forcoming steps and implementation of measures to overcome revealed capacityweaknesses.

The basis for the review has been the World Bank Global Road Safety Facility (WBGRSF)Guidelines7and their checklists for conducting this type of review. The findings are based oninformation provided and discussions held with the key road safety stakeholders. The diagnosisand review was undertaken with an intention to reveal capacity weaknesses that can be overcomewithin the short term if included in forthcoming investment projects.

Below are the findings and the recommendations of the review by the Consultant. Thepreliminary key findings and recommendations were discussed at stakeholders’ Workshops inboth Nepal and Bhutan. Comments from the Workshops have been incorporated in the findingsand recommendations.

7.2 The Road safety situationComparison of fatality rates

If Bhutan and Nepal could achieve the same fatality rate as Singapore, Bhutan can save at least50 lives and Nepal 700-900 lives every yearand many serious injuries could be avoided.

7Country Guidelines for the Conduct of Road Safety Management Capacity Reviews and the Specification ofLead Agency Reforms, Investment Strategies and Safe System Projects, World Bank Global Road SafetyFacility, June 2009.http://siteresources.worldbank.org/EXTTOPGLOROASAF/Resources/traffic_injury_prevention.pdf


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The limited Police reported fatal accidents data have been collected as good as possible. Dataquality from the Police should be improved.

Accident dataand interviews in both countries with local road agencies and traffic police officerssupport rural single run-off accidents and mainly more or less urban through road multi vehicleaccidents often with motor cycles, cyclists and pedestrians involved to be the major safetyproblems. Unfortunately accident data on vehicle types or road user category is only availablefor some roads.

Some 60 % of all police reported fatalities are single vehicles running of the road. A vastmajority involved in single run-off accidents are trucks, buses and cars with only a few motorbikes. Major infrastructure problems are very poor roadside design standard combined with pooralignment and delineation and in some cases winter black ice conditions. Traffic behavior andvehicle fleet standard are major issues as well.

The multi-vehicle fatalities reveal another more scattered picture. The dominating three types arecollisions between motor vehicles (15 % of all fatalities), between motor vehicles andpedestrians and between motor vehicles and motor cycles (each 15 % of all fatalities). Accidentdata available does not give any information to identify between head on and rear end typecollisions.

A simple regression on the percentage of single vehicle accident fatalities with AADT gives thesame image as in most other countries i.e. the percentage of single run-off fatalities decreaserapidly with increasing traffic flow. Single run off accidents tend to be the major safety problemup to some 5000 to 7000 vehicles per day.Multi vehicle accidents tend to be the major problemover 5000 to 7000 vehicles per day.

The road safety problem is different for different regions of Nepal. Some one half of allaccidents occur in the Kathmandu Valley but these tend to be less severe than accidents inregions outside of Kathmandu. In 2009/2010 the rate of fatalities per 10,000 registered vehiclesin regions outside Kathmandu ranged from 7 to 33 times higher than the rate of fatalitiesobserved in the valley. One explanation for this disparity is mass-casualty events that result whena single multi-passenger vehicle (e.g. a bus) loses control and plummets from steep hill ormountain roads. Bus accidents along long-distance routes account for roughly 13% of allfatalities and 31% of serious injuries suffered as a result of road traffic accidents in Nepal. Theproblem is similar in Bhutan.

Both countries have produced and adopted plans in accordance with DOA.

7.3 Main findingsClear findings of the review reveal:

a) Institutional challenges of road safety leadership, management, capacity and coordinationat all levels: policy, planning and implementation;

b) Absence of politically approved clear, well defined road safety policies, strategies andaction plans;

c) Need for focused results and targets with intermediate and final outcomes for identifiedchallenges.

Management is weak with no clear lead agency strong enough to coordinate and implement roadsafety actions. There are inadequate accident data systems. Social costs of accidents are not used


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as basis for funding. Updated legal framework is lacking. In general, road design standards andrules governing the safety of much of the urban and rural network have not kept pace withinternational good practice in road safety engineering. Vehicle standards and roadworthinessinspections system is poor. Driver licensing system is inadequate (although better in Bhutan).Police enforcement seems good in some areas but generally without strategy and lack ofequipment. There is no systematic planned structure for school education. Rescue and reliefservices seem fairly good but lack coordination.

7.4 Recommendations7.4.1 Lead AgencyThe lead agency plays a pre-eminent role in most of the institutional management functions;though sometimes it can adopt more of a guiding, encouraging or catalytic role.

In good practice countries, the lead agency is formally established with its role beinginvariably defined in legislation, government policy documents and annual performanceagreements.

Each country needs a lead agency on road safety, with the authority and responsibility tomake decisions, control resources and coordinate efforts by all sectors of government –including those of health, transport, education and police. This agency should have adequatefinances to use for road safety, and should be publicly accountable for its actions.

The Consultant recommends that the lead agency in road safety for Nepal should be housed inMOPIT and that Bhutan join RSTA and DOR under the same Ministry which then can take thelead role, as is the experience in many countries.

The NRSCouncil/Board needs to be mandated to coordinate the road safety activities by therelevant Act and it is recommended that a formal and detailed review of lead agencyarrangements and related coordination should form part of a road safety component for theestablishment phase. It is in this period that agreement within the Governments should bereached upon which agency should finally act as the lead agency.

The proposed main areas of the lead agency should be:

a) Road safety planning and coordination;

b) Road safety information and education, and;

c) Road safety monitoring and evaluation.

7.4.2 Recommended DOA activitiesThese recommendations and the DMFactivities in Task 8 are/should be the same. In principle thenumbers reflect order of priority.

Pillar-1 Road Safety Management RecommendationsInstitutional Management and Coordination

1. Establish a National Road Safety Board/Council2. Develop a National Road Safety Strategy with final and intermediate outcome targets;3. Implement the DOA plans and monitor implementation;4. Establish and implement a modern Crash Data Management system;


SweRoad 34 (135)

5. Establish official socio-economic costs of road fatalities and injuries and use for costbenefit analyses;

LegislationThe relevant Acts need to be reviewed and updated by incorporating the following:

1. Mechanisms and procedures to support road safety interventions and other institutionalmanagement functions as required;

2. A dedicated Parliamentary committee on road safety or road injury prevention needs tobe instituted;

3. National Road Safety Board/Council need to be established and mandated;4. Bhutan Alcohol limit should be lowered from 0.08 gram/100 ml of blood (Sweden has

alcohol limit of 0.02 gram per 100 ml of blood, and driving license get confiscated ifabove 0.032);

5. Fines to be reviewed and adjusted/increased;6. Vehicle inspections, driving license, speed limits, etc. legislation, procedures and

management to be improved.Funding and Resource Allocation

1. Sustainable funding mechanism need to be established;2. Establish official socio-economic costs of road fatalities and injuries and use for cost

benefit and effectiveness analyses. Road Safety activities is not a cost, it is an investmentfor saving lives and money;

Promotion of Road Safety1. Coordinate and plan road safety promotion2. Combine publicity and high visibility enforcement3. Find the right message to the separate high risk groups

Pillar-2 Safer Roads and Mobility Recommendations1. Bhutan - Establish a dedicated Road Safety Unit within DOR.2. Improve human resources and capacity in DOR and DOTM/RSTA3. Update Road Design Guidelines/Standards to cover road safety aspects adequately4. Institutionalize and implement Road Safety Audit and Black Spot management as a

regular activities5. Vulnerable road users’ specific problems need to be addressed with proper infrastructure6. Improve and implement system for control of overloading7. Investment on road safety interventions should be based on socio-economic cost of road

crash fatalities and injuries.8. Monitor and evaluate impact of road safety investments.9. Develop/update the signage manual and develop guidelines for matching the speed limit

with road function and road layout10. Install signing in general and especially speed limits where needed (enforcement)


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11. Clarify the roles and responsibilities in regard of speed limit decision process, recordkeeping, procurement, budget and installation between DOTM/RSTA, DOR, Police andother stakeholders.

12. Improve and enforce land-use planning regulations for road accesses to the highways andurban streets.

Pillar-3 Safer Vehicles Recommendations1. Improve the mandatory vehicle inspection system and also build adequately equipped

inspection stations.2. Continue to implement random vehicle inspection system and improve the system by

establishing a dedicated unit in DOTM/RSTA and/or in Traffic Police.3. Nepal – Establish a centralized vehicle registration system.4. Make the vehicle registration data base system accessible to general public.5. Deregister vehicles without renewed yearly mandatory registration and exclude them

from the vehicle statistics (Scrapped/off-road/exported, etc)6. Establish a system for handling of scrapped vehicles and deregistration of the same.7. Establish and institutionalise a system of performing in-depth investigations and analyses

of all fatal bus accidents and extend the process to other fatal accidents.8. Establish and use vehicle safety rating data system to assess fleet quality.9. Introduce and implement Whole Vehicle Approval standard rules.10. Make drivers of public transport buses responsible for daily vehicle inspections and

establish a system of quality assurance.

Pillar-4 Safer Road Users RecommendationsEnforcement of traffic rules and regulations

1. Develop an enforcement strategy with priority areas (Speed, Seatbelts, Helmets, Alcohol,etc.)

2. Monitor and evaluate enforcement, introduce indicators (time spent on Speed, Seatbelts,Helmets, Alcohol)

3. Coordinate activities with other stakeholders (Speeding, Alcohol, Seat-belts/helmets)4. Implement a centralised joint data base system for vehicle registration, driver license,

insurance, road-worthiness inspections, tax, etc. and make it accessible to the relevantauthorities.

5. Improve human resources, capacity and equipment6. Implement a Crash Data Management System (P 1)7. Improve Incident/Disaster Management coordination (P 5)8. Clear roles for reporting of dead within 30 days (P5)

Driver training and licensing1. Adopt and implement an approved training syllabus for Driver Licensing education and

follow up


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2. Theoretical test should be updated according to international standard with more focus onrisk perception and hazard detection, and computerized

3. Practical test should be updated according to international standard with more focus ondriving in real traffic

4. Nepal – Establish a centralized driving license registry5. Monitor and evaluate, introduce indicators.

School education for road safety1. Develop and introduce school education system for road safety in the school curriculum.

Pillar-5 Post crash Response Recommendations1. Establish one national joint alarm number and coordination center2. Clarify roles and responsibilities for Incident/disaster management coordination3. Plan for a maximum response time for ambulances and follow up4. Improve human resources and equipment5. Establish Trauma Center with defined roles and responsibilities6. Establish clear-cut roles and responsibilities for reporting of deaths within 30 days to the

Police7. RTA statistics from MOH need to complement Police RTA statistics

7.5 ConclusionImplementation is always the big problem to overcome and need consistent long term TechnicalAssistance since the road safety situation requires urgent attention. The road safety managementcapacity needs to be strengthened to effectively address the road safety challenge. Both countrieshave produced and adopted plans in accordance with DOA and if they are implemented the roadsafety situation will improve rapidly. As shown from earlier donor projects and experience theywill however need sustainable long term technical assistance support from donors to implementproper management systems and good demonstrations projects focusing on results and final andintermediate outcome targets.


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8 Task 2 – Road Safety Program on selected high risk corridors

8.1 Summary and RecommendationsTraffic safety programs have been proposed for six high risk corridors in Nepal and two inBhutan. The programs are based on the International Road Assessment Program (iRAP)screening methodology, analysis of accident data, interviews with stakeholders along thecorridors and road inspections together with police and Department of Roads (DOR). Theprograms are split into infrastructure and non-infrastructure measures.

8.1.1 Infrastructure measuresThe most significant problems and most important measures can be summarized as follows:

The low to medium volume, mostly rural roads, have curvy alignment, partly with steepgrades and often with huge vertical valley side drops. The most obvious traffic safetyproblems are single run-off rural accidents mainly with motor vehicles. Also urbanthrough road accidents, mainly with pedestrians and bicyclists. There is also a big motorcycle safety problem, mainly in the urban areas.

The high volume roads, two of these already median separated and the third scheduledfor median separation have and are proposed to have poor designs for crossing traffic andover all for vulnerable road users.

The main safety measures proposed are:- guard-rails and improved delineation on rural roads- speed control on village through roads using entry and exit gates and raised

pedestrian crossings- improved facilities for crossing on high volume roads, especially for vulnerable road

users- improved separation for pedestrians in urban and semi-urban areas- lighting at bus stops to improve security- further analysis of implementation of motor cycle lanes- a further analysis of implementation of a winter management system- to improve right-of-way control- to improve signing and road markings using traffic control plans with consequently

signed and enforced speed limits as an important part

The total investment cost for the infrastructure measures proposed is 43 Million US$ with anaverage Benefit Cost Ratio (BCR) close to 4 and with an average cost of around 2500 US$ persaved Fatality and Severe Injury (FSI). The total number of saved FSI over 20 years is around17 000.

The Nepal part of the program proposal is 29 Million US$ and the Bhutan part 14 Million US$.BCR’s and costs per saved FSI are similar for Nepal and Bhutan.


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Overview HRC, costs, safety effects, benefits and Performance Indicator (PIN) – factors

iRAP recommended procedures are used to estimate socio-economic traffic accident costs, i.e.70 times the GNP per inhabitant for fatalities and 25 % of this for severe injuries. Road user andother external costs are not included. The discount used is 12 % with mostly 20 years life span.No traffic growth is used/anticipated in the estimates. Traffic will probably grow rapidly and isfavourable for the BCR. The BCR 3.9 would increase by 10 % at a 2 % traffic growth and with40 % at a 5 % traffic growth.

Further analysis is recommended on barrier types, motorcycle lanes and 2+1-designs before finaldecisions are taken on future direction on these issues.

Cost estimates don’t include feasibility and design costs or costs for specific geotechnicalmeasures but could, as a rule of thumb, be estimated to 10%. Average land acquisition costs usedby DOR for feasibility studies are included.

Costs for an overview of signing and road markings based on consistent traffic control plans withspeed limit signing as a key element are estimated to be approximately 2.3 Million US$. This isnot included in the 43 Million US$.

A winter management system should contain 1) Management System, 2) Management SupportSystem and 3) Production System. In a first step we propose only the Management SupportSystem with installation of Road Weather Information System (RWIS) stations on road H14 inNepal and the East-West highway corridor in Bhutan. The cost is estimated at 1 Million US$.

Measures should be prioritized after cost per saved FSI at budget constraints, see each program.

8.1.2 Non infrastructure measuresThe measures are based mainly on the outcome of

(i) Task1, the road safety diagnosis studies undertaken in the beginning of the project,

(ii) Field inspections of the selected HRC,

(iii) Interviews and consultations with officials of the key stakeholders and

(iv) Workshops conducted.

L AADT Cost FSI Benefit NRS perHigh Risk Corridor Nepal km Mill NRS saved Mill NRS FSI BCRH01 Dumkibas - Baratnagar 15 4000 95 1196 606 79728 6,4H03 Koteshwor-Baktaphur 8 25000 854 5089 3408 167853 4,0H04 Naubise - Mugling 84 4500 490 2555 1291 191654 2,6H08 Biratnagar - Itahari 25 18000 1117 4561 3035 244868 2,7H14 Budar - Hargultelekh 30 500 136 964 560 140767 4,1F43 Tansen - Ridi 31 1000 173 758 2865 228007 2,5Total Nepal 193 2865 15124 11766 189425 4,1High Risk Corridor Bhutan Mill BTN Mill BTN BTN/FSIEast West Highway Semtokha-Nubding 100 500/845 420 1441 1827 291668 4,3Expressway Thimphu-Babesa 6 10500 427 903 1149 472453 2,7Total Bhutan 106 847 2344 2976 361310 3,5

Mill US$ Mill US$ US$/FSITotal Nepal and Bhutan 43 17467 167 2448 3,9


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The non-infrastructure measures recommended for the selected HRC are based on the UNDecade of Action 5 Pillars. The number of offices and administrative units of different key roadsafety stakeholders along and within the close vicinity of the HRC form the basis for the number,sets and slots recommended.

BhutanThe recommended non-infrastructure road safety measures for equipment and systemssupportingthe implementation of the HRC programs in Bhutan have a tentative cost-estimate amounting toBTN79 million (US$ 1.3 million). In addition Technical Assistance (TA) is needed forimplementation of both the HRC programs as well as the South Asia Road Safety Programs. TheTA is further elaborated on in Task 3, 7 and 8 but a tentative cost is included amounting toBTN190 million (US$ 3.2 million).

Broad Areas ofIntervention

Proposed non-infrastructure safety measures Unit Qtty Rate (Nu.) Amount (Mill.BTN.)

Pillar-1: Road safety management, BhutanNRSB Establishment Establish NRSB and Secretariat with Manpower

and Equipment (RSTA) LS 5.00

Strengthen roadsafety managementcapacity of keystakeholders

Training in Road Safety Management Systems (2-3 weeks, South Asia - 2 slots each for NRSB, DOR,Thimphu Thromde, RSTA and Traffic Police) Slots 10 250,000 2.5

Establish Road Safety Unit in DOR - Equipment,furniture, tools (DOR) LS 1.00

Establish a modern accident database system inTraffic Division of RBP (RBP) LS 6.00

Road safetyawareness programs

Production and circulation/broadcast of roadsafety information and messages (RSTA) LS 3.00

Monitoring andEvaluation

Evaluation of effectiveness of safetycountermeasures (especially speed) (RSTA) LS 6.00

Pillar-2: Safer road, BhutanInstitutionalize RoadSafety Audit andblack-spot treatmentprograms in DOR

Training in Road Safety Audit, and Investigationsand Treatment of Crash Locations (For DOR andRSTA officials, 2-3 weeks, South Asia) (DOR) Slots 3 250,000 0.75

Update DOR'sstandards andmanuals

Revise DOR's standards and manuals to includeroad safety aspects (DOR) LS 1.20

Improve RSTA'scapacity to controlvehicle overloading

Procure portable weighing system (for RSTABases at Wangdue and Thimphu) (Eg. HawkleyES700) (RSTA).

Set 2 800,000 1.60

Pillar-3: Safer vehicles, BhutanImprove capacities ofRSTA and TrafficPolice in vehicleinspection andtesting

Training in Motor Vehicle Inspection (for Policeand RSTA Bases at Wangdue, Punakha &Thimphu; 2-3 weeks, South Asia) (RSTA andPolice).

Slots 6 250,000 1.5

Procure specialised inspection vehicles (1 eachfor Traffic Police at Wangdue, Punakha &Thimphu, and RSTA Thimphu)

No. 4 1,600,000 6.40

Procure portable brake tester (EWJ 92400) (forRSTA Bases Wangdue, Punakha & Thimphu)(RSTA) Set 3 3,500,000 10.5


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Pillar-4: Safer road users, BhutanEnforcementstrategy

Develop a joint national enforcement strategy(RSTA) LS 1.25

Traffic policeVehicles

Procure fully equipped traffic police cars (RBP) No. 3 1,600,000 4.80Procure fully equipped traffic police motorcycles(RBP) No. 3 350,000 1.05

Drink and drive(Alcohol)

Procure breath analyzer (2 each for Traffic Policeat Wangdue, Punakha & Thimphu) (RBP) No. 6 85,000 0.51

Speeding Procure speed guns (2 each for Traffic Police atWangdue, Punakha & Thimphu) (RBP) No. 6 200,000 1.20

Procure ptz 36zoom speed camera (block module- vehicle mountable (2 sets for Traffic Div. of RBPThimphu) (RBP)

Set 2 500,000 1.00

Public awareness campaigns on speeding andalcohol jointly with enforcement (RSTA) LS 1.25

Seat belt & helmetuse

Local research and public awareness campaignson seat belt and helmet use jointly withenforcement (RSTA)

LS 6.00

Safer ways to school Inclusion of road safety in school curriculum(RSTA) LS 1.50

Mobilise and coordinate public supports andcontributions especially of parents (RSTA) LS 3.00

Pillar-5: Post-crash response, Bhutan

Traumamanagement, rescueand recovery

Procurement of ambulance (1 each for BajoHospital, Punakha Hospital & Thimphu Ref.Hospital) (DOPH)

No. 3 2,800,000 8.4

Training in Emergency Medicine and TraumaCare (3 slots each for the hospitals at Bajothang,Punakha and Thimphu; 2-3 weeks, South Asia)(DOPH)

Slots 9 250,000 2.25

Training in Emergency Co-ordination, jointlyHospitals, Police and rescue. Nationally in country(RSTA)

No 1 500,000 0.5

Procure automatic splints (10 sets each forWangdue, Punakha & Thimphu hospitals) (DOPH) Set 30 36,000 1.08

BHUTANTotal cost for equipment and support systems in million BTN. 79.3

Total cost in million US$ 1.322

Technical Assistance (TA) million BTN 189Technical Assistance (TA) million US$ 3.15

Grand Total estimated cost million BTN 268.3Grand Total estimated cost million US$ 4.472

Forex Rate used: US$ 1 = BTN. 60


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NepalThe recommended non-infrastructure road safety measures for equipment and systemssupporting the implementation of the HRC programs in Nepal have a tentative cost-estimateamounting to NPR200 million (US$ 2 million). In addition Technical Assistance (TA) is neededfor implementation of both the HRC programs as well as the South Asia Road Safety Programs.The TA is further elaborated on in Task 3, 7 and 8 but a tentative cost is included amounting toNPR 320 million (US$ 3.2 million)

Broad Areas of InterventionProposed non-infrastructure safety

measures Unit Quantity Rate (RS.) Amount(Mill. RS.)

Pillar-1: Road safety management, NepalNRSC Establishment Establish and revitalize NRSC and

Secretariat with Manpower andEquipment

1 LS 8.00

Strengthen road safetymanagement capacity of keystakeholders

Training in Road Safety ManagementSystems (2-3 weeks, South Asia - 2slots each for NRSC, DOR, DOTM,MOH and Traffic Police)

Slots 10 400,000 4.00

Establish Road Safety Units in DORand DOTM - Equipment, furniture,tools

No. 2 1,600,000 3.20

Establish a modern accident databasesystem in Directorate of Traffic LS 10.00

Road safety awarenessprograms

Production and circulation/broadcastof road safety information andmessages

LS 5.00

Monitoring and Evaluation Evaluation of effectiveness of safetycountermeasures (especially speed) LS 15.00

Pillar-2: Safer road, NepalInstitutionalize Road SafetyAudit and black-spottreatment programs in DOR

Training in Road Safety Audit, andInvestigations and Treatment ofCrash Locations (For DOR officials, 2-3 weeks, South Asia)

Slots 6 400,000 2.40

Update DOR's standards andmanuals

Revise DOR's standards and manualsto include road safety aspects LS 2.00

Improve DOTM capacity tocontrol vehicle overloading

Procure portable weighing system(for DOTM Bases). (Eg. HawkleyES700).

Set 5 1,300,000 6.50

Pillar-3: Safer vehicles, NepalImprove capacities of DOTMand Traffic Police in vehicleinspection and testing

Training in Motor Vehicle Inspection(for DOTM Bases; 2-3 weeks, SouthAsia).

Slots 10 400,000 4.00

Procure specialised inspectionvehicles (2 each for Traffic Police andDOTM)

No. 4 2,500,000 10.00

Procure portable brake tester (forDOTM Bases) Set 5 5,600,000 28.00

Pillar-4: Safer road users, NepalEnforcement Strategy Develop a joint national enforcement

strategy LS 2.00

Traffic Police Vehicles Procure fully equipped Traffic PoliceCars No. 9 2,500,000 22.50

Procure fully equipped Traffic PoliceMotorcycles No. 3 500,000 1.50


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Drink and drive (Alcohol) Procure breath analyzer (2 each forall Traffic Police stations) No. 24 140,000 3.40

Speeding Procure speed guns (2 each for allTraffic Police stations) No. 24 320,000 7.70

Procure ptz 36zoom speed camera(block module - vehicle mountable (2sets for Traffic Police at Kathmanduand 2 sets for Bhaktapur)

Set 4 800,000 3.20

Public awareness campaigns onspeeding and alcohol jointly withenforcement

LS 2.00

Seat belt & helmet use Local research and public awarenesscampaigns on seat belt and helmetuse jointly with enforcement

LS 10.00

Safer ways to school Inclusion of road safety in schoolcurriculum LS 2.50

Mobilise and coordinate publicsupports and contributions especiallyof parents

LS 5.00

Pillar-5: Post-crash response, Nepal

Rescue and recovery. Procurement of ambulance (1 eachfor Trauma Centre and otherHospitals

No. 6 4,500,000 27.00

Training in Emergency Medicine andTrauma Care (3 slots each for theTrauma Centre and other Hospitals;2-3 weeks, South Asia)

Slots 18 400,000 7.20

Training in emergency co-ordination,jointly Government, NGO, PrivateHospitals + Police and rescue.Nationally in country at 4 places (TA)

No 4 500,000 2.00

Procure automatic splints (10 setseach for Trauma Care Centre andother Hospitals)

Set 60 60,000 3.60

Total cost for equipment and support systems in million RS. 198Total cost million US$ 1.98

Technical Assistance (TA) million RS 315Technical Assistance (TA) million US$ 3.15

Grand Total estimated cost million RS 513Grand Total estimated cost million US$ 5.13

Forex Rate used: US$ 1 = 100


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9 Task 3 - Strengthening Road Safety Management Capacity

9.1 Overall Framework for Road SafetyThe institutional management functions are the foundation on which road safety managementsystems are built.

9.1.1 Main Stakeholders in Road Safety• DOR

• RSTA/ DOTM

• Traffic Police

• MOH/DOPH

• Municipalities/ NGOs and Private sector

• Insurance companies

9.1.2 FindingsClear findings of the review reveal:

1) Institutional challenges of road safety leadership, management, capacity and coordination atall levels: policy, planning and implementation;

2) Absence of politically approved clear, well defined road safety policies, strategies and actionplans;

3) Need for focused results and targets with intermediate and final outcomes for identifiedchallenges.

Management is weak with no clear lead agency strong enough to coordinate and implement roadsafety actions. There are inadequate accident data systems. Social costs of accidents are not usedas basis for funding. Updated legal framework is lacking. In general, road design standards andrules governing the safety of much of the urban and rural network have not kept pace withinternational good practice in road safety engineering. Vehicle standards and roadworthinessinspections system is poor. Driver licensing system is inadequate (even though better in Bhutan).Police enforcement seems good in some areas but generally without strategy and lack ofequipment. There is no systematic planned structure for school education. Rescue and reliefservices seem fairly good but lack coordination.

The WB have initiated a separate ongoing project that reviews DOTM roles, responsibilities andorganization.

9.1.3 RecommendationsThe Consultant recommends that the lead agency in road safety for Nepal should be housed inthe MOPIT and that Bhutan join RSTA and DOR under one Ministry who then can take the leadrole, as is the experience in many countries.

The National Road Safety Council/Board (NRSC/B) need to be mandated to coordinate the roadsafety activities by the relevant Act and it is recommended that a formal and detailed review oflead agency arrangements and related coordination should form part of a road safety componentfor the establishment phase. It is in this period that agreement within the Governments should bereached upon which agency should finally act as the lead agency. Further:


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• Establish an adequately resourced secretariat within the same Ministry.

• In the interim MOPIT/ MOIC-RSTA should continue to act as lead agency and initiateabove actions.

• MOPIT/ MOIC-RSTA should urgently establish a National coordination body (steeringcommittee) and assign appropriate no of staffing carrying out the duties of a lead agencyand its secretariat.

The proposed main areas of the lead agency role should be:

a) Road safety planning and coordination;

b) Road safety information and education, and;

c) Road safety monitoring and evaluation.

9.2 Framework for Investments in road safety measures9.2.1 Overview of proposed investmentsThe investments proposed here form part of the overall road safety program proposed for theHigh Risk Corridor (HRC) roads in Task 2 for Bhutan and Nepal.

The measures are based mainly on the outcome of (i) Task1, the road safety diagnosis studiesundertaken in the beginning of the project, (ii) Field inspections of the selected HRC, (iii)Interviews and consultations with officials of the key stakeholders and (iv) Workshopsconducted.

Bhutan

The recommended non-infrastructure road safety measures for equipment and systemssupporting the implementation of the HRC programs in Bhutan have a tentative cost-estimateamounting to BTN 79 million (US$ 1.3 million). In addition Technical Assistance (TA) isneeded for implementation of both the HRC programs as well as the South Asia Road SafetyPrograms. The TA has a tentative cost amounting to BTN 190 million (US$ 3.2 million).

Nepal

The recommended non-infrastructure road safety measures for equipment and systemssupporting the implementation of the HRC programs in Nepal have a tentative cost-estimateamounting to NPR 200 million (US$ 2 million). In addition Technical Assistance (TA) is neededfor implementation of both the HRC programs as well as the South Asia Road Safety Programs.The TA has a tentative cost amounting to NPR 320 million (US$ 3.2 million)

9.2.2 Management problems in investments• All stakeholders report lack of resources and funding for implementation of needed

activities, staffing, equipment, tools and capacity strengthening (training).

• Frequent transfer of staff (maximum stay 5 year) is destructive for organizations capacitythat will be drained over and over again. Promote longer stay with higher salary and morequalified training (International?).

The problem with high staff turnover in government administrations is a universal problem especially forlow-income-countries. It usually is about the governments, usually, low salary structure that causes thefollowing to happen. Young persons with good education finds it easier to acquire their first job at agovernment employer a.) because of the high staff turnover and the many openings this creates and b.)


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because of the relative low salary offered hence less competition from more experienced staff. Governmentemployments usually has a reputation of being a good ground for gaining experience and responsibilitiesrelatively fast and the next career stop is then the private sector. For more senior managerial positionsgovernment salary structure cannot beat the competition from the private sector and those managers areusually recruited from within among those who stay.

To break or change this situation requires an action of some sort and even though we put our headstogether it is almost unheard of how this can be done. However I would like to point out two possiblesituations that have brought changes to the usual pattern.

Situation no 1 – Tanzania:

I have only heard this story being told by a former colleague at the World Bank whom for a period of justover two years served as Director General of TANROADS. The two main forces for creating a responsibleand productive administration was first to root out the corruption that could be reached with structuralchanges in their processes. For instance the way works and consultancies are procured in Tanzania isworthwhile to study, at least in theory. In practice their system can be circumvented as any other system.Secondly the government decided to provide a fairly large general pay-raise to TANROAD employees.These two actions created for some time a noticeable lower staff turnover and a more productive andefficient TANROAD. This was however a few years back and perhaps things have gone back to business asusual. The DG in question is can maybe be found for further insights into the happenings.

Situation no 2 – Uganda:

It was decided perhaps some 15-20 years ago that MoT Dep of Transport were to be transformed into afully-fledged government road administration but that this were to be done in two stages. Stage one was toform a Road Agency Formation Unit (RAFU) and then later on move towards Uganda National RoadAgency (UNRA). To be bale to create a strong and dedicated team at RAFU it was decided to issue aspecial WB-loan that among other things would actually pay the salaries of RAFU top management,partially because not having to use government salary structure and being able to offer much higherwages, so high in fact, that the employees would not be tempted to seek other employment so partially itwas also a way of deterring staff turnover. The situation with RAFU consisted of too many years and itcreated some other problems instead and both the WB and the top management tried to conserve thissituation perhaps a bit too long. It took some ten years but nowadays UNRA is fully operational. WhetherUNRA has a problem with high staff turnover is not currently known. Attached is a loan issued 1997 werethe discussions about a RAFU was brought up. Section 3 lists project objectives and among other thingsthe loan aims to “strengthen road sector management capability through spinning off of roadadministration and execution activities under the Ministry of Works, Transport and Communications(MOWTC) and the creation of an autonomous performance based Road Agency”. Perhaps moreinformation can be sought about the pros and cons of this experience. Not sure that the attached is whatactually paid for salaries of UNRA but the time is about right.

In conclusion what is needed is a competitive salary structure, fringe benefits to be attached to theemployment and end when employment ends (usually government has few fringe benefits), active HRdepartment with a strategy to keep talents such as job-rotation career options training etc.

9.2.3 Proposed Training• All stakeholders should have dedicated road safety training aimed at their areas of

responsibility.• Engineering colleges/universities should have dedicated courses in Road Safety for Civil

Engineers and Transportation Engineers.• Consulting industry capacity in road safety is weak with only a few skilled individuals.

Clients should procure more road safety aimed projects for creating an enablingenvironment (request for independent RSA).

• Bhutan Police Institute should have a dedicated training faculty for traffic police.


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Knowledge transfer - On-the-job training

The Consultant have been working closely with the relevant officials of the key stakeholdersengaged in the Technical Working Groups (TWG) that was created for this TA and ensuringknowledge transfer at all stages:

Dedicated training

As part of the deliverables under the TA, the objective of the five-day study visit to Sweden wasto enhance Road Safety Management Capacity and Strengthening within the participatinggovernment agencies. The study visit covered several technical topics in road safety, and allowedinteraction, discussion and visit to Swedish Transport Authorities related with road safety tolearn and familiarize with latest technology development and best practices.


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10 Task 5 - Road Safety Policies and Business Procedures

10.1 ScopeAccording to the Terms of Reference task 5 consists of two major parts:

1. Development of road safety policy and business procedures for the road infrastructurelead agency, to incorporate road safety into lifecycle of roads

2. Support of the operationalization of the new business procedures

DOA pillars 1, 3, 4, 5 are out of the scope and handled in other parts of the reports of the project.

10.2 Development of Road Safety Policies and Business Procedures10.2.1 Planning and Design framework10.2.1.1 Introduction of Recognizable Road TypesA number of recognizable rural road types with homogenous design should be defined and usedin each country. The types must be adapted to national conditions in each country. As guidance,an example on road types adapted to European road conditions is given below.

1. Motorways2. Expressways3. Normal 2-lane roads4. Narrow 2-lane roads

10.2.1.2 Improved Road Safety Considerations in Road DesignNew comprehensive design guidelines should be developed for both Bhutan and Nepal to:

enhance road safety in general adapt the design to national conditions ensure the use of standard solutions ensure conformity throughout the country inform and educate all persons involved in the design process

Awaiting separate national guidelines appropriate foreign guidelines could be referred to. Somegeneral principles and examples on design of the following components important to road safetyare presented:

Traffic Calming Pedestrian Safety Bus Stops Road Side Areas Road Side Barriers Motor cycle lanes Intersections Traffic Signs Road Markings

10.2.1.3 Traffic Control Plans of Road WorksAn example on guidelines for signing and traffic control of road works is presented. It isproposed that the principles and typical lay-outs are used in Bhutan and Nepal for traffic controlof road works until national guidelines are developed and adopted.


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The guidelines include some general principles and basic signs and equipment. Standard trafficcontrol layouts are presented for 13 different types of road works.

10.2.2 Construction and operations10.2.2.1 RSA of New RoadsA proposal for interim guidelines has been developed and used for pilot RSA. The guidelines arebased on guidelines from other countries considering the existing guidelines in Bhutan andNepal. It is proposed that the presented procedure is followed and the proposed checklists areused in Bhutan and Nepal until the present guidelines are revised and adopted.

RSA should be made for the following five stages during the planning, design and construction:1. Feasibility Study2. Preliminary Design / Draft Design3. Detailed Design4. Pre-Opening5. Open to Traffic / Project in Operation

There are three parties involved in a RSA. Their main responsibilities are:

The Project Owner has the overall responsibility for the project, that the audit isperformed and that the recommendations are followed if appropriate.

The Designer has the responsibility for the design and for the road safety implications ofthe design.

The Auditor (audit team) has the responsibility for the audit procedure and to makerecommendations for measures.

RSA should be divided into three main phases, each consisting of 3-4 steps.

I. Part I Audit PreparationsSelection of Audit team, Collection of information, Start-up meeting and Preliminaryproject assessment

II. Part II Audit ImplementationProject analysis, Review of documents, Site inspection and Audit report

III. Part III Audit CompletionCompletion Meeting, Response to recommendations and Follow-up meeting

10.2.2.2 RSA of Road WorksA checklist for RSA of road works developed for Sri Lanka 2005 is presented. It is proposed thatthe checklist is used in Bhutan and Nepal for RSA of road works until national guidelines aredeveloped and adopted.

The checklist is divided into three main parts:1. Traffic outside the Work Zone2. Traffic inside the Work Zone3. Traffic Control of the Work Zone

The checklist consists of a number of points to check with some guiding comments.

10.2.2.3 RSI of Existing RoadsThere are no separate RSI guidelines in Bhutan or Nepal. The RSA instructions (see chapter 6)can partly be used for RSI. The proposal is to establish separate RSI guidelines in each country.A proposal for interim guidelines has been developed.


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The objectives with safety surveys are to: identify safety deficiencies on existing roads make suggestions for implementation of maintenance operations make suggestions for planning and design of rehabilitation and reconstruction operations

A proposal has also been developed for the use of RSI’s:

first priority to be applied on retrofit projects in existing alignment in the long-termbudget. These RSI’s should be an initial part of the design process.

second priority to be applied on remaining strategic highway road sections concentratingon deficiencies possible to deal with in the maintenance budget. These RSI’s areproposed to be reviewed every five years

10.3 Programming and Monitoring10.3.1 Infrastructure Road Safety ProgramThere is limited experience and methodology to work with an infrastructure road safety programin Nepal and Bhutan with associated road safety programming and budgeting.

A methodology is proposed consisting of a description of the present situation, a traffic safetyobjective for infrastructure measures and a methodology to estimate traffic safety effects ofproposed projects and finally a methodology to monitor achieved effects.

10.3.2 Monitoring and EvaluationMonitoring and evaluation of traffic safety countermeasures require crash and speed data to beeffective. Some crash data are available but there is no systematic system for speed surveys.

The proposal is to establish a Traffic Safety Research Centre with the objectives to developmethods to follow and monitor the traffic safety situation in each country and to follow-upeffects of implemented traffic safety countermeasures of all types.

10.4 Support of the operationalization of the new business proceduresAccording to ToR the consultant shall support the operationalization of the new businessprocedures byconducting pilot joint road safety audits with the counterparts.

Thus, pilot RSA have been implemented in both Bhutan and Nepal according to the proposedinterim guidelines.

10.5 Proposed Road Safety Policies and Business Procedures10.5.1 Road Management StagesAccording to the Terms of Reference policies and business procedures shall be developed for allstages in the life cycle of roads. The following stages are listed:

Feasibility/economic analysis stage Design stage Construction stage Existing roads Infrastructure road safety programs Monitoring and evaluation


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10.5.2 ProposalsTo work efficiently with road safety in all these stages information systems (roads, traffic andaccidents), guidelines and handbooks as well as management procedures and control systems areneeded. For some road safety activities detailed traffic information and accident statistics areneeded, e.g. Black Spot Management and Mass Action Plans. Today, there is not enoughaccident statistics or traffic information to implement such road safety activities.

Thus, the proposal is limited to road safety activities possible to implement in a near future. Thefollowing policies and activities are proposed:

Planning and Design

1. Introduction of Recognizable Road Types2. Improved Road Safety Considerations in Road Design3. Traffic Layout of Road Work Areas

Audits and Inspections

4. RSA of New Roads5. RSA of Road Works6. RSI of Existing Roads

Programming and Monitoring

7. Infrastructure Road Safety Program8. Monitoring and Evaluation


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11 Task 6 - Road Safety Funding

11.1 IntroductionTo ensure continued and effective road safety in a country it is critical to have in place asustainable funding mechanism including a systematic and rational resource allocation procedureto provide funding for road safety activities and for ensuring its effective expenditure.

Checklist 8 of the World Bank guideline identifies the following main aspects to be looked intofor assessing a country’s road safety funding sources and resource allocation mechanisms:

1. Are there sustainable funding mechanisms in place?

2. Are there formal resource allocation procedures in place?

3. Is there an official value of statistical life and injuries to guide resource allocation?

4. Are the funding mechanisms and resource allocation procedure sufficient?

11.2 FindingsThe assessment shows that the road safety funding mechanisms and funds allocation proceduresin Bhutan and Nepal are weak and ineffective. Generally, the funding is not only insufficient butthe scarce funds are also often not applied in the most effective manner. In particular, the non-availability of adequate funds and resources are often cited as the main inhibitor of theRSTA/MOPIT, the current Lead Agency in Bhutan and Nepal, to fulfil its lead agency roleseffectively.

There is no overall coordination of road safety funding and resource allocations across differentstakeholders. Each agency basically operates in isolation and there is little or no effort to harnessthe synergy of collective action.

Currently, the government funding in the form of annual budgetary allocations to the concerneddepartments and agencies is the main source of funding for road safety programs and activities inBhutan and Nepal. There are no any other dedicated sources for sustainable funding of roadsafety in neither country.

There are some ad hoc supports from some quarter like WHO, insurance companies, etc. butthey are highly unpredictable and not sufficient given the extent of the road safety problem.

Even where significant funds are allocated, these are often not being used effectively. Forexample the roads department spends quite substantial amounts of funds each year on improvinglocations they perceive to be accident “black spots”. However, such locations may notnecessarily be the most risky locations on the roads because there are no location specific data orinformation on road crashes.

Even the effectiveness of interventions implemented at such presumed ‘black spots’ cannot beassessed because there is no system in place whereby the police maintains the crash datastatistics that can be used for monitoring any changes/improvements at such locations. Lack ofproper crash data base is, therefore, preventing the road safety key agencies’ activities being aseffective as it could otherwise be.

There is also no established procedure in place for systematic and rational allocation of fundsand resources across road safety agencies. Estimation of the cost of fatalities and injuries


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sustained due to road crashes, and estimation of their impact on the country’s economy has notbeen conducted or is only limited and old.

All best practice countries around the world have estimates of the annual socio-economic costsof road crash fatalities and injuries and they use the same for securing sustainable fundingsources for road safety. The socio-economic costs of road crashes to the country’s economyshould be used as a tool to leverage more financial resources from the government to spend as aninvestment for road safety.

It is highly desirable that both Bhutan and Nepal, like many best practice countries around theworld, establishes and adopts a more formal funding procedure to fund road safety activities in asustainable way. This can include mechanisms to allocate a portion of general tax revenues, toallocate specific user fees or even a portion of road funds and these can often be supplementedby allocations from levies such as on insurance fees. As done by some best practice countries,for e.g. Japan in 1970s, Bhutan and Nepal can also adopt specific policy decisions about roadsafety investment based on the annual socio-economic losses sustained due to road crashes.

11.3 RecommendationsBhutan and Nepal needs to accord more priority to funding for road safety interventions. Little orno progress can be made in improving its rapidly deteriorating road safety situation withoutadequate, reliable and sustainable funding. The key recommendations and actions required to betaken to improve the present situation are presented below. The actions related to improvingcoordination, management and orchestration of road safety are also included here because theydirectly influence the country’s ability to ensure adequate funding and allocation of funds forroad safety.

Key recommendations and actions required are as follows.

i) Institute a National Road Safety Board (NRSB) in Bhutan and revitalize NRSC in Nepalto function as a lead agency for ensuring sustainable funding sources and allocationprocedures.

ii) Establish and adopt reliable estimates of the annual socio-economic costs of road crashes.Valuation of road crash fatalities and injuries, and the corresponding annual economiclosses to the country, should be updated regularly on annual basis and disseminatedwidely on regular basis. This not only serves to raise awareness among the decisionmakers and general public about the importance and urgency of the road safetyinterventions, but also raises awareness that the expenditure on road safety isinvestmentfor saving lives and properties and not a cost to the country and the society.

iii) The annual economic losses sustained by the countries due to road crashes should be usedas a basis for the government to rationalise investments and budget allocation for roadsafety. This will help secure allocation of requisite funds commensurate with the hugeannual economic losses being sustained by the country.

iv) The Government should consider taking policy decision to allocate annually a fixedpercentage of the calculated annual economic losses due to road crashes to fund roadsafety initiatives and programs. This can be a viable, easy to apply, convenient andtransparent funding mechanism for road safety interventions (as was done by Japan in1970).


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v) A road safety fund should be established to supplement investments on road safetyinterventions.

vi) Consideration should be given to establishing a levy on fuel (or diverting some of thepresent subsidy). This should mainly serve as a stream of income to the road safety fund.

vii) The Lead Agency should develop a comprehensive costed national road safety action planso that each of the key stakeholders can secure required funds and deliver their parts of theaction plans. The comprehensive costed action plan will provide the information necessaryto develop a national road safety financing plan and details of the annual budgets neededby each stakeholder to implement it. Both Bhutan and Nepal have launched DOA for roadsafety. The DOA needs to be updated with clear-cut detailing of individual sectoractivities, timeframe and costing necessary for effective implementation.

viii) The Lead Agency should coordinate and collaborate with all government agencies havingroad safety responsibilities, and ensure that they get adequate funds annually and that theyimplement their parts of the action plan on time.

ix) The Lead Agency should explore possibilities for additional non-governmental fundingand sponsorship such as from the private sector and NGOs to fund road safetyinterventions.

x) The Lead Agency should have its own budget sufficient to cover not only day-to-dayoperational expenses but also to cover awareness and publicity campaigns and activities topromote, coordinate and orchestrate road safety activities such as meetings, conferences,newsletters, audio-visuals, etc. Such activities serve to facilitate all stakeholders to do theirpart in improving road safety.

xi) The Lead Agency should encourage all stakeholders to adopt cost-benefit and cost-effectiveness approaches in developing, evaluating and prioritizing road safetyinterventions so that resource allocation is done on rational and scientific basis and thatthe effectiveness of interventions can be assessed.

For effective coordination, management and orchestration of road safety nationwide, theresources and responsibilities of the Lead Agencies in both Bhutan and Nepal (currently RSTAin Bhutan and MOPIT in Nepal) need to be strengthened significantly.

Alternatively, the management, coordination and orchestration function of the current LeadAgency, particularly in case of Bhutan, need to be moved to a more powerful location in thegovernment structure that can have the authority to deal with road safety across the wholecountry. (In the case of Bhutan, the proposed restructuring plan being pursued by the MOIC andalso this study’s recommendation to create NRSB is envisaged to address this issue. Similarly inthe case of Nepal, revitalization of the NRSC as recommended by this study is envisaged toaddress this issue significantly).

In the case of Nepal the road safety funding issue was in hot discussion during the Workshop andthe participants recommended (a) 2 to 4% levied in fuel etc. towards road safety relatedactivities, (b) Motorcycle registration fee be made Rs. 6000 or more and the fund be allocatedtowards road safety activities sufficiently and (c) Road safety budget be separatelyincluded/allocated in new road construction or rehabilitation estimates and the fund be utilizedthrough RBN/DOR/DOLIDAR strictly towards road safety activities.


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12 Task 7 - South Asia Road Safety ProgramsThe South East Asia Road Safety Program (phase 1: Bhutan and Nepal) is described in thisreport. The program consists of three parts. These are the high risk corridor program, the massaction program and a general technical assistance program. The High Risk Corridor (HRC) andmass action programs are divided into infrastructure and non-infrastructure measures.

12.1 Proposed investmentsThe total investments, see table below, are calculated to some 433 Million US$ with 45 MillionUS$ on HRC infrastructure measures and 10 Million US$ on HRC non infrastructure measure.Mass action programs proposed are some 370 Million US$ on infrastructure and 8 Million US$on non-infrastructure measures. The technical assistance part is estimated to some 6 Million US$included in the HRC non infrastructure part.

The HRC infrastructure part is estimated to save some 17,500 Fatalities and Severe Injuries(FSI) over a 20 year period with a Benefit Cost Ratio (BCR) around 4 and a cost per saved FSIaround 2,500 US$. BCR’s and costs per FSI are similar for the infrastructure mass action partwith a total of close to 150,000 saved FSI’s over a 20 year period.Safety effects of the non-infrastructure measures are more difficult to estimate. The well-established Norwegian Traffic Safety Handbook proposes general effects around 10 % but couldbe much higher for specific measures.

The HRC programs are described in detail in the task 2 report.

Program part Million US$ Costper

FSI

Bhutan Nepal Total BCR FSI Saved

HRC Infrastructure 15 30 45 4 2,500 17,500


Massaction

Infrastructure 60 310 370 4 2,500 148,400


Total 82 352 434

Summary program costs and estimated safety effects

The infrastructure mass action countermeasures proposed are:

Low to medium volume single carriageway roads Roadside areas, mainly barriers combined with improved visual guidance, mainly using

modern side reflectors Narrow bridges, mainly improved parapet/barrier termination with improved visual

guidance Speed control and speed management on through roads combined with a standardized

speed limit signing system mainly relying on infrastructure measures as enforcement isweak

Rural bike- and walkways Black ice/winter management


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High volume single and dual carriageway roads Median separation with proper barriers Improved facilities for local traffic, pedestrians and bicyclists along and across the major

road Improved intersection designs especially for pedestrians and bicyclists Motor cycle lanes

Included are bus stops to be provided with lights to improve security especially forfemales.Pedestrian and bicyclist measures are especially important in urban areas. Furtherstudiesare recommended on barrier type choice (in Nepal), motor-cycle lanes and 2+1-roads before anydecision is taken to continue with any pilot studies and later on mass scale actions.

The importance of barrier, delineator post and road sign maintenance from a safety view pointshould be stressed in the road asset management systems used.

The non-infrastructure national and HRC localized measures are included in Task 2 HRCprograms. The additional localized mass action measures proposed are:

improve mobile traffic police enforcement capacity with vehicles, speed guns and breathanalyzers and training

public awareness campaigns on speeding and alcohol jointly with enforcement mobilize and coordinate public supports and contributions especially of parents

12.2 Technical Assistance requiredIt is recommended that a long-term TA in the form of 1 No. international Road SafetyManagement Expert (Team Leader) each is provided on full time basis to both Bhutan andNepal. The expert will be required for 22 man-months (2 years) and should be attached to aProject Implementation Unit (PIU) and NRSB/NRSC. His/her function will be mainly to assistthe PIU in implementation of the road safety plans and programs and particularly in managementof stakeholder coordination.

Road Safety Management Expert (International Team Leader) – 22 man-months each forboth Bhutan and Nepal

In addition, short term international Experts are needed for both Bhutan and Nepal with specialskills in:

Crash Data Base System – 6 man-months each Road Safety Awareness Programs – 6 man-months each Legislation – 3 man-months each Monitoring, Evaluation and Analysis – 12 man-months each Road Safety Engineering (Road Safety Audit and Black Spot Management) – 12 man-

months each Over loading Commercial and Public Vehicles Safety (Police) – 6 man-months each Vehicle Safety/Fitness Inspections – 6 man-months each Driver Testing and Licensing – 6 man-months each Police Enforcement Management and Operations – 12 man-months each School Education – 4 man-months each Emergency Medical Services – 6 man-months each


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Local support staff is needed to the same extent as international

International Total 101 x 25 kUSD = 2,525,000 USD

Local Total 101 x 6 kUSD = 606,000 USD

Grand Total 3,150,000 USD times two.

These costs are included in the HRC non infrastructure program.

12.2.1 Expert skills and experience required Road Safety Management Expert (Team Leader ) – 22 man-months each for both Bhutan

and NepalAn internationally recognized specialist with at least 10 years’ experience in road safetymanagement, leading road safety teams implementing similar road safety projects, nationalstructures to manage and finance road safety and in the development and implementation ofnational road safety strategies and action plans. Demonstrated success in working with widerange of safety related government agencies is essential. He/She should also have sufficientlywide ranging knowledge of road safety issues to be able to ensure quality of outputs across allsectors addressed by the project team. He/She should have extensive international experience intransitional economies and a sound knowledge of safety engineering and roads organizations andtheir activities so that the team can work effectively with local counterparts to deliver therequired outputs from the project.

Crash Data Base System – 6 man-months eachA specialist with about 10 years of road safety experience, especially with accident informationsystems including Microsoft Windows, SQL type databases and GIS development. Experiencewith training of system users is essential. Experience with crash databases in developing andtransitional countries is desirable

Road Safety Awareness Programs – 6 man-months eachA specialist with about 10 years’ experience in managing research-based advertising and publicrelations in road safety or a similar field. Previous account management experience in anadvertising agency or public relations firm is desirable. Experience with successful socialmarketing campaigns is essential. Experience of conducting community attitude surveys.

Legislation – 3 man-months eachA specialist with about 10 years’ experience in transport sector legislation, with specificknowledge of traffic safety legislation and sanctions in a national policing jurisdiction.Knowledge of international legislative developments in general deterrence enforcement modelsis essential. Previous experience with road safety legislation in developing or transitionalcountries is desirable.

Monitoring, Evaluation and Analysis – 12 man-months eachOne or more specialists with about 10 years’ experience in the design and implementation oftraffic, vehicle and road user monitoring and evaluation systems in the road environment.Knowledge of related measurement equipment requirements is required. Experience of roadsafety monitoring, evaluation and analysis in developing and transitional countries is desirable.Hands-on experience of quantitative evaluations of safety interventions and outcomes isessential,


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Road Safety Engineering (Road Safety Audit and Black Spot Management) – 12 man-months each

One or more internationally recognized specialists with about 10 years practical experience inroad safety audit, safety inspection and black spot analyses, and the design of remedial measures.Experience with improving safety facilities in mixed-traffic/mixed speed road environments inrapidly motorizing countries is essential.

Over loading Commercial and Public Vehicles Safety (Police) – 6 man-months eachA specialist with about 10 years’ experience in the area of commercial vehicle driver health andsafety and commercial vehicle safety standards. Extensive experience working with commercialtransport operators in the provision of safety assurance programs and related training is essential.

Vehicle Safety Inspections – 6 man-months eachA specialist with about 10 years’ experience in the area of vehicle safety inspection and testing.Detailed knowledge of and experience with international standards for motor vehicles andinternational practice of vehicle testing and certification is essential. Previous experienceworking with a national vehicle testing and inspection agency, preferably in a developing ortransitional country, or for a major international vehicle manufacturer is desirable.

Driver Testing and Licensing – 6 man-months eachA specialist with about 10 years’ experience with motor vehicle driver training, testing andlicensing in a national jurisdiction. A thorough knowledge of international best practice –including graduated driver licensing systems – is essential. Previous experience in the provisionof advisory services to a national driver testing and licensing agency in a developing ortransitional country is desirable.

Police Enforcement Management and Operations – 12 man-months eachOne or more specialists with about 10 years’ experience in traffic enforcement leadership,coordination and policy advice in a national Police agency operating a successful generaldeterrence model. Also with about 10 years policing experience, including the line-managementof traffic enforcement staff. Practical experience in the design, implementation and managementof road safety enforcement strategies in a national Police agency operating a successful generaldeterrence model is essential. A demonstrated ability to communicate road safety enforcementphilosophy and tactics to a broad audience is also essential. Previous experience in a lawenforcement training facility is desirable.

School Education – 4 man-months eachA specialist with about 10 years’ experience developing curricula for road safety education inschools and training teachers in this subject. A thorough knowledge of international best practicein school-based road safety education is essential. Previous experience working with nationaleducation agencies in developing countries is desirable.

Emergency Medical Services – 6 man-months eachA specialist with about 10 years’ experience with the design, implementation and managementof emergency medical services and co-ordination in developing and transitional countries. Athorough knowledge of international best practice and experience working with senior officialsand specialist staff in national health agencies in developing and transitional countries isessential.


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12.3 ImplementationWe foresee that implementation needs to be done within 3 distinct phases:

Phase I: Review of existing system and new system design – 3-6 months – timelinemonth 1-6

Phase II: HRC Pilot implementation – 3-24 months – timeline month 4-30 Phase III: Mass scale implementation - 12 months – timeline month 18-42

Steps to be implemented STEP 1 Overview traffic safety situation – available accident, traffic and speed data STEP 2 Mass scale proposals STEP 3 iRAP star rating scores STEP 4 Fatality and severe injury estimates by road section STEP 5 Hearing with regional authorities STEP 6 iRAP countermeasure proposals STEP 7 Traffic safety inspections

12.4 Bench marking and performance measuresThe following bench marking and performance measures are proposed for initial andsubsequent regular benchmarking of the program.

The total number of Fatalities and Severe Injuries (FSI) in the network covered by theprogram and nationally to be monitored on an annual basis

Average Speeds and 85% speeds before, short after and long after (12 months)to bemeasured on all road sections with implemented programs

National average Speeds and 85% speeds on a number of typical one, two and multilaneroads in rural and urban environment to be measured every second year

Helmet use before, short after and long after (12 months)to be measured on all roadsections with implemented programs

NationalHelmet use on a number of typical roads to be measured every secondyear Safety Belt use before, short after and long after(12 months)to be measured on all road

sections with implemented programs NationalSafety Belt use on a number of typical roads to be measured every second year Alcohol and drugs in traffic to be monitored before, short after and long after (12

months) on all road sections with implemented programs (number of drivers controlled,fines issued, driver fatalities with alcohol and drugs involved etc.)

National Alcohol and drugs in traffic to be monitored on an annual basis (number ofdrivers controlled, fines issued, driver fatalities with alcohol and drugs involvedetc.)

Average yearly change in Traffic Flow by vehicle type for rural and urban traffic countstations

iRAP star rate scorings to be measured on the full network of national highways of regionalimportance for the initial stage and then to be updated every third year.

Appendix 1

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Appendix 1 – Bhutan Task1 Workshop Minutes 12 June 2013Minutes of Meeting

Bhutan Workshop, Task-1: Road Safety Diagnosis and Recommendations

Date and Time - 12 June 2013 (Wednesday), 10.00 am – 5.30 pm,

Venue - Hotel Phuntsho Pelri, Phenday Lam, Hongkong Market

I. Workshop Background

ADB has provided the Royal Government of Bhutan with a Technical Assistance (TA) to underthe regional TA No. 8027 Reg: South Asia Road Safety Program (Phase-1: Bhutan and Nepal)towards improvement of road safety in Bhutan and Nepal. The Ministry of Finance is theImplementing Agency for the TA activities in Bhutan. The Bank has engaged M/s SwedishNational Road Consulting AB (SweRoad) in association with M/s PRCS, Thimphu as theConsultant for carrying out the TA activities in Bhutan.

One of the tasks of the consultant is Task-1: Road Safety Diagnosis. The output of this task willbe a report with a set of recommendations for review and approval in principle by the respectiveGovernment towards implementation. The TA program is in effect from January 2013 to January2014.

A day-long workshop was convened at the Hotel Phuntsho Pelri, Phenday Lam, HongkongMarket, Thimphu on 12 June 2013 (Wednesday) to present and discuss the consultant’s findingsand recommendations from the Task-1 studies, i.e. Road Safety Diagnosis. The key stakeholdersconcerned viz. Road Safety & Transport Authority (RSTA), Traffic Police, Department of Roads(DOR) and Department of Public Health (DOPH) were invited to make presentations on theircurrent working system, possibilities and constraints, and their recommendations to improve theroad safety situation in Bhutan. The three of the key stakeholders, viz. RSTA, Traffic Police andDOPH made presentations on the subject as requested. The RSTA also made a presentation onthe Bhutan’s Decade of action for Road Safety (2011-2020).

II. Workshop Participants

The workshop was chaired by Mr. Choiten Wangchuk, Director General of the Department ofPublic accounts (DPA), Ministry of Finance (MOF), Thimphu (Bhutan). The followingstakeholders’ representatives attended and actively participated in the workshop.

i) Mr. Choiten Wangchuk, Director General, DPA, MoF, Thimphu – Chairperson

ii) Mr. Phuntsho Wangdi, Mechanical Engineer, RSTA, Thimphu

iii) Mr. Dophu Dukpa, Regional Transport Officer, RSTA, Thimphu

iv) Mr. Thinlay Namgay, Chief Engineer, RSTA, Thimphu

v) Mr. Karma Pemba, Chief Transport Officer(CTO), RSTA, Thimphu

vi) Mr. Cheten Tshering, Dy. Executive Engineer, DOR, Thimphu

vii) Mr. C. K. Pradhan, Executive Engineer, DOR, Thimphu

viii) Mr. Dilip Thapa, Dy. Executive Engineer, DOR, Thimphu

ix) Mr. Ngawang Thinley, Engineer, DOR, Thimphu

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x) Mr. Chandra Bahadur Subba, Junior Engineer, DOR, Thimphu

xi) Mr. Sangay Wangdi, Executive Engineer, Thimphu Thromdey

xii) Ms. Karma Doma, Sr. Program Officer, Department of Public Health (DOPH), MOH,Thimphu

xiii) Mr. Tashi Duba, Planning Officer, Ministry of Health (MOH), Thimphu

xiv) Ms. Ugyen Lhamo, Planning Officer, PPD, Ministry of Home & Cultural Affairs,Thimphu

xv) Mr. Karma C. Nyedrup, Environment Specialist, National Environment Commission,Thimphu

xvi) Lt. Col. Passang Dorji, SP (Traffic), Royal Bhutan Police, Thimphu

xvii) Mr. Masayoshi Kawai, JICA Sr. Volunteer, RSTA, Thimphu

xviii) Mr. Prem P. Adhikari, Sr. Transport Officer, RSTA, Thimphu

xix) Mr. Tshewang Jamtsho, APO, Ministry of Education, Thimphu

xx) Mr. Tshewang Norbu, Chief Program Officer, DPA, MOF

xxi) Mr. Fredrik Gustafsson, Team Leader/Road Safety Engineer, SweRoad, Sweden

xxii) Mr. B. B. Gurung, Dy. Team Leader/Road Safety Engineer, SweRoad/PRCS, Thimphu

xxiii) Ms. Nir Maya Rana, Office Assistant, SweRoad/PRCS

III. Workshop Proceedings and Outcome

1. Opening Remarks - By Chairperson, Mr. Choiten Wangchuk, Director General,DPA

At the outset of the workshop, the Chairperson Mr. Choiten Wangchuk, Director General, DPAwelcomed all the participants and thanked them for having taken time for the workshop.

He briefed the forum on the current ADB TA’s background, long-term impact, outcome andoutputs, and also on some of the specific tasks to be accomplished under the current TA. Hethanked the ADB for providing the TA grant amounting to US$ 700,000. He stated that given thelow budget, it would not be possible to address all road safety related issues immediately underthe current TA; however, this TA was very crucial in the sense that the current situations andissues would be reviewed and recommendations drawn for design and implementation ofappropriate programs that would help in improving the road safety situation in Bhutansignificantly. He also thanked the consultant team for their hard work.

He also highlighted on the deteriorating road safety situation in Bhutan and in the region, and onthe urgent need to improve the situation. He thanked the stakeholders concerned for havingextended necessary support and cooperation to the consultant team so far and requested them tocontinue to do so to accomplish the project outputs successfully. He also urged the participantsto participate in the workshop actively and contribute as much as possible, and declared theworkshop open.

Appendix 1

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2. Presentation on Task-1 Findings – By Mr. Fredrik Gustafsson, Consultant TeamLeader

The consultant Team Leader, Mr. Fredrik Gustafsson delivered his presentation on theconsultant’s findings from the review of the current situation in relation to the road safetysituation in Bhutan.

At the outset of his presentation, he briefly touched upon the WHO recommendations of 2004,current approaches, the need to undertake country capacity review of road safety management, 3-tier principle of road safety management system, evolution of road safety management focus,checklists used for country capacity review, and, lead agency roles and institutional managementfunctions.

He then made a detailed presentation on the Consultant team’s findings of the review of differentaspects of the road safety situation in Bhutan which included highlights on the statistics of roadcrash incidents, statistics of vehicle population from 2000 to 2012 and comparison of Bhutan’sroad safety situation against other best countries (i.e. UK, Sweden, Norway); it was highlightedthat Bhutan was one of the worst countries in regard to road safety. He also presented the trendof road crash injuries and deaths in Bhutan from 2005 to 2012.

He also highlighted the Bhutan Transport 2040 Strategies Report’s forecast that annual roadcrash deaths in Bhutan would exceed 750 by the year 2040 unless significant interventions aremade urgently. He highlighted that the main cause of motor vehicle crashes in Bhutan was thehuman error, followed by alcohol, speeding, road/weather and defects in vehicle. Unlicenseddriving was found to be the most frequent traffic contravention followed by flouting of trafficrules, speeding, wrong parking, etc. The statistics on traffic contraventions over three years from2010 to 2012 showed drastic increase in the number of cases of violations. For instance, thecases of unlicensed driving which topped the cases of traffic contraventions increased from 271in 2010 to 4677 in 2012.

He continued presentation of his findings of the road safety related issues according to the fivepillars of the UN Decade of Action for Road Safety, namely (i) institutional management forroad safety (coordination, legislation, funding and resource allocation, promotion, monitoring,and, evaluation and research and development) (ii) safer roads, (iii) safer vehicles, (iv) safer roadusers (enforcement and education), and (v) post-crash response system.

After the above presentation, the representative of the National Environment CommissionSecretariat expressed his views that parking of vehicles along the side of the roads and stackingof construction materials along the roads was a major issue in Bhutan and needed to beaddressed. The Consultant Team Leader informed the forum that he would make anotherpresentation on his recommendations in the afternoon session in which all such issues would bediscussed.

3. Presentation by Traffic Police - By Lt. Colonel Passang Dorji, S.P. (Traffic), TrafficDivision, Royal Bhutan Police

The presentation by Lt. Colonel Passang , Dorji, S.P. (Traffic), Traffic Division, Royal BhutanPolice covered current road safety situation in Bhutan, coordination and leadership issues,institutional issues, human resource and mobility constraints, statistics on vehicle population androad crashes, the initiatives they have taken, funding constrains, the plans and programs inpipeline, etc.

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He informed the forum that the Royal Government had already approved the creation of adedicated Specialized Traffic Division under the Royal Bhutan Police and that they were alreadyworking towards implementing it. He informed the forum that the Traffic Police had initiatedwhatever programs and activities they could at their level with the limited budget and humanresources they have, and that there was very limited support and encouragement from the higherlevels of the government. He added that all the road safety measures initiated by them weretemporary and that recognition of the problem and intervention by high level authority wasnecessary to have permanent solution.

He informed the forum that the Traffic Police today was seriously constrained by lack ofappropriate tools and equipment, and skilled manpower and mobility. He informed that theTraffic Police, today, has only 3 Nos. of speed guns, 25 Nos. of breath analyzers (20 old and 5new) and only 2 nos. of emission testing equipment. He further highlighted that more thananything else, lack of sufficient nos. of skilled manpower and insufficient no. of duty/patrolvehicles compounded by insufficient budget were the major constraints affecting their servicedelivery today. He requested the authorities and agencies concerned, particularly the Ministry ofFinance, to consider providing adequate budget.

4. Presentation by Department of Public Health – By Ms. Karma Doma, Sr. ProgramOfficer, DOPH, Ministry of Health

The presentation by the Department of Public Health (DOPH) was delivered by Ms. KarmaDoma, Sr. Program Officer of the DOPH. She started her presentation with some facts andfigures related to road crashes. She pointed out that globally around 1.24 million people dieannually due to road crashes. She cited the WHO SEAR finding that the road traffic relateddeaths are higher among middle income countries than in low income countries. She highlightedthe Annual Health Bulletin 2013 record that the total road traffic related deaths from 2008 to2012 accounted for about 18.2% of the total injury related deaths in Bhutan.

She then briefed the forum regarding the road safety initiatives the DOPH has initiated. Sheinformed that the programs and activities the DOPH has initiated included short course trainingof traffic police, taxi drivers and ambulance drivers, developing and display of road safetymessages in collaboration with Traffic Police, and, sensitization and advocacy on road safety toschool children in schools in Thimphu and nearby districts. She highlighted some of the majorinitiatives and achievements of DOPH in regard to road safety which included drafting andlaunch of the Bhutan Decade of Action for Road Safety (2011-2020) in May 2011 underDOPH’s lead, establishment of Health Help Centre (HHC) with toll-free access Number 112 in2011 and ambulance service with Emergency Medical Technicians (EMT) for emergencyresponse, and health workers trained on ALS.

She highlighted the major challenges and constraints faced by DOPH in regard to road safety asinadequate capacity of health care providers in emergency and trauma care management, lack ofadequate manpower and turnover of trained manpower, information management – no commondata in road traffic injury (RTI) deaths and budgetary constraints. She mentioned that the limitedroad safety programs and activities DOPH has undertaken/initiated were through funding fromWHO and some non-governmental sources like insurance companies. She highlighted the needof greater recognition and support from the government to accomplish the common goal ofimproving road safety situation in Bhutan.

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5. Presentation by RSTA on Road Safety Situation in Bhutan – By Mr. Karma Pemba,Chief Transport Officer, RSTA

The presentation by RSTA on Road Safety Situation was delivered by Mr. Karma Pemba, ChiefTransport Officer, RSTA. He started his presentation with some still pictures of recent trafficcrashes, road conditions and environmental conditions in the country. He then highlighted themotorization trend in Bhutan which showed that the total number of motor vehicles in thecountry was increasing very rapidly over the years - the number had increased from 19463 to67,449 over a period of 12 years from 2000 to 2012.

He then briefed the forum on the regional distribution of vehicle population in Bhutan withmodel shares of different types of vehicles.

He highlighted the change in rank order of the disability-adjusted life years (DALY) for the 10leading causes of the global burden of diseases. It showed that the Road Traffic Injury which wasat the 9th position, i.e. the 9th most common cause of global burden of disease, in 1990 wouldmove to the 3rd position by 2020 if appropriate interventions are not undertaken urgently.

He then presented some statistics related to recent past road crashes, fatalities and injuries inBhutan. He concluded his presentation with a highlight that human errors contribute to about60% of the total road crashes in the country.

6. Presentation by RSTA on Bhutan Decade of Action for Road Safety (2011-2020)

The RSTA made a presentation on Bhutan’s Decade of Action (DOA) for Road Safety (2011-2020) which was launched on 26 May 2011 in follow-up of the UN General AssemblyResolution No. A/64/255 of 02 March 2010 proclaiming the Decade of Action for Road Safety2011-2020. The presentation was delivered by Mr. Karma Pemba, Chief Transport Officer,RSTA.

He started with the rationale and principles behind the DOA : to take a balanced approach forroad safety promotion and management focusing on five Es (Education, Enforcement,Engineering and design of roads, Emergency and post-crash response, and Evaluation of theprogram). He informed that the DOA aims to contribute to Gross National Happiness (GNH) andsynergistically contribute to the injury prevention program of the Ministry of Health, crimereduction strategy of the Royal Bhutan Police, Bhutan Transport 2040 Integrated StrategicVision of the Ministry of Information and Communication, and climate change mitigation Planof Action by reducing vehicle emission.

He highlighted that the vision of the DOA was to build an excellent, well-coordinated and well-funded road safety system contributing to minimum rate of road crashes, minimum loss of livesand minimum hospitalization due to road crashes. He added that the DOA’s goal was to maintainthe deaths and injuries due to road crash below the current level by 2020.

He then presented the 8 broad areas of actions contained in the DOA which comprised of (i)safer behavior of road users, (ii) road engineering, (iii) safer vehicles, (iv) road transport andtraffic flow management, (v) professional development in road safety, (vi) building evidence forroad safety system, (vii) post-crash response, and (viii) legislation measures. This was followedby presentation on the DOA Action Plan matrix which details the specific activities to beimplemented, activity level, timeframe for implementation and agencies responsible forimplementing the activities.

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In his presentation of the management of implementation of the DOA action plans, hehighlighted that RSTA was designated as the lead agency for coordinating the implementation ofthe DOA action plans while each individual stakeholders were required to implement theirportion of the activities contained in the DOA as part of their regular annual programs. He addedthat some of the activities like review and updating of existing legislations, organizational reviewand restructuring, etc. were already initiated and in progress. He further informed that most ofthe activities pertaining to RSTA were proposed in the 11th Five Year Plan which is in draft stageand supposed to be implemented during the five year plan period starting July 2013. He urgedthe stakeholders concerned to include their portion of the DOA activities in the 11th Plan if notdone already.

He highlighted lack of adequate funding as one of the major constraints hindering their roadsafety initiatives and then continued his presentation on funding arrangements highlighting thepotential mechanisms/sources proposed in the DOA:

He continued his presentation with indicators for monitoring the progress of implementation ofthe DOA action plans and concluded with mention of the key stakeholders involved in draftingthe DOA.

7. Presentation on Task-1 Recommendations - By Mr. Fredrik Gustafsson, Consultant

Mr. Fredrik Gustafsson, Consultant Team Leader delivered the presentation on the Consultant’srecommendations on Task-1 (Road Safety Diagnosis) with a starting note that the road safetysituation in Bhutan requires urgent attention. His recommendations were structured according tothe 5 pillars of the UN DOA. The most relevant excerpts from his recommendations areappended below:

Pillar-1. Institutional Capacity for Road Safety Management

Pillar-1.1: Institutional Management

i) Establish a National Road Safety Board/Council according to recommendations inBhutan Transport 2040 Strategies Report.

ii) Develop a National Road Safety Strategy with final and intermediate outcometargets

iii) Implement the Bhutan “Decade of Action for Road Safety (2011 – 2020)”iv) Establish and implement a modern Crash Data Management system

v) Establish official socio-economic costs of road fatalities and injuries and use for costbenefit analyses.

Pillar-1.2: Legislation

The Road Safety and Transport Act of Bhutan 1999 need to be updated with

i) Procedures to support interventions and other institutional management functions arerequired.

ii) A dedicated Parliamentary committee on road safety or road injury prevention needsto be instituted.

iii) NRSB/C need to be established and mandated

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iv) Alcohol limit should be lowered from 0,08 gram/100 ml of blood (Sweden 0,02 –License confiscated >0,032)

v) Fines to be reviewed and adjusted/increased

vi) Vehicle inspections, Driving License, Speed limits

Pillar-1.3: Funding

i) Sustainable Funding need to be established

ii) Establish official socio-economic costs of road fatalities and injuries and use for costbenefit and effectiveness analyses. Road Safety activities is not a cost, it is aninvestment for saving lives and money

iii) To be elaborated on in Task 6 report (Central budget, Road fund, Tolls, Fees, Levieson fuel, insurances …. Other sources)

Pillar-1.4: Road Safety Promotion

i) Coordinate and plan road safety promotion

ii) Combine publicity and high visibility enforcement

iii) Find the right message to the separate high risk groups

Pillar-2: Safer Roads

i) Establish a dedicated Road Safety Unit within DOR.

ii) Improve human resources and capacity in DOR and RSTA

iii) Update Road Design Guidelines/Standards to cover road safety aspects adequately

iv) Institutionalize and implement Road Safety Audit and Black Spot management as aregular activity

v) Vulnerable road users’ specific problems need to be addressed with properinfrastructure

vi) Improve and implement system for control of overloading

vii) Investment on road safety interventions should be based on socio-economic cost ofroad crash fatalities and injuries.

viii)Monitor and evaluate impact of road safety investments.

ix) Develop/update the signage manual and develop guidelines for matching the speedlimit with road function and road layout

x) Install signing in general and especially speed limits where needed (enforcement)

xi) Clarify the roles and responsibilities in regard of speed limit decision process, recordkeeping, procurement, budget and installation between RSTA, DOR, Police and otherstakeholders.

xii) Improve and enforce land-use planning regulations for road accesses to the highwaysand urban streets.

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Pillar-3: Safer Vehicles

i) Improve the mandatory vehicle inspection system and build adequately equippedinspection stations.

ii) Implement random vehicle inspections and establish a dedicated Unit in RSTA and/or inTraffic Police.

iii) Make the vehicle registration data base system accessible to all.

iv) Deregister vehicles without renewed yearly mandatory registration and exclude themfrom the vehicle statistics (Scrapped/off-road/exported, etc)

v) Develop a system for handling of scrapped vehicles and deregistration

vi) Perform in-depth analyses of all fatal Bus accidents and expand to also other fatalaccidents.

vii) Use safety rating data for the vehicle fleet to assess fleet quality.

viii)Introduce Whole Vehicle Approval standard rules.

ix) Make drivers of public transport buses responsible for daily vehicle inspections andestablish a system of quality assurance.

Pillar-4: Safer Road Users

Pillar-4.1: Enforcement

i) Develop an enforcement strategy with priority areas (Speed, Seatbelts, Helmets,Alcohol,..)

ii) Monitor and evaluate enforcement, introduce indicators (time spent on Speed, Seatbelts,Helmets, Alcohol)

iii) Coordinate activities with other stakeholders (Speeding, Alcohol, Seat-belts/helmets)

iv) Implement a centralised joint data base system for vehicle registration, driver license,insurance, road-worthiness inspections, tax, etc. and make it accessible to the relevantauthorities.

v) Improve human resources, capacity and equipment

vi) Implement a Crash Data Management System (P 1)

vii) Improve Incident/Disaster Management coordination (P 5)

viii)Clear roles for reporting of dead within 30 days (P5)

Pillar-4.2: Driver Licensing

i) Adopt and implement an approved training syllabus for Driver Licensing education andfollow up

ii) Learner permits for driving training under supervision of parents could be introduced for4-wheelers

iii) Theoretical test should be updated according to international standard with more focus onrisk perception and hazard detection, and digitalized

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iv) Practical test should be updated according to international standard with more focus ondriving in real traffic

v) National driving license register?

vi) Monitor and evaluate, introduce indicators.

Pillar-4.3: Road Safety Education in Schools

i) Develop and introduce school education system for road safety in the school curriculum

Pillar-5: Post-crash Response

i) Establish one national joint alarm number and coordination center (under Department ofDisaster Management?)

ii) Clarify roles and responsibilities for Incident/Disaster Management coordination

iii) Plan for a maximum response time and follow up

iv) Improve human resources and equipment

v) Establish Trauma Center with defined roles and responsibilities

vi) Establish clear-cut roles and responsibilities for reporting of deaths within 30 days to thePolice

vii) RTA statistics from MOH need to complement Police RTA statistics

During the course of his presentation of the recommendations the presenter (Mr. FredrikGustafsson, Consultant Team Leader) also shared some good examples from the STRADA (theSwedish information system of road traffic accidents and injuries) including STRADA’sbackground, vision and mission, business activities and procedures, STRADA data system, etc.

8. Group Work

Group works were conducted with aim to involve the participants/stakeholders in finalizing therecommendations. The workshop participants were divided into 5 working groups and allotted15 minutes time to work on the group tasks assigned to them based on the 5 pillars of DOA asfollows.

GroupNo.

Task Assigned with ref. toDOA Pillars Group Members

Gr-1 P-1: Road Safety Management Mr. Choiten Wangchuk, DG, DPA (Lead)

Mr. Phuntsho Wangdi, ME, RSTA

Mr. Cheten Tshering, Dy. EE, DOR

Ms. Ugyen Lhamo, Plg. Officer, MOHCA

Mr. M. Kawai, JICA Sr. Volunteer, RSTA

Gr-2 P-2: Safer Road & Mobility Mr. Dilip Thapa, Dy. EE, DOR (Lead)

Mr. C. K. Pradhan, EE, DOR

Mr. Tshewang Jamtsho, APO, MOE

Gr-3 P-3: Safer Vehicles Mr. Karma C. Nyedrup, Env. Sp., NECS

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(Lead)

Mr. Karma Pemba, CTO, RSTA

Mr. Ngawang Thinley, Engineer, DOR

Gr-4 P-4: Safer Road Users Lt. Col. Passang Dorji, SP (Traffic) – (Lead)

Mr. Thinlay Namgay, CE, RSTA

Mr. C. B. Subba, JE, DOR

Mr. Tashi Duba, Plg. Officer, MOH

Gr-5 P-5: Post-crash Responses Mr. Tshewang Norbu, CPO, DPA (Lead)

Ms. Karma Doma, Sr. Program Officer,DOPH

Mr. Prem P. Adhikari, STO, RSTA

Mr. Sangay Wangdi, EE, Thimphu Thromdey

Following the group work, open discussions were held wherein the group leaders of eachindividual working group presented/discussed the outcomes of their individual group work. Theforum was informed that the Consultant will incorporate the recommendations from the groupworks and open discussions in their report.

9. Open Discussions, Comments, Question and Answers

Discussions and deliberations were held frequently during the course of the workshop on somespecific topics and issues that emerged during the course of different sessions. Majortopics/issues deliberated are noted below.

i) Enforcement of use of seat belt

Some of the participants expressed apprehensions that in Bhutan the use of seat belt was believedto be contributing to crash deaths rather than saving lives. They argued that many lives werebelieved to be lost just because they could not jump out or be thrown out from vehicles rollingdown mountain slopes because of seat belts. The S. P. (Traffic Police) informed that although theexisting legislature makes it mandatory to use seat belts it could not be enforced because of lackof sufficient evidences and understandings to convince road users. Mr. Thinlay Namgay, ChiefEngineer, RSTA cited some past studies done in Bhutan which had showed that about 30% ofthe crash victims could have been saved had they been using seat belts at the time of crash. Hestressed that seat belts really contribute to saving lives and its use need to be enforced. TheConsultant Team Leader added that studies in other countries have also proven the benefit ofusing seat belts. He added that further studies in Bhutan may be necessary since Bhutan’sterrains are quite unique.

ii) Mechanism for funding road safety programs

During the course of the presentations and discussions, almost all the stakeholders mentionedlack of adequate funding as one of the major constraints hindering their road safety initiatives.The Director General of the Department of Public Accounts (Chairperson of the workshop)suggested the stakeholder agencies to get their plans and programs included in the 11th Five Year

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Plan to ensure funding and implementation. He also mentioned that one of the best ways toattract immediate attention and priority of the government on any such issues was to take suchissues to Cabinet through the respective ministers. He also mentioned that the government willnever approve proposals to retain and use the revenues collected by RSTA for the road safetyimprovement programs.

iii) Creation of a Road Safety Unit under DOR

One of the recommendations of the Consultant was to create an adequately equipped RoadSafety Unit under DOR. The participants from DOR as well as other stakeholders expressed theiragreement to this recommendation unanimously. They also suggested creating a separate full-fledged Division instead of a Unit under DOR for reasons of effectiveness.

iv) Need to update Road Survey & Design Manual

Some of the workshop participants also expressed the urgent need to update the Road Survey andDesign Manual by incorporating road safety requirements (standards and specifications) thatneed to be complied with at different phases of a road which include pedestrianwalkways/footpaths, bicycle lanes/tracks, pedestrian crossings, drainages, provisions for old andphysically handicapped road people, crash barriers, signages and markings, roadside amenitiesequipped with basic relief and rescue facilities, road design standards, etc. The forum agreed onthe need to revise and update the Road Survey and Design Manual.

v) Road Act VS Road Safety & Transport Act

Some of the participants also pointed out on the need to harmonise the Road Act 2013 and theRoad Safety & Transport Act 1999 (RSTA Act) to clarify and delineate roles and responsibilitiesappropriately. The forum was informed that the RSTA Act and the Road Safety & TransportRegulation 1999 was already being reviewed and that they would be put up to the newgovernment as soon as possible for amendment.

vi) Need for higher level body for effective coordination of road safety programs andactivities

The forum felt and expressed the need to have a higher level body to effectively coordinate theroad safety programs, activities and issues. The forum was informed that a proposal forrestructuring of the transport sector had already been drafted and was ready to be putting up tothe up-coming new government for approval.

10. Wrap-up and Closing Remarks – By DG, DPA, MOF (Chairperson)

The DG, DPA (Chairperson) remarked that the workshop had been very fruitful and satisfying,and added that the forum had been an excellent and the most appropriate one since the roadsafety issues were very complex and involved multi-sectoral and multi-level understanding andinterventions. He remarked it would have been even more satisfying if there were participantsfrom the Department of Local Government (DLG) too.

He clarified that given the limited budget available for the current TA, the TA activities werefocused on diagnosis of the issues, challenges and constraints, and, recommendations andpreparation of pilot road safety programs for design and implementation in the next phase.

He re-iterated the need to have the programs and activities included in the Five Year Plan toensure budgeting and implementation.

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He informed that the Consultant’s report with the findings and recommendations would becirculated for review and comments. He urged the participants and all the stakeholdersconcerned to study the report and comment carefully as road safety is an extremely pressingissue.

He thanked the participants and all stakeholders concerned for having extended full cooperationand support to the MOF and the consultant team and declared the Workshop closed.

TASHIDELEK

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Appendix 2 – Nepal Task 1 Workshop Minutes 24 May 2013Minutes of Meeting

ADB TA-8027 REG: South Asia Road Safety Program (Ph-1: Bhutan and Nepal

Nepal Work Shop on Road Safety Diagnosis and Recommendations

Venue: DOR Meeting Hall, Kathmandu

Date: 24 May 2013 (Friday)

Time: 12 Noon to 16.30 PM

The Work Shop was convened at the DOR Meeting Hall on 24th May 2013 at 12 Noon to 16.30PM to conform and integrate the review findings and addressing any issues that may haveremained unsolved or not been identified. Also the objective of the workshop was to reachconsensus on road safety management capacity weaknesses and institutional strengthening. Theworkshop was attended by the Technical Working Group members/Counterpart/ Participantsfrom the stakeholders/ and Consultants as listed below.

Senior Participants:

Mr. Tulsi Prasad Sitaula, Secretaty MOPIT

Mr. Devendra Karki, DDG, DOR

Mr. Rabindra Nath Shrestha, DDG, DOR

Dr.Ashok Ratna Bajracharya, Director, National Trauma Centre Kathmandu

Mrs.Pramila Shakya Bajracharya, ProjectManager(S.E), Department of Road.

Mr.Arjun Jung Thapa, Project Director Postal Highway

Mr. Naresh Pradhan Project Officer ADB Nepal.

Mr.Sharad Adhikari, Director, DOTM

Mr. Fredrik Gustafsson, Team Leader, SweRoad

Mr.Ravi Pratap Rana SSP Nepal Police.

Mr. Jagat Man Shrestha Superintendent of Police (Traffic).

Detailed List of Participants:

S.N.

Participants Name Position Organization Tel. No. Email

1 Fredrik Gustafsson TL SWE Road [email protected]

2 D.R.Sapkota DTL SWE Road ERMC 9803914240 [email protected]

3 Kusumakar Dhakal Undersecretary

MOHP 9841428695 [email protected]

4 Umeshbindu shrestha Unit chief HMIS,DOT 9841502349 [email protected]

5 Naresh Pradhan Project officer ADB 9851060463 [email protected]

6 S.P. Upadhyay Road Design ERMC 9841886495 [email protected]

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S.N.


Eng.

7 Bishnu Prasad Poudyal S.D.E DOR 9841419038 [email protected]

8 Arjun Kumar Chaudhary Mech.Engineer

DOTM 9852046542 [email protected]

9 Ravi Pratap Rana SSP Nepal Police 9841500227 [email protected]

10 Shyam Kumar Rai Inspector Nepal Police 9841205601 [email protected]

11 Dr. Ashok Ratna Bajracharya Director National TraumaCentre

9851160054 [email protected]`m

12 Karna Kc Engineer Department of Road 9841741544 [email protected]

13 Gopal Khakurel Engineer DOR 9841366988 [email protected]

14 Bhimmarjun Kandel Engineer DOR,RTU 9841405523 [email protected]

15 Krishna S. Basnet SeniorEngineer

RBN 9851045319 [email protected]

16 Sanu Babu prajapati SeniorEngineer

RBN 9841307167 [email protected]

17 Pramila Devi ShakyaBajracharya

PM ACQMP/DOR 9841316901 [email protected]

18 Sagar Gnawali TechnicalDirector

Road Board Nepal 4493515 [email protected]

19 Arjun Jung Thapa ProjectDirector

Postal Highway 4262693 [email protected]

20 Naresh Man Shakya S.D.E BridgeProject(DOR)

9841428386 [email protected]

21 Surya Bahadur Singh US Ministry of edu. 9741194989 [email protected]

22 Jagat Man Shrestha SP Traffic Police 9851024247 [email protected]

23 Laxmi Prasad Ojha HC 9845100718

24 Sharad Adhikari Director DOTM 9851081781 [email protected]

25 Rakesh Maharjan Engineer. DOR,ACQMP 9851086388 [email protected]

26 Purna Siddhi Lal Shrestha SDE DOR [email protected]

27 Bhimarjun Adhikari SDE DOR/ DRU 9851143055 [email protected]

28 Devendra Karki DDG DOR 9851133604 [email protected]

29 Rabindra Nath Shrestha DDG DOR 9841263985 [email protected]

30 Narendra Subedi SDE DOR 9856032930 [email protected]

31 Ram Hari Pokharel SDE DOR 9851153815 [email protected]

32 Ghana Shyam Gautam SDE RSSDU, DOR 9841557555 [email protected]

33 Dr. Baburam Marasini Senior HealthAdministrator

MOHP

34 Shyam Kharel SDE DOR 9741578710 [email protected]

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S.N.


35 Arjun Suwal ER. DOR 9841654055 [email protected]

36 Amit Kumar Varma ER. DOR,PMEU 9849495323 [email protected]

37 Ganesh Thapa Department of Road 9849370625

38 Tulasi P. Sitaula Secretary MOPIT

39 Shiva Raj Adhikari SDE Department of Road 9841466434 [email protected]

40 Hari Kumar Pokherel Division Chief DRO Damauli 9856060255

41 Ganesh lal Shrestha Engineer Km 9851024140 [email protected]

42 Deepak Kumar Bhattarai Div.Chief DOR Butwal 9841351503 [email protected]

43 Dipak Shrestha Div.Chief DOR Nuwakot 9841348147 [email protected]

44 Dan Kumar Shakya Engineer DOR,Maint 9842025751 [email protected]

45 Kailash Kr. Shrestha SDE DOR,Maint 9841244226 [email protected]

46 Pranay Sharma Staff Department of RoadMaint

9849033917

47 Sonam Lama Coordinator ERMC P.LTD 9803481422

48 Jayandra P. Shrestha ER. ERMC P.LTD 9841829236

49 Sabin Bhandari Sub.ER. ERMC P.LTD 9849446013 [email protected]

50 Dipendra Shrestha Engineer ERMC P.LTD 9841221926 [email protected]

51 Juhee Bohara Engineer ERMC.P.LTD 9841485744 [email protected]

52 Preeja Joshi Engineer ERMC P.LTD 9841801021 [email protected]

53 Anjita Chaulagain OfficeSecretary

ERMC P. LTD 9840068627 [email protected]

54 Shova Pandey Staff ERMC P. LTD 9803938393

55 Manoj Shrestha ComputerOperator

ERMC P.LTD 9841800383 [email protected]

Mr. Umesh Bindu Shrestha, Senior Divisional Engineer represented Department of Roads andwelcomed the participants and opened the Workshop accordingly. The work shop was deliveredin 4 parts I,e (1) Background , Methodology and Consultant’s key findings (2) Governmentviews and Recommendations (3) Consultant’s key recommendations (4) Group Work anddiscussions. Mr. Fredrik Gustafsson Team Leader for SweRoad-PRCS-ERMC Consultantdelivered his first presentation on the first part.

2nd Presentation was from Mr. Jagat Man Shrestha (SP Traffic Police) specially focusing on thepresent traffic situation in Kathmandu valley roads including the Koteshwar-Bhaktapurexpressway. Mr.Shrestha delivered his presentation interestingly describing the practical aspectsas to the road safety scenario in Nepal , how the Traffic Police are working today and alsohighlighted the constraints in traffic police to achieve their goal.

3rd presentator was from Department of Transport Management (DOTM) Mr.Sharad Adhikari(Director) who also delivered his presentations on how they are working today, their capacity to

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handle the workload and future plan and proposal in order to enhance the safety aspects in thesafer vehicles and Driver Licensing issues and extend the management capacities.

4th Presentation was from Mr.Tulasi Prasad Sitaula the Secretary for Ministry of PhysicalPlanning and Transport (MOPIT). Mr. Sitaula delivered his presentation mainly focussing onGlobal Initiatives of Road Safety Action Plan and the new Nepal DOA AP. He also described thepresent scenario and future possibilities towards the development of Road Safety aspects inNepal.

5th Presentor was Mr.Fredrik Gustafsson the Team Leader who reviewed recommendations onDOA Pillar 1 to Pillar 5 , I,e P1- Road Safety Management, P2- Safer Road and Mobility, P3-Safer Vehicles, P4- Safer Road Users, P5- Post Crash Response.

P1. Recommendations: Management:

(a)Re-establish the National Road Safety Council (NRSC) (Minister for MOPIT is a goodalternative as Chairman) (b).Develop a National Road Safety Strategy with final andintermediate outcome targets.(c).(Review and)Implement Nepal Road Safety Action Plan(2011-2020).(d) Implement a modern Crash Date Management System.(e).Establish official socio-economic costs of road fatalities and injuries and use for cost benefit calculation.

P1 Legislation:

The Vehicle Transport Management Act and Regulations 1993

Need to be updated.

Procedures to support interventions and other institutional management functions arerequired.

Institutional a dedicated parliamentary committee on road safety or road injuryprevention.

NRSC need to be formally established and mandated.

Vehicle inspections, Driving License, Speed Control etc.

Fines to be increased.

P1 Funding:

(a) Sustainable Funding need to be established.

(b) Establish official Socio-Economic costs of Road fatalities and injuries and use for costbenefit and effectiveness analysis, Road safety activities is not a cost, it is an investment forsaving lives and money.

(c) To be elaborated on in Task 6 report (Central Budget, Road fund, Tolls, Fees, Levies andfuel, other sources)

P1 Promotion:

1. Coordinate and plan road safety promotion

2. Combine publicity and high visibility enforcement

3. Find the right message to the separate high risk groups

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P2. Recommendations Safer Roads:

1. Implement existing road safety audit provisions and decisions

2. Update road safety audit procedures and black spot management

3. Update Road Design Guidelines/ Standards to cover road safety aspects properly

4. Safety problems need to be tackled with proper infrastructure for vulnerable road usersand especially in Kathmandu.

5. Improve and implement system for control of overloading

6. Monitor and evaluate road safety investments with measurement of indicators such asspeed

7. Improved human resources and capacity especially for RTU

8. Update the sign manual and develop guidelines for matching the speed limit with roadfunction and road layout

9. Install signing in general and especially speed limits.

10. Clarify the roles and responsibilities in regard of speed limit decision process, recordkeeping, procurement, budget and installation between DOTM, DOR, Police and otherstakeholders

11. Improve and enforce land-use planning regulations on accesses to the highways andurban areas

P3 Recommendations Safer Vehicles:

1. Develop the mandatory vehicle inspection system and build inspection stations withproper equipment

2. Expand the random vehicle inspections

3. Implement a centralized vehicle registration data base system

4. Exclude vehicles without renewed yearly mandatory registration from official statistic

5. Develop a system for handling of scrapped vehicles and deregistration

6. Perform in-depth analyses of all fatal Bus accidents and expand to also other fatalaccidents

7. Use safety rating data for the vehicle fleet to assess fleet quality

8. Introduce Whole vehicle Type Approval standard rules.

P4. Recommendations Safer Road Users Enforcement:

1. Develop an enforcement strategy with priority areas (Speed, Seatbelts, Helmets,Alcohol…..)

2. Monitor and evaluate, introduce indicators (time spent on enforcing Speed, Seatbelts,Helmets, Alcohol)

3. Coordinate activities with other stakeholders

4. Improved human resources, capacity and equipment

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5. Implement a crash Data Management System (P1)

6. Improve Incident/ Disaster Management coordination (P5)

7. Clear roles for reporting of dead within 30 days (P5)

P4. Driving Licenses:

1. Implement the newly approved training syllabus for Driver Licensing education andfollow up

2. Learner permits for training under supervision of parents could be introduced for 4-wheelers

3. Theoretical test should be updated according to international standard with more focus onrisk perception and hazard detection, and digitalized

4. Practical test should be updated according to international standard with more focus ondriving in real traffic

5. National driving license register should be implemented.

6. Monitor and evaluate, introduce indicators.

P4. School Education:

1. Develop and introduce school education system for road safety

P5 Recommendations: Post Crash Response

1. Establish a national joint alarm number

2. Improve incident/ Disaster Management coordination

3. Plan for a maximum ambulance response time and follow up

4. Improved human resources and equipment

5. Establish the new Trauma Center role and responsibilities

6. Establish clear roles and responsibilities for reporting of dead within 30 days

7. Road Traffic Accident statistics from MOH need to complement police RTA statistics

Group Work:

After the presentation from the Team Leader as above discussions and recommendations wasorganized by formulating group 1 to 5 . The group formation was as follows.

Group 1: Mrs Pramila Shakya Bajracharya SE in Department of Roads headed the Pillar 1 andthe other group members were as follows:(1) Dan Kumar Shakya (2) Mr.Naresh Man Shakya.

Group 2: Mr.Arjun Thapa SE in Department of Roads headed the Pillar 2 and the other groupmembers were as follows: (1) Mr. Sagar Gnawali (2) Mr. Krishna Basnet

Group 3: Mr.Umesh Bindu Shrestha SDE Department of Roads headed the Pillar3 and the othergroup members were as follows: (1) Mr. Kusumakar Thakal ( MOHP) (2) Mr.Bisnu Poudyal.(3)Mr.Kailash Sreshtha (4) Mr. Gopal Khakurel

Group 4: Mr. Shyam Kharel Project SDE, DOR headed the pillar 4 and the other members wereas follows :(1) Mr. Sanu Babu Prajapati (2) Mr. Bhimarjun Kandel

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Group 5: Dr.Ashok Bajracharya Director General National Trauma Centre Kathmandu headedthe Pillar 5 and the other members were as follows: (1) Mr. Karna K.C.

The following questions were put to all the group members for discussions and later in order toevaluate the road safety diagnosis and recommendations.

Question No.1: Agree or not agree with Consultant’s recommendations. Are there any other?Priority?

Q.No.2: What are the current challenges?

Q.No.3: Suggest ways in which Road Safety results can be strengthened?

Q.No.4: How do we achieve sustainable funding for Road Safety?

Q.No 5: How do we activate private sector and civil society?

Discussions took place among the group members and later open discussions in the floor advisedthat the recommendations from the Consultant were agreed .However some of them suggested asfollows: The Group leader 1 advised (a) Road Safety Rules and Regulations be drafted and get itbe approved by MOPIT within 1 year. (b) Coordinating Agency be activated and lead the stakeholders and the decision be taken up within 6 month through MOPIT.(c) The rules andregulations regarding outdated vehicles be implemented urgently (within 1 year) throughMOPIT. (d) Upgrade the Public Transport System within 4 years through MOPIT.(e)Advertise/Publicize the Road Safety related matter/materials through media within 3 monthsthrough MOPIT and concerned stakeholders.

Group 2 advised (a) Safety audit be conducted during design and construction phaserespectively within 2-3 years through DOR/MOPIT/MOLD/DOLIDAR. (b) Road Safety fundingbe adequately allocated within 6 month through MOPIT/NPC/MOLD/MOF.(c) Road Sign beadequately installed and junction be planned within 2 years through DOR/MOPIT/DOLIDARMOLD/Traffic Police.(d) Road encroachment cleared and traffic segregation be improved within2 years through MOPIT/DOR/DOLIDAR/Traffic Police.

Group 3 advised (a) Question No.1 I,e Consultant’s recommendations agreed.(b) The currentchallenges are like deregistration of old vehicles, encouraging and improving quality of publictransport, discouraging private and small size vehicles, strictly enforcing emission standard,periodically and strictly checking road worthiness of vehicles. The team 3 also advised that inorder to achieve sustainable funding for road safety (a) the authority should form co-operativemechanism for public transport (b) certain percentage of fuel tax should go directly towards roadsafety activities. It was also advised by group no.3 about the awareness campaign regarding theimpact of unsafe vehicles including public reporting(through toll free number) about vehiclesand driver’s behavior.Group 4 advised (a) the activities like high speed ,overtaking, alcohol driving should bemanaged immediately through police and seatbelt/pedestrian crossing be monitored properlythrough concerned authorities. Similarly license tests should conduct fairly through concernedauthorities. Proper care and place be given to the pedestrians, cyclists in the rules and regulationsto protect their rights to travel safely and fearlessly.

Group 5 advised the necessity of national trauma care system and funding may be collectedthrough levy in the vehicles/fuels and national fund/foreign aid through MOF.

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Following the discussions as above, question raised from the participants were answered by theTeam Leader Mr. Gustafsson.

The Workshop closed at 16.30PM after the concluding remarks by Mrs Pramila ShakyaBajracharya the SE from DOR.

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Appendix 3 – Bhutan Task 3, 5 and 6Workshop Minutes 30 August2013

Minutes of Meeting

Bhutan Workshop for Task-3, Task-5 and Task-6

Date and Time – 30 August 2013 (Friday), 10.00 am – 4.00 pm,

Venue - Hotel Phuntsho Pelri, Phenday Lam, Hongkong Market

IV. Background

ADB has provided a Technical Assistance (TA) under the regional TA No. 8027 Reg: SouthAsia Road Safety Program (Phase-1: Bhutan and Nepal) towards improvement of road safetyin Bhutan and Nepal. The Bank has engaged M/s Swedish National Road Consulting AB(SweRoad) in association with M/s PRCS, Thimphu (Bhutan) and M/s ERMC Pvt. Ltd,Kathmandu (Nepal) as the Consultant for carrying out the TA activities. The TA program is ineffect from January 2013 to January 2014. The Ministry of Finance, Thimphu is theImplementing Agency for the TA activities in Bhutan.

As a part of the total 8 tasks the consultant is required to deliver, a day-long workshop wasconvened at the Hotel Phuntsho Pelri, Thimphu on 30 August 2013 (Friday) to deliberate andreach consensus on the findings and recommendations on the 3 tasks, viz. Task-3 (Road SafetyManagement Capacity Strengthening), Task-5 (Road Safety Policy & Business Procedures) andTask-6 (Sustainable Road Safety Funding mechanisms).

V. Workshop Participants

Dasho Kinley Dorji, Hon’ble Secretary of Ministry of Information and Communications(MOIC), Thimphu (Bhutan) opened the workshop and shared the MOIC’s views and initiativeswith regard to improvement of transport sector in Bhutan including road safety. The Hon’bleSecretary chaired the initial first two sessions of the Workshop. The rest of the sessions werechaired by Mr. Lham Dorji, Director General of RSTA.

The following stakeholders’ representatives attended and actively participated in the workshop.i) Dasho Kinley Dorji, Hon’ble Secretary, MOIC, Thimphuii) Mr. Lham Dorji, Director General, RSTA, Thimphu

iii) Mr. D. Dorji, Executive Director, Bhutan Insurance Ltd., Thimphu

iv) Mr. Karma Tenzin, Executive Engineer, S&D Division, DOR, Thimphu

v) Mr. C. K. Pradhan, Executive Engineer, DOR, Thimphu

vi) Mr. Tshewang Norbu, Chief Program Officer, DPA, MOF, Thimphu

vii) Ms. Lhaki Dema, Prog. Asstt. DPA, MOF, Thimphu

viii) Mr. Karma Tshering, SPO, National Environment Commission (NEC), Thimphu

ix) Mr. Bhimlal Subedi, Chief Planning Officer, MOIC, Thimphu

x) Mr. Sonam Dendup, Sr. Plg. Officer, MOIC, Thimphu

xi) Mr. Tandin Dorji, CPO, Department of Public Health, Thimphu

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xii) Mr. Karma Pemba, Chief Transport Officer, RSTA, Thimphu

xiii) Mr. Phurba S. Tamang, Chief Transport Officer, RSTA, Thimphu

xiv) Mr. Dophu Dukpa, Regional Transport Officer, RSTA, Thimphu

xv) Mr. Prem P. Adhikari, Sr. Transport Officer, RSTA, Thimphu

xvi) Mr. Kasuyoshi Kawai, JICA Volunteer, RSTA, Thimphu

xvii) Lt. Col. Passang Dorji, SP Traffic, Royal Bhutan Police, Thimphu

xviii) Mr. Fredrik Gustafsson, Team Leader/Road Safety Engineer, SweRoad, Sweden

xix) Mr. B. B. Gurung, Dy. Team Leader/Road Safety Engineer, SweRoad/PRCS,Thimphu

xx) Ms. Nir Maya Rana, Office Assistant, SweRoad/PRCS

VI. Workshop Proceedings and Outcome

Session-1 : Opening remarks by Hon’ble Secretary, MOIC and initial discussionsAt the outset of the workshop, as desired by Hon’ble Chair, Dasho Kinley Dorji, Hon’bleSecretary of MOIC, Mr. Bhimlal Subedi, Chief Planning Officer, MOIC briefed the floor aboutthe background of the TA/project. Hon’ble Secretary then shared with the floor the MOIC’sthinking and plans regarding the improvement of transport sector in Bhutan. He stressed that thecountry needed to face the reality that the vehicle fleet is increasing rapidly, cases of incidencesand severity of road crashes are increasing rapidly and that it might get too late if requiredinterventions are not made immediately. He added that none of the agencies were to be blamedbut the system itself. He highlighted the need to restructure the sector as a key step to improvethe situation.

Hon’ble Secretary enquired what key issues or points did the participants wish to bring to hisattention. To this, the Consultant Team Leader Mr. Fredrik Gustafsson highlighted the lack ofproper coordination and leadership as the key issues affecting the road safety situation in Bhutan.Hon’blev Secretary acknowledged the problem and added that a restructuring plan was inprocess for putting up to the cabinet and that this would greatly improve the situation.

Mr. Fredrik Gustafsson (Consultant/Team Leader) then made a brief presentation on the WorldBank report on status of road safety in south-east Asia. The presentation highlighted variousissues, facts and figures related to road safety in the south-east Asia in general and specifically inBhutan including its socio-economic impacts on the society and the country.

Session-2: Presentation and discussion on Task-3 (Road Safety Management CapacityStrengthening)

The consultant Team Leader, Mr. Fredrik Gustafsson delivered his presentation on the Task-3(Road Safety Management Capacity Strengthening).

He highlighted the rapidly worsening road safety situation in the country by pointing out variousdeficiencies and shortfalls in all spheres of the road safety management system. He stressed thatthe situation needed urgent attention. For instance, the inconsistencies and gaps in the statisticaldata of road crash fatalities and injuries between the hospital records and the police recordsposed challenges in analysis and design of appropriate interventions. Similarly, lack of adequate

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leadership and coordination was highlighted as a key challenge in planning, designing, budgetingand implementing interventions.

The session was conducted in an interactive manner. Therefore, the session was punctuated bydiscussions and exchange of views and ideas intermittently.

Hon’ble Secretary then left the Workshop to continue under the chairmanship of the DirectorGeneral of RSTA.

Session-3: Presentation on Task-5 (Road Safety Policy and Business Procedures)

The Consultant Team Leader Mr. Fredrik Gustafsson made detailed presentations on theproposed road safety policies and business procedures listed below:

i) Introduction of Recognizable Road Types (Self-explaining roads)

ii) Improved safety considerations in road design

iii) Traffic control of road works

iv) Road safety audit on new roads according to safety action plan

v) Road safety audit of road works according to safety action plan

vi) Road safety inspection of existing roads according to safety action plan

vii) Infrastructure road safety program with budget for mass actions

viii) Safety infrastructure indicators

ix) Long term accident based evaluations.

The session was conducted in an interactive manner with discussions and exchange of views andideas intermittently.

Session-4: Presentation on Task-6 (Sustainable Road Safety Funding Mechanism)

Mr. B. B. Gurung, Consultant / Dy. Team Leader made a detailed presentation on Task-6(Indentifying sustainable funding mechanisms for road safety). He started by highlighting theexisting situation of road safety funding in Bhutan. It was highlighted that the source of fundingfor road safety in Bhutan was solely from annual government budget; there was no visiblefunding support from any other agencies.

He continued with presentation on the Best Practice road safety funding mechanisms tried andadopted in other countries around the world and in the region. He stressed that the governmenthas to remain the primary source of funding and other funding sources/mechanisms should beconsidered as supplementary funding source. He concluded his presentation withrecommendations to:

(i) Establish and adopt a national official figure for socio-economic costs of road crashfatalities and injuries. This could be the basis for sourcing of funds for road safetyinterventions (It was highlighted that preliminary estimates had shown that the totalvalue of lives lost per year in road crashes in Bhutan could be in the range of 26million to 66 million USD accounting for 1.7% to 4.2% of GDP).

(ii) Establish a new dedicated fund for road safety. It was suggested that one or more (ora combination) of the Best Practice mechanisms tried and successfully adopted in

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other countries could be the sources of this dedicated road safety fund which couldsupplement the annual government allocations.

(iii) Introduce motor vehicle insurance levy or surcharge as one of the supplementarysources of road safety funding.

(iv) Educate and persuade insurance industries to finance joint road safety interventions.

The session was conducted in an interactive manner with intermittent discussions and exchangeof views and ideas.

Session-5: Group Work and Open Discussions

Group works were conducted with an aim to involve the participants/stakeholders in reachingconsensus on the findings and recommendations. The workshop participants were divided in to 3groups, each group to work on the findings and recommendations pertaining to each of the 3individual tasks.

Following the group work, open discussions were held on the outcomes of the group works. Keyoutcomes of the group works and open discussions that followed are noted below:

Key outcomes of the group work and open discussions

Task-3 (Road Safety Management Capacity Strengthening)

i. Merger of DOR and RSTA into one single agency: A consensus was reached thatthey should continue to remain as 2 separate agencies but should be placed under oneMinistry for better coordination.

ii. Establishment of Road Safety Board with a adequately resourced Secretariat: Itwas agreed and recommended to establish a National Road Safety Board as the leadagency for road safety activities. There was also a general consensus on the proposalto create a adequately resourced secretariat to manage the proposed Board activities.

iii. RSTA to continue to play the lead agency role in the interim period: It wasagreed that RSTA should continue to play the lead agency role till the time theproposed Road Safety Board is established and functional.

iv. RSTA to Institute a Coordination Committee (or a Steering Committee): It wasagreed and recommended to immediately institute a Steering Committee to supportRSTA coordinate and monitor the road safety activities across all sectors till the timea fully functional Road Safety Board is in place.

v. Lead agency roles: The workshop agreed on the lead agency roles as highlighted inthe consultant’s presentation.

vi. Establish a dedicated Road Safety Unit within DOR: It was agreed andrecommended to establish a dedicated Road Safety Unit within DOR asrecommended by the consultant. It was also pointed out that the previous Workshop(Task-1 Workshop held on 12 June 2013) had also agreed and recommended thesame.

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Task-5 (Road Safety Policy & Business Procedures)

It was concluded that Road Safety Policies and Business Procedures as presented by theconsultant was very relevant for Bhutan and that such policies and procedures would greatly helpin improving road safety.

The Group discussion also came up with suggestions to (i) include hillside protection measuresin the safety considerations in road design. (This was said to be required mainly to protect roadusers from falling/shooting boulders), and (ii) include workers’ safety gadgets as mandatory itemin the road works.

Task-6 (Road Safety Funding mechanisms)

i) Socio-economic costs of road crash fatalities and injuries: There was a generalconsensus on the need for Bhutan to establish and adopt a national official figure forsocio-economic costs of road crash fatalities and injuries in the country. It was agreedthat this would serve as a primary bargaining tool for sourcing of funds for road safetyinterventions.

ii) Establishment of a dedicated fund for road safety: There was a generalconsensus on the need for Bhutan to establish a dedicated fund for road safety byadopting one or more, or a combination, of the 7 mechanisms tried and adopted in otherbest practice countries (as presented by the consultant). It was also discussed thatdeliberations at higher levels and government directives would be required for thispurpose.

iii) Introduction of levy or surcharge on motor vehicle insurance: This option ofcreating a supplementary source of funding for road safety was considered as a well-thought of option. The discussion, however, concluded that this would mean additionalburden to insurance industries mainly in terms of human resource requirement. It wasalso felt that wider deliberations and consultations at different levels would benecessary.

iv) Education and persuasion of insurance industries to finance road safetyinterventions: There was a general consensus on the need for insurance industriesto understand the benefits of their supporting road safety interventions. It was stressedthat reduction in road crash fatalities and injuries meant reduction in the insurancepayouts. It was also felt that this would depend purely on the insurance industries’initiatives and would not have to depend on government directives or policies.

Concluding Session: Remarks by the Director General of RSTA

The Director General of RSTA recapitulated the workshop proceedings and deliberations.

He mentioned that he anticipated clear and practicable recommendations from the current studieswhich he expected to see implemented unlike many other similar studies carried out in the past.

He concluded by thanking the workshop participants for their active participation and forcontributing with their time and valuable views, comments and suggestions.

TASHIDELEK

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Appendix 4 – NepalTask 3, 5 and 6Workshop Minutes 23 August2013

ADB TA-8027 REG: South Asia Road Safety Program (Phase-1: Bhutan and Nepal)

Nepal Workshop on:

Task 3: Strengthen road safety management capacity

Task 5: Develop road safety policies and business procedures to incorporate road safetyinto the lifecycle of roads and provide support in operationalization.

Task 6: Identify sustainable funding arrangements for road safety.

Date: 23 August 2013 (Friday)

Time: 11.30 AM to 16.00 PM

Place: Trade Tower Business Centre, Thapathali, Kathmandu

The Work Shop was convened at the Trade Tower Business Centre on 23th August 2013 at11.30AM to 16.00 PM to conform and integrate the review findings and addressing any issuesthat may have remained unsolved or not been identified. Also the objective of the workshop wasto reach consensus on road safety management capacity weaknesses and institutionalstrengthening (T3), develop road safety policies and business procedures to incorporate roadsafety into the lifecycle of roads and provide support in operationalization (T5) and identifysustainable funding arrangements for road safety (T6). The workshop was attended by theTechnical Working Group members/Counterparts/ Participants from the stakeholders/ andConsultants as listed below.


Mr. Tulasi Prasad Sitaula, Secretaty MOPIT

Mr. Rabindra Nath Shrestha, DDG, DOR

Dr. B.R.Marasini, Senior Health Administrator, MOHP


Mr. Sudarshan Prasad Thakal, Director General, DOTM

Mr. Basant Pant, Superintendent of Police (Traffic)

Mr. Naresh Pradhan Project Officer ADB Nepal.


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List of Participants

S.N. Participants Name Position Organization Tel. No. Email

1 Bibhuti Raj Pandey Superintendent Nepal police 9851145268 [email protected]

2 Hiroyuki FUSHIMI JICA Volunteer JICA 9843148933 [email protected]

3 Thusitha shahi Assoc. Professor. Nepal Eng. College 9741030778 [email protected]

4 Sautosh K. Gupta Transport Engineer NTDRC 9851122793 [email protected]

5 Naresh K Shrestha Regional Dev. Plan NTDRC 9841397885 [email protected]

6 Dr. Padma Bdr. Shahi Professor Pokhara University 9851091057 [email protected]

7 Kiran Subedi Engineer RTU, DOR 9846039464 [email protected]

8 Chandra Subedi SDE RTU, DOR 9851115922

9 Krishna B. Thapa Engineer RTU,DOR 9851069240 [email protected]

10 Naresh Pradhan Project Officer ADB 9851060463 [email protected]

11 Dr. Ashok R. Bajracharya Exc Director National Trauma Centre 9851020107 [email protected]

12 Dr..B.R Marasini. Senior Health Administrator 9857066412 [email protected]

13 Hem Nidhi Sharma Director ERMC 9851102437 [email protected]

14 Uddab R. Chaulagain Managing Director ERMC 9851036653 [email protected]

15 S. Dhungel Rd-Safety Consultant Independent 9851074844 [email protected]

16 Suman Udas Proj. Officer CEN 9841698639 [email protected]

17 Rabindra Nath Shrestha DDG DOR 9841263985 [email protected]

18 Surendra Pradhan Associaton Secretary NADA 9849823569 [email protected]

19 Rajiv Shrestha Engineer DOR 9841816375 [email protected]

20 Sanat Upadhyay HDE ERMC

21 Ramesh N Bastola ED RBN 9851128462 [email protected]

22 Sudarshan P Dhakal DG DOTM 9851141059 [email protected]

23 Tulasi Sitaula Secretary MOPIT

24 Sagar Grawali Technical Director Road Board Nepal 9851055590 [email protected]

25 Basant Pant S.P. Traffic 9841260460 [email protected]

26 Shukadev Khanal 9852090177 [email protected]

27 Shekhar Golchha NADD 4250001

28 Arjun K Chaudhary M. Engineer DOTM 9852046542 [email protected]

29 Deepak Devkota Engineer 9851114221

30 Kanakmani Dixit Sajha Yatayat

31 D.R.Sapkota DTL SweRoad ERMC 9803914240 [email protected]

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The work shop was delivered in 3 parts I,e (1) Opening and MOHP new study presentation (2)Consultant’s key findings and recommendations in Task 3, 5 and 6 and (3) Group Workdiscussions and prioritization of the recommendations.

Opening and MOHP new study presentation

Mr. Chandra Kumar Subedi, Senior Divisional Engineer DOR and Focal Person for the Programwelcomed the participants and briefed the agenda of the workshop in short.

Mr. Tulasi Prasad Sitaula Secretary MOPIT opened the Workshop and briefed the PresentScenario of Road Safety in Nepal along with his brilliant opening remarks. Mr. Sitaula startedhis remark by emotionally stating that People are questioning about the increasing road accidentsand the road condition. Enquiry Committee has been formed to investigate such incidents.Mr.Sitaula informed that from this year onward there is an independent budget allocation forRoad Safety. After the Road safety action plan was approved the scope has been tremendouslyincreasing and the responsibility of the stakeholders towards road safety issues has beenprioritized. However Mr. Sitaula admitted that there are problems like the rate of vehiclesincreasing, rate of accident increasing, old or date expired vehicles increasing and so on.However Mr.Sitaula hoped that this type of study may give guidelines towards forming policiesand business too.

Dr. Baburam Marasini (MOHP) delivered the outcome of their newly conductedEpidemiological Study of Road Traffic Accidents in Nepal Highways and especially InNagdhunga – Mugling – Narayanghat road segment. During 2068 there were in total 615accidents and during 2069 768 showing a catastrophic increase of 25%.

Vehicle Types in Accidents

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Appendix 4

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Injuries in RTA by Study Clusters

Major Places of RTAs

Nagdhunga – Galchhi (Cluster 1): Dharke, Khanikhola, Simle

Galchhi – Benighat (Cluster 2): Salang Ghat, Malekhu, Gajuri

Benighat – Mugling (Cluster 3): Benighat, Charaudi, Jogimara

Mugling – Narayanghat (Cluster 4): Dasdhunga, Kabilas, Ramnagar

Consultant’s key findings and recommendations in Task 3, 5 and 6Mr. Fredrik Gustafsson Team Leader for SweRoad-PRCS-ERMC Consultant delivered hispresentation In Task 3 and 6 and Road Safety Expert Mr. Torsten Bergh in Task 5.

Task-3 Road Safety Management Capacity Strengthening

Mr. Gustafsson highlighted the rapidly worsening road safety situation in the country by pointingout various deficiencies and shortfalls in all spheres of the road safety management system. Hestressed that the situation needed urgent attention. For instance, the inconsistencies and gaps inthe statistical data of road crash fatalities and injuries between the hospital records and the policerecords posed challenges in analysis and design of appropriate interventions. Similarly, lack ofadequate leadership and coordination was highlighted as a key challenge in planning, designing,budgeting and implementing interventions. The issues recommending that the functioning of thehigh level lead agency with its secretariat is most important so that coordination betweenstakeholders is practically possible and accountable for their actions. This way the lead agencycan work in planning and coordination, information and education and monitoring andevaluation.

Task-5 Road Safety Policy and Business Procedures

Mr. Bergh made detailed presentations on the proposed road safety policies and businessprocedures listed below:



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Appendix 4

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iii) Traffic control of road works

iv) Road safety audit on new roads according to safety action plan

v) Road safety audit of road works according to safety action plan

vi) Road safety inspection of existing roads according to safety action plan

vii) Infrastructure road safety program with budget for mass actions

viii) Safety infrastructure indicators

ix) Long term accident based evaluations.

Task-6 Sustainable Road Safety Funding Mechanism

Mr. Gustafsson highlighted the importance of funding in road safety by stating that road safetyactivities is not a cost rather it is an investment for saving lives and money. The existingsituation of road safety funding in Nepal is almost solely from annual government budget.

Best Practice road safety funding mechanisms tried and adopted in other countries around theworld and in the region was presented. He stressed that the government has to remain theprimary source of funding and other funding sources/mechanisms should be considered assupplementary funding source. He concluded his presentation with recommendations to:

(i) Establish and adopt a national official figure for socio-economic costs of road crashfatalities and injuries. This should be the basis for sourcing of funds for road safetyinterventions (It was highlighted that preliminary estimates had shown that the totalvalue of fatalities and injuries per year in road crashes in Nepal could be in therange of 50 billion to 150 billion NRs accounting for 1.2% to 3.5% of GDP).

(ii) Establish a new dedicated fund for road safety (could be included in RBN). It wassuggested that one or more (or a combination) of the Best Practice mechanisms triedand successfully adopted in other countries could be the sources of this dedicatedroad safety fund which could supplement the annual government allocations.

(iii) Introduce motor vehicle insurance levy or surcharge as one of the supplementarysources of road safety funding.

(iv) Educate and persuade insurance industries to finance joint road safety interventions.

Group Work discussions and prioritization of the recommendations

After the presentation from the Team Leader and others as above discussions andrecommendations was organized by formulating group 1 to 3. The group formation was asfollows.

Group 1: Mr. Rabindra Nath Shrestha DDG in Department of Roads headed the Group and theother group members were as follows :( 1) Mr. Sukhadev Khanal, (2). Dr. Tushitha C Shahi, (3).Mr. Hiroyuki Fushimi. The topic for discussion and evaluation was Task 3 presentation I,e :Strengthen road safety management capacity

Group 2: Mr.Subhash Dhungel Expert in Road Safety, working as a Consultant headed theGroup and the other group members were as follows: (1). Mr. Bibhuti Raj Pandey (2). Mr.Naresh Shrestha. The topic for discussion and evaluation was Task 5 presentation I,e : Develop

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road safety policies and business procedures to incorporate road safety into the lifecycle ofroads and provide support in operationalization

Group 3: Dr. Ashok Bajracharya DG in Department of Trauma Centre headed the Group and theother group members were as follows: (1) Mr. Sagar Gyawali (2) Dr. Padma Shahi (3). Mr.Santosh Gupta. The topic for discussion and evaluation was Task 6 presentation i,e Identifysustainable funding arrangements for road safety.

The following questions were put to all the group members for discussions and later in order toevaluate the findings and recommendations.

Question No.1: Agree or not agree with Consultant’s findings and recommendations? Proposeprioritization of the recommendations.

Q.No.2: What are the current main challenges and constraints for implementing therecommendations?

Q.No.3: How do we improve involvement of private sector and civil society?

Q.No.4: How do we achieve sustainable funding for Road Safety?

Discussions took place among the group members and later open discussions in the floor advisedthat the recommendations from the Consultant were agreed. However some of them suggested asfollows:

Group 1 advised (a) Minister MOPIT should be NRSC head. (b) MOLD, MOH be included askey stakeholders.(c) Driver’s training institutions be formal and well staffed .(d) Informationcenters, awareness programs, be included to address the road safety activities.(e) Adequateresources be allocated to the road safety activities.

Group 2 advised (a) Safe design of the road. (b) Concerned agencies like DOR,DOLIDARshould start to address the safety issues in their annual program .(c) Guidelines and Manuals bedrafted and implemented towards safety activities.(d) Road safety Audit manual be updated andmade mandatory.

Group 3 advised (a) 2 to 4% levied in fuel etc. towards road safety related activities.(b)Motorcycle registration fee be made Rs. 6000 or more and the fee allocated towards road safetyactivities. (c) Road safety budget be separately included in new road construction orrehabilitation and the fund be utilized through RBN/DOR/DOLIDAR strictly towards road safetyactivities.

Following the discussions as above, question raised from the participants were answered by theTeam Leader Mr.Gustafsson.

The Workshop closed at 16.30PM after the concluding remarks by Mr.Rabindra Nath Shresthathe DDG from DOR.

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Appendix 5 – BhutanTask 2 (and 7) Workshop Minutes 17 Oct2013,

Minutes of WorkshopDate and Time: 17 October 2013 (Thursday), 10.00 am – 2.30 pm,Venue: Hotel Phuntsho Pelri, Thimphu

BackgroundADB has provided a Technical Assistance (TA) under the regional TA No. 8027 Reg: SouthAsia Road Safety Program (Phase-1: Bhutan and Nepal) towards improvement of road safetyin Bhutan and Nepal. The Bank has engaged M/s Swedish National Road Consulting AB(SweRoad) in association with M/s PRCS, Thimphu (Bhutan) and M/s ERMC Pvt. Ltd,Kathmandu (Nepal) as the Consultant for carrying out the TA activities. The TA program is ineffect from January 2013 to January 2014. The Ministry of Finance, Thimphu is theImplementing Agency for the TA activities in Bhutan.

A one day workshop was convened at the Hotel Phuntsho Pelri, Thimphu on 17 October 2013(Thursday), as a part of the total 9 tasks the consultant is required to deliver (Including iRAPworks). The main objective of the Workshop was to deliberate and reach consensus on thefindings and recommendations on the 2 tasks, viz. Task-2: Prepare road safety programs onselected high risk corridors and (ii) Task-7: Identify and prepare for subsequent design andimplementation South Asia Road Safety Programs.

Workshop ParticipantsMr. Lham Dorji, Director General of the Road Safety & Transport Authority (RSTA), Thimphuchaired the Workshop. Altogether 21 participants listed below attended the Workshop.

i) Mr. Lham Dorji, Director General, RSTA, Thimphu (Chairperson)ii) Mr. Karma Pemba, Chief Transport Officer, RSTA, Thimphuiii) Mr. Dophu Dukpa, Regional Transport Officer, RSTA, Thimphuiv) Ms. Ugyen Lhamo, ARTO, RSTA, Thimphuv) Mr. Thukten Nyendra, ARTO, RSTA, Thimphuvi) Ms. Lhaki Dema, Prog. Asstt. DPA, MOF, Thimphuvii) Ms. Karma Doma, Sr. Program Officer, Ministry of Health, Thimphuviii) Mr. Tougay Choedup, Executive Engineer, DOR, Thimphuix) Mr. Tshering Wangdi, Chief Engineer, DOR, Thimphux) Mr. Karma Tenzin, Executive Engineer, S&D Division, DOR, Thimphuxi) Mr. Sangay Wangdi, Executive Engineer, Thimphu Thromde (Municipality)xii) Mr. Ugyen Namdrul, Royal Insurance Corporation of Bhutan Ltd, Thimphuxiii) Mr. Phurba S. Tamang, Chief Transport Officer, RSTA, Thimphuxiv) Mr. Phuntsho Wangdi, ME, RSTA, Thimphuxv) Mr. Masayoshi Kawai, JICA Volunteer, RSTA, Thimphuxvi) Lt. Col. Passang Dorji, SP Traffic, Royal Bhutan Police, Thimphuxvii) Mr. Sonam Dendup, Sr. Plg. Officer, MOIC, Thimphuxviii) Mr. Prem Baral, D.O. Bhutan Insurance Ltd, Thimphuxix) Mr. Torsten Bergh, Road Safety Expert, SweRoadxx) Mr. B. B. Gurung, Dy. Team Leader/Road Safety Engineer, SweRoad/PRCS, Thimphuxxi) Ms. Nir Maya Rana, Office Assistant, SweRoad/PRCS

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Workshop Proceedings and OutcomeThe proceedings and outcomes of the Workshop are noted in the Sections 1 to 4 below.

Opening Remarks by the ChairpersonAt the outset the Chairperson, Director General of RSTA, gave an overview of the projectexplaining its background and its basis. He also gave a brief outline of the short-term and long-term outputs and outcomes of the project. He underlined the importance of the workshop andrequested the participants to participate actively.

Presentations by Consultants

Presentation on iRAP worksMr. Torsten Bergh, Road Safety Expert, SweRoad presented an overview of iRAP and itsmethodologies. The Workshop was informed that the iRAP field survey in Bhutan had justfinished and that the results and reports would be ready by December. Results from the recentlycompleted Bangladesh iRAP works were presented as examples to show expected results forBhutan to come.

Presentation on Task-2 and Task-7 Physical Road Safety Measures

Mr. Torsten Bergh, Road Safety Expert, SweRoad made a presentation on the findings andrecommendations for physical road safety measures for the two High Risk Corridors (HRC), viz.(i) the East West Highway segment between Semtokha and Khelekha (100 km) and (ii) theThimphu-Babesa Expressway (6.2 km).

He informed that the main safety problems on the 2 HRC are pedestrian and single run-offaccidents. The safety measures proposed on the HRC between Semtokha and Khelekha on theEast West Highway were as summarized below:

Unit Need CostMeasure Unit cost total Mill. Nuguard-rails km 4000/m 80 318roadside reflectors km 30/m 80 2retaining walls no 450000 75 34bridge parapets no 928000 18 17blind curves no 130000 22 3Total 374village through roads no 7- gates no 200000 9 2- foot path m 2000 6250 13- pedestrian crossing no 10000 15 0,2- bus bay no 200000 10 2- parking no 10 50000 1- lighting m 2200 5150 11Total villages 28

Appendix 5

SweRoad 92 (135)

The safety measures proposed on the Thimphu-Babesa Expressway were as summarized below:

Presentation on Task-2: Non-physical Measures on the Selected High Risk CorridorsMr. B. B. Gurung, Road Safety Engineer, SweRoad/PRCS made a presentation on the findingsand proposals for the non-engineering measures to be applied on the selected high risk corridors,viz. 100 km section of the East-West highway between Semtokha and Khelekha and 6.2 kmThimphu-Babesa Expressway. The safety measures proposed were as summarized below.

TotalUnit cost

Measure Need Unit cost Unit Mill NuFoot paths 8 km 3000 m 24Bus bays 8 no 200000 unit 2Side barriers 2 km 4000 m 8Service roads 6 km 20000 m 120Total 154Accesses Not possible to estimatePed crossings A master plan neededIntersections Detailed study of each location

Appendix 5

SweRoad 93 (135)

The Superintendent of Police (Traffic) explained that the use of seat belt is enforced on all ruralroads while it has been relaxed in urban areas for reasons of practicality and convenience.

Group WorkAfter the presentations by the consultants, group works were conducted to reconcile andconsolidate the recommendations and proposals for each individual task. The following were themain points for the group work:

1 Agree or not agree with findings and recommendations.2 Have we missed any key recommendations? Propose if any.3 What are the current main challenges and constraints for implementing the

recommendations?4 Any innovative suggestions regarding Physical engineering measures?

- Countermeasures to be adopted by DOR?- or systematic incorporation?

5 Any innovative suggestions regarding Non-Physical measures- To be adopted by the Stakeholders?- For systematic incorporation?

Three work groups were formed as shown below for the purpose of the group works.

Tentativecost (Nu.)

Continue and expand public awareness campaigns XProvide breath analyzers - 6 Nos.(2 each for 2 police stations atWangdue and Punakha and 2 for Traffic Police in Thimphu)

5,10,000 @Nu. 85000/No.

Continue and expand public awareness campaigns X Install speed limit signs along the HRC roads X Provide 3 traffic speed camera (1 for Expressway and 2 for HRC) X Provide speed guns - 6 Nos. (2 each for 2 police stations at Wangdueand Punakha and 2 for Traffic Police in Thimphu)

12,00,000 @Nu. 200,000/No.

Research on usefulness of seat belt in saving lives X Public awareness and education campaign x Include road safety education in school curriculum x Provide road safety education materials/leaflets to schools x Continue and expand the student policing practices x Provide school buses - 6 Nos. (Wangdue LSS, Tencholing LSS, Bajo HSS,Lobeysa LSS, Thinleygang LSS and Thinleygang MSS)

81,00,000 Tata 36 seated @13,50,000/No.

Rescue and Provide ambulance - 1 No. 27,00,000 ToyotaUS$ 45,000 trauma care Short-term trainings to health personnel of Bajo Hosp. x

Provide automatic splints (for broken limbs and skull injuries care) – 20sets

720,000 @ US$ 600/set

Provide 2 truck cranes for recovery and towing of vehicles – 1 for HRCand 1 for RSTA Thimphu

36,00,000 @US$ 30,000/No.

6 Vehicleinspections

Short-term trainings (up to 3 months) to motor vehicle inspectors of theRSTA Base Offices at Wangdue and Punakha and RSTA Thimphu. x

Provide 3 inspection vehicles (1 each for Police Stations at Wangdue,Punakha and TP HQ)

24,00,000 @ Nu. 800000/No.

Provide 3 mobile break tester (1 each for Police Stations at Wangdue,Punakha and TP HQ)

76,50,000 @ £ 30,000/set

Total tentative cost for Soft Measures on HRC (Nu.) 2,64,76,000+Total tentative cost for Soft Measures on HRC (USD) ~500K USD

X - Cost being worked out

Remarks

Cost being worked

3 Seat belt &helmet use

4 Safer ways toschool

5

Sl.# Problem areas Proposed/Recommended measures (Soft)

1 Drink and drive(Alcohol)

2 Speeding

Appendix 5

SweRoad 94 (135)

Following the group work, open discussions were held on the outcomes of the group works.Key outcomes of the group works and open discussions are noted below:Group-1: Infrastructure findings and proposals for the Expressway

i) The group agreed on the consultant’s findings and recommendations.ii) The group suggested underpasses to be proposed as an alternative for pedestrian

crossings.iii) The group pointed out budget constraints, lack of training and awareness as the main

challenges.iv) The group proposed more speed control enforcement.v) It was highlighted that DoR’s present policy does not permit construction of humps on

national highways. The consultant informed that Sweden too had a similar policy yearsago and that the policy had now been relaxed allowing such humps in villages /settlements. It was felt that Bhutan too might relax its policy in the near future allowingsuch humps in villages/settlements.

vi) The representative of the traffic police suggested to provide taxi and bus bays and alsotwo roundabouts one each in front of Shearee Square and Honda Showroom.

vii) The Workshop participants agreed on the need to replace the existing kerb-stone medianwith concrete block barrier as provided on the swimming pool road. The consultantinformed the Workshop that only one year’s accident statistics were available and that theavailable accident statistics did not sufficiently justify the proposed improvement in theexisting median from the traffic safety point of view. He added that recent years’ accidentdata might support the proposed improvement in the median barrier.

Group-2: Infrastructure Measures on Semtokha-Khelekha HRCi) The group agreed on findings and recommendations.ii) They agreed on the importance of proper signage, especially at places such as that with

falling/shooting boulders and landslides.iii) They agreed that there were problems with blind curves and sight distances. The DOR

representative informed that DOR was removing vegetations along the sides of roads asa maintenance measure to improve sight distances and enhance road safety.

Group 1 Expressway Mr. Sangay Wangdi, TTMr. Karma Pemba, RSTAMs. Ugyen Lhamo, RSTAMr. Karma Tenzin, DORMr. Phurba S. Tamang, RSTAMr. Prem Baral, BIL

Group 2 HRC Phy. Mr. Tshering wangdi, DORMr. Dophu Dukpa, RSTAMr. Tougay Choedup, DORMr. Phuntsho Wangdi, RSTALt. Col. Pasang Dorji, Traffic SP

Group 3 HRC Soft DG, RSTAMr. Thukten Nyendra, RSTAMs. Lhaki Dema, DPAMs. Karma Doma, DOPHMr. Ugyen Namdruel, RICBLMr. Kawai, JICA/RSTAMr. Sonam Dendup, MOIC

Appendix 5

SweRoad 95 (135)

iv) They advocated the need of roadside amenities e.g rest areas with possibilities foremergency calls and rescue facilities (like ropes, stretchers etc). One such amenity isalready there at Lamperi.

v) They proposed to include facilities for local roadside vendors such as shelters andparking space. They informed that inconveniences were being caused to traffic flow andthat there was a need to improve such facilities from a traffic safety point of view.

vi) They highlighted that villages and settlements along the roadside need bus and taxi bayswith parking spaces, footpaths and crossings, street lighting, etc.

vii)They also proposed to include parking facilities at places of spiritual importance such asDrupchu (holy water springs). Currently there is only one such Drupchu located nearThinleygang within the Semtokha-Khelekha highway segment.

viii)They pointed out that lack of budget, rugged terrain and lack of space for such roadsidefacilities were some of the main constraints.

Group-3: Non-engineering measuresi) The group agreed on findings and recommendations presented by the consultant.ii) They suggested to include the following measures:

- To increase penalties for drunk driving. They suggested that the increased penaltiesfor drunk driving should be implemented nationwide.

- They proposed more speed cameras/speed guns, at least 10 each at every policestation.

- They pointed out that the existing speed limits with a rural speed limit of 50 km/hwas decided in the time when Bhutan’s rural roads were all single-lane, and that thereis a need to review it.

- They proposed more stringent enforcement on seat belts.- They proposed school signage and speed limit signs at schools. The consultant

informed that they were already in the proposal together with tougher measures.- They proposed trauma care training to be provided to all commercial drivers besides

ambulance drivers and health care personnel.- They proposed trauma care trainings for the health care personnel of Thimphu

referral hospital as majority of the accident cases, mostly serious ones, were beingreferred to Thimphu referral hospital.

- They proposed First Aid kits in all vehicles (To be implemented at national level)- They also proposed that insurance companies should also take part in vehicle

inspection training.- They proposed gross weight truck inspections especially at the hydro power plant at

Wangdue. This takes weight measure equipment to be included in the proposal.- The representative of the traffic police proposed to include some dedicated roadside

amenities meant particularly for traffic surveillance at some strategic locations alongthe highways.

- He also proposed to include speed cameras, e.g traffic pax, mounted inside policevehicles

- He also proposed to include dedicated parking areas for school buses.- The group mentioned budgetary constraint as the main challenge.

Appendix 5

SweRoad 96 (135)

i) Closing Remarks by the Chairperson and Closure of the WorkshopIn his closing remarks, the Chairperson, Mr. Lham Dorji, Director General of RSTA, thankedeveryone involved in the project. He thanked the consultants for their hard works. He alsothanked the ADB for supporting the Royal Government of Bhutan with the current technicalassistance and expressed a hope that traffic safety would improve with the efforts of this project.He concluded by thanking the workshop participants for their active participation and forcontributing with their time and valuable views, comments and suggestions.

***************TASHIDELEK*****************

Appendix 6

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Appendix 6 – Nepal Task 2 (and 7) Workshop Minutes 7 Oct 2013,Workshop on Task 2 and 7, Kathmandu, Nepal. 7 October 2013

Task 2: Prepare Road Safety programs on selected high risk corridor

Task 7: Identify and prepare for subsequent design and implementation of South Asia RoadSafety Program (Phase 1: Kingdom of Bhutan and Nepal).

Date: 07 October 2013 (Monday)Time: 10.00 AM to 4 PM

Place: Trade Tower Business Centre, Thapathali, Kathmandu

The Work Shop was convened at the Trade Tower Business Centre on 7th October 2013 at 10.00AM to 16.00 PM. The objective was to conform and integrate the review findings and addressingany issues that may have remained unsolved or not been identified and to reach consensus onproposed physical and non-physical countermeasures. Workshop recommendations shall beconsidered and incorporated into the output of these 2 tasks which will be 2 reports with a set ofrecommendations for review and approval by the Government in principle, and subsequentlytaking action towards implementation. The workshop was attended by the Technical WorkingGroup members and other counterparts/ participants as listed below.


Mr. Tulasi Prasad Sitaula, Secretary MOPIT

Mr. Arjun Jung Thapa, DDG, DOR


Mr. Sharad Adhikari, Director, DOTM

Mr. Basant Pant, Superintendent of Police (Traffic)


Mr. Torsten Bergh, Road Safety Engineer/ Auditor

Appendix 6

SweRoad 98 (135)


S.N.

ParticipantsName

Position Organization Tel. No. Email1 Tulasi Sitaula Secretary MOPIT2 FredricGustafsson Team Leader CumRoad Safety Expert

SWE Road-PRCS-ERMC

(Bhutan) +975-17650346(Nepal) +977-9808283461

[email protected]

3 Torsten Bergh Road SafetyEngineer/ Auditor

SWE Road-PRCS-ERMC

[email protected]

3 Sonam Lama Director ERMC 9803481422 [email protected] D. R. Sapkota DeputyTL/ SafetyExpert SweRoad-ERMC 9803914240 [email protected] Chandra Subedi SDE (Focal person) Dept. of Roads 9851115922 [email protected] Basant pant SP Traffic 9841260460 [email protected] Shova Bhandari Sociologist MOPIT(KSUT) 9843662712 [email protected] Krishna B. Thapa Engineer DOR- RTU 9851069240 [email protected] Bimal Subedi Project Manager K.D.R.E.P 9841321411 [email protected] Arjun Jung Thapa DDT-DOR Department ofRoad 9841673588 [email protected] Dr.Ashok RatnaBajracharya Excucative.Director NationalTraumacentre 9851020107 ashokbaj@ gmail.com13 Purba Kumar Rai SDE MOPIT 9851009066 [email protected] Amindra Khadka Engg MOPIT 9849632701 [email protected] Manish ManShakya Engg DOR,MOPIT 9841756208 [email protected] Umesh BinduSheretha SDE DOR,HMIS 9841502349 [email protected] Niranjan Thapa Eng DOR,HMIS 9841147650 [email protected] Ramesh K.Singh Eng KathmanduV.R.I.PRoj 9842045634 [email protected] Ujjwal Shrestha Eng DOR,Kathmanu 9847851494 [email protected] GangaBdr.Basnet SDE DOLIDAR 9841206537 [email protected] Bishwo Shrestha Eng ERMC 9846142896 [email protected]

Appendix 6

SweRoad 99 (135)

22 Jayandra P.Shrestha Er. ERMC 9841829236 [email protected] Pankaj Aacharya Er. ERMC 9846267774 [email protected] Aan Shrestha Eng ERMC 9808204483 cresentaan@hotmail25 Juhee Bohara Engg ERMC 9841485744 [email protected] Preeja Joshi Engg ERMC 9841801021 [email protected] AnjitaChaulagain Office Secretary ERMC 9840068627 [email protected] Sanat Upadhyay HDE ERMC 9841886495 [email protected] Sharad Adhikary Director DOTM 9851081781 [email protected] work shop was delivered in 3 parts I,e(1) Opening and Introduction of the program(2) Consultant’s key findings and recommendations in Task 2 and 7 I,e Physical (Infrastructure)and non Physical measures(3) Group Work discussions and prioritization of the recommendations.

Mr. Arjun Jung Thapa, DDG DOR, welcomed the participants and briefed the agenda of theworkshop in short.

Mr. Tulasi Prasad Sitaula, Secretary MOPIT, opened the Workshop and briefed the PresentScenario of Road Safety in Nepal along with his brilliant opening remarks. Mr. Sitaula informedthat from this year onward there is independent budget allocation in the Road Safety title itself.After the Nepal DOA Road Safety Action plan was approved the scope has been tremendouslyincreasing and the responsibility of the stakeholders towards road safety issues has beenprioritized. However Mr. Sitaula admitted that there are problems like the rate of vehiclesincreasing, rate of accident increasing, old or date expired vehicles increasing and so on.However Mr. Sitaula hoped that this type of study may give guidelines towards forming policiesand business too. Mr. Sitaula expressed optimistic views and said that hard exercises arenecessary for the success of the programs.

Team Leader Mr. Fredrik Gustafsson briefed the project background and introduction to theWorkshop.

Mr. Torsten Bergh, Road Safety Engineer/Auditor SweRoad, delivered the outcome of Task 2study I,e Prepare road safety programs on selected high risk corridors. He briefed IRAP and hisrelevant experience from other countries. Similarly Mr. Bergh delivered his presentationhighlighting the issues like Accident analysis and his recent Road Safety Inspections on HighRisk Corridor Roads in Nepal.

Mr. Fredrik Gustafsson, Team Leader SweRoad, delivered his presentation on task 2 and 7specially highlighting the non physical measures.

Appendix 6

SweRoad 100 (135)

Group Work:

After the presentations discussions on recommendations were organized by formulating groups.The group formation was as follows.

Group 1: Mr. Umesh Bindu Shrestha SDE Department of Roads headed the Group and the othergroup members were as follows: (1) Mr Ganga Bahadur Basnet, (2) Mr. Purba Kumar Rai (3)Mr.Manish Shrestha (4) Shova Bhandari (5) Ujjwal Shrestha (6) Mr. Ramesh Kumar Singh (7)Pankaj Acharya (8) Jayendra Prasad Shrestha.

Group 2: Mr.Arjun Jung Thapa DDG for DOR, headed the Group and the other group memberswere as follows: (1) Mr. Krishna Bahadur Thapa, (2) Miss Juhi Bohara. (3) Miss Preeja Joshi.(4) Niranjan Thapa. (5) Biswa Shrestha. (6) Aan Shrestha.

The topic for discussion and evaluation was Task 2 and 7 presentations and the questions wereprovided to them for evaluation.

Question No.1: Agree or not agree with Consultant’s findings and recommendations?.Q. No.2: Have we missed any key recommendations? Propose prioritization of therecommendations.

Q. No.3: What are the current main challenges and constraints for implementing therecommendations?

Q. No.4: Any innovative suggestions regarding Physical Road Engineering?

1. Countermeasures to be adopted by DOR?

2. For systematic incorporation?

Q. No.5: Any innovative suggestions regarding Non-Physical measures

1. To be adopted by the Stakeholders?

2. For systematic incorporation?

Q.No.6: How do we achieve sustainable funding for Road Safety? Any other or better idea?

Discussions took place among the group members and later open discussions in the floor advisedthat the recommendations from the Consultant were agreed .However some of them suggested asfollows:

The Group leader 1 advised (a) Relate geometric design (Radius, grade, speed etc) with safetyand make aware the designers and general people more conscious about the impact of poordesign (b) Foot path width as per pedestrian volume, ramp for disabled (also regular foot path atthe intersections) (c) Traffic safety aspect in Hill Roads (Hill road and Plain roads have differentissues) (d) Overloading of Trucks, Buses be addressed (e) Motorcycle problem in Urban area beaddressed (f) Vehicles operation without permit addressed (g) Traffic violence penalty be higher(h) NRSC should be immediately established with high political commitment (i) Manual,guidelines for road safety activities including research centre in Divisions (j) Accident data baseand Trauma Centre (k) Driver license procedure to review (l) Road Safety Audit in all phases ofthe projects

The Group leader 2 advised (a) Intersection Improvement at Mugling and resettlement costs (b)Gabion structures have low maintenance cost (c) Safety aspects in narrow bridges (d) Issuesrelating to legislations, co-ordination, budgets (e) Safety Audit in all phases of Projects

Appendix 6

SweRoad 101 (135)

Also issues discussed were specific Safe design of the road, concerned agencies like DOR,DOLIDAR should start to address the safety issues in their annual program, Guidelines andManuals be drafted and implemented towards safety activities, road safety Audit manual beupdated and made mandatory.

Following the discussions as above, question raised from the participants were answered by theTeam Leader Mr. Gustafsson and Road Safety Auditor Mr. Bergh.

The Workshop closed at 16.00 PM after the concluding remarks by Mr. Arjun Jung Thapa, theDDG from DOR.

Appendix 7

SweRoad 102 (135)

Appendix 7 –BhutanTask 8, 7, 4, 2 Final Workshop Minutes 21March 2014,

Minutes of Bhutan Final WorkshopDate and Time: 21 March 2014 (Friday) 10.00 am – 3.30 pm,Venue: Hotel Phuntsho Pelri, Thimphu

1. BackgroundADB has provided a Technical Assistance (TA) under the regional TA No. 8027 Reg: SouthAsia Road Safety Program (Phase-1: Bhutan and Nepal) towards improvement of road safetyin Bhutan and Nepal. The Bank has engaged Swedish National Road Consulting AB (SweRoad)in association with M/s PRCS, Thimphu (Bhutan) and M/s ERMC Pvt. Ltd, Kathmandu (Nepal)as the Consultant for carrying out the TA activities. The TA program is in effect from January2013 to mid 2014. The Ministry of Finance, Thimphu is the Implementing Agency for the TAactivities in Bhutan.

A one day workshop (4th and the Final Workshop) was conducted at the Hotel Phuntsho Pelri,Thimphu on 21 March 2014 (Friday), as a part of the total 9 tasks (Including iRAP works). Themain objective of the Workshop was to deliberate and reach consensus on the consultant’sfindings and recommendations on Task-2 (Road safety programs on selected high riskcorridors), Task-4 (Regional road safety collaborative mechanisms), Task-7 (South Asia RoadSafety Programs), Task-8 (Design and monitoring framework) and iRAP Bhutan Report, andalso to review and consolidate the findings and recommendations through Task-1 to Task-6.

2. Workshop ParticipantsMr. Lham Dorji, Director General of the Road Safety & Transport Authority (RSTA), Thimphuchaired the Workshop. Altogether 19 participants listed below participated in the Workshop.

i) Mr. Lham Dorji, Director General, RSTA, Thimphu (Chairperson)ii) Lt. Col. Passang Dorji, SP Traffic, Royal Bhutan Police, Thimphuiii) Ms. Tshering Choden, Env. Officer, National Environment Commission, Thimphuiv) Ms. Rinchen Wangmo, APO, Department of Local Government, Ministry of Home &

Cultural Affairs, Thimphuv) Mr. Dilip Thapa, Dy. Executive Engineer, DOR, Thimphuvi) Mr. Karma Tenzin, Executive Engineer, S&D Division, DOR, Thimphuvii) Mr. Drakpa Wangdi, Engineer, DOR Thimphu Regionviii) Ms. Khina Maya, Sr. PO, DOPH, Ministry of Health, Thimphuix) Ms. Lhaki Dema, PO, DPA, Ministry of Finance, Thimphux) Mr. Ugyen Namdrul, AM, Royal Insurance Corporation of Bhutan Ltd, Thimphuxi) Mr. Pema Wangdi, ARTO, RSTA, Thimphuxii) Mr. Sonam Gyeltshen, DCTO, RSTA, Thimphuxiii) Mr. Karma Pemba, Chief Transport Officer (CTO), RSTA, Thimphuxiv) Ms. Ugyen Lhamo, ARTO, RSTA, Thimphuxv) Mr. Phurba S. Tamang, CTO, RSTA, Thimphuxvi) Mr. Sonam Dendup, Sr. Planning Officer, MOIC, Thimphuxvii) Mr. Masayoshi Kawai, JICA Volunteer, RSTA, Thimphuxviii) Mr. Fredrik Gustafsson, Team Leader/Consultant, SweRoadxix) Mr. B. B. Gurung, Dy. Team Leader/Consultant, PRCS, Thimphu

Appendix 7

SweRoad 103 (135)

3. Workshop Proceedings and OutcomeThe proceedings and outcomes of the Workshop are noted below.i) Opening Remarks by the ChairpersonAt the outset the Chairperson welcomed the participants from different stakeholders and gave anoverview of the project explaining its background and progress made thus far. He highlighted theimportance of the workshop and requested the participants to participate actively. He welcomedthe participants and declared the workshop open.ii) Presentations by Consultants

a) Briefing on the Project by Consultant Team LeaderMr. Fredrik Gustafsson (Consultant Team Leader) made a brief presentation reminding theparticipants of the project impact, outcomes, outputs and tasks, and also on the project status. Heinformed that the current TA project which was initially planned to be completed in January2014 had now been extended until June 2014.

b) Presentation on iRAP Bhutan Technical ReportMr. B. B. Gurung (Consultant Dy. Team Leader cum Road Safety Expert) made acomprehensive presentation on the iRAP Bhutan Technical Report. The presentation covered theiRAP overview and the results and reports on the iRAP assessment of about 365 km of high riskroad corridors in Bhutan undertaken under the current TA project. The iRAP assessment hadcovered Thimphu-Babesa Expressway and a part of the East-West highway from Semtokha(Thimphu) to Thrumshengla).

c) Presentation on Task-2 and Task-7 (HRC and Countrywide Road Safety Programs)Mr. B. B. Gurung (Consultant Dy. Team Leader cum Road Safety Expert) made acomprehensive presentation on the road safety programs (both infrastructure and non-infrastructure programs) proposed for the two High Risk Corridors (HRC), viz. (i) East WestHighway segment between Semtokha and Nubding (102.7 km) and (ii) Thimphu-BabesaExpressway (6.2 km).

Semtokha-Nubding HRC:The infrastructure safety measures proposed for the Semtokha-Nubding HRC were assummarized below:

Appendix 7

SweRoad 104 (135)

Table 1: EWH HRC infrastructure safety measures

Thimphu-Babesa Expressway:The consultant pointed out that the main safety problems on the Thimphu Expressway were

lack of facilities for vulnerable road users mainly pedestrians, hazardous roadside areas - deep and steep drains, culvert parapets close to road, etc, and unplanned/unregulated localaccesses to and from the developments along the corridor

The consultant highlighted the need to undertake a comprehensive road network planningcovering the entire stretch from Thimphu to Babesa end. He proposed that safety measures couldbe undertaken in the following order of priority:

– No 1: Separation of vulnerable road users– No 2: Separation of local traffic– No 3: Improvement of connections for local traffic– No 4: Improved road design ?– No 5: Redesign of parts of the expressway ?

Preliminary proposal of the infrastructure safety measures were as summarized below:

Table 2: Thimphu Expressway Infra- safety measures (Preliminary estimate)

Guar

d Ra

il

Foot

path

Ped.

cros

sing

Road

light

ing

Spee

d co

ntro

lga

te

Park

ing /

stopp

ing b

ay

Bus b

ay

Sight

cut b

lind

curv

es

Brid

ge/c

ulve

rtra

ils

Reta

inin

g wall

(Av.

LxH

36x5

m)

Road

side

refle

ctor

s

Total

km m No. km No. No. No. No. No. No. No.Semtokha-Dochula 15 17 7Hongtsho 700 1 700 2 2Dochula-Metsina 34.5 1 18 13 0 0Lumitsawa 500 2Thinleygang 1000 3 1000 2 4 4Metsina-Lobeysa 2500 5 2100 2 10Lobeysa-Wangdue 3 2 2Wangdue 2000 5 2Wangdue-Chuzomsa 4.1 200 3 1Chuzomsa-Tikizampa 3.7 10 10Tiki zampa 0.3 200 1 1 4Tikizampa-Nubding 20 9Total 80.6 7100 15 3800 8 7 17 40 36 110 80.6Unit Rates 4000000 2000 25000 2200 300000 200000 200000 130000 600000 450000 50000

Amount (million Nu.) 322.4 14.2 0.4 8.4 2.4 1.4 3.4 5.2 21.6 49.5 4.03 433

Road Section / Village

Safety measure Qtty proposed Unit Rate(Nu.)

Proposed Cost(Million Nu.)

Footpath 8 km 3000/m 24Bus bays 8 Nos. 200000/unit 2Side barriers 2 km 4000/m 8Median barriers 12 km 4000/m 48Service roads 6 km 20000/m 120Ped. Crossings Up to 10 Nos. 190Intersections Up to 5 Nos. 35Total cost (Million Nu.) 427Total cost (Million USD) 7.12

Appendix 7

SweRoad 105 (135)

Non-infra measures [Task-2: HRC programs & Task-7: Countrywide programs]

Non-infrastructure safety measures covering Task-2 (HRCs) as well as Task-7 (countrywideprograms) proposed were as summarized below:

Table 3: Non-infra. measures (T2 and T 7)


Proposed non-infrastructure safetymeasures Unit Qtty Rate (Nu.) Amount

(Mill. BTN.)Pillar-1: Road safety management, BhutanNRSBEstablishment

Establish NRSB Secretariat with Manpowerand Equipment (RSTA) LS 5.00

Strengthen roadsafetymanagementcapacity of keystakeholders

Training in Road Safety ManagementSystems (2-3 weeks, South Asia - 2 slots eachfor NRSB, DOR, Thimphu Thromde, RSTA andTraffic Police)

Slots 10 250,000 2.5

Establish Road Safety Unit in DOR -Equipment, furniture, tools (DOR) LS 1.00

Establish a modern accident databasesystem in Traffic Division of RBP (RBP) LS 6.00

Road safetyawarenessprograms

Production and circulation/broadcast ofroad safety information and messages(RSTA)

LS 3.00

Monitoring andEvaluation

Evaluation of effectiveness of safetycountermeasures (especially speed) (RSTA) LS 6.00

Pillar-2: Safer road, BhutanInstitutionalizeRoad Safety Auditand black-spottreatmentprograms in DOR

Training in Road Safety Audit, andInvestigations and Treatment of CrashLocations (For DOR officials, 2-3 weeks,South Asia) (DOR)

Slots 3 250,000 0.75

Update DOR'sstandards andmanuals

Revise DOR's standards and manuals toinclude road safety aspects (DOR) LS 1.20

Improve RSTA'scapacity to controlvehicle overloading

Procure portable weighing system (for RSTABases at Wangdue and Thimphu) (Eg.Hawkley ES700) (RSTA).

Set 2 800,000 1.60

Pillar-3: Safer vehicles, BhutanImprove capacitiesof RSTA and TrafficPolice in vehicleinspection andtesting

Training in Motor Vehicle Inspection (forRSTA Bases at Wangdue, Punakha &Thimphu; 2-3 weeks, South Asia) (RSTA).

Slots 6 250,000 1.5

Procure specialised inspection vehicles (1each for Traffic Police at Wangdue, Punakha& Thimphu, and RSTA Thimphu)

No. 4 1,600,000 6.40

Procure portable brake tester (EWJ 92400)(for RSTA Bases Wangdue, Punakha &Thimphu) (RSTA)

Set 3 3,500,000 10.5

Pillar-4: Safer road users, BhutanEnforcementstrategy

Develop a joint national enforcementstrategy (RSTA) LS 1.25

Appendix 7

SweRoad 106 (135)


Proposed non-infrastructure safetymeasures Unit Qtty Rate (Nu.) Amount

(Mill. BTN.)Traffic policeVehicles

Procure fully equipped traffic police cars(RBP) No. 3 1,600,000 4.80

Procure fully equipped traffic policemotorcycles (RBP) No. 3 350,000 1.05

Drink and drive(Alcohol)

Procure breath analyzer (2 each for TrafficPolice at Wangdue, Punakha & Thimphu)(RBP)

No. 6 85,000 0.51

Speeding Procure speed guns (2 each for Traffic Policeat Wangdue, Punakha & Thimphu) (RBP) No. 6 200,000 1.20

Procure ptz 36zoom speed camera (blockmodule - vehicle mountable (2 sets forTraffic Div. of RBP Thimphu) (RBP)

Set 2 500,000 1.00

Public awareness campaigns on speedingand alcohol jointly with enforcement (RSTA) LS 1.25

Seat belt & helmetuse

Local research and public awarenesscampaigns on seat belt and helmet usejointly with enforcement (RSTA)

LS 6.00

Safer ways toschool

Inclusion of road safety in school curriculum(RSTA) LS 1.50

Mobilise and coordinate public supports andcontributions especially of parents (RSTA) LS 3.00

Pillar-5: Post-crash response, BhutanTraumamanagement,rescue andrecovery

Procurement of ambulance (1 each for BajoHospital, Punakha Hospital & Thimphu Ref.Hospital) (DOPH)

No. 3 2,800,000 8.4

Training in Emergency Medicine andTrauma Care (3 slots each for the hospitalsat Bajothang, Punakha and Thimphu; 2-3weeks, South Asia) (DOPH)

Slots 9 250,000 2.25

Incountry Training in Emergency Co-ordination, jointly Hospitals, Police andrescue. Nationally in country (RSTA)

No 1 500,000 0.5

Procure automatic splints (10 sets each forWangdue, Punakha & Thimphu hospitals)(DOPH)

Set 30 36,000 1.08

Total cost for equipment and support systems in million BTN. 79.3Total cost in million US$ 1.322

Task-7 (Countrywide proposals):Mr. Fredrik Gustafsson (Consultant Team Leader) continued the presentation and discussionwith Task-7 (Countrywide program proposals) covering mainly the mass scale infrastructureprogram proposals and Technical Assistance. The list of potential roads for mass scaleinfrastructure programs was also presented as shown in the table below.

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Table 4: Potential corridors for mass scale infra program

He highlighted the need to prioritize the corridors and also the safety measures for the mass scaleprogram. He explained some of the criteria as listed below that could be used for prioritizing ofcorridors and measures.

1. iRAP assessments2. High accident risk3. Benefit Cost Ratios (BCR)4. Saved number of Fatalities and Severe Injuries (FSI)5. FSI density/km6. Traffic volume7. Regional importance/ trade corridor

It was shown that if all the potential corridors as shown above were to be considered for the massscale programs, the cost of the program would be over USD 82 million even with exclusion ofsome of the safety measures as shown in the table below.

Table 5: Overview of mass scale infra. program

Highways of regional importance for massscale infrstructure progrms

LengthTraffic volume estimates (BhutanTransport 2040 Strategy Report)

(km) 2010 2020 2040North-south highways:

Phuentsholing-Thimphu 173 1000 2000 7500Gelephu-Sarpang-Tsirang-Wangdue 196 500 1000 4000Gelephu-Zhemgang-Trongsa 244 200 400 3000Nganglam-Gyalposhing 75 u/c <500 3000Samdrup Jongkhar – Trashigang 180 300 600 2500

East-West highway :Trashigang-Mongar 91 NA NA NAMongar – Thrumshengla 111 NA NA NAThrumshengla-Bumthang (iRAP) 82 NA NA NABumthang-Trongsa (iRAP) 68 NA NA NATrongsa-Nubding (iRAP) 97 300 600 2500

Highway to Paro International AirportChuzom-Paro highway 24 1000 2000 7500

Total 1341

Infra. Safety measures Unit TentativeQtty

Unit Rate(Nu.)

Cost(Million Nu.)

Guard Rail km 1052 4000000 4209.7Footpath m 92708 2000 185.4Ped. Crossings No. 196 25000 4.9Road lighting km 49618 2200 109.2Speed Control Gate No. 104 300000 31.3Parking bay No. 91 200000Bus bay No. 222 200000 44.4Blind Curve improvement No. 522 130000Bridge/culv rails No. 470 600000 282.0Retaining walls No. 1436 450000Roadside reflectors No. 1052 50000 52.6Total cost (Million Nu.) 4920Total cost (Million USD) 82

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Technical Assistance:The Consultant highlighted the following major areas requiring Technical Assistance in the formof long-term deployment of international experts.

• Experts proposed: Cost - Nu. 190 + million (USD 3.2 + m)1. Road Safety Management - 22 MM2. Accident Data Base System - 6 MM3. Road Safety Awareness Programs - 6 MM4. Road Safety Legislation - 3 MM5. Police Enforcement Management and Operations, 12 MM6. Overloading commercial and public vehicles (Police) – 6 MM7. Vehicle Fitness Inspections, 6 MM8. Driver Testing and Licensing, 6 MM9. Monitoring and Evaluation - 12 MM10. Road Safety Engineering - 12 MM11. School Education, 4 MM12. Emergency Medical Services, 6 MM

It was also highlighted that national/local experts would be required to the same extent to supportthe international experts. It was also mentioned that additional technical assistance would berequired for national workshops, regional coordination seminars and meetings, studies/surveysand designs, etc. The overall summary of the Task-2 and Task-7 preliminary proposals was asshown below.

Table 6: Summary of T2 and T 7 programs

The Consultant concluded his presentation by highlighting some of the most importantrecommendations from other Tasks (Task-1 to Task-6).

d) Presentation on Task-8: Design and Monitoring Framework

ProgramsCosts Cost

RemarksMill. Nu. Mill. USD

EWH HRC safety infra. program 433 7.2 T2

Expressway safety infra. program 427 7.1 T2

Non-infra. safety programs (HRC) 79 1.3 T2

Technical assistance 189 3.2 T2 & T7

Nationwide non-infra. safetyprograms (incl. design HRC 1.5)

100 1.7 T7

Total1,230

mill Nu.20.5

mill.USD

Other priority corridors mass scaleinfra. programs

5-6000 80-100 T7

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Mr. Fredrik Gustafsson (Consultant Team Leader) made a presentation on the working draftproposal on Task-8 Design and Monitoring Framework (DMF) including Task 4 Regional roadsafety collaborative mechanisms. The presentation emphasized on the performance targets,activities and timeline.

e) Group WorkAfter the presentations by the consultants, group works were conducted to consolidate therecommendations and proposals for each individual task. Four groups were formed as below.

Table 7: Group work (Division of group work)

Key outcomes of the group works are noted below:

Group-1: Task 2 - Infrastructure programs for EWH HRC and Expresswayi) The group supported the consultant’s proposals for the EWH HRC safety programs.ii) The group felt that pedestrian footpath and road lighting for the EWH HRC could be

accorded lower priority. It was clarified that these safety measures were required alongthe built-up areas.

iii) The group agreed on the consultant’s proposals for the Expressway safety programs.iv) The group suggested to include road signage in the proposal.v) The group also suggested to include a proposal, preferably an early warning system, for

winter maintenance of the EWH HRC.Group-2: Non-infrastructure programs and Technical Assistance (Task 2 & 7)

i) The group supported the proposed measures/programs with following suggestions:o Pillar-1:

Training in Road Safety Management Systems – The group suggested toincrease the No. of slots to 20 and cost to Nu. 5 million.

Production and circulation/broadcast of road safety information andmessages - The group felt that the proposed cost of Nu. 3 million wouldbe insufficient and needed to be revised to Nu. 5 million.

o Pillar-2:

Group No. and Task Group membersGroup-1: Mr. Karma Tenzin, DOR–EWH HRC infrastructure programs (Task-2) Mr. Dilip Thapa , DOR–Expressway infrastructure programs (Task-2) Mr. Drakpa Wangdi, DOR

Ms. Tshering Choden, NECMs. Ugyen Lhamo, RSTA

Group-2: Mr. Lham Dorji, DG, RSTA–Non-infrastructure programs (Task 2 & 7) Col. Passang Dorji, SP (Traffic)–Technical Assistance (Task 2 & 7) Mr. Karma Pemba, RSTA

Mr. Masayoshi Kawai, JICA SV

Group-3: Ms. Lhaki Dema, DPA–Other priority corridors mass scale infra. programs Mr. Ugyen Namdrul, RICBL–Nationwide non-infrastructure programs Mr. Pema Wangdi, RSTA

Mr. Phurba S. Tamang, RSTA

Group-4: Mr. Sonam Dhendup, MOIC–Design and Monitoring Framework (DMF) Ms. Rinchen Wangmo, DLG–(Task-1, Task-3 and Task-6 Recommendations) Ms. Khina Maya, MoH

Mr. Sonam Gyeltshen, RSTA

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Training in Road Safety Audit and Treatment of Crash Locations - Thegroup suggested to include RSTA

Portable weighing system – The group suggested to increase the No. to 3.

o Experts proposed for TA (countrywide program): The group supported theproposal.

o Other suggestions: The group suggested to include installation of CCTV mainlyalong the Expressway. The group also suggested to include some dummy speedcameras in the proposal.

Group-3: Mass scale infra program and countrywide non-infra programThe group agreed and supported all the recommendations and proposals presented by theconsultant. The group had no any other suggestions and comments. However, the Group-2 madethe following comments/suggestions: Prioritization of corridors for mass scale program: The group suggested to accord the

highest priority to Gelephu-Sarpang-Tsirang-Wangdue highway for the mass scaleprogram. The group felt that the corridors already covered by the iRAP assessment underthe current TA could be accorded the second highest priority.

Prioritization of safety measures for mass scale program: The group felt that speedcontrol gates and roadside reflectors could be given lower priority if required toprioritize.

Group-4: DMF and Task-1, 3 and 6 Recommendationsi) The group suggested to include/specify in the DMF the agency/source of the

information/data.ii) The group felt the target of reducing the road crash fatalities to 50% of the current level

by 2020 too ambitious and suggested to revisit it.

4. Closing Remarks by the Chairperson and Closure of the WorkshopIn his closing remarks, the Chairperson, Mr. Lham Dorji, Director General of RSTA, thankedeveryone involved in the project. He thanked the consultants and the participants for their hardworks.He also thanked the ADB on behalf of the Government and people of Bhutan for supporting theRoyal Government of Bhutan with the current technical assistance. He expressed hope that theADB would consider the consultant’s recommendations and approve the next phase at theearliest. He recalled experiences from some of the similar past projects where consultant’sreports had remained unimplemented due to lack of adequate funds and expressed hope thatADB would consider this project favorably.He concluded by thanking the workshop participants for their active participation and forcontributing with their time and valuable views, comments and suggestions.

***************TASHIDELEK*****************

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Appendix 8 –Nepal Task 8, 7, 4, 2 Final Workshop Minutes 4April2014,

Minutes of Nepal Final Workshop Conducted on 4 April 2014

(1) Task-7: South Asia Road Safety Programs (Phase-1: Bhutan and Nepal)(2) Task 8: Design and Monitoring Framework (DMFs) for subsequent road safety

investment projects(3) iRAP Background, Methodologies, Results and interpretation(4) Task 4: Regional road safety collaborative mechanisms

Date and Time: 4 April 2014 (Friday), 10.00 a.m. – 4.30 p.m.

Venue : Hotel Himalaya, Kopundole, Lalitpur, Nepal

The Work Shop was convened at Hotel Himalaya, Kopundole on 4 April 2014 to conform andintegrate the review findings and addressing any issues that may have remained unsolved or notbeen identified. Also the objective of the workshop was to focus and present the final outcome ofthe TA, viz. Task-7: Identify and prepare for subsequent design and implementation SouthAsia Road Safety Programs (Phase-1: Bhutan and Nepal) and Task 8 Design andMonitoring Framework (DMFs) for subsequent road safety investment projects includingthe result of iRAP (International Road Assessment Program) and use in Task 2: Prepare roadsafety programs on selected high risk corridors and task no.7. Also the Task 4: Regionalroad safety collaborative mechanisms were highlighted in the Workshop.

The Output of these tasks will be reports with a set of recommendations for review and approvalby the Government in principle, and subsequently taking action towards implementation.

The workshop was attended by the Technical Working Group members/Counterparts/Participants from the stakeholders/ and Consultants as listed below.


Mr. Tulasi Prasad Sitaula, Secretaty MOPIT

Mr. Arjun Jung Thapa, DDG, DOR

Mr. Keshab Kumar Sharma, DDG, DOR


Mr. Naresh Pradhan, Project Officer, ADB Nepal.

Mr. Sharad Shrestha, Project Director, KSUTP


Mr. Sharad Chand, SSP Nepal Police HQ.

Mr. Rajendra Singh Khadka, Deputy Superintendent of Police (Traffic).

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S.N. Participants Name Position Organization Tel. No. Email

1 Tulasi P. Sitaula Secretary MOPIT

2 Keshab K. Sharma DDG DOR [email protected] Prabhat K. jha SDE DOR,DRO Pokhara 9856036678 [email protected]

4 Sharad K. Shrestha PD KSUTP 9841392457 [email protected]

5 Saroj Khanal Secretary Road Safety 98413111666 Mohan P. Niraula

7 Suraj Sigdel SDE Department of Road 9841758966 [email protected]

8 Sangam 9851017501

9 Sharad Chand SSP Nepal Police H/Q 9851280085

10 Rajendra SinghKhadka

Dy SP Traffic Police 9848371963

11 Krishna PrasadBhandari

Unit Chief DOR, Traffic unit 9847045458 [email protected]

12 Sanat Upadhyay HE ERMC 9841886495

13 Dhana Raj Sapkota Road safetyExpert / DTL

SweRoad- ERMC 9803914240

14 Nabin KumarPokharel

SDE MOPIT 9851198164 nkpokhrel @gmail.com

15 Arjun Kumar Chan M.Er. DOTM 9852046542 [email protected]

16 Gopal Prasad Sigdel ProjectManager

DOR 9851185233 [email protected]

17 Dr. Padma Bdr.Shahi Tech. Advisor DOTM 9851091057 [email protected]

18 Arjun Jung Thapa DDG DOR 9841673588 [email protected]

19 Dr. AshokBajracharya

Exe. Director National TraumaCentre

9851020107 [email protected]

20 Ashok Tiwari DC DOR, Lalitpur 9751015837 [email protected]

21 Shyam Kharel PM DOR, KURIP 9741178710 [email protected]

22 Aakriti Lakhe Sub-engineer DOR 9851160590 [email protected]

23 Dipak Bdr. Bista sub-engineer DOR 9849431223 [email protected]

24 Sourab Rana ProjectManager

JICA 9851081228 [email protected]

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25 Hem Nidhi Sharma Director ERMC (p) LTD 9851102437

26 Uddhav Chaulagain MD ERMC (p) LTD 9851036653

27 Navraj Bohara Sr..Er.

28 Manju Munankarmi GIS Expert ERMC 9841558267

29 Aashish Khadka Er. RRRSDP-2 9845032939 [email protected]

30 Aashitosh Karki OS RRRSDP-2 9849776522 [email protected]

31 Sunil Acharya AO RRRSDP-2 9841783861 sunilacharya2222yahoo.com

32 Pratap Sapkota Er. RRRSDP-2 9811677874

33 Ranjan Suwal Er. RRRSDP-2 9851132404 [email protected]

34 Kiran Subedi Er. DOR, RTU 9846039464 [email protected]

35 Anjita Chaulagain CO ERMC 9843764060 [email protected]

36 Juhee Bohara Er. RRRSDP-2 9841485744

Mr. Tulasi Prasad Sitaula, Secretary, Ministry of Physical Infrastructure and Transport (MOPIT)chaired the Meeting, opened the Workshop and welcomed the participants accordingly. In hisopening remarks Mr. Sitaula informed that Interim Management has been set up for NRSCfunctioning and initiation has already been there to formulate and implement the Road SafetyProgram. However he stressed that whatever is being done now has been in considerationtargeting the DOA time frame. Mr. Sitaula hoped that this workshop shall be contributing a lot tothis target of Road Safety.

Mr. Naresh Pradhan, Transport Officer ADB Nepal highlighted the concern from ADB towardsthe increasing accidents in Nepal and mentioned the cause of accident like driver’s negligence orpoor vehicle condition etc. to be addressed through the ongoing Road Safety Programs or designthe activities in future in a very practical way.

The first Presentator was Mr. Fredrik Gustafsson Team Leader and focused the Design andMonitoring Framework for possible next phase where about 37 Million USD has been estimatedfor Physical Measures. Also explained the entire 9 Task done in this Project in brief andmentioned that this is the sixth Workshop including the kick off done in the beginning. iRAPprinciple and methodology was explained and Star rating was one of the important outcome.

Similarly Mr. Gustafsson highlighted the Task 2 and 7 and presented the Scope, HRC Principlebehind the safety program, basis for proposed safety measures and current safety problems. NonPhysical measures and Technical assistance was briefed with recommendations.

Mr. Gustafsson presented the draft DMF (Design & Monitoring Framework) mentioning that thefinal outcome of present project is to propose the next phase. This was agreed by all participantsand a separate meeting with Secretary MOPIT was fixed in order to discuss and agree the DMFdrafted by Consultant where Mr. Naresh Pradhan from ADB was proposed to participate.

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In his presentation as above Team Leader highlighted the Recommendations mostly in the areaManagement, Legislation, Funding, Road Safety Promotion, Safer Roads, Safer Vehicles,Enforcement, Driving Licenses, School Education, Post Crash Response and Lead Agency Role.

Group Work:

After the presentation from the Team Leader as above discussions and recommendations wasorganized by formulating group 1 to 3 . The group formation was as follows.

Group 1: Mr. Syam Kharel PM (KURIP) in Department of Roads headed the Group andthe other group members were as follows: (1) Krishna Prasad Bhandari (2) Mr. SurajSigdel (3) Mr. Sharad Chand

Group 2: Mr.Guru Prasad Adhikari, Engineer in Department of Roads headed the Groupand the other group members were as follows: (1) Mr. Kiran Subedi (2) Mr. Deepak Bista(3) Rajendra Khadka (4) Mr. Mohan Niraula (5) Mrs. Bamjan

Group 3: Mr. Padam Bahadur Shahi, Professor in Pokhara University headed the Groupand the other group members were as follows: (1) Miss Juhi Bohara (2) Preeja Joshi (3)Mr. Pratap Sapkota (4) Mr.Ranjan Suwal (5) Mr. Saurabh Rana

The following questions were put to all the group members for discussions and later in order toevaluate the Presented Tasks i.e 4,7,8 and iRAP and recommendations.

Question NO. 1. Do you agree/disagree with the findings and recommendations? Arethere any other?

Q.No.2. If we are required to cut down on some of the Proposed Programs, which oneswould you consider the least important? Most important? (Corridors, measures,recommendations…..)

Q.No.3. Any other views/comments/suggestions?.Discussions took place among the group members and later open discussions in the floor advisedthat the recommendations from the Consultant were agreed. However some of them suggested asfollows: The Group leader 1 advised (a) The current study should address the problems likefootpath, parking bays etc. in the village areas.

Group 2 advised (a) co-ordination between key stakeholders like DOTM, DOR, Police is most inorder to address the road safety programs. Similarly the provision of Road Safety Audit andstrong rules and regulations towards traffic control was recommended.

Group 3 advised (a) to prioritize some corridor taking consideration of road safety. (b) roadsafety audit manual be drafted separately for SRN and LRN

Following the discussions as above, question raised from the participants were answered by theTeam Leader Mr. Gustafsson.

The Workshop closed at 16.30 PM after the concluding remarks by Mr, Krishna Prasad Bhandarithe Focal Person of the Program.

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Appendix 9 – Study visit programDate: Monday 21 October 2013, Stockholm

Arrival Stockholm, Sweden, Monday 14.20 NEP and 17.20 BHU

19.00Hotel Birger Jarl, Tulegatan 8, 104 32 Stockholm, Sverige, Telephone: 46-8-6741-800, Fax: 46-8-6737-366

Date: Tuesday 22 October 2013, Stockholm

09.30 –12.00

Bilprovningen Sollentuna (Swedish vehicle inspection Company),Hovslagarevagen 1, Mr Morgan Isacsson

Vehicle safety and fitness inspections Swedish history of Vehicle Inspections and future plans

13.00 –15.30

Swedish Transport Administration and SweRoad, Mr Dag Lundgren andFredrik Gustafsson

General presentation of the Swedish Transport Administration and SweRoad Overview of the Swedish Driver Training and Examination System. Risk Education – an overview Computer theory and driving test administration

15.30 –16.30

Swedish Transport Agency, Ms Marie Skyving

STRADA - Swedish Traffic Accident Data Acquisition18.00 Swedish-Bhutan-Society.org , Alf Persson, Chairman

Hotel Birger Jarl, Stockholm

Date: Wednesday 23 October 2013, Stockholm to Borlange

09.30 –12.00

Swedish Traffic Police, Vretenvagen 6, Ms. Annette Bjorkqvist, Mr. FredrikStahle and Tomas.

Enforcement strategies and tactics Vehicles and Equipment

13.00 –15.00

Road Safety Center Gillinge Ltd.Mr. Thomas Lundgren

Mandatory risk-education for License A and B students, step 1 and 2.15.00 –19.00

Study tour on the roads to Borlange

Best Western Gustav Wasa Hotel, Tunagatan 1, Borlange, tel 0243-21 74 00. 19.00Dinner with SweRoad Managing Director Mr Jonas Hermanson

Date: Thursday 24 October 2013, Borlange

09.00 –16.00

Swedish Transport Administration and Swedish Transport Agency, Mr. Mats-Ake Belin and

Mr. Hans-Yngve Berg

Planning and management of road safety Speed Management and speed cameras

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General presentation of the Swedish Transport Agency Traffic Accident Data and In depth studies of fatal accidents Traffic education for children

Best Western Gustav Wasa Hotel, Borlange

Date: Friday 25 October 2013, Borlange to Stockholm

08.00 –12.00

Study tour on different roads back to Stockholm

12.00 –13.30

Stockholm Norra Lanken, Mr. Michael Lundborg

Site Visit: Construction work - Northern Link

14.00 –16.00

Swedish Transport Administration, Traffic Stockholm, Mr Thomas Julner

Traffic Information/management control central Accident Response System developed for India MADHYA PRADESH 2012

Mornington Hotel Bromma, Adress:Norrbyvägen 30, 168 69 Stockholm-Bromma,

Telefon:+46 8 507 332 00

Date: Saturday 26 October 2013, Stockholm

Bhutan Departing Sweden Saturday 26 October 2013 (Air China, CA 912, 19.10).

Mornington Hotel Bromma, Stockholm

Date: Sunday 27 October 2013, Stockholm

Nepal (Chand) Departing Sweden Sunday 27 October 2013 (Qatar Air, QR 168,15.00).

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Appendix 10 –Bhutan Study Visit ReportRSTA/AS-07/2013/785 November 06, 2013

The Honorable Secretary,

Ministry of Information and Communications,

Chbachu, Thimphu

SUBJECT : STUDY VISIT ON ROAD SAFETY MANAGEMENT CAPACITY

STRENGTHINING 21-27 OCTOBER 2013, SWEDEN

Sir,

I have returned from the combined trip on ADB TA 8027 Reg: South Asia Road Safety ProgramPhase I: Bhutan and Nepal, Study Visit on Road Safety Management Capacity Strengthening toSweden from October 20 to 27, 2013 and SESEC Trade Facilitation and Transport WorkingGroup Meeting in Singapore from October 28 to November 01, 2013.

The Tour Programme was approved as under:

1. Nominated for Study Visit on Road Safety Management Capacity Strengthening toSweden vide Letter No. DPA/ADB-3P/2013/430 dated 24 September, 2013 of theDirector General, Department of Public Accounts, Ministry of Finance and cleared videLetter No. MFA/MD/ADB-56 dated 4th September 2013 of the Senior Desk Officer,Department of Multilateral Affairs, Ministry of Foreign Affairs.

2. Nomination approved for attending the SASEC Trade Facilitation and TransportWorking Group meeting by 171st MHRC meeting held on July 01, 2013 and forwarded toDPA vide letter No. MoIC/HRD-2/2013/13 dated July 01, 2013. The nomination wascleared by Ministry of Foreign Affairs vide MFA/MD/ADB-56/2013/1203 dated October23, 2013.

The Government has approved the above Study Visit for Lt. Col Passang Dorji, SP, TrafficDivision, Royal Bhutan Police and myself as the Director General of RSTA. We took the Paro-Bangkok-Beijing-Sweden Flight on October 20, 2013 and arrived in Stockholm, Sweden by1730 hours local time on October 21, 2013. There was a transit waiting of 8 hours at Bangkokand 7 hours at Beijing. We were picked by the Taxi detailed by the Coordinator and dropped atHotel Birgel Jarl, Tulegtan 8, 104 32 Stockholm.

Mr. Fredrik Gustafsson, Team Leader met us at the Hotel by 1900 hours and joined us byBikram Chand, SP, Nepal Police and Chandra Subedi, Engineer from Department of Road,Nepal.

Study Programme started from October 22, 2013.

Day One October 22, 2013

Agency : Bilprovningen Sollentuna (Swedish Vehicle Inspection Company)

1. Vehicle Safety and Fitness Inspections

2. Swedish History of Vehicle Inspection and Future Plans

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Agency : Swedish Transport Administration and SweRoad

1. General Presentation of the Swedish Transport Administration and SweRoad

2. Overview of the Swedish Driver Training and Examination System

3. Risk Education – an overview

4. Computer Theory and Driving Test Administration.

Agency : Swedish Transport Agency]

1. STRADA – Swedish Traffic Accident Data Acquisition

2. Mr. Alf Persson, President of Swedish-Bhutan Friendship Society came to our Hotel tosee us and discussed Swedish-Bhutan Friendship Activities in Sweden. Mr. Alf had beenin Bhutan earlier and had offered us Dinner in a nearby Restaurant. We thanked him forthe effort with a small gift. He has been working in bringing more interaction betweenSweden and Bhutan.

Day Two October 23, 2013

Agency : Swedish Traffic Police

1. Enforcement Strategies and Tactics

2. Equipment

Agency : Road Safety Center Gillinge Ltd.

1. Mandatory Risk-Education for License A and B Students, Step 1 and 2

2. Study Tour on the Road to Borlange

3. Dinner by the Managing Director, SweRoad at Best Western Gustav Wasa Hotel,Borlange. Presented a small Bhutanese Gift for SweRoad.

Day Three : October 24, 2013

Agency : Swedish Transport Administration and Swedish Transport Agency, Borlange

1. Planning and Management of Road Safety

2. Physical road Safety Measures

3. Driving License Process and Examination

4. In-depth studies of fatal accidents

Day Four : October 25, 2013

1. Study Tour on the Road back to Stockholm

Agency : Stockholm Norra Lanken

1. Site Visit to Construction work of Northern Link

Agency : Swedish Transport Administration

1. 14-16 Traffic Information/Management Control Central

2. Halt in Mornington Hotel Bromma, Stocholm

Day Five : October 26, 2013

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1. Informal visit to Shopping Mall

Took the Stockholm-Beijing-Bangkok Flight at 1330 hours on October 26, 2013 and transitthrough Beijing and halt at Bangkok on October 27, 2013.

CLIENT COMMENTS ON STUDY VISIT TO SWEDEN

The Team Leader has planned the Study Visit with packed programme to meet as many peopleas possible and also see many places which would expand the exposure of the visiting team.

The appointments were organised with deep details and the officials met were of expert nature intheir field of operations. The presentations were specially made for the team and all presentationswere informative and relevant for the Road Safety measures, most of which can be replicatedwith some modifications. The efforts made for Road Safety were almost similar but degree oftechnical level and sophistication are much higher in Sweden, which is known as the best roadsafety country in Europe, especially in Scandinavian Countries.

Swedish Transport Administration follows the Road Safety Vision Zero on the Move. WhenVision Zero was first introduced in 1995 it represented a whole new way of viewing theproblems concerning safety in road traffic – including how those problems should be solved.

The Vision Zero

Is the image of a future in which no one will be killed or seriously injured.

Is also the basis for the work conducted on road safety in Sweden. This was ratified byParliament, which has resulted in changes in road safety policy and the work approachtaken.

Is both an attitude to life and a strategy for designing a safe road transport system. Itestablishes that the loss of human life in traffic is unacceptable.

Most of the appointments were in the offices and the presentations were the best practices whichare manageable for the road safety.

There were field visits were the road safety measures were practically implemented. It was theVehicle Inspection process which is very sophisticated and the infrastructure is also very costlywhich developing countries may not have resources to replicate.

The other interesting field visit was inspection of the Traffic Equipment. The Traffic Policehave the well-equiped Van, Light Vehicle and Motorcycles which are fitted with GPS systemand can be located instantly. It is also informed that they have the dedicated and hardworkingTraffic Police, who are result oriented and spare no measure to conduct highly road safetydisciplines.

We are impressed by the Traffic Disciplines in Sweden. The Road Signs, the Traffic Signal theuse of Seat-Belt and many other Road Safety Measures. We have many more to learn fromSweden. As reported, resource will be the impediment for adopting such measures in Bhutan. Itis important a beginning is made in Bhutan and Nepal and these measures are to be included inthe Report of the currently undergoing South Asia Road Safety Programme Phase I - Bhutan andNepal.

There were many classroom presentations to cover the wide range of subject of Road Safety andbecause of this, there were few practical field visits which would have been more useful for the

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senior Road Safety Officials. There was no time for organised visit to traffic centers, controlrooms, and to agencies who practically carried out the function of Road Safety in Sweden.

The other interesting event during the visit was driving in the Naro Lanken Tunnel which isbeing constructed to decongest the open-air traffic and provide space for important humansettlement like buildings, parks and natural landmarks. We thought of Phuntsholing Thimphuand Paro Tunnel Railway link as a possibility and many other Tunnel Roads to shorten thetravelling distances.

Overall the Study Visit was very useful for us. We are placed in job without the detailedknowledge of managing the National Transport with emphasis on the Road Safety. The fatalityrate for Bhutan is 14/10000. The Study Visit has opened our eyes to many pertinent issues thathamper the Road Safety.

The trip usefulness is 10/10, appropriateness of the programme considering the main topic of theproject is 9/10 and practical arrangement 8/10 because of time spent on transits.

We thank all the officials involved in successfully organising the Study Visit on Road SafetyProgramme in Sweden.

(Lham Dorji)

Director General

NOTE: The following documents are recorded in the File of the Study Visit on Road SafetyManagement Capacity Strengthening – South Asia Road Safety Programmme Phase I – Bhutanand Nepal

1. Road Safety : Vision Zero on the Move

2. Pocket Facts 2010, The Swedish Transport Administraation, railways, roads, traffic andtransports

3. Trafujeb,nu in Stockholm, Current Trafic situation

4. Safety in Car – how to protect yourself and your child

5. Management by Objectives for road safety work – Stakeholder collaboration toward newinteri targets 2020 – Summary

6. Norra Lanken ... in brief

7. Norra Lanken

8. Environment in Focus – Norra Lanken

9. All about driving licences

10. Variable speed – in a nutshell, Extended summary

11. Road Traffic Management – for efficient, safe and environmentally sound journeys andtransports

12. Collision & Consequence – The importance of concerted action to improve road safety

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Appendix 11 –Nepal Study Visit Report

Date: 21st November 2013

The Secretary,

Ministry of Physical Infrastructure & Transport,

Singha Durbar, Kathmandu.

SUBJECT : STUDY VISIT ON ROAD SAFETY MANAGEMENT CAPACITYSTRENGTHINING 21-27 OCTOBER 2013, SWEDEN

Sir,

We are herewith submitting the Road Safety Study Visit report, combined trip on ADB TA SouthAsia Road Safety Program Phase I: Bhutan and Nepal, Study Visit on Road Safety ManagementCapacity Strengthening to Sweden. We undersigned officials had been nominated to attend theabove mentioned visit. As per the mandatory provision of Government of Nepal and AsianDevelopment Bank we have prepared this report and submitted to concerned authority. Anydirectives from you shall be highly appreciated. Thank you.

Yours Sincerely

(Mr.Bikram Chand) (Chandra Kumar Subedi)

Superintendent of Police Senior Divisional Engineer

Central Region Traffic Police Road & Traffic Unit, DoR

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A Participation Report on

Nepal Bhutan Study visit on Road Safety

Stockholm, Sweden21st October 2013- 25th October 2013

1. BackgroundA funding from Asian Development Bank for Regional Capacity Development TechnicalAssistance South Asia Road safety program (Phase 1: Bhutan and Nepal ) had incorporated inthe Aide Memoire a study visit on Road safety for personals of Bhutan and Nepal government.As envisaged in the terms of reference Asian development Bank requested Government of Nepalto nominate two numbers of staffs working with the Fact Finding Mission. In the processMinistry of finance, GoN forwarded the request to Ministry of Home Affairs to nominate oneTraffic police officer and one letter to Ministry of Physical Infrastructure and Transport toappoint one officer from Department of Roads preferably from Road & Traffic Unit. As per theprocedures of each ministry Mr. Chandra Kumar Subedi, , Senior Divisional Engineer workingat Road & Traffic Unit and deputed as focal person for the Mission was nominated fromMinistry of Physical Infrastructure and Transport ( MoPIT ) and Mr. Bikram Chand,Superintendent of Police for Central Region of Nepal was nominated from Ministry of HomeAffairs ( MoHA ).

2. objective

The key objectives of the study visit:

familiarize participants with Sweden’s systems and regulations On the spot explanations of different kinds of activities that are being used Visit different offices and centers which are responsible for Road safety activities This was just study visit, neither a training nor a seminar

3. ProgramsNepal Bhutan study visit Sweden 21-25 October 2013

Monday, 21 October 2013------Arrival at Stockholm

Tuesday, 22Oct 2013

9:30-12:00 Swedish Vehicle Inspection Company

Vehicle Safety & Fitness Inspection Swedish history of vehicle inspection and future

plans13:00-15:30 Swedish Transport Administration (STA) and SweRoad

General presentation of STA & SweRoad Overview of the Swedish Driver Training &

Examination System Risk Education-an overview Computer theory & driving test administration

15:30-16:30 Swedish Transport Agency

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Swedish Transport Data Acquisition-STRADAWednesday,23 oct 2013

Stockholm-Borlange

9:30-12:00 Swedish Traffic Police

Enforcement Strategies and tactics Vehicles and Equipment

13:00-15:00 Road safety centre Gillinge Ltd

Mandatory Risk education for License A & Bstudents

15:00-19:00 Study tour on the road to Borlange

Night haltage at Borlange, Best Western Gustafa Wasa Hotel

Thursday,24 Oct 2013

09:00-16:00 Swedish Transportation Administration & SwedishTransport Agency

Planning & Management of Road Safety Speed Management & Speed Cameras General presentation of the Swedish Transport

Agency Traffic Accident Data & in depth studies of fatal

accidents Traffic Education for children

Night haltage at Borlange, Best Western Gustafa Wasa Hotel

Friday, 25Oct 2013

Borlange toStockholm

08:00-12:00 Study tour on different roads to Stockholm

12:13:30 Site visit; construction work- Northern link (Tunnel)

14:00-16:00 Swedish Transport Administration, Traffic Stockholm

Traffic Information/Management Control Center Accident Response System developed for MP, India

Night haltage at Mornington Hotel, Bromma, Stockholm

4. Programs/Presentation

Day One (I half)

Swedish Vehicle Inspection Company ( SVIC )

We were picked up from our hotel by our host and Team leader of the TA program Mr. FredricGustafsson in time and reached the spot as per schedule. Mr. Morgan Isacsson from SVIC wasready to receive us and proceed with the program .He took us all around the test centre andexplained about the methodologies. This was beyond our expectation. Every step of vehicleinspection right from online registration and confirmation of time, arriving at the centre, enteringinto the process and checking of tyre to engine, safety devices, body and every minor parts wereshown and explained to us. The technology used for the process was supposed to be latest and allthe personals engaged in the work were highly skilled and well trained.

We were given the descriptive and precise presentation by Mr. Morgan. It was all about theCentre and history of the vehicle Inspection system establishment in Sweden.

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Vehicle Inspection is being carried outWe were straight away driven for lunch at predetermined place.

Day One ( II half )

After the lunch we were driven to Swedish Transport Administration and SweRoad office andwe reached there in time. Mr. Dag Lundgren and his team were waiting for us to brief us aboutthe whole program and STAd. We were given the presentation on Swedish TransportAdministration and SweRoad and explained about its administrative procedures. There was alsopresentation on Swedish Driver Training and Examination system,Risk Education-an overview,Computer theory & driving test administration. Though we follow some of the system in Nepal itis not as elaborate as in Sweden. The presenters happily answered our queries and we had goodexchange of our system’s pros and cons.In the second leg of the II half we were taken to Swedish Transport Agency Data Acquisitioncentre where Ms Marie Skyving was there to welcome us. She gave us very importantpresentation on data acquisition. The accident data are collected from two sides, from trafficpolice and hospitals. They are input in the central data collection format and processed through asoftware which compares and filters to merge them to make it final data.

Driven back to Birger Jarl Hotel. Tulegatan 8

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Day Two (I half)

Swedish Traffic Police

We were picked up from the hotel as per the program fixed on previous day by Mr. Fredric. Wereached the Swedish Traffic Polish office. Ms Annette and her team was ready to welcome us.Ms Annette, Superintendent of police gave the presentation which was very specific andrelevant. She explained how Swedish traffic polish functions and how rules & regulations trafficare enforced and maintained. She and her team took us to equipment yard where there were allequipped latest contingent of vehicles. She and her team were very much ready to answer ourevery query.

Day Two (II half)

Road safety Centre Gillinge LtdThis Centre is located little outskirts of Stockholm. It is on the way to Borlange where our teamis destined to stay overnight. For Nepalese context it is very much new concept. In this centrelicensed A and B type drivers are provided risk education which is compulsory. The Centre ismanaged by private sector and there are more than 30 Centers in Sweden. Drivers arefamiliarized with many types of risks mostly occurring in the course of driving. They alsoprovide training of trainers who are categorized in various levels.

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Two types of tyre, Summer & Winter: GillingeMr. Thomas Lundgren gives elaborate presentation about the risk training and contribution inreducing fatalities and injuries. He also takes us to various type of practical education likedriving in the slippery road, different types of vehicles and their risk factor and so on. It wasreally noteworthy and new concept for us.

After this risk education centre visit we are heading towards Borlange, about 250km from here and three and half hours drive. While on the way we are told about different kindof road signs, speed cameras and their monitoring and functioning.

We reach Best Western Gustafa Wasa Hotel, Borlange at about 6:30 pm

A dinner is hosted by Mr, Jonas Hermanson, SweRoad Managing Director at 7:00pm

Day Three

Swedish Transportation Administration & Swedish Transport Agency

The third day’s program was mostly focused on Swedish Transportation Administration &Swedish Transport Agency to be presented by Mr. Mats-Ake Belin and Mr. Hans-Yngve Berg.The Swedish Transportation Administration is working on a project called “Zero Vision” whichmeans Sweden will have reduced its fatalities to zero at the end of this 2020. This day’spresentations are focused on

Planning & Management of Road Safety

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Speed Management & Speed Cameras General presentation of the Swedish Transport Agency Traffic Accident Data & in depth studies of fatal accidents Traffic Education for children Both above mentioned presenters have long experience in these areas. We ask about the

difference between STAd and STAg and they explain about the different roles they play.

At Swedish Road Transport Administration and Swedish Transport Agency

We take the lunch in break time.

Our program at Swedish Transportation Administration & Swedish Transport Agency isconcluded at around 15:30.

We are driven to Shopping Mull at Borlange and dropped nearby market to hang around andreturn to hotel in time.

Day Four (I half)

We left the Best Western Gustafa Wasa Hotel at around 08:30am and headed for Stockholmtaking different route than when we came from Stockholm. The purpose was to study differentclass of Highways. All classes of roads were well maintained and traffic movement was quitesmooth and comfortable.

We reached Norra Lanken ( Northern Link Tunnel Project ) at scheduled time.

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Mr.Michael Lundborg was waiting for us to take us to the tunnel visit. Firstly he gave shortpresentation about the project and more specific about the safety. Then we were driven throughthe tunnel that was being constructed to minimize the traffic congestion on the surface. It is verywell planned and very experienced and dedicated employees are working shift wise to completethe project in time and with highest quality. The safety is given high emphasis and latestcomputerized technology is used to alert, notify and rescue in time. The traffic signal system iscontrolled through central ITS system and monitored 24 hrs.

Merge point at TunnelAfter the Norra Lanken we take a break for lunch at nearby Mull.

Day Four (II half)

Swedish Transport Administration, Traffic Stockholm

This is the last leg of our study tour visit program. We reach the centre in time. Mr.Thomas Julner who is expert in Traffic management and Intelligent Traffic System (ITS )is there to give us presentation on Traffic Information/Management Control Centre andAccident Response System developed for MP, India. He explains us how this ITS isdesigned and about its efficiency and accuracy. Only 4-6 employees are managing andmonitoring whole of the Sweden and Stockholm traffic signals through CCTVs. He givesbrief presentation on his experience at MP, India.

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5. Program Design & ManagementIn the initial stage of the working we were told that three officers from each country will beincluded for the study visit but when the time for the visit approached near, only two from eachcountry were invited for nomination. We were told that it was due to budget constraint. Overallprogram design is very good including the Centers, classroom presenters and site visit. Theprogram was very tightly scheduled for all four days. All through the program, Mr Fredric, TeamLeader for the TA South Asia Road Safety Program was there to lead us including receiving atthe Hotel on the day of arrival at Sweden and at the end of the program saying Good Bye on 26th

Oct 2013 at Mornington Hotel, Bromma . The transportation for to and fro from airport to hotelwas arranged by the host and they were very prompt and timely.

6. AccommodationsOn the day of arrival 21st October 2013 and the following night, single occupancy room wasbooked at Birger Jarl Hotel at Tulegatan. On 23rd and 24th October similar single occupancyrooms was booked for all the team members. For 25th and 26th October we were placed atMornington Hotel Bromma. All the hotels selected were quite comfortable and with goodhospitality.

7. Conclusion and Remarksa. We all the team members felt that duration of 4 days was little short. It would have

been better if it was designed for about a week.b. In these types of visit or training, training providers insert some refreshing sight visits

of the host country which was lagging.c. If few more organisations like Dept. Of Transport Management could have been

included it would have been more beneficial.In total the study visit was very fruitful and knowledgeable. We all know that Sweden’srating in the Road safety is in the top. If fatalities are to be reduced in developing countries,ADB and other donors should give emphasis on systematic approach in planning andimplementation of Road Safety measures.

(Mr.Bikram Chand) (Chandra Kumar Subedi)

Superintendent of Police Senior Divisional Engineer

Central Region Traffic Police Road & Traffic Unit, Do

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Appendix 12 – ADB Comments on Draft Final Report

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8http://go.worldbank.org/3Y524T7KS0

9http://go.worldbank.org/8843XPH830

ADB Comment Actions Taken/Response

2.1 The TA in a larger perspective

Para 1 - You may also wish to address the work of Multilateral Development Banksin support of the UNRSC, under the MDB Road Safety Initiative:http://web.worldbank.org/WBSITE/EXTERNAL/TOPICS/EXTTRANSPORT/EXTTOPGLOROASAF/0,,contentMDK:22911402~menuPK:2582251~pagePK:64215757~piPK:64215756~theSitePK:2582213,00.html

Agree, inserted after first part in 2.1:In 2009, ADB together with 6 other multilateral development banks (MDBs) jointlydeclared8

that they acknowledge the scale of the public health crisis arising fromdeaths and injuries on the roads of developing and emerging countries;

that a systematic, multisectoral response is required to address this globalcrisis;

that they commit to share organizational practices and knowledge to supporto Strengthening road safety management capacity among clients;o Implementation of safety approaches in the planning, design,

construction, operation, and maintenance of road infrastructureprojects;

o Improved safety performance measures; ando Mobilizing more and new resources for road safety

In 2011 the 7 MDBs elaborated the initiative9 and stressed the importance of the ‘safesystem approach’.

3 Training andWorkshops

3.1 Activities –“The Consultant has been working closely… engaged in the TechnicalWorking Groups (TWG)…” - Explain in a footnote or elsewhere the composition of theTWG, if not done before.

OKBhutan – MOF, MOIC/RSTA, MOWHS/DOR, MOH/DOPH, Traffic Police.Nepal – DOR/RTU, DOTM, MOHP, MOF, Traffic Police, ADB Resident Mission to Nepal.

4.2 Outputs, Results, Findings and recommendations

This section needs to be completed. Even with just one or two paragraphs from theconsultants to put the comments from the DMCs into perspective and drawlessons/findings. Currently it is just feedback copied and pasted into the report.

OK – adjusted.

5. Task 8– Design and Monitoring Framework

5.1 Introduction (para 2)

“The framework outlined….” - Please mention here the Safe Systems approach.

OK, inserted after third para/section in 5.1:The DOA framework corresponds to the ‘Safe System Approach’ i.e. that in roadtraffic human error is inevitable and should not be punished by death or seriousinjury. The ‘Safe System Approach’ builds upon a shared responsibility for safetyamong all partners and stakeholders to align safety management decision-makingwith a country’s economic, human and environmental goals. Ultimately, a SafeSystem depends on increasing public awareness of and demand for safe roadtransport services and products.

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6. Task 4–Regional Road Safety Collaborative Mechanism

6.1 An overview of the ADB–ASEAN Regional Road Safety Program

This section probably better belongs in a box. It is informative but reads like anadvertisement for ADB – please also balance if possible with shortcomings/challengesfaced.

OK, added:- It was in practice difficult to keep up the road safety ‘momentum’ after the end ofthe technical assistance (TA) due to lack of funding and diffuse road safety leadership;- high-level political interest, commitment or support was not achieved everywhere;- exchange of road safety experiences between countries diminished after ending theTA

6.4 Recommendations (para 3)

“We propose initially 2 meetings/year and an additional presentation at a regionaltransport ministerial meeting once a year.” - Is there a political process similar toASEAN that the road safety agenda could be elevated in? Without political backingthe group may not be sustainable and limited to technical issues.

Not certain but it seems as Transport Ministers of SAARC meets. See point 9 inhttps://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=3&cad=rja&uact=8&ved=0CC4QFjAC&url=http%3A%2F%2Fwww.saarc-sec.org%2Fuserfiles%2FStatementbySGSAARCat15thSummit4.doc&ei=VXdVVLj5Fs7ePYCVgZgE&usg=AFQjCNFYlIcTRvZJ_05uUaoHiS4Bo7ciPQ&bvm=bv.78677474,d.ZWU9. Transport Ministers of SAARC Member States had identified several sub-regional,regional and pilot projects for improving intra-regional connectivity. The Inter-governmental Group on Transport has been mandated to develop transport andtransit agreements. SAARC Regional Multimodal Transport Study (SRMTS) nowincludes Afghanistan also. The agenda of next Transport Ministers’ Meeting mayaddress implementing regional/sub-regional connectivity projects at an early date andearly conclusion of transport and transit Agreements.

Also High Level Forum (HLF) Transport Working Group meeting Dhaka 2010 andTransport/Trade Facilitation and Energy Working Group meeting Bangkok 2011.IRF meetings/conferences? GRSP? iRAP?

7.2 The Road safety situation

“If Bhutan and Nepal could achieve the same fatality rate…” - Could we add one ormore sentences to discuss some of the characteristics of BHU and NEP with regardsto their road crashes? Where are the crashes taking place, which modes do theyentail, what are the main contributing factors?

Bad and unreliable crash statistics in both countries. Text expanded.

7.4.2 Recommended DOA activities - These are all good points, but can they beprioritized to some extent (or do the numbers already reflect them)? Otherwise thecountries will see these as too long a list and very difficult to achieve.What is the link between these recommendations and the DMFs earlier in thedocument? A sentence or two to explain the link would be very helpful.

In principle the numbers reflect order of priority.

These recommendations and the DMFs in Task 8 are/should be the same –explanation to be included

8 Task 2 – Road Safety Program on selected high risk corridors8.1.1 Infrastructure measures – (para 1, first 2 bullets) The low to medium volume, mostly rural roads, have curvy alignment…. The high volume roads…

- Although short, this is a very useful analysis of the key problems/challenges. It

Table is already included further down

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would be useful if a list or map could be given on which corridors were studied:even in this summary report.

8.1.1 Infrastructure measures – (para 3) “No traffic growth is anticipated in theestimates.” - Is this realistic to assume? Without wanting to complicate, could wegive one sentence that says how the BCR will change with additional traffic? Iassume BCR will be more favorable in that case due to larger difference betweenBAU and with measures.

OKNo traffic growth is used/anticipated in the estimates. Traffic will probably growrapidly and is favorable for the BCR. The BCR 3.9 would increase by 10 % at a 2 %traffic growth and with 40 % at a 5 % traffic growth.

9 Task 3 – Strengthening Road Safety Management Capacity9.2.2 Management problems in investments (para 2) “Frequent transfer of staff….” - This is really a big problem in our DMCs. Can we

list one or two examples from the developing world where this was overcome?Even from Africa or Latin America?

JonasThe problem with high staff turnover in government administrations is a universalproblem especially for low-income-countries. It usually is about the governments,usually, low salary structure that causes the following to happen. Young persons withgood education finds it easier to acquire their first job at a government employer a.)Because of the high staff turnover and the many openings this creates and b.)Because of the relative low salary offered hence less competition from moreexperienced staff. Government employments usually has a reputation of being a goodground for gaining experience and responsibilities relatively fast and the next careerstop is then the private sector. For more senior managerial positions governmentsalary structure cannot beat the competition from the private sector and thosemanagers are usually recruited from within among those who stay.To break or change this situation requires an action of some sort and even though weput our heads together it is almost unheard of how this can be done. However I wouldlike to point out two possible situations that have brought changes to the usualpattern.

Situation no 1 – Tanzania:I have only heard this story being told by a former colleague at the World Bank whomfor a period of just over two years served as Director General of TANROADS. The twomain forces for creating a responsible and productive administration was first to rootout the corruption that could be reached with structural changes in their processes.For instance the way works and consultancies are procured in Tanzania is worthwhileto study, at least in theory. In practice their system can be circumvented as any othersystem. Secondly the government decided to provide a fairly large general pay-raiseto TANROAD employees. These two actions created for some time a noticeable lowerstaff turnover and a more productive and efficient TANROAD. This was however a fewyears back and perhaps things have gone back to business as usual. The DG inquestion is can maybe be found for further insights into the happenings.

Situation no 2 – Uganda:It was decided perhaps some 15-20 years ago that MoT Dep of Transport were to betransformed into a fully-fledged government road administration but that this were to

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be done in two stages. Stage one was to form a Road Agency Formation Unit (RAFU)and then later on move towards Uganda National Road Agency (UNRA). To be bale tocreate a strong and dedicated team at RAFU it was decided to issue a special WB-loanthat among other things would actually pay the salaries of RAFU top management,partially because not having to use government salary structure and being able tooffer much higher wages, so high in fact, that the employees would not be tempted toseek other employment so partially it was also a way of deterring staff turnover. Thesituation with RAFU consisted of too many years and it created some other problemsinstead and both the WB and the top management tried to conserve this situationperhaps a bit too long. It took some ten years but nowadays UNRA is fully operational.Whether UNRA has a problem with high staff turnover is not currently known.Attached is a loan issued 1997 were the discussions about a RAFU was brought up.Section 3 lists project objectives and among other things the loan aims to “strengthenroad sector management capability through spinning off of road administration andexecution activities under the Ministry of Works, Transport and Communications(MOWTC) and the creation of an autonomous performance based Road Agency”.Perhaps more information can be sought about the pros and cons of this experience.Not sure that the attached is what actually paid for salaries of UNRA but the time isabout right.

In conclusion what is needed is a competitive salary structure, fringe benefits to beattached to the employment and end when employment ends (usually governmenthas few fringe benefits), active HR department with a strategy to keep talents such asjob-rotation, career options, training etc.

10 Task 5 – Road Safety Policies and Business Procedures10.1 Scope1. “Development of road safety policy and businesss procedures…” – For theproposed lead agency?

Yes - For the road infrastructure lead agency.

10.5.2 Proposals (para 2)“….The following policies and activities are proposed. “ - Where does enforcement(traffic police) fit in? Also, driver education? If these are out of the scope of thebusiness procedures of lead agency, then describe this in one sentence.

OKDOA pillars 1, 3, 4 and 5 are out of the scope and handled in different parts of thetasks.

11.2 Findings – few editorial correctionsPara 4 – change “unreliable” to unpredictable and “of much significance” tosufficient.

OK

11.3 Recommendationsiv) “The Government should consider taking policy decision to…” - Out of curiosity,to what extent was Ministry of Finance consulted on these proposals to date? Whatwere their reactions?

MOF Bhutan participated in all WS but in Nepal only at the first. Bhutan not positivefor separate funds (could maybe re-consider). Nepal has the Roads Board Nepal thatalready has this type of fund. They did not protest to the recommendations but bothof course need political approval and decisions.

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vi) “…Both Bhutan and Nepal have launched DOA for road safety.” - What does thismean exactly? Is it that BHU and NEP have endorsed the DOA, or do they haveconcrete action plans?

Both Bhutan and Nepal have formally approved DOA action plans that are fairlygood and contain most of what we have proposed. They need support forimplementation.

ix) “The Lead Agency should explore possibilities for additional non-governmentalfunding and sponsorship such as from the privatesector…” - Especially vehicleretailers/manufacturers (including 2 wheelers). Also road users themselves.

In principle OKVehicle retailers/manufacturers (including 2 wheelers) – OKRoad users themselves – more doubtful since it needs a system for collecting smallamounts but could be handled through NGO’s.

11.3 Last para – “…(a) 2 to 4% levied in fuel etc. towards road safety relatedactivities, (b) Motorcycle registration fee be made Rs. 6000 or more and the fund beallocated towards road safety activities sufficiently…” - These are concrete and usefulsuggestions. What is the next proposed step, e.g. in approaching Ministry ofFinance?

The measures was proposed from WS. Actions taken by themselves or when Phase2 is implemented.

12.1 Proposed investmentsPara 4 – “The infrastructure mass action countermeasures…” - Generally the listseems to be soundly based. As some issues are closely linked with road assetmanagement, we may wish to consider how to integrate road safety into the roadasset management practice of BHU and NEP. “Speed control and speed management on through roads combined with a

standardized speed limit signing system” - This needs to be designed in a way thattakes into account typical driver behavior (absent enforcement) on roads in BHUand NEP. Heavier reliance may be needed on infrastructure/physical measures.

OK – text adjusted…speed limit signing system mainly relying on infrastructure measures asenforcement is weak

The importance of barrier, delineator post and road sign maintenance from a safetyview point should be stressed in the road asset management systems used.

Para 5 – “High volume single and dual carriageway roads” - Does this cover urbanareas? “Improved facilities for local traffic, pedestrians and bicyclists along and across the

major road” – Does this cover urban areas?

Yes – text adjustedPedestrian and bicyclist measures are especially important in urban areas.

Para 8 – “The technical assistance...” - Given the one-off nature of TAs (typically),the big question is how to retain impact after the TA is completed. This needscareful consideration for this future TA.

Yes agree. It is important to continuously follow up and ask for the bench markingand performance measures and to communicate the result and make it visible.

12.2 ImplementationPara 3 - “The following bench marking and performancemeasures…” - All of the below needs to take into account any potential increase intraffic flow (exogenous to road safety measures), and changes in trafficcomposition. For this matter, it would be useful to have simplified vehicle counts bytype of vehicle at the outset (unless this is done already). I suspect this is all donealready.

Added to the list: Average yearly change in traffic flow by vehicle type for rural and urban

traffic count stations

Documents

45281-001: Technical Assistance Consultant’s Report · Democratic Republic of Nepal by providing specialist consultancy services to assist them through this Regional Capacity Development