Road Safety Action Plan English

Government of Nepal
Ministry of Physical Planning & Transport Management
Nepal Road Safety Action Plan

(2013 – 2020)
February 2013
Nepal Road Safety Action Plan (2013 - 2020) 2013
Table of Contents
Acronyms ................................................................................................................................... ii
1. Background ......................................................................................................................... 1
2. Nepal’s Road Network and Vehicle Population.................................................................. 1
3. Road Safety Status in Nepal .......................................................................................... 2
4. Safety Issues in Nepalese Roads ................................................................................. 5
5. Coordination Efforts ......................................................................................................... 6
6. Road Safety Strategy ...................................................................................................... 6
6.1 Conceptual Structure for the NRSC ............................................................................. 7
6.2 Action Plan Implementation Impact, Risks ................................................................. 9
7. Road Safety Action Plan ............................................................................................... 15
7.1 Activity for Pillar 1: Road Safety Management ......................................................... 15
7.2 Activity for Pillar 2: Safer Roads and Mobility........................................................... 20
7.3 Activity for Pillar 3: Safer Vehicles ............................................................................ 24
7.4 Activity for Pillar 4: Safer Road Users........................................................................ 28
7.5 Activity for Pillar 5: Post Crash Response.................................................................. 31
i Government of Nepal, Ministry of Physical Planning, Works & Transport Management

Acronyms
ADB Asian Development Bank
DDC District Development Committee
DfID UK Department for International Development
DoC Department of Customs
DoHS Department of Health Services
DoLIDAR Department of Local Infrastructure Development and Agriculture Roads
DoR Department of Roads
DoTM Department of Transport Management
DUDBC Department of Urban Development & Building Construction
FNNTE Federation of Nepal National Transport Entrepreneurs
GoN Government of Nepal
KVMTPD Kathmandu Valley Metropolitan Traffic Police Division
LSGA 1999 Local Self Governance Act 1999
LSGR 1999 Local Self Governance Regulation 1999
MoE Ministry of Education
MoF Ministry of Finance
MoH Ministry of Home
MoHP Ministry of Health and Population
MoLD Ministry of Local Development
MoLJ Ministry of Law and Justice
MoL Ministry of Labour
MPPWTM Ministry of Physical Planning, Works and Transport Management
NADA Nepal Automobile Dealer Association
NBSM Nepal Bureau of Standards and Metrology
NPC National Planning Commission
NTLA Nepal National Transport Labourers Association
RBN Roads Board Nepal
RTA Road-traffic accident
RTU Road & Traffic Unit (DoR)
TP Traffic Police
UNESCAP United Nations Economic & Social Commission for Asia and Pacific
VDC Village Development Committee
VTMA 1993 Vehicle & Transport Management Act 1993
VTMR 1994 Vehicle & Transport Management Regulation 1994
WB World Bank
WHO World Health Organisation
ii Government of Nepal, Ministry of Physical Planning, Works & Transport Management

1. Background In addition, the Global Action Plan

recommends countries to develop their
As per UN estimates, nearly 1.3 million people national action plans for the decade in a
die globally from road-traffic accidents (RTAs) manner that is consistent or can be carried
annually or more than 3000 on a daily basis. forward to the regional plans.
In addition, 20 – 50 million people are injured
from these accidents and such injuries are the This document thus represents Nepal’s
leading cause for disabilities. Compounded national action plan on road-safety drafted in
with these staggering statistics is the fact that line to the Global Action Plan. All stakeholders
90 percent of fatalities from road traffic are obliged to follow this action plan to
accident occur in low and middle-income improve and manage road-safety in an
countries that have less than half of the integrated manner. It also sets out the
world’s registered fleet. Road traffic injuries activities that concerned agencies need to
are one of the main causes of deaths for implement to achieve the desired goals of
people between the age of 5 to 44 and results reducing road traffic injuries and resultant
in a huge economic loss to countries economic losses in Nepal. As the first national
worldwide. One estimate puts the global loss action plan, it is anticipated that GoN will
to be over US$ 500 billion and between 1 and revise and update it in the future as
3 % of the gross national product of the necessary.
respective countries. Countries worldwide
and especially developing countries can ill
afford such massive losses. In addition, with 2. Nepal’s Road Network and
increasing motorization worldwide, road Vehicle Population
traffic injuries are predicted to be the fifth
leading cause of death around the world Nepal’s strategic road network (SRN) lying
unless immediate, middle and long term under the Department of Roads (DoR)
interventions are not taken. In recognition of comprises the national Highways, feeder
this fact, the UN Road Safety Collaboration roads and strategically important urban roads.
(UNRSC) was established in April 2004 to The local road network (LRN)which lies under
better address road-safety issues globally and the local bodies (district and village
subsequently the UN Commission of Global development committees, municipalities)
Road-Safety issued a call for a decade of comprise the district, urban and village roads
action to be dedicated to road-safety in its and are coordinated by the Department of
2009 report. Local Infrastructure Development and
Agricultural Roads (DoLIDAR). Table 1 shows
This proposed Decade of Action on road- the road network in Nepal.
safety has been endorsed by the UNRSC and a
wide range of public figures. As a result, the
UNRSC released the Global Plan for the Table 1 Nepal Road Network
Decade of Action for road-safety -2011 to Road Road Standard (km) Total
2020 in May 2011. Network BT GR ER (km)
The UN Global Action mandates member SRN 2,065 3,818 10.835

countries to develop their individual national (2009) 4,952
plans for the decade (2011 to 2020) 28% 27% 45% 100%
incorporating interventions under the LRN Include 22,000 km village 30,000
following five pillars to road-safety. (2010) roads
% % NA % NA 100%
 Road safety management
NA
 Safer roads and mobility Source: Sta ti s ti cs of SRN 2009; GoN/DoR & DoLIDAR.
 Safer vehicles Note: LRN a re only estimates in a bsence of official da ta .
 Safer road users
 Post-crash response
1 Government of Nepal, Ministry of Physical Planning, Works & Transport Management

Table 2 shows the vehicle registrations in registrations range from 9 to 17 % (16% -

Nepal. The annual growth-rate of vehicle motor cycles, 13 % -overall fleet).
Table 2 Total Vehicle Registrations in Nepal
Truck, F.Y.
Exc., Car, 3- TRA, F.Y. Gross
F.Y. B MB MiB Crane SUV UV wh MC p-tiller Others Total Total
2006-
07 1,564 806 138 3,278 5,156 736 12 72,568 2,942 1,535 88,735 626,174
2007-
08 1,419 1,179 31 3,594 4,741 1,588 18 69,666 3,297 206 85,739 711,913
2008-
09 1,843 593 128 3,643 6,857 1,287 20 83,334 4,663 202 102,570 814,483
2009-
10 1,888 780 145 4,524 12,268 1,975 9 168,707 11,460 31 201,787 1,016,270
2010-
11 1,610 1,370 115 1,969 8,510 3,087 2 138,907 7,937 133 163,640 1,179,910
Source: GoN Department of Transport Management.
There is however no system of recording the highest rate in both Asia and the world. The
aging vehicles which are phased out or fatality rate is actually higher than 17 if the
scrapped. number of vehicles phased out or scrapped
and under-reporting are taken into
In recent years, there has been high growth-
consideration.
rate for light vehicles in addition to motor-
cycles. In the urban areas, this trend is the Table 3 shows a recent comparison of Nepal’s
impact from an expanding economy in an RTA injuries with that in the region.
environment where efficient mass
transportations are lacking.
3. Road Safety Status in Nepal

As per the police statistics, there were 8,656
road-traffic accidents in the fiscal year 2010-
011 resulting in 1,689 fatalities, 4,071 serious
injuries and 9.133 minor injuries. However,
these figures may not truly reflect the actual
number of casualties occurring in Nepal as
past researches have indicated that RTAs are
under-reported, particularly, the minor
injuries. Taking these under-reporting into
account, a recent study estimated that were
13,247 road traffic accidents in fiscal year
2009-010 resulting in 1,734 fatalities, 4,130
injuries (minor and serious) and 7,383
damage-only accidents. Comparing the road
traffic fatalities with the cumulative number
of vehicle registered in the country during this
period (i.e. 1,016,270), Nepal’s fatality rate in
fiscal year 2009- 010 was 17 per 10,000
registered vehicles, which, is one of the

Table 3 Regional Comparison of RTA Injuries with Nepal
Regional
Fatality Injury fatality Regional
per to per Injury to
RTA RTA 10,000 Fatality 10,000 fatality
Country Year fatalities injuries Vehicle Reg vehicles Ratio veh ratio
Nepal 2007 962 2,653 617,305 16 3:1 17 5:1
Afganisthan 2007 1,835 3,212 731,607 25 2:1 17 5:1
Bangladesh 2006 3,160 403,000 1,054,057 30 128:1 17 5:1
Bhutan 2007 111 724 35,703 31 7:1 17 5:1
India 2006 105,725 452,922 72,718,000 15 4:1 17 5:1
Maldives 2007 8 - 33,807 2 0:1 17 5:1
Pakistan 2007 5,565 12,990 5,287,152 11 2:1 17 5:1
Sri Lanka 2007 2,334 31,688 3,124,794 7 14:1 17 5:1
China 2006 89,455 431,139 145,228,994 6 5:1 6 5:1
Mauritius 2007 140 2,915 334,125 4 21:1 4 21:1
Malaysia 2007 6,282 21,363 1,682,515 37 3:1 13 28:1
Myanmar 2007 1,638 12,358 1,045,105 16 8:1 13 28:1
Philipines 2006 1,185 5,870 5,515,576 2 5:1 13 28:1
Singapore 2007 214 10,352 851,336 3 48:1 13 28:1
Thailand 2007 12,492 973,108 25,618,417 5 78:1 13 28:1
Source: Global Status Report on Road-Safety; UN World Health Organization; Geneva, Switzerland; 2009.
Table 3 shows that Nepal’s fatality-rate per

registered vehicles is around the average rate
within South-Asia (17 per 10,000 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 both Nepal
and South-Asia as both the national and the
regional average of the ratio of the RTA injuries
to fatalities is less than 10:11.
While in aggregate, recent past data show an
increasing trend in both the RTA fatalities and
injuries, the distribution of the causalities is not
consistent across different regions of the
country. While there is no official statistics on
the accident rates in Nepal, Table 4 shows the
extrapolated RTA statistics classified by the
different regions of the country.
1 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.

Table 4 RTA Statistics Classified by the Different Regions of Nepal
RTA Statistics
Per 10,000 registered
Nos. of casulties Per 100,000 population vehicles
Nos. of Cum. Vehicle

Year Region RTAs Population^ Registered Fatalities Injuries Fatal Injury Fatal Injury
2004-05 KTM Valley 3,701 1,106,766 265,916 127 2,293 11 207 5 86
East 545 5,486,815 44,191 176 301 3 5 40 68
Central* 418 6,686,000 103,001 192 456 3 7 19 44
West 636 2,250,679 50,185 245 1,124 11 50 49 224
Mid-west 190 1,580,224 10,823 53 549 3 35 49 507
Far-west 42 1,134,794 8,348 15 69 1 6 18 83
Total= 5,532 18,245,279 482,464 808 4,792 4 26 17 99
2005-06 KTM Valley 1,989 1,149,383 292,697 93 2,132 8 185 3 73
East 494 5,535,099 50,124 191 1,844 3 33 38 368
Central* 486 6,813,034 115,192 213 1,018 3 15 18 88
West 590 2,268,460 58,153 202 899 9 40 35 155
Mid-west 248 1,607,720 12,576 40 415 2 26 32 330
Far-west 87 1,151,703 8,697 78 198 7 17 90 228
Total= 3,894 18,525,399 537,439 817 6,506 4 35 15 121
2006- 07 KTM Valley 2,224 1,193,680 330,956 93 2,621 8 220 3 79
East 406 5,583,808 60,923 166 1,034 3 19 27 170
Central* 520 6,942,482 140,490 303 1,485 4 21 22 106
West 800 2,286,380 69,089 226 1,585 10 69 33 229
Mid-west 358 1,635,694 14,611 91 743 6 45 62 509
Far-west 137 1,168,863 10,105 74 411 6 35 73 407
Total= 4,445 18,810,908 626,174 953 7,879 5 42 15 126
2007- 08 KTM Valley 2,211 1,287,575 373,841 120 2,774 9 215 3 74
East 704 5,632,946 66,362 235 1,304 4 23 35 196
Central* 648 7,074,389 168,494 242 1,585 3 22 14 94
West 624 2,304,443 76,312 341 1,440 15 62 45 189
Mid-west 302 1,664,156 15,319 146 619 9 37 95 404
Far-west 148 1,186,279 10,586 47 186 4 16 44 176
Total= 4,637 19,149,787 710,914 1,131 7,908 6 41 16 111
2008- 09 KTM Valley 2,735 1,337,316 423,931 137 3168 9 207 3 65
East 841 6,097,115 75,042 280 1630 4 21 31 174
Central* 766 6,676,763 199,851 366 2241 4 24 12 79
West 766 2,480,295 88,141 396 2039 14 58 39 163
Mid-west 299 1,664,203 15,839 116 809 9 37 92 391
Far-west 82 1,085,544 10,680 61 179 4 17 44 174
Total= 5,489 19,341,236 813,484 1,356 10,066 7 52 17 124
2009- 10 KTM Valley 4101 1,389,019 506,135 146 3865 11 278 3 76
East 1232 5,732,522 106,563 366 2337 6 41 34 219
Central* 796 7,345,769 240,897 481 2089 7 28 20 87
West 790 2,340,997 124,406 452 2143 19 92 36 172
Mid-west 402 1,722,572 22,562 211 836 12 49 94 371
Far-west 114 1,221,894 14,708 78 243 6 20 53 165
Total= 7,435 19,752,773 1,015,271 1,734 11,513 9 58 17 113
Source: Consultant’s estimates based on published data from the Traffic Police and the Department of Transport Management.
^Projected based on 2001 and 2011 census data from the GoN Central Bureau of Statistics, Kathmandu.
*Cumulative vehicle registrations for the central development region exclude the corresponding vehicles in Bagmati Zone.
.

 Single bus accidents where the vehicle runs

Table 4 shows that both the fatalities in terms
over the hill-roads represent the fatal RTAs
of the population and registered vehicles first
of catastrophic proportions.
decreased but then increased within the
Kathmandu Valley between the fiscal year  About 30 to 40% of the accidents happen
2004- 05 to 2006- 07. The trend was different in after sunset when traffic is low.
the other regions of the country. For example,
 Driver negligence, drunk driving, random
the per capita fatality within the western region
roadside parking, reckless pedestrian
increased significantly in the fiscal year 2009-
crossing, poor road conditions, etc., were
010 while a significantly higher number of the
the major causes responsible for the
population as well as the registered vehicle-
accidents.
fleet in the mid-west succumbed to RTA fatality
from the fiscal year 2006-07 onwards. In terms  Accidents tend to cluster at the following
of non-fatal RTA injuries, the population of locations.
Kathmandu is the most affected while amongst o Urban areas: intersections
the vehicle fleet, those in the mid-west are the
most affected in the country. o Highways: bridge approaches,
intersections, and roadside built-up
Though the RTA statistics presented in Table 4 areas.
is slightly distorted from the actual scenario
due to the assumptions involved in the data  From a conservative estimate, the
extrapolation, it is safe to conclude that the economic loss from RTAs in Nepal was at
safety record varies by locations of the country least NRs.22.7 billion(US$ 41.2 million)
with disparate trends. The following annually or 0.4 % of the GNP3 at 2007 price.
summarizes the findings of RTAs in Nepal based When the accident under-reporting are
on past research and monitoring. adjusted, the loss was 0.8% of the GNP
annually.
 About half of all the RTAs nationwide occur
in the Kathmandu Valley alone where
nearly half of the country’s fleet ply. 4. Safety Issues in Nepalese
 The severity of the RTA injuries in the Roads
Kathmandu Valley is less pronounced than There are numerous safety issues on the
in the rural areas. Nepalese hill roads (which form a substantial
 RTA fatalities amongst the vehicle fleet are portion of the road network) such as poor
higher in the regions outside the visibility at blind corners; poor shoulders;
Kathmandu Valley. unforgiving side-drains, inadequate safety
barriers at steep vertical drops; unscientific
 Pedestrians are the most vulnerable groups location of passing bays in single lane roads;
in road accidents because pedestrian-safety lack of climbing lanes; very steep gradients at
has not been considered. numerous sections, narrow sections at built-up
 People between 15 to 40 years of age are areas, etc..
most affected in road-accident followed by
those above 50 years.
 In the urban areas, there is significant
number of motor-cycle accidents.
 In the rural areas, there are significant
number of trucks and bus accidents.
 Bus accidents along the long-distance 2 Nepali Rupees
routes are of serious concern accounting 3 Report:
“Cost of Road Traffic Accidents in Nepal”; GoNDoR
for 13% and 31%of all the fatalities and Road Connectivity Sector I Project (ADB Grant 0051-NEP); N.D.
serious injuries, respectively. Lea (Canada) - CEMAT- Soil Test- TMS JV: 2008.

Figure 1 Hairpin Bends in Nepalese Hill such a council while some quarters have
Roads suggested designating a stakeholder as the lead
agency. In both options, there have been calls
for expanded jurisdiction and resources.
At the legislative level, the Parliamentary State
Affairs and the Financial Labour Relation
Committees within the country’s then
Legislative Assembly had recently monitored
road-safety issues. Under the Interim
Constitution, technical committees can be
formed to specifically address road-safety as
per the provisions of the Assembly. However,
road-safety did not receive the due priority it
demanded as the then Assembly was
Source: “RSA: Galchhi- Trishuli- Syafrubesi Road”; GoN concentrated in the drafting of the Constitution
DoR/ADB RCSIP; N.D. Lea. (Canada) - CEMAT- Soil Test -TMS and the country is in transition phase.
JV; Kathmandu, Nepal; 2007. Nevertheless, the provisions for technical
Figure 2 Truck run-over accident in a committees will most likely be in place in the
hill-road of Constitution.
Nepal
Recently, lawmakers, senior bureaucrats and
traffic police have mooted for the
establishment of a high-level road management
board to improve traffic management in the
Kathmandu Valley. While the first emphasis of
such body is traffic management, such
measures do enhance road-safety as well and
encourage horizontal coordination.
6. Road Safety Strategy

Source: “RSA: Narayanghat- Mugling HWY(Post Construction);
DoR/IDA RMDP; SILT-Full Bright-CEMECA JV; Kathmandu, The detailed formulation of the road-safety
Nepal; June 2005.
strategy is proposed as one of the activity of
Along the roads in the plains (Terai), this action plan. However, the following is a
unforgiving drains, inadequate pedestrian brief outline of the strategy that will emerge.
provisions, inadequate delineation at
Vision: Safe road-infrastructures and services
bridge/culvert crossings, narrow carriageway at
backed with effective post-crash
build-up areas, etc., are the predominant safety
response and conducive environment
issues.
resulting in little or no casualties from
the RTAs.
5. Coordination Efforts Mission:(i) To mitigate the loss of life,
properties and economic loss
Horizontal coordination amongst the from RTAs.
stakeholders to manage road-safety has been (ii) To complement the broader
poor, ad-hoc, often hampered with duplication mission of the National Strategy
of activities from parallel committees set up on the Prevention and Control of
under different agencies while interventions Violence, Injuries and Disabilities4
been arbitrarily implemented.
A National Road Safety Council was set up in
Nepal during the nineties but this body has 4
National Strategies for Prevention and Control of
been defunct. There have been calls for reviving Violence, Injuries and Disabilities in Nepal; GoN

(iii) To meet the targets of the UN out that the existence of the National Road-
Decade of Action. safety Council in Nepal headed by the Secretary
(iv) To provide a common framework of the Ministry of Labour and Transport
for stakeholder agencies to Management. However, this council has been
implement the various dormant since its establishment. The
interventions required to mitigate establishment of a centralized body such as the
RTAs outcomes. NRSC is the option that most of the countries
globally have been pursuing to coordinate road-
Central to the common framework that the
safety interventions. Some stakeholders have
stakeholders need to adopt is the recognition of
suggested designating a lead-agency coordinate
the five pillars of road-safety outlined in the UN
road-safety in lieu of the NRSC given Nepal’s
Global Plan for the Decade of Action.
past difficulty in coordinating road-safety
A reflection of the background information of activities. Nevertheless, there is now
Nepal outlined in the previous section shows unanimous consensus that coordinating
the following facts: through the NRSC is the best option for Nepal
 Both RTA fatalities and injuries are and this option was endorsed during the last
increasing. workshop conducted in 31 January, 2012.
 Road-users are most exposed to RTAs in the The existing NRSC will be revitalized with
Kathmandu Valley but casualties are less higher authority to delegate and implement its
severe compared to other regions. various activities. To give it a legal standing, this
 RTAs are under-reported and analysis council will be backed with the necessary act.
inadequate. This council will have the power to delegate all
 Light vehicles, especially motor-cycles, the stakeholders and request regular reporting
dominate the vehicle fleet while mass required for monitoring the road-safety
transportation is lacking. interventions.
 Pedestrian, population within 15- 40 years There will be two phases to the revitalized
are most vulnerable users. NRSC. – (i) preliminary stage; (ii) fully
 There is a high number of motor-cycle empowered stage.
accidents in the urban areas.
 Single bus accidents represent the RTAs The NRSC will be at preliminary stage from the
with the most severity in the rural areas. instant of it revitalization till the time that the
 RTAs are mainly caused by reckless driving appropriate act enacting the council is
and pedestrian recklessly crossing the introduced. Though in the past, the NRSC was
streets. chaired by the Minister of Labour and
 Safe pedestrian access is lacking Transport Management with representations
aggravating pedestrian-safety. from the main stakeholders as members, the
revitalized NRSC in the preliminary stage will
 Safe-design (forgiving road) is lacking.
now be chaired by the Minister of Physical
 Stakeholders’ interactions are ad-hoc and
Planning, Works and Transport Management
responsibilities are often duplicated.
(MPPWTM) as per the latest ministerial re-
6.1 Conceptual Structure for the NRSC organisation. The NRSC’S executive committee
will be backed by a technical body to assist in
The establishment of a central agency that can the daily activities. During the preliminary
effectively coordinate all the stakeholders stage, the NRSC will have limited authority to
involved in road-safety is the basic requirement implement interventions across the board but
for improving road-safety in any country. This will nevertheless set the pace to effectively
need arises from the fact that road-safety coordinate and refine the activities proposed
concern virtually all sections of the society and
under this action plan. The council should be
government. Earlier discussions have pointed
headed at the minister-level as it ensures
higher priority that the council activities
Ministry of Health and Population; Dr. S.K. Joshi;
Kathmandu, Nepal; December 2011.

demands in terms budget provisions and reference to the good practices outlined in
manpower resources allocations. the UN Global Action Plan.
6. As a policy document developed and
In the fully empowered stage, it will be
endorsed from the stakeholders, the
appropriate for the NRSC executive committee
concerned line agencies will follow this
to still be chaired by the Minister of the
action plan to improve and manage road-
MPPWTM with the ministry’s secretary acting
safety in an integrated manner.
as the member-secretary for the executive
7. Amend the acts and regulations in order to
committee. This will take place when the NRSC
accommodate road-safety requirements
Act with the above institutional structure is
adequately and ensure an enabling policy.
enacted. As per stakeholders’
8. Formulate a national target for RTA
recommendations, the NRSC Act will have
reduction. As signatory to the Busan
provision to either nominate or renew the
Meeting, a target of 35~ 50 % reduction of
chairmanship, membership of the executive
RTA recommended by this meeting will
committee on a rotating basis or annually and
form as a basis for setting the national
have the change published in the government
target.
gazette. The NRSC will have its own
9. To ensure funds for road-safety
independent secretariat to execute its
interventions, seek endorsement from the
activities. The NRSC Act should also entrust the
Ministry of Finance and the National
council to delegate the stakeholders, stipulate
Planning Commission to recognise the
mandatory periodic and annual reporting from
principle of the first-year of returns as a
them and execute projects conducted under its
basis for investment decision. Seek these
programmes. The full details of the structure of
agencies endorsement also to utilise the
the NRSC will be dwelt with as one of the
Roads Board Fund or to set a policy to
activities proposed in this action plan.
mandatorily set aside a fixed portion (e.g.
Taking these facts into consideration, the 10%) of the total cost of road-constructions
following will be the broad strategies to adopt to mobilise budget for road-safety
for road-safety improvements. interventions.
1. Ensure collaborative inputs from all the 10. For maximising the positive impact,
stakeholders to formulate an action plan prioritise interventions according to their
incorporating the five pillars of road-safety effectiveness in mitigating the RTA severity
and hence guarantee ownership. at specific locations. For example,
2. To improve horizontal coordination, overloading control and random vehicle
effectively manage the various inspections of buses will be adopted at
interventions and champion road-safety rural areas to reduce single bus accidents.
issues, study the option of re-establishing a 11. Pedestrian-safety will be prioritised in the
high-level NRSC with the legal authority to road-safety planning and the interventions
delegate various agencies. proposed.
3. Have the NRSC monitor the road-safety 12. Development of forgiving roads and
initiatives of different agencies. For some of infrastructures will be advocated through
the activities related to policy necessary guidelines, incorporation in the
development, the NRSC will conduct the design standards, etc.
works in question itself. 13. A mechanism to evaluate the outcome of
4. Have the NRSC regularly disseminate its various interventions will be developed in
research findings, delegate specific the near future.
responsibilities to the various stakeholders 14. Research and development, awareness for
and legally mandate regular reporting the public and stakeholders and trainings
requirements from them. will be the integral part of the road-safety
5. Enumerate the specific interventions interventions.
required to reduce the RTA severity with 15. To improve the RTA database, an inter-
agency referral mechanism to identify

potential accident-blackspots will be plan will be developed and updated as

adopted. For example, a hospital should necessary.
immediately refer such potential blackspots
6.2 Action Plan Implementation Impact,
to DoR, traffic police, etc., based on the
Risks
hospital’s inference to its admission record
for RTA injuries. Upon implementation of the various
16. To develop in-house expertise and ensure interventions proposed under this action plan,
commitments from the stakeholders, road- it is expected that there will be positive impacts
safety units will be formed at these to various aspects concerning road-safety.
agencies. There will be some challenges as well as risks if
17. The activities relating to road-safety policy proposed interventions are not implemented in
will also look into aligning them with the the right manner. It is necessary to take into
ISO traffic safety management standard - account these risks when implementing the
ISO 39001. interventions.
18. The establishment of a comprehensive
Table 5 shows the implementation impact and
injury-surveillance at the hospitals and
risks of the various interventions.
health centres will be pursued to mitigate
under-reporting of RTAs.
19. As this is the first national action plan, a
monitoring mechanism to evaluate this
Table 5 Action Plan Implementation Impacts and Risks
S.N. Pillar Main Activities Impact Following Risks

Proposed Implementation
A (1) Establish the  Effective coordination with  Possibility of inadequate

National Road stakeholders. budget and manpower
Safety Council with resources.
 Monitoring of road-safety
sweeping
improvements from an  Lack of required autonomy and
authority.
autonomous agency. authority to effectively operate
the council.
A(2) Train stakeholders  Institutional enhancement  Inadequate budget provision.

of agencies.
 Training organized ad-hoc.
Pillar 1: Road  Skilled developed and
 Targeted individuals excluded
Safety manpower motivated.
Management in the trainings.
 More awareness for
stakeholders.
Amend the Vehicle  Conducive environment for  Omissions of the provisions

& Transport road-safety improvements. required in the amended acts.
Management Act
 Reformed insurance  Difficulties encountered in
1993 (VTMA 1993),
policies to cover liabilities enforcing the amendments.
Local Self
from RTAs.
Governance Act
1999 (LSGA 1999)
and develop
various guidelines.


Develop a national  Guideline on required  Required provisions omitted in

road-safety steps for improving road- the strategy.
strategy and safety.
 Strategy lacking legal standing.
implementation
 Directive on prioritization
modality.
of long-term investments,
stakeholder accountability,
monitoring, national
targets, integrated
planning, alternative
funding, etc.
Reliably,  Improved mitigation and  Lack of long-term horizontal

scientifically mechanism for RTAs. coordination between
compile, analyze agencies.
 Supplement and
the RTA statistics
development of research  Low priority to research.
and research on
in suitable
countermeasures.
countermeasures for the
country.
B(1) Develop road-  Safety perceived in all  Road-safety audit manual for
safety audit roads. non-strategic roads not
manual for non- formulated.
 Improvements in road-
strategic roads and
safety.  Safety audits not enforceable in
gradually enforce
all roads lacking legal mandate.
safety audits in all
roads (strategic
and non-strategic).
B(2) Introduce  Clear directives for  Policy lacking legal mandate.

compliance policy implementing
 Audit recommendation not
for safety audits recommendations.
complied in absence of legal
recommendations
 Ensure stakeholder mandate.
(strategic and non-
accountability for
Pillar 2: Safer strategic roads).  Lack of mechanism to
implementing
Roads and prosecute non-compliant
recommendations.
Mobility agencies.
B(3) Develop design  Guide on design of safe  Guideline not developed.

guideline for safer roads.
 Absence of design appropriate
roads and
 Safety perceived from for the country.
construct required
infrastructures.
infrastructures.
B(4) Investigate Accident-blackspots  Inadequate auditing.

accident mitigated
 Lack of horizontal coordination
blackspots for all
amongst stakeholders on
road types and
sustained basis.
construct
appropriate  Countermeasures
countermeasures. inappropriate for the country.


B(5) Enforce work-zone Safety perceived throughout  Lack of authority and difficulty
safety from the road constructions. enforcing work-zone safety.
construction to
 Work-zone safety not covered
defect-liability
in the contracts.
period in all road
project contracts.
B(6) Establish road- Institutional development of  Units not established in all

safety units in all agencies regarding road- agencies.
DoLIDAR and valley safety and demonstrate their
 Inadequate manpower or
municipalities. commitments.
competency.
B(7) Train stakeholders Manpower skill development  Concerned staff excluded in the
on safe roads and for safer roads, maintenance. trainings.
safety-audits.
 Lack of trained instructors.
 Lack of budget and low priority
for the trainings.
C(1) Develop and  Safety perceived.  Standard inadequately

introduce prepared.
 Introduce globally
standards for safe
recognized environmental  Failure to enforce the
vehicles, spares.
and differently-abled standard.
friendly practices and
 Difficulty or deficiency in
equipment.
monitoring.
C(2) Amend VTMA  Legal mandate to safer  Delay or difficulty in amending

1993, VTMR 1997 vehicle provisions. act, regulation.
and develop
 Regular revision of acts,  Omission of required safety
national transport
regulations to be sensitive provisions in the amended act,
policy to reinforce
safer vehicles. to road-safety. regulation.
 Incorporate safer vehicle  Omission of required safety
Pillar 3: Safer provisions in the national issues in the national transport
Vehicles transport policy. policy.
C(3) Review route-  Gradual improvement in Weak monitoring due to

permit procedure. public transportation and manpower constraint.
passenger comfort.
 More regular roadside
checks
 Introduce disciplined
services.
C(4) DoTM institutional  Human resource Inadequate budget provision.

development. development at DoTM.
 Scientific transport
management.


C(5) Financial incentives Encourage use of in-vehicle Lack of discount in the use of
to promote in- safety devices. devices.
vehicle safety
devices.
C(6) Improve vehicle  Introduce scientific  No improvement in procedure.

inspection inspection.
 Shortcoming or difficulty in
procedure.
 Improve vehicle road- monitoring.
worthiness.
 Better speeds and load
(passengers/ weight)
controls.
C(7) Research major  Minimise significant loss of  Inadequate budget provision,

public vehicle life and properties. low priority to the research.
accidents, school
 Ensure safe journey in
bus safety and
school buses.
initiate mitigation.
C(8) Basic repair and  Develop skilled manpower  Inadequate budget provision,
maintenance on basic repairs, low priority accorded to the
training for public maintenance on public training.
vehicles. vehicles.
 Concerned crews being
 Create opportunity to excluded in the training.
improve road-worthiness
 Training designed
for public vehicles.
inadequately.
 Shortage of trainers.
D(1) Amend VTMA Legal provisions accorded to  Difficulty amending the act,
1993, VTMR 1997 safe road-users. regulation.
to invigorate safe
 Omission of required provisions
road-users.
in the amendments.
 Inability to enforce the
amended provisions.
D(2) Strictly enforce the  Reductions in RTA  Difficulty enforcing the rules.
rules on the seat- fatalities.
Pillar 4: Safer  Inability to enforce code-of-
belts, helmets use,
Road-Users  Emergence of conscious, conduct.
public transport
disciplined road-users.
safety and develop  All users not considered in the
comprehensive  Awareness shortcoming in code.
code-of-conduct the road-users identified.
for all road-users.
D(3) Public awareness Emergence of citizens  Budget constraint for

campaign and responsive to road-safety. awareness, research.
research for all
 Low priority to the programme.
road-users.


D(4) Include road-safety Increase awareness in road-  Difficulty including in the

education in school safety at the school level school curriculum or
curriculum with itself. inadequate preparation.
regular revisions.
 Budget constraints
 Lack of trained instructors.
 Low priority to the programme.
D(5) Train drivers and Increase awareness in the  Budget constraints, trainings
other road-users. road-users. not sustained.
 Training design inappropriate.
 Lack of qualified trainers.
 Training participation
discouraging.
D(6) Improve driving Develop experienced drivers.  Omission of the necessary

license procedure provisions.
scientifically.
 Difficulty implementing.
D(7) Establish road-  Institutional development Budget constraints.

safety units in the in transport management.
Department of
 Skilled manpower
Transport
development in traffic
Management and
police.
institutional
development of  Manpower resource
the traffic police. enhanced.
D(8) Construct modern Develop skilled manpower Budget constraints, low priority
driving training at the training centres. and no continuity accorded to
centres and the trainings.
capacity
enhancement.
E(1) Introduce toll-free  Reductions in the RTA  Delays in operation.

telephone number fatalities.
 Budget constraints, low priority
for RTA
 Facilities for users. accorded.
emergencies.
Pillar 5: Post-
E(2) Develop  Reductions in post-  Shortage of trainers.
crash
ambulance policy accident fatalities.
Response  Budget constraints, low priority
for post-accident
 Improvement in and no continuity to the
treatments and
emergency services. training.
emergency
treatment training.  Lack of horizontal coordination
amongst agencies.


E(3) Develop strategy Relief for low income groups  Budget constraints, low priority
and introduce regarding rehabilitation, and no continuity to the
revolving fund for disability. programme.
RTA victims and
 Misuse of funds
disabled.
E(4) Open Trauma Care  Increase facilities for  Budget constraints, low priority
Centres and train trauma care. and no-continuity to the
for RTA injured. programme.
 Develop skilled manpower
in trauma-care.  Shortage of skilled trai ners.
 Concerned health-providers
being excluded from the
training.
E(5) Research and Reduction of fatalities from  Budget constraints, low priority
prioritise predominant RTA injuries. and no-continuity to the
treatments for programme.
serious injuries
 Lack of required provisions.
from RTAs .
E(6) Develop, introduce  Improve the RTA database.  Budget constraints, low priority
comprehensive and no-continuity to the
 Provide scientific basis for
injury surveillance programme..
prioritizing RTA injuries,
system in
their treatments and  Weak coordination between
hospitals, health
research. hospitals, health-centres and
centres.
agencies.
 Database system ineffective,
unscientific.
 Database inaccessible, non-
transparent.
E(7) Establish road-  Create awareness towards  Budget constraints and low
safety unit in the road-safety in the health priority.
Ministry of health sector.
 Lack of required manpower and
and Population
 Institutional development other resources.
and institutionally
enhance it. of the ministry.
E(8) Develop Improve ambulance services  Budget constraints and low

ambulance and their access. priority.
network along the
 Lack of effective and prompt
major highways,
urban and rural communication.
roads.  Overall and inter coordination
shortcoming between the
ambulance services and

7. Road Safety Action Plan Though a National Road Safety Council was
established in Nepal during the late nineties, it
The following outlines the national road- safety
was not adequately resourced and is defunct
action plan for the period 2013 – 2020. These
now. There is no long-term road-safety strategy
plans are the product of one-on-one meetings,
outlined for Nepal to date. However, Nepal is a
focused group discussions, correspondence
signatory to the UNESCAP Meeting in Busan,
with all the stakeholders, discussion workshops,
Republic of Korea, which commits all the
etc., and was finalized after reaching consensus
signatories to a 35 percent reduction in
during the final workshop organized in
fatalities and serious injuries from RTAs.
December, 2011.
The Traffic Sign Manual 1997 published by the
7.1 Activity for Pillar 1: Road Safety DoR conforms to the UN World Convention on
Management Road Signs and Signals 1968 (Vienna
Objectives: Set up a mechanism to improve Convention). However, Nepal needs to
capacity to manage road-safety through harmonise its acts, regulations and policy with
the existing UN conventions relating to road-
 Adopt UN legal instruments safety.
 Encourage creation of regional road-
safety instruments Traffic police collects and compiles all the RTA
 Improve horizontal coordination data in Nepal through their network of local,
amongst stakeholders district and regional offices. The Traffic
 Develop sustainable road-safety Directorate at the Police Headquarters
strategies and accident reduction maintains consolidated statistics of RTAs in
targets Nepal. These data are segregated by the five
 improve accident data collection and development regions in Nepal and includes
research statistics such as age, gender, vehicle involved
and severity of injury. However, these
Background consolidated data do not present the detailed
analysis necessary for a comprehensive analysis
The legal provisions relevant to road-safety of accidents.
such as drivers’ licensing, vehicle
roadworthiness, loading, speed regulations, Currently, there is no permanent network
insurance requirements, etc., in Nepal are arrangement between the DoR and the Traffic
stipulated in the Vehicle Transport Police for comprehensive accident analysis.
Management Act 1993. Road-safety is However, during the late nineties, there was
identified as a policy objective in the National such collaboration between the DoR Traffic
Transport Policy 2001. However, both these Engineering & Safety Unit (now renamed the
documents do not elaborate on the road-safety Road & Traffic Unit, RTU) under the UK-assisted
requirements nor are these framed from the Road Maintenance Project (RMP). RMP had also
multi- sectors perspectives that road-safety installed the TRL MAAP for Windows accident
demands. software at TESU and the Valley Traffic Police
Office, VTPO (now the Metropolitan Traffic
The National Transport Policy 2001 outlines a Police Division, MTPD).
long-term strategy to create an autonomous
Road Transport Authority by merging the The ADB assisted Road Connectivity Sector I
Department of Roads (DoR) and the Project had studied improved accident data
Department of Transport Management. This management in 2008 and proposed the
move will simplify the coordination efforts indigenous development of software for
between road infrastructures and transport accident data analysis. However, no progress
management. This Authority should be assisted has taken place regarding these studies.
by the Traffic Police for enforcement of traffic In the area of heavy vehicle management,
and safety rules. though the Government endorsed Heavy
Vehicle Management Policy 2008 developed by

the DoR, it has not been implemented. This referencing of the accident locations more
important document expands the existing 10.2 precisely if the system is integrated to the
metric tonnes legal limits for axle-loads to cover accident reporting and the police database.
for single to tandem axle of heavy vehicles in
the country.
The Kathmandu Metropolitan Traffic Police
Division is currently installing GPS devises in its
patrol vehicles to improve accident response
within the Kathmandu Valley. Such GPS units
can be further utilized to improve the
Action Matrix for Pillar 1: Road Safety Management

Activity Target Core Agency Coordinating Budget Estimate (NRs
Completion Concerned Agency Million)
Date Short- Medium- Long-
Term Term Term
(2013 ~ (2013~ (2013~
2014) 2016) 2020)
Revive the existing National Road Establish: Dec DoR, TP, NRSC 7.66 12.44 25.23
Safety Council with necessary acts, ’13 + cont. MoHP, MoL,
higher authority and resume work. MPPWTM,
DoTM,
FNNTE,
MoL, NADA,
MoLD, civil
groups.
Develop the national road-safety All DoR RTU 1.14
April, ‘13
action plan
Conduct training on road-safety & All DoR RTU & 1.88 3.47 9.05
Cont.
traffic rules. TP
Develop and implement a March,’14 DoTM, MoLD 12.04
pedestrianisation planning MoLD,
guideline and regulation. MPPWTM,
NRSC, DoR,
TP,
DoLIDAR,
DUDBC,
MoLJ, fed.
(DDCs,
VDCs,
muni.).
Review and update vehicle Jan.,’14 DoTM, DoTM 0.79
insurance policy regarding MPPWTM,
 vehicle NRSC,
 passengers FNNTE,
 crew NTLA,
 transport labourers Insurance
Board,
Insurance
agencies.


Term Term Term
(2013 ~ (2013~ (2013~
2014) 2016) 2020)
Identify amendments required in Jan.’ 14 DoTM, DoTM 0.39
VTMA 1993, VTMR 1994, LSGA NRSC,
1999 and LSGR 1999 to MPPWTM,
accommodate the following. MoLJ, TP,
 Harmonization with the UN MoF,
conventions, international FNNTE,
5 6
agreements on road-safety NTLA,
 Harmonise with pedestrian Insurance
regulation. Board,
 Appropriate insurance cover insurance
and policy as per the previous agencies
review.
 Expanded power delegated to
Traffic Police.
 Increase the traffic fine rates
Feb. ’14 DoR, DoTM, DoTM 2.90
Conduct workshops on required
NRSC, TP,
amendments in VTMA1993, VTMR
MoLJ,
1994, LSGA 1999 and LSGR 1999 to
FNNTE,
promote road-safety for all users.
NTLA
Amend VTMR 1994 and LSGR 1999 Jan. , ‘14 DoTM, MPPWTM 0.26
to harmonise with UN/int’l MoLJ,
conventions, pedestrian MPPWTM,
regulation, prescribed third-party NRSC, DoR,
insurance cover and the previous TP, MoH,
workshop recommendations. MoLD
Establish sound coordination Aug., ‘13 All NRSC admin.
mechanisms on managing road- costs
safety including:
 Demarcate clear roles of the
stakeholders
 Regular information sharing
 Integrated planning
 Ensuring transport
management committees at
the district and central levels
5
Special emphasis on the subject of helmet use, child restraints
6
Convention on Road Traffic 1968, European agreement concerning the work of the crews of vehicles engaged in international road
transport (AETR 1970)


Term Term Term
(2013 ~ (2013~ (2013~
2014) 2016) 2020)
Develop a national road-safety July ‘13 All NRSC 0.83
strategy incorporating the
following measures and process
for the government endorsement
at the cabinet or ministerial level
 Confirm long-term investment
priorities
 Promote ISO traffic safety
management standard -ISO
39001
 Establish improved system for
data collection for baseline
and monitoring.
 Establish realistic and long-
term national targets for
improving road-safety. E.g.
o 2015: 35% RTA fatality
reduction
o 2020: 50% RTA fatality
reductions.
Investigate the following funding Cont. DoR, NRSC admin admin admin
means for the road-safety DoLIDAR, costs. costs. costs.
activities: MoLD, fed.
 Adopt FYIRR for funding (muni., DDC,
decision VDC), valley
 Assign 10% of the road muni., NPC,
infrastructure cost MoF, RBN,
 Use the Road Board funds. NRSC,
 Adopt PPP schemes with NADA,
o NADA FNNTE,
o FNNTE insurance
o Insurance agencies agencies.
Develop mechanism to measure Nov. ‘13 All NRSC admin
outcomes of various interventions. costs
DoTM, DoR, 10.63 10.63 43.43
system :Jun
Improve the data collection and TP, MoHP, TP & DoR
‘14 + update
analysis of road traffic accidents NRSC
Conduct research on counter- Cont. 63.76 120.59 156.72
All NRSC
measures on all roads.
Conduct research on pedestrian Cont. MoLD, DUDBC 16.59 24.65 27.90
safety DoLIDAR,
TP, DUDBC,
.Fed. (DDCs,
VDCs &
muni.),
NRSC


Term Term Term
(2013 ~ (2013~ (2013~
2014) 2016) 2020)
Conduct pilot project to evaluate ‘15 DoR, RBN, NRSC 43.25
traffic calming measures in Nepal fed. (muni.,
DDC, VDC),
valley muni.,
NRSC
Training to stakeholders. Cont. All DoTM 1.88 4.27 12.68
Training for traffic enforcement Cont. TP, DoTM TP 1.88 4.27 12.68
‘13 DoR, 17.09
Institutional strengthen DoR RTU MPPWTM, DoR
NPC, MoF
Gradually appoint transport End ‘15 DoTM, TP, DoTM 11.79 44.77 155.22
inspectors at all Transport MoH,
7
Management Offices. MPPWTM,
DoR,
DoLIDAR,
MoLD
Note: VTMA = Vehicle Transport Management Act 1999
7 Resulting administrative costs for inspectors are incorporated in activities under Pillar 2: Safe Vehicles

7.2 Activity for Pillar 2: Safer Roads and Figure 3 DoR Road-Safety Audit
Mobility Manual, 1997
Objectives:
The objective of this pillar is to improve the
inherent safety of the road networks for all
road-users, especially the most vulnerable
groups (e.g. pedestrians, bicyclists and motor-
cyclists). This will be achieved through:
 Adoption of UN and international
standards for the design of safe roads.
 Road safety audits and assessment
 Incorporating safe design practice
during design, construction and
operation of roads.
Background:
Since 1995, road-safety audits are mandatory
for all new constructions, major maintenance
and rehabilitation projects involving the Source: GoN DoR
national highways and feeder roads (strategic
road network of Nepal). A road-safety audit In addition to the audit requirement, there is no
manual is available to guide concerned formal procedure for the DoR and the design
engineers and experts about conducting road- team of a road project to commit or respond to
safety audits. Though safety audits are the audit recommendations. For example, there
prescribed at all stages of the project is no formal requirement for DoR to issue an
(feasibility, detail design, construction exemption letter explaining why certain audit
completion and prior to opening to traffic), DoR recommendations cannot be met. Safety audits
has not strictly enforced this requirement along are often conducted at the advanced stage of
the strategic road network of Nepal. the road project when there is limited option
for any countermeasures and coordination
between the project and the DoR RTU (which is
responsible for road-safety) is often very poor.
There is no system of safety audits for the local

road network, which, lie under the Department
of Local Infrastructure and Agricultural Roads
(DoLIDAR) or local bodies
.
There is no performance targets assigned
during the project cycle of the road projects in
the absence of national safety targets.
A number of DoR manuals covering drainage,
safety barriers, delineation, traffic signs,
remedial measures at accident sites, etc., are
also available for safe designs. These manuals
are taken as basis for evaluating the safety
worthiness of road structures in Nepal.

Action Matrix for Pillar 2: Safer Roads and Mobility

Activity Target Core Agency Coordinating Budget Estimate (NRs Million)
Completion Concerned Agency Short- Medium- Long-
Date Term Term Term
(2013 ~ (2013~ (2013~
2014) 2016) 2020)
Pilot the road-safety audits (construction Const.-stage: DoR 3.85 5.75
to opening stage) in the DoR RSDP roads.. as applicable;
Opening- DoR, World
stage: within Bank
6 mo. of
opening
Donors, DoR, DoR Admin.
Enforce road-safety audits in all the donor June 2014. MPPWTM, costs
aided DoR projects. NPC, MoF
Introduce mandatory procedures DoR, RBN, DoR 0.41
(compliance, exemption) of safety audit June ‘13 MoF, NPC,
recommendations for strategic roads. MPPWTM
Implement road-safety audits in all the From ‘15 DoR, MoF, DoR admin
DoR projects. NPC costs
Develop safety audit manual for non- From ‘15 DoR, MoLD, MoLD 2.24
strategic roads. DoLIDAR,
donors, fed.
(muni, DDC,
VDC), NRSC,
NPC, RBN
Introduce procedures (compliance, From ‘15 DoLIDAR, MoLD 1.50
exemption) for safety audit DoR, MoLD,
recommendations at non-strategic roads. MoF, fed.
(muni., DDC,
VDC), NRSC
Conduct road-safety audits in non- By ‘16 DoLIDAR, MoLD 16.11
strategic roads. MoLD,
donors, fed.
(muni, DDC,
VDC), NRSC,
NPC, RBN
Update existing safety manuals; develop By ‘16 DUDBC, DoR, NRSC 9.7 16.9
guidelines on safe-road design and DoLIDAR,
sustainable transport infrastructures for: MoLD, fed.
 urban communities (muni.,
 rural communities DDC,VDC),
 Vulnerable road-users NPC, NRSC
Introduce road-safety impact assessment All DUDBC 4.55
By ‘16
and controls in all land developments
Conduct blackspot analysis on strategic DoR, TP DoR 7.32 15.82 45.66
Cont.
roads.
Construct countermeasures at the DoR, TP DoR 23.90 87.39 179.42
blackspots and hazard locations of the Cont.
strategic roads.


Date Term Term Term
(2013 ~ (2013~ (2013~
2014) 2016) 2020)
Install the following mass action DoR, donors DoR 199.08 623.59 1769.69
countermeasures at blackspots, where
8
appropriate, along the strategic roads :
 safety-barriers
 steel guard-rails 16 July, 2013
onwards
 road-humps
 rumble strips
 Signals
 NJ barriers
Install following mass action DoR, donors DoR 74.50 242.56 742.95
countermeasures at appropriate
blackspots and hazardous locations of the
strategic roads:
 Footpaths
16 July ‘13
 signs
onwards
 Reflective road-markings
 Bus-laybys
 junction modifications including
roundabout
 hand-rails
Prioritise providing adequate delineation DoR, DoR, Admin admin Admin
(signs, road-markings, reflective dividers) DoLIDAR, DoLIDAR,
Cont.
on all roads MoLD, local local body
body
Identify sustainable operation for signals DoR, NEA, DoR 25.32 44.83 83.81
(solar-power) and start their MoF, TP,
uninterrupted operation. March ‘14 concerned
onwards municipality,
signal
suppliers
Construct pedestrian crossings Concerned Concerned 10.11 22.34 58.42
(overheads, underpasses). 14 April 2013 municipalitie municipality
onwards s, DoR,
DUDBC
Install pelican signal-crossing at the DoR, MoF, DoR, 71.30
recommended locations in: TP, concerned
 Kathmandu concerned municipality
End ‘13
 Pokhara municipalitie
 Nepalgunj s
 Biratnagar.
8 Include sections of the national highw ay that are part of the Asian Highw ay if possible.


Date Term Term Term
(2013 ~ (2013~ (2013~
2014) 2016) 2020)
Strictly enforce DoR, DoLIDAR , DoR, DoR, Admin,
municipalities and local bodies to: DoLIDAR, DoLIDAR costs
 eliminate high risk roads MoLD, fed.
 maintain roads pot-free (DDCs, VDCs,
 control encroachments – streets, muni.)
footpaths
Toll plaza: ‘20
 Adopt safe-design in hill-roads
Others: ‘13
(e.g. more overtaking zones,
setback distance, etc.).
 Develop toll-plazas at the
national highways
 Control stray live stocks and
indiscriminate roadside dumping
of construction materials
Introduce mandatory provisions for work- DoR, MoLD, DoR, Admin
zone safety planning in the construction DoLIDAR, DoLIDAR costs
contracts (from construction till defect June, 2013 MoLD, MoF,
liability period) in all roads. onwards fed. (muni.,
VDC, DDC),
NRSC
Make road authorities legally responsible DoR, MoLD, DoR , Admin.
for reporting annually their progress, DoLIDAR, DoLIDAR cost
findings and remedial works performed Start ‘15 MoLD, fed.
for road-safety. (muni., VDC,
DDC), NRSC
Establish road-safety units in DoLIDAR, DoLIDAR, MoLD, 6.13 17.18
and valley municipalities. MoLD, valley municipalities
12 April, ‘13
municipalitie
s
Skill Training in safe-roads: DoR, DoR, MoLD 9.6 12.5 18.9
(A) Safe-road infrastructures: DoLIDAR,
Infra: 31
1 Int’l 1 month -RTU chief MoLD
March. ’13
2 Regional 10 days –RTU mid-level &
Auditing: 1
other stakeholders
May ’13
(B) Auditor certification: regional 7 days:
onwards
1 DoR -- 10 no
2 DoLIDAR – 10 nos.
3 Other stakeholders – 5 nos.
DoR, DoR, MoLD Admin
Prioritise road-maintenance based on 16 July, 2013
DoLIDAR, costs
traffic volume onwards
MoLD
9
Develop the following pedestrianized MoLD, KMC, KSUTP 77.67 142.64
zones: ADB,
 Saturday Market Zone (10 am – 6 pm) End ‘14 MPPWTM
at Asan- Bhotahitti- Indrachowk area.
 Thamel- Sorrakhuttey area.
9 There is a budget of around US$ 3 million allocated under KSUTP for these activities.


Date Term Term Term
(2013 ~ (2013~ (2013~
2014) 2016) 2020)
Municipalitie TP, NEA, NTC 2.60 6.74 14.14
Relocate electrical and telephone poles s, NEA, NTC.
continuous
obstructing mobility DoR, DUDBC,
TP
Construct parking areas (passengers, By 2020 DoTM, DoR, DoTM, 136.5 276.1 492.1
trucks) and monitor. DoLIDAR, municipality
TP, MoLD, concerned.
MPPWTM,
muni.,
FNNTE,
freight
forwarders
7.3 Activity for Pillar 3: Safer Vehicles
Objectives:
The objective of this pillar is to promote the
universal adoption of both the active and
passive technologies that are available for safe
vehicles through the harmonization with the
global standards, publicity and incentives for
the consumers in their adoption.
Background:
In-vehicle safety features such as rear parking
assistance, vehicle stability management,
electronic stability programme, air bags,
automatic braking system, etc., have been used
in the higher end models of cars available in
Nepal. However, use of safety features in public
vehicles is uncommon in Nepal and nor is there
any history in the country of tax discounts being
offered as incentive in the use of such safety
features.
Latest studies show that only 4% of the road

accidents in Kathmandu Valley are attributed to
the poor roadworthiness of the vehicle fleet,
particularly public vehicles. However, poor
condition of the public vehicles is one of the
main causes resulting in accidents in the hill
roads of Nepal. Therefore, there are a lot of
rooms for improvements in the road-safety
situation along Nepalese roads if the safety of
the vehicles is enhanced and vehicles are
strictly inspected regularly.

Action Matrix for Pillar 3: Safer Vehicles

Completio Concerned Agency Short- Medium- Long-
n Date Term Term Term
(2013 ~ (2013~ (2013~
2014) 2016) 2020)
Develop and implement a safe-vehicle 31 May, DoTM, TP, DoTM 13.3 Admin Admin
guideline through a task force 2013 FNNTE,
including the following: NADA,
 Vehicle condition and loading MPPWTM,
capacity MoH, NRSC,
 Minimum criteria for vehicle NTLA, org.
inspections tests. (seniors,
 Closed driver cabins – public (handicaps)
vehicles
 Local body fabrication
 Colour-code for school & public
bus
 Enforce EURO 3 emission standard
 Max. standees permissible in bus.
 Controlling duplicate spares
 Differently and elderly accessible
vehicles
 Encourage hybrid vehicles
Identify amendments required in End June, DoTM, DoTM 0.02
VTMA 1993 and VTMR 1994 to 2015 MPPWTM,
incorporate the following: DoR, TP,
 Harmonise with DoR Heavy MoLJ, NRSC
Vehicle Management Policy 2064
10
(2007)
 Phasing out old vehicles.
 Franchising vehicle inspection to
private workshops
 Prohibit freight on bus and mini-
bus.
 Comprehensive vehicle insurance
11
 Prohibit slow-moving vehicles on

highways
 Heavy penalty for passengers
travelling on vehicle roofs.
 Safe-vehicle guideline
 Better route permit procedures
aligned with safety provisions
 Improve insurance cover and
introduce universal health care
concept.
10 This activity and subsequent related activities will take place parallel to similar activities proposed under Pillar 1: Road-Safety Management,
to amend the VTMA 1993 and VTMR 1994.
11 This requires incorporation of the policy on vehicle insurances including passengers, crew, third-party, transport labour, etc., recommended
under Pillar 1: Road-Safety Management.


(2013 ~ (2013~ (2013~
2014) 2016) 2020)
Amend VTMR 1994 and VTMA 1993 as VTMR: End DoTM, MPPWTM 0.02 0.02
per the above review. 2013 MPPWTM,
VTMA: End DoR, TP,
2015 MoLJ
Review the route permit procedures Cont. DoTM, DoTM Admin Admin Admin
FNTTE, TP, cost cost cost
MPPWM
Set up a central transport management Cont. MPPWTM, MPPWTM Admin Admin Admin
committee under the MPPWTM DoTM, TP, cost cost cost
Secretary to better monitor transport FNTTE, NTLA
management overall.
Incorporate and implement the End May, DoTM, MPPWTM 0.33
following provisions in the proposed 2013 MPPWTM,
National Transport Policy 2068 (2011): DoR, TP,
 banning aging vehicles in the FNNTE,
country NRSC
 control road-access based on
vehicle dimension
 DoR Heavy Vehicle Management
Policy 2064 (‘07).
 Scientific licensing and route
permits
 Promoting eco-friendly vehicles
 New vehicle standards
 Operating a state-owned public
transport services
 Improve the insurance cover to
accommodate the increasing
compensation demands.
Upgrade DoTM institutional capacity March ’13 DoTM, DoTM 15.2 47.7 143.7
through: onwards MPPWTM, (excl. (excl. (excl.
 International training for staff ISP vendors, TMOs TMOs TMOs
 Computerised database MoF, NPC, expan.) expan) expan)
 ICT networking MoGA,
 Staff incentive policy NRSC
12
 Added TMOs & TMSCs
Strictly enforce restrictions on vehicle March ’13 DoTM DoTM Admin Admin
modifications stipulated in VTMA onwards costs costs
1993, its amendment and guideline
above.
Ensure all public vehicles are handicap End ‘20 DoTM, DoTM Admin
accessible. FNNTE costs
Ensure all the seat belts, anchorages Start ‘15 DoTM, DoTM and 0.29
and standard safety features in NADA, NBSM
vehicles meet the crash test standard. NBSM
Provide fiscal (e.g. reduced tax) and Start ‘15 NADA, DoTM Admin
other incentives to promote safety NBSM, MoF costs
features in vehicles. DoTM,
MPPWTM
12 TMO = Transport Management Office ; TMSC = Transport Management Service Centre


(2013 ~ (2013~ (2013~
2014) 2016) 2020)
Promote incentives to import vehicles Start ‘15 NADA, DoC, DoTM Admin
with high safety features (electronic DoTM, MoF, costs
stability control, anti -lock braking, etc.) FNNTE
and discourage those with poor safety
record.
Introduce modern, scientific vehicle Start ‘15 DoTM, DoTM 48.2 70.3
testing with strict enforcements FNNTE
Improve inspections and enhance Cont. TP, DoTM, DoTM 168.13 357.71 621.73
random checks on vehicle FNNTE
roadworthiness.
Enhance random loading checks (a xles, Cont. DoR, TP, DoTM 33.55 80.42 169.24
passenger) of public vehicles to control DoTM,
overloading. FNNTE
Franchise fitness tests at private auto- Franchise: DoTM, DoTM 17.3 31.4
workshops and establish network ‘15 end. FNNTE,
workshops
Encourage transport entrepreneurs to Cont. DoTM, DoTM Admin Admin Admin
provide cash incentives to drivers with FNNTE, costs. costs. costs.
no accident record in the entire year. NTLA
Introduce embossed vehicle End May, DoTM, TP, DoTM Recoupe Recoupe Recoup
registration plates. 2013 MPPWTM, d from d from ed from
MoH vehicle vehicle vehicle
owners owners owners
Prohibit sow-moving vehicles along the End ‘13 DoTM, DoTM Admin
highways. FNTTE, fed. costs
13
( NMV ,
tempos)
Probe major accidents involving public Cont. DoTM, DoTM 0.51 1.30 3.65
vehicles for possible evidence of poor FNNTE
roadworthiness and establish
mitigation measures.
Train mechanics and crews on vital Cont. DoTM, DoTM 6.17 14.01 37.14
maintenance of public vehicles (brakes, FNNTE
steering, clutch, tires, etc.)
Research on school -bus safety Baseline - DoTM, TP, DoTM 2.88 2.88 6.79
end ‘13 schools
Update-
end‘15
13 NMV = non-motorised vehicles

7.4 Activity for Pillar 4: Safer Road Users DoR has conducted road-safety campaigns for
roadside schools, commercial drivers under
Objectives: The objective of this pillar is to various projects or as its regular programme
develop comprehensive programmes to under the RTU. However, these campaigns are
improve road-user behavior through the not run consistently to effect the change in the
following activities: users’ behavior towards road-safety.
 Sustained, stronger enforcement of traffic Figure 4 Traffic Police conducting
rules. awareness class for students
 Sustained road-safety awareness
campaigns.
 Increased efforts to improve the use of
seat-belts and helmets.
 Reduce drunk-driving and other risky
behaviours
 Introduce better speed control
 Heavy penalty to undisciplined road-users
including pedestrians.
Background:
As per the Vehicle & Transport Management
Act 1992 (VTMA 1992), the drivers and the Courtesy: GoN Kathmandu Valley Traffic Police Division
passengers at front-seat of four wheeled
vehicles must wear seat-belts. In motor-cycles,
helmets are necessary for both the driver and During the late nineties under DoR, RMP had
the pillion rider. Many vehicle drivers do not conducted road-safety awareness campaigns
abide the seat-belt rule and nor the pillion-rider on a comprehensive basis and developed
of motor-cycle abide the helmet rule. The educational materials for primary schools in
motor-cycle drivers however, wear helmets collaboration with the Ministry of Education. A
prevalently with few exceptions in Nepal. training manual for the Traffic Police on road-
Road safety awareness and education safety awareness campaign was also developed
campaigns are conducted on ad-hoc basis by then.
the Traffic Police, DoR, DoTM and MoHP The MoHP has conducted a series of poster
without horizontal coordination and are often campaign on road-safety independently.
project led. These types of awareness
Drunk driving is one of the causes of road
campaigns should invariably be build up as part
accidents and police have conducted on the
of the contracts of road projects.
spot the breathalyser tests to nab violators,
Traffic Police are experienced in conducting albeit on ad-hoc basis. Though the Traffic Police
road-safety awareness campaigns at schools, to has recently acquired radar guns, speed
other target groups and very often collaborate management using this equipment is still not
with the private sponsors in delivering these regularly pursued.
campaigns. In the Kathmandu Valley, Traffic
The ongoing installations of mobile GPS devises
Police coordinates its awareness campaigns
in patrol vehicles in the Kathmandu Valley can
through its Road-Safety Cell in the Kathmandu
provide an opportunity to improve accident
Metropolitan Traffic Police Division. Traffic
response and better referencing of the accident
Police targets all road-users and conducts
locations.
TRAFFIC WEEK for school-children and public
twice annually. However, police suffers from
lack of budget to run more campaign on a
sustainable basis.

Action Matrix for Pillar 4: Safer Road Users

Activity Target Core Coordinating Budget Estimate (NRs Million)
Completion Agency Agency Short-Term Medium- Long-
Date Concerned (2013 ~ Term Term
2014) (2013~ (2013~
2016) 2020)
14
Review, amend VTMR, VTMA to : VTMR -end ‘13 MPPWTM 0.14 0.17
 harmonise with global safe VTMA –1 July ,
practices for commercial 2015
vehicles; TP, DoTM,
 Impose stiff penalty on both MPPWTM,
the vehicle-owner and MoLJ,
passenger for allowing to NRSC
travelling on vehicle-roof.
 Improve driver license
procedures to enhance safety
Develop a comprehensive code- End ‘13 TP, DoTM, DoTM .08
of-conduct for all road-users MPPWTM,
(drivers, pedestrians, street- MoLJ,
15
vendors). FNNTE,
vendors,
NRSC
Survey the road-users’ attitude 14 April, 2013 TP, DoTM, TP 2.54
towards road-safety MoLD,
improvements. NRSC
Conduct road-safety awareness Cont. DoR, TP, TP, DoE 9.13 19.32 55.90
campaigns for school children & DoTM,
pedestrians schools,
DoE, civil
societies
Cont. DoR, TP, TP, DoR 10.58 22.80 59.37
Review/ develop posters and
DoTM,
conduct poster campaigns on
Advertising
road-safety awareness.
agencies
Update the existing textbooks on Update: End DoR, TP, DoE 2.33
road-safety for schools , publish 2013 DoTM,
and introduce in school Introduction: DoE, NRSC
curriculum. From 2014
Cont. DoR, TP, TP, DoTM 34.60 64.57 132.11
DoTM, TV,
Publicise road-safety through TV,
news and
radio and print media.
advertising
agencies
Introduce regular road-safety 1 March, 2013 DoTM, TP, DoTM 9.13 19.32 55.90
education programmes for onwards FNNTE,
professional drivers. NTLA,
drivers
association
s
14
To run parallel to rev iew and amendment of the VTMR, VTMA activities under pillar 1: Safety Management and Pillar 3: Safer Vehicles .
15
To follow VTMA amendments above to harmonise with the global safe practices for commercial vehicles and the review DoTM Code of Conduct for Public
Transport, June 2011.

Activity Target Core Coordinating Budget Estimate (NRs Million)

Completion Agency Agency Short-Term Medium- Long-
Date Concerned (2013 ~ Term Term
2014) (2013~ (2013~
2016) 2020)
Improve driver license system End 2020 DoTM 45.57 95.43
through:
 graduated licensing for novice
drivers
 equipment-controlled trials TP, DoTM,
DoC, MoF,
 One year probation for
MPPWTM,
commercial drivers
equipment
 Integrating the National Vehicle
supplier
Registry
 Improved examination
procedures
 Other requirements.
Institutional support for TP: 1 March, 2013 TP, DoTM TP 18.3 44.4 118.5
 Training onwards
o Int’l training
o Regular training
 Enforcement logistics
 Improve speed controls:
o Random checks- radar
guns – all vehicles
o Time-card monitor -
public vehicles.
Strictly enforce seat-belt and continuous TP Admin Admin Admin
helmet rule as per VTMA 1993 and TP, DoTM costs costs costs
its amendment.
Strictly enforce passenger and continuous TP Admin Admin Admin
crew safety rules for commercial TP, DoTM costs costs costs
vehicles.
Establish road-safety unit in DoTM End 2015 DoTM, DoTM 38.51 66.18
and initiate research on safety for vulnerable
the vulnerable road-users users’ org.
Encourage PPP initiatives to End 2015 DoTM, TP, DoTM Admin
establish adequate and state-of- FNNTE, cost
the-arts driving training areas. drivers
assoc.,
NADA
Develop capacity of driving End 2014 DoTM, TP, DoTM 1.1 2.2 4.8
schools (guideline + training) FNNTE,
drivers
association
s, NADA
1 April, 2013 TP, DoTM, TP 60.2 78.7 1117.9
Install CCTV cameras at various
onwards MoH,
junctions
vendors

7.5 Activity for Pillar 5: Post Crash Data management in hospitals and health care
Response centres regarding RTAs is poor. However, there
have been some limited project-led initiatives
Objectives: in this area in the recent past to develop RTA
The objectives of this pillar are to improve the statistics within the participating hospitals. The
post-crashes response, improve capacity of the MOHP is planning to introduce injury
health-care systems to provide emergency surveillances to record RTA cases. The ministry
treatments and long-term rehabilitation for is also contemplating developing three level of
crash victims. care for crash victims (primary, secondary and
tertiary). Nevertheless, priority for RTA cases
remain low compared to other injuries as the
Background: former is still not the most predominant form
To date, there is no data on the response time of morbidity in the Country.
to the post-crash victims in Nepal. There are a
limited number of ambulances run by the The health centres throughout the country are
hospitals, private-sectors and social clubs. Prior linked to the centre through GPS. In addition,
to the launch of WHO 2004 initiatives to the Kathmandu Metropolitan Traffic Police
monitor road-safety injuries globally, there was plans to install GPS devises on its patrol vehicles
no systematic reporting requirement on the provide opportunities to improve emergency
part of the Ministry of Health to make it response within the Kathmandu Valley and
accountable towards road-safety. other areas if the system is linked with the aim
of enhancing post-crash response. .
Action Matrix for Pillar 5: Post-Crash Response

Activity Target Core Agency Coordinating Budget Estimate
Completion Concerned Agency (NRs Million)
Date Short-Term Medium- Long-
(2013 ~ Term Term
2014) (2013~ (2013~
2016) 2020)
Introduce a toll-free telephone 14 April, MoHP, NT, MoHP 0.70 1.53 4.43
number for medical emergencies 2013 NMA, Hospitals
Develop a national ambulance End 2013 MoHP, DoHS, MoHP 1.36
policy with: NMA, Hospitals
 Directives for response to post-
crash victims
 Measures to improve the
response time.
Provide trauma-care training to 2015 MOHP, DoHS, MOHP 11.27 37.32 114.17
medical personnel at all levels NMA, hospitals,
(primary, secondary, tertiary) with trauma and
expertise on treatment of road orthopedic
accident victims. societies.
Investigate funding sources to End 2013 MOHP, DoHS, MOHP 1.01
assist rehabilitation of crash NMA, hospitals,
victims such as: MoF Insurance
 Health insurance Committee,
 Third-party cover in vehicle insurance
insurance agencies.
 Mutual recognition of other
insurance (green card system)
 Other sources

Activity Target Core Agency Coordinating Budget Estimate

Completion Concerned Agency (NRs Million)
Date Short-Term Medium- Long-
(2013 ~ Term Term
2014) (2013~ (2013~
2016) 2020)
Conduct medical research on 1 March, MOHP, DoHS, MOHP 21.24 33.48 65.62
major injuries of crash victims and 2013 NMA, hospitals,
prioritise care for such injuries at onwards trauma and
trauma centers. orthopedic
societies.
Ensure people with disabilities are Continuous MOH, NMA, MoHP admin admin admin
not deprived from employment hospitals, costs costs costs
opportunities. trauma,
disadvantage
groups, MoF
and orthopedic
societies.
Develop and maintain a Develop: 14 MoHP, MoHP 9.25 19.35 41.71
comprehensive injury surveillance April 2013 + hospitals,
system in hospitals and health update health centers,
centers with the following. district health
 Uniform, standard entry in offices, TP
trauma registry
 Expand control policy on
drunk-driving
 Improved RTA reporting
Establish road-safety unit at MoHP 14 April MoHP, MoHP 2.98 6.43 17.10
and provide the following 2013 hospitals,
16
institutional support . health centres,
 Inter-agency referral system district health
(e.g. hospital referral of offices, TP,
potential accident-blackspots) DoTM,
 Networking with focal persons MPPWTM, DoR
at the concerned agencies
Train the emergency agencies (e.g. 14 April MoHP, TP, NA, MoHP 3.42 11.32 24.75
Traffic Police, Civilian Police Army, 2013 Police, Fire-
Fire-brigade, paramedics, etc.) to brigade,
improve post-crash response to paramedics,
RTA victims. district
hospitals
Set up a network of ambulance 14 April MoHP, MoHP 3.69 9.79 15.46
services along the major highways, 2013 hospitals,
urban and rural roads. health ctr.,
social org., TP,
DoTM
Develop a strategy and policy to End ‘13 MoHP, MoHP 1.36
fund medical rehabilitation and hospitals,
disability from RTAs health ctr.,
social org.
insurance
board,
insurance
agencies
16
This Unit w ill also liaise with traffic police, DoTM for inter-sectorial coordination with designated focal points in these agencies for post-crash trauma response

References
1. Global Plan for the Decade of Action for Road Safety 2011- 2020; UN Road Safety Collaboration;
New York, USA.
2. Guidelines on Road Safety Action Plans & Programmes; UNESCAP; New York 1999.
3. Preliminary Draft - National Strategy for Control & Prevention of Violence, Injuries and
Disabilities; GoN Ministry of Health; 2011.
4. Economic Burden due to Injury & Violence in Nepal; Dr. S;K. Joshi; Safety 2010World
Conference; Sept. 2010.
5. Draft Final Report: Review of Road Safety Management Capacity in Nepal; WB/GoN; Consia
(Denmark)- TMS JV: 2009.
6. Final Report – “Cost of Road Traffic Accidents in Nepal: GoN/DoR Road Connectivity Sector I
Project (ADB Grant 0051- NEP); N.D. Lea (Canada) –CEMAT- Soil Test- TMS JV: Sept. 2008.
7. Final Report – “Improving Data Management for Road Traffic Accidents in Nepal”; GoN/DoR
Road Connectivity Sector I Project (ADB Grant 0051- NEP); N.D. Lea (Canada) –CEMAT- Soil
Test- TMS JV: August. 2008.
8. Report “Immediate & Long Term Measures for Traffic Improvement in Kathmandu Valley” (in
Nepali); Report by the GoN High-Level Task Force; Oct. 2010.
9. “Transport Sector Improvement Work Plan”; Report (in Nepali) of the Transport Sector
Improvement Advisory Committee to the GoN Commission for Investigation for Abuse of
Authority; Nov. 2010.
10. Nepal Road Sub-sector Business Plan (Strategic Road Network); GoN Ministry of Physical
Planning & Works; March 2006.
GoN Department of Roads, Design & Planning Branch, Road & Traffic Unit, Kathmandu, Nepal

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Government of Nepal

Ministry of Physical Planning & Transport Management

Nepal Road Safety Action Plan

i Government of Nepal, Ministry of Physical Planning, Works & Transport Management

ii Government of Nepal, Ministry of Physical Planning, Works & Transport Management

1. Background In addition, the Global Action Plan

The UN Global Action mandates member SRN 2,065 3,818 10.835

1 Government of Nepal, Ministry of Physical Planning, Works & Transport Management

Table 2 shows the vehicle registrations in registrations range from 9 to 17 % (16% -

Table 2 Total Vehicle Registrations in Nepal

3. Road Safety Status in Nepal

2 Government of Nepal, Ministry of Physical Planning, Works & Transport Management

Table 3 Regional Comparison of RTA Injuries with Nepal

Table 3 shows that Nepal’s fatality-rate per

1 A ratio of the injuries to fatalities less than 10:1 is often taken as

3 Government of Nepal, Ministry of Physical Planning, Works & Transport Management

Table 4 RTA Statistics Classified by the Different Regions of Nepal

Nos. of Cum. Vehicle

4 Government of Nepal, Ministry of Physical Planning, Works & Transport Management

 Single bus accidents where the vehicle runs

5 Government of Nepal, Ministry of Physical Planning, Works & Transport Management

6. Road Safety Strategy

6 Government of Nepal, Ministry of Physical Planning, Works & Transport Management

7 Government of Nepal, Ministry of Physical Planning, Works & Transport Management

8 Government of Nepal, Ministry of Physical Planning, Works & Transport Management

potential accident-blackspots will be plan will be developed and updated as

Table 5 Action Plan Implementation Impacts and Risks

S.N. Pillar Main Activities Impact Following Risks

A (1) Establish the  Effective coordination with  Possibility of inadequate

A(2) Train stakeholders  Institutional enhancement  Inadequate budget provision.

Amend the Vehicle  Conducive environment for  Omissions of the provisions

9 Government of Nepal, Ministry of Physical Planning, Works & Transport Management

S.N. Pillar Main Activities Impact Following Risks

Develop a national  Guideline on required  Required provisions omitted in

Reliably,  Improved mitigation and  Lack of long-term horizontal

B(2) Introduce  Clear directives for  Policy lacking legal mandate.

B(3) Develop design  Guide on design of safe  Guideline not developed.

B(4) Investigate Accident-blackspots  Inadequate auditing.

10 Government of Nepal, Ministry of Physical Planning, Works & Transport Management

S.N. Pillar Main Activities Impact Following Risks

B(6) Establish road- Institutional development of  Units not established in all

C(1) Develop and  Safety perceived.  Standard inadequately

C(2) Amend VTMA  Legal mandate to safer  Delay or difficulty in amending

C(3) Review route-  Gradual improvement in Weak monitoring due to

C(4) DoTM institutional  Human resource Inadequate budget provision.

11 Government of Nepal, Ministry of Physical Planning, Works & Transport Management

S.N. Pillar Main Activities Impact Following Risks

C(6) Improve vehicle  Introduce scientific  No improvement in procedure.

C(7) Research major  Minimise significant loss of  Inadequate budget provision,

D(3) Public awareness Emergence of citizens  Budget constraint for

12 Government of Nepal, Ministry of Physical Planning, Works & Transport Management

S.N. Pillar Main Activities Impact Following Risks

D(4) Include road-safety Increase awareness in road-  Difficulty including in the

D(6) Improve driving Develop experienced drivers.  Omission of the necessary

D(7) Establish road-  Institutional development Budget constraints.

E(1) Introduce toll-free  Reductions in the RTA  Delays in operation.

13 Government of Nepal, Ministry of Physical Planning, Works & Transport Management

S.N. Pillar Main Activities Impact Following Risks

E(8) Develop Improve ambulance services  Budget constraints and low