45281-001: Technical Assistance Consultant's Report

Technical Assistance Consultant’s Report

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

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.

Consulting Servicesfor ADB TA-8027 REG: South Asia Road Safety Programs (Phase-1: Kingdom of Bhutan and Nepal)

Final Report November 2014

Nepal Expressway

Bhutan Expressway

For Asian Development Bank 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.

Swedish National Road Consulting AB (SweRoad) Progressive Research& Consultancy Service, Thimphu, Bhutan Environment and Resource Management Consultant Pvt. Ltd. Kathmandu, Nepal TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

Table of Contents ABBREVIATIONS...... 4 ACKNOWLEDGEMENT ...... 6 1 Summary...... 7 1.1 Introduction...... 7 1.2 Findings and recommendations ...... 8 2 Introduction ...... 11 2.1 The TA in a larger perspective ...... 11 2.2 The Report ...... 12 3 Training and Workshops...... 13 3.1 Activities ...... 13 3.2 Outputs, Results, Findings and recommendations ...... 13 4 Study Tour ...... 14 4.1 Activities ...... 14 4.2 Outputs, Results, Findings and recommendations ...... 14 5 Task 8 – Design and Monitoring Framework ...... 15 5.1 Introduction...... 15 5.2 Findings and recommendations ...... 16 5.3 Bhutan – Design and Monitoring Framework...... 17 5.4 Nepal – Design and Monitoring Framework...... 22 6 Task 4 – Regional Road Safety Collaborative Mechanism ...... 27 6.1 Lessons learned from ADB-ASEAN Regional project...... 28 6.2 South Asia Regional Coordination ...... 29 6.3 Recommendations ...... 30 7 Task 1 - Road Safety Diagnosis...... 31 7.1 Objectives and Methodology...... 31 7.2 The Road safety situation ...... 31 7.3 Main findings ...... 32 7.4 Recommendations ...... 33 7.5 Conclusion...... 36 8 Task 2 – Road Safety Program on selected high risk corridors...... 37 8.1 Summary and Recommendations...... 37 9 Task 3 - Strengthening Road Safety Management Capacity ...... 43 9.1 Overall Framework for Road Safety...... 43 9.2 Framework for Investments in road safety measures ...... 44 10 Task 5 - Road Safety Policies and Business Procedures...... 47 10.1 Scope ...... 47 10.2 Development of Road Safety Policies and Business Procedures ...... 47 10.3 Programming and Monitoring...... 49 10.4 Support of the operationalization of the new business procedures ...... 49 10.5 Proposed Road Safety Policies and Business Procedures ...... 49 11 Task 6 - Road Safety Funding...... 51 11.1 Introduction...... 51 11.2 Findings...... 51 11.3 Recommendations ...... 52 12 Task 7 - South Asia Road Safety Programs...... 54 12.1 Proposed investments...... 54 12.2 Technical Assistance required ...... 55 SweRoad 2 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

12.3 Implementation...... 58 12.4 Bench marking and performance measures ...... 58 Appendix 1 – Bhutan Task 1 Workshop Minutes 12 June 2013 ...... 59 Appendix 2 – Nepal Task 1 Workshop Minutes 24 May 2013 ...... 71 Appendix 3 – Bhutan Task 3, 5 and 6 Workshop Minutes 30 August 2013 ...... 79 Appendix 4 – Nepal Task 3, 5 and 6 Workshop Minutes 23 August 2013...... 84 Appendix 5 – Bhutan Task 2 (and 7) Workshop Minutes 17 Oct 2013, ...... 90 Appendix 6 – Nepal Task 2 (and 7) Workshop Minutes 7 Oct 2013,...... 97 Appendix 7 – Bhutan Task 8, 7, 4, 2 Final Workshop Minutes 21 March 2014, ...... 102 Appendix 8 – Nepal Task 8, 7, 4, 2 Final Workshop Minutes 4 April 2014, ...... 111 Appendix 9 – Study visit program...... 115 Appendix 10 – Bhutan Study Visit Report ...... 117 Appendix 11 – Nepal Study Visit Report...... 121 Appendix 12 – ADB Comments on Draft Final Report ...... 130

SweRoad 3 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

ABBREVIATIONS General AADT Annual Average Daily Traffic ADB AsianDevelopmentBank BCR Benefit Cost Ratio BS Black Spot COBP Country Operation Business Plan DG Director General DOA Decade of Action for Road Safety DOR Department of Roads DPA Department of Public Accounts FSI Fatalities and Severe/serious Injuries GDP Gross Domestic Product HRC High Risk Corridor iRAP International Road Assessment Program LRN Local Road Network MOE Ministry of Education MOF Ministry of Finance MOH MinistryofHealth NGO Non GovernmentalOrganization NH National Highway NRSC National RoadSafety Council NRSC/B National RoadSafety Council/Board PIN Performance INdicators RETA Regional Technical Assistance RCDTA Regional Capacity DevelopmentTechnical Assistance RSA RoadSafety Audit RSI RoadSafetyInspection RSMCR RoadSafetyManagementCapacity Review RSMP RoadSector MasterPlan RTA RoadTrafficAccident RWIS Road Weather Information System SAARC SouthAsianAssociationfor Regional Cooperation SASEC SouthAsiaSubRegional Economic Cooperation SRN Strategic RoadNetwork TA Technical Assistance TIN TrafficInfringementNotice TOR TermsofReference UNRSC UnitedNationsRoadSafety Council WBGRSF World Bank Global Road Safety Facility

SweRoad 4 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

Bhutan BIC BhutanInsuranceCompanyLtd BTN Bhutan Ngultrum (or Nu.) DOPH Department ofPublicHealth DUDES Department ofUrbanDevelopment&EngineeringServices EWH EastWest Highway GOB GovernmentofBhutan MOIC MinistryofInformationandCommunications MOWHS MinistryofWorks&HumanSettlements Nu. Ngultrum (or BTN) PPD Policy&PlanningDivision RBP Royal BhutanPolice RGOB Royal GovernmentofBhutan RICBL Royal InsuranceCorporationofBhutanLtd. RSTA RoadSafetyandTransport Authority

Nepal DOTM Department of Transport Management GON GovernmentofNepal MOHP MinistryofHealthandPopulation MOPIT MinistryofPhysical InfrastructureandTransport NPR Nepal Rupees (or Rs) NRS Nepal RoadStandards RBN RoadsBoardNepal Rs Nepal Rupees (or NPR) RTU RoadandTraffic Unit

SweRoad 5 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

ACKNOWLEDGEMENT

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

The Consultant would also like to thank the government agencies of Nepal such as Ministry of Physical Infrastructure and Transport (MOPIT), Department of Roads (DOR), Department of Transport Management (DOTM), Ministry of Health and Population(MOHP), Ministry of Finance (MOF), Ministry of Education (MOE), Traffic Directorate Nepal Police and Kathmandu Metropolitan Traffic Police, Road Board Nepal, ADB Nepal Residence Mission together with other road safety stakeholders for their cooperation and readiness to provide the information required.

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

SweRoad 6 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

1 Summary

1.1 Introduction The ADB, as part of its on-going regional initiative to improve road safety in the south Asian region, is supporting the road safety initiatives of the Kingdom of Bhutan and the Federal Democratic Republic of Nepal by providing specialist consultancy services to assist them through this Regional Capacity Development Technical Assistance (RCDTA) No. 8027 Reg: South Asia Road Safety Program (Phase-1: Kingdom of Bhutan and Nepal). This Technical Assistance (TA) was implemented from January 2013 until November 2014. The expected long-term impact of this TA is sustainable and cost-effective improvement of road safety 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 9 tasks of which these are highlighted:  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 social development problem • UN General Assembly has proclaimed 2011-2020 as the Decade of Action (DOA) for Road Safety. • All multi-sectoral development banks incl. ADB have committed to mobilize more resources to improve road safety in the ADB’s DMC’s. In the regional perspective it is estimated that ADB developing member countries (DMC) suffer over 650,000 deaths and 30 million injuries annually due to road accidents at a cost to the society of 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 structure both the road safety problems and the activities to remedy or at least lessen them. This has facilitated discussions with stakeholders since they are aware of the DOA commitment expressed by high-level political decision-makers.

SweRoad 7 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

1.2 Findings and recommendations Strengthen road safety management capacity, The institutional management functions are the foundation on which road safety management systems 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 coordination at all levels: policy, planning and implementation; 2) Absence of politically approved clear, well defined road safety policies, strategies and action plans; 3) Need for focused results and targets with intermediate and final outcomes for identified challenges. The Consultant recommends that National Road Safety Council/Board (NRSC/B) is established and 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 lead agency and its secretariat. Bhutan The recommended non-infrastructure road safety investment for training, equipment and systems supporting the road safety management capacity and implementation of the HRC programs in Bhutan have a tentative cost-estimate amounting to BTN 79 million (US$ 1.3 million). In addition Technical Assistance (TA) is needed for training and implementation of both the HRC programs as well as the South Asia Road Safety Programs. The TA has a tentative cost amounting to BTN 190 million (US$ 3.2 million). Nepal The recommended non-infrastructure road safety investment for training, equipment and systems supporting the road safety management capacity and implementation of the HRC programs in Nepal have a tentative cost-estimate amounting to NPR 200 million (US$ 2 million). In addition Technical Assistance (TA) is needed for training and 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). The technical assistance proposed includes:  Road Safety Management Expert (International) – 22 man-months each for both Bhutan and Nepal  Short term international specialist support on accident data base systems, road safety awareness, legislation, monitoring and evaluation, road safety engineering, over loading and public vehicle safety, vehicle fitness inspections, driver testing and licensing, police enforcement management, school education and emergency medical services. The total number of man-months is estimated to 100 International each and 100 National each for both Bhutan and Nepal.

SweRoad 8 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

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

L AADT Cost FSI Benefit NRS per High Risk Corridor Nepal km Mill NRS saved Mill NRS FSI BCR H01 Dumkibas - Baratnagar 15 4000 95 1196 606 79728 6,4 H03 Koteshwor-Baktaphur 8 25000 854 5089 3408 167853 4,0 H04 Naubise - Mugling 84 4500 490 2555 1291 191654 2,6 H08 Biratnagar - Itahari 25 18000 1117 4561 3035 244868 2,7 H14 Budar - Hargultelekh 30 500 136 964 560 140767 4,1 F43 Tansen - Ridi 31 1000 173 758 2865 228007 2,5 Total Nepal 193 2865 15124 11766 189425 4,1 High Risk Corridor Bhutan Mill BTN Mill BTN BTN/FSI East West Highway Semtokha-Nubding 100 500/845 420 1441 1827 291668 4,3 Expressway Thimphu-Babesa 6 10500 427 903 1149 472453 2,7 Total Bhutan 106 847 2344 2976 361310 3,5 Mill US$ Mill US$ US$/FSI Total Nepal and Bhutan 43 17467 167 2448 3,9 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, with top figures of 46000 on part of the H03. A major difference between Nepal and Bhutan is the high 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$ Cost FSI per Bhutan Nepal Total BCR FSI Saved HRC Infrastructure 15 30 45 4 2,500 17,500 Non infrastructure 4,6 5,2 9,8 Mass Infrastructure 60 310 370 4 2,500 148,400 action Non infrastructure 2,4 6,9 9,3 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

SweRoad 9 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

 Speed control and speed management on through roads combined with a standardized speed limit signing system mainly relying on infrastructure measures as enforcement is weak  Rural bike- and walkways  Black ice/winter management

Implementation We foresee that implementation needs to be done within 3 distinct phases:  Phase I: Review of existing system and new system design – 3-6 months – timeline month 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

SweRoad 10 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

2 Introduction The ADB, as part of its on-going regional initiative to improve road safety in the south Asian region, is supporting the road safety initiatives of the Kingdom of Bhutan and the Federal Democratic Republic of Nepal by providing specialist consultancy services to assist them through the Regional Capacity Development Technical Assistance (RCDTA) No. 8027 Reg: South Asia Road Safety Program (Phase-1: Kingdom of Bhutan and Nepal).ThisTechnical Assistance (TA) was implemented from January 2013 until November 2014. The expected long-term impact of this TA is sustainable and cost-effective improvement of road safety 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 road safety programs on selected high risk corridors, (iii) strengthen road safety management capacity, (iv) propose and facilitate establishing regional road safety collaborative mechanisms, (v) develop road safety policies and business procedures to be incorporated into the lifecycle of roads, (vi) identify sustainable funding arrangements for road safety, (vii) identify and prepare for subsequent design and implementation South Asia Road Safety Programs (Phase-1: Kingdom of Bhutan and Nepal), and (viii) prepare draft Design and Monitoring Frameworks (DMFs) for subsequent road safety investment projects. An additional Task, viz. International Road Assessment Program (iRAP), has been included in the consultant’s assignment. The International consulting firm Swedish National Road Consulting AB from Sweden in association with a Bhutanese consulting firm M/sProgressive Research & Consultancy Service(PRCS) and a Nepalese consulting firm M/s Environment and Resource Management Consultant Pvt. Ltd. (ERMC), Kathmandu is carrying out the TA activities.

2.1 The TA in a larger perspective In April 2004 UN Road Safety Collaboration (UNRSC) was established to better address road safety issues. In this way the proposed Decade of Action (DOA) on road safety has been endorsed by the UNRSC and the global plan of DOA 2011-2020 established in May 2011. In addition the global action plan recommended countries to develop their national action plan for the decade. It has been agreed that WHO should play a key role and have overall coordination responsibility. 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 and injuries 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 support o 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; and o Mobilizing more and new resources for road safety

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

SweRoad 11 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

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

In the regional perspective it is estimated that ADB developing member countries (DMC) suffer over 650,000 deaths and 30 million injuries annually due to road accidents at a cost to the society of around USD 100 billion per year. Additional focus on road safety by ADB is shown by the fact that “Road safety and social sustainability” is one of the four key areas in ADBs sustainable Transport Initiative (STI). The social aspect is important since in south Asian DMCs road deaths are 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 and 75% of deaths in South Asia, while 7 out of 10 poor families suffer decreased income after a death or disability. A TA similar to the one for Nepal and Bhutan has been carried out in Bangladesh and ADB has plans to start yet another similar TA with focus on India and Sri Lanka. The Government of Nepal and Bhutan are committed to the improvement of road safety in their respective countries in line with the goals of the DOA and have developed national road safety strategies/action plan for 2011-2020. Road safety interventions need to be tackled with a multidisciplinary approach and involve many different stakeholders. Capacity assessment was mainly done in Task 1 and the basis for the review has been the World Bank Global Road Safety Facility (WBGRSF) Guidelines3 and their checklists for conducting this type of review.

2.2 The Report Previously separate reports have been submitted for Tasks 1, 2, 3, 5, 6, 7 and iRAP. Tasks 8 and 4 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 go to the previously submitted individual Task Reports. All reports will be delivered on a CD towards 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 Lead Agency Reforms, Investment Strategies and Safe System Projects, World Bank Global Road Safety Facility, June 2009. http://siteresources.worldbank.org/EXTTOPGLOROASAF/Resources/traffic_injury_prevention.pdf

SweRoad 12 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

3 Training and Workshops

3.1 Activities The Consultant have been working closely with the relevant officials of the key stakeholders engaged in the Technical Working Groups (TWG)4 that was created for this TA and ensuring knowledge 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 and harmonization and consolidation of findings and recommendations. The consultant met the relevant stakeholders both in the government, corporate and private sector. Several workshops were held both in Bhutan and Nepal in which presentations were made and group works were conducted. Findings and recommendations were presented to stakeholders for their comments and views.Different relevant road safety topics were deeper elaborated on at the individual workshops. Kick-off Work Shops were held on 6th February 2013 in Bhutan and on 15thFebruary 2013 in Nepal. 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 2013 in 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 2013 in 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 Nepal Integrated Research & Development Foundation (NIRAD) and Roads Board Nepal 5 January 2014. Final Workshops were held on 21st March 2014 in Bhutan and on 4th April 2014 in Nepal.

3.2 Outputs, Results, Findings and recommendations Minutes from the Task workshops are attached. Findings and recommendations are incorporated into this report and respective Task report. The project has been visible and contributed to increased road safety awareness.

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

SweRoad 13 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

4 Study Tour

4.1 Activities As part of the deliverables under the TA a five-day study visit to Sweden was arranged during 21st – 26th October 2013. The objective was to enhance Road Safety Management Capacity and Strengthening within the participating government agencies. The target participants where members of the Technical Working Groups that was established in respective country under this TA, especially government agencies who are likely to be involved in implementing the road safety program – the final delivery of the TA. The study visit covered several technical topics in road safety, and allowed interaction, discussion and visit to Swedish Transport Authorities related with road safety to learn 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 recommendations The 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 practical arrangement 8/10 (because of time spent on transits). The presentations and field visits were specially made for the team and relevant for the Road Safety measures needed to achieve results. Most/all of the presented measures were found to be possible to replicate with some modifications. The efforts made and measures used for Road Safety in Sweden were found to be almost similar to Bhutan/Nepal but degree of technical level and sophistication much higher in Sweden. One comment was: “The Study Visit has opened our eyes to many pertinent issues that hamper the Road Safety”. In the initial stage three officers from each country was planned for participation but due to budget constraints only two from each country were invited and participated. From the engaged stakeholders view this was too few considering their input, participation and need to learn about effective road safety measures. Having only four participants in a program like this make it fairly expensive per head and adding a few more would not affect the budget too much. The possibilities of successful implementation of road safety measures would increase with several people having a better understanding of what is needed.Two participants from each country was too few. Recommendations was easier understood and accepted after the study visit.

SweRoad 14 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

5 Task 8 – Design and Monitoring Framework

5.1 Introduction A Design and Monitoring Framework (DMF) for the road safety assistance project covering Bhutan and Nepal was presented in the ADB preparatory Technical Assistance Report Kingdom of 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 elaborated and updated to reflect the road safety situation (problem analysis) and corresponding ambitions and plans of stakeholders (stakeholder analysis) in each of the two countries. Highlights of the stakeholder interaction are documented in the workshop reports for the tasks, which summarizes the discussions which have led to the concluding analyses of and decisions on proposed road safety investments. The framework outlined in the Decade of Action (DOA) initiative has been used to structure both the road safety problems and the activities to remedyor at least lessen them. This has facilitated discussions with stakeholders since they are aware of the DOA commitment expressed by high-level political decision-makers. The DOA framework corresponds to the ‘Safe System Approach’ i.e. that in road traffic, human error is inevitable and should not be punished by death or serious injury. The ‘Safe System Approach’ builds upon a shared responsibility for safety among all partners and stakeholders to align safety management decision-making with a country’s economic, human and environmental goals. 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 other assistance, i.e. a project scope that includes elements for each of the DOA five pillars. This is not to say that all pillars are of the same importance. However,experience has shown that sustainable improvement of road safety requires massive, coordinated efforts tackling the road safety problems from different directions by several stakeholders. The issue of alternative countermeasures or activities has been discussed. Stakeholders have at times proposed implementation of rather high-tech countermeasures. A few have been included as proposed project activities, others not. Road safety management capacity is still weak and efficient utilization in Nepal or Bhutan is not yet realistic for instance of speed cameras. There would arise problems associated with calibration of equipment, transmission of data, retrieval of vehicle ownership data etc. Therefore some high-tech measures must be left for consideration to a later point in time.

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

SweRoad 15 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

5.2 Findings and recommendations The 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 estimates proposed by the consultant it was principally agreed to go ahead. Workshop minutes of meetings are attached. Findings and recommendations are incorporated into this report and respective Task report. The DMFs need to be discussed and finalized in details between ADB and respective country.

SweRoad 16 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

5.3 Bhutan – Design and Monitoring Framework DESIGN AND MONITORING FRAMEWORK FOR BHUTAN

Outcome Assumption South Asia Road Safety By January 2015: official Government Government will make timely Programs (Phase 1) approval and commitment by circulars and official decisions regarding implemented the government to implement budget implementation. the South Asia Road Safety allocations. Program (phase 1) developed under the regional capacity Country development TA Operations Business Plan (COBP) for Bhutan, 2015– 2018 By December 2015: TA TA Contract EOI latest April 2015 and Consultant mobilized. procurement started latest June 2015 By June 2018: All TA Consultants There will be no problem recommendations reports with land acquisition implemented

Outputs Assumption Decade of Action By July 2015: Multisector Government Government will make timely (DOA) Pillar 1, Road coordination structures in circulars and official decisions regarding Safety Management. place (National Road Safety budget allocations implementation. Board/ Council). Capacity of Key Stakeholders for Permanent secretariat to Annual sector Resources mobilized by addressing national road support coordination bodies reports government are sufficient safety issues is established. strengthened Sustainable funding mechanisms in place. By May 2016: National Road TA Consultants Safety Strategy developed reports with final and intermediate outcome targets SweRoad 17 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

Official socio-economic costs of road fatalities and injuries and use for cost benefit calculation is established Road safety action plan monitoring systems in place. Promotion campaigns started

By December 2016: Training TA Consultants Resources mobilized by is done reports stakeholders are sufficient (Legislation and) Regulations Governmental are updated approval A modern Crash Data No delay in procurement Management system is process implemented By 2017: Review and update DOA action plan and South Asia Program DOA Pillar 2, Safer By July 2016: Updated road Roads safety audit procedures and black spot management

Updated Road Design Guidelines/Standards to cover road safety aspects properly

Improve and implement system for control of overloading

Monitor and evaluate road safety investments with measurement of indicators such as speed

Improved human resources and capacity

DOA Pillar 3, Safer By December 2016: National Governmental Vehicles minimum standard criteria for approval import of vehicles in place and operational. DOA Pillar 4, Safer Enforcement Strategy in place Road Users and operational.

Safe and correct driving Trained staff DOA Pillar 5, Post Improved Rescue Services in crash Response place and operational.

Better Rescue Services

SweRoad 18 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

Activities with Milestones Inputs ADB Loan/Grant Financing: Decade of Action (DOA) Pillar 1, Road Safety Management. some $21-25,000,000 +  Management 100,000,000 o Established NRSB/Council and secretariat o Training in Road Safety Management Systems (2-3 weeks, South Asia - 2 slots each for NRSB, DOR, Thimphu Thromde, RSTA and Traffic Police) Item o Develop a National Road Safety Strategy with final and Amount ($ ‘000) intermediate outcome targets Consulting Services o Implement the Bhutan “Decade of Action for Road Safety 3,200 (2011 – 2020)” o Establish and implement a modern Crash Data Management Equipment and support system systems – NON Infrastructure o Establish official socio-economic costs of road fatalities and measures injuries and use for cost benefit analyses. 1,500  Legislation Workshops o The Road Safety and Transport Act of Bhutan 1999 updated 24 x 1 = 24 o Procedures to support interventions and other institutional Training (TA in country management functions are required. average 3 days, extra trp, o A dedicated Parliamentary committee on road safety or road tools, lunch, +) injury prevention to be instituted. 10 x 3 = 30 o NRSB/C to be established and mandated South Asia coordination o Reviewed and updated legislation for Vehicle inspections, 4 x 20 = 80 Driving License, Speed limits etc. Surveys/field visits o Fines to be reviewed (increased) 50  Funding Infrastructure Measures o Establish and adopt official socio-economic costs of road - Design - Some 10% fatalities and injuries, and use for cost benefit and of investment cost for effectiveness analyses in budget discussions. HRC o Establish a new dedicated fund for road safety with budget for - 1,500 interventions and separate part for administration of the lead - HRC Investment agency such as the NRSB/C. - Some 15,000 o One or more (or a combination) of the Best Practice - Mass Actions mechanisms tried and adopted in Best Practice countries can - - Some 80-100,000 be a source of this RS fund together with annual government allocations. Miscellaneous o All relevant stakeholders have access to this funding, and the rate of return govern the prioritization of funding allocation. Representative for o Introduced motor vehicle insurance levy or surcharge as a new contractnegotiations funding source. 10 o Educate and persuade Insurance Industry to finance joint RS interventions (Relatively Simple mechanism to start with) Contingencies  Road Safety Promotion o Coordinate and plan road safety promotion o Combine publicity and high visibility enforcement o Find the right message to the separate high risk groups Governments: (in-kind) DOA Pillar 2, Safer Roads Item  Safer Roads Office accommodation o Establish a dedicated Road Safety Unit within DOR. Training facilities and costs SweRoad 19 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

o Improve human resources and capacity in DOR and RSTA in-country o Training in Road Safety Audit, and Investigations and Local Transport?????? Treatment of Crash Locations (For DOR and RSTA officials, Remuneration and per diem 2-3 weeks, South Asia) (DOR, RSTA) ofcounterpart staff o Update Road Design Guidelines/Standards to cover road safety aspects adequately Design ???? o Institutionalize and implement Road Safety Audit and Black Spot management Other o Vulnerable road users’ specific problems addressed with proper infrastructure. o Improve and implement system for control of overloading o Investment on road safety interventions based on socio- Consultant inputs (2-3 economic cost of road crash fatalities and injuries. years): o Monitor and evaluate impact of road safety investments. International consultants: o Develop/update the signage manual and develop guidelines 100 person-months for matching the speed limit with road function and road National consultants: layout 100 person-months o Install/update signing in general and especially speed limits where needed (for enforcement) o Clarify the roles and responsibilities in regard of speed limit decision process, record keeping, procurement, budget and installation between RSTA, DOR, Police and other stakeholders. o Improve and enforce land-use planning regulations for accesses to the highways and urban streets. DOA Pillar 3, Safer Vehicles  Safer Vehicles o Improve the mandatory vehicle inspection system and build adequately equipped inspection stations. o Training in Motor Vehicle Inspection (for RSTA Bases at Wangdue, Punakha & Thimphu; 2-3 weeks, South Asia) (RSTA). o Implement random vehicle inspections (Establish dedicated Units in RSTA and/or in Traffic Police) o Make the vehicle registration data base system accessible to all. o Deregister vehicles without renewed yearly mandatory registration and exclude them from the vehicle statistics (Scrapped/off-road/exported, etc) o Develop a system for handling of scrapped vehicles and deregistration o Perform in-depth analyses of all fatal Bus accidents and expand to also other fatal accidents. o Use safety rating data for the vehicle fleet to assess fleet quality. 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. DOA Pillar 4, Safer Road Users  Enforcement o Develop an enforcement strategy with priority areas (Speed, SweRoad 20 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

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-worthiness inspections, tax, etc. and make it accessible to the relevant authorities. o Improve human resources, capacity and equipment o 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 licenses o Adopt and implement an approved training syllabus for Driver Licensing education and follow up o Learner permits for driving training under supervision of parents could be introduced for 4-wheelers o Theoretical test should be updated according to international standard with more focus on risk perception and hazard detection, and computerized o Practical test should be updated according to international standard with more focus on driving in real traffic o Review and update the National driving license register o Monitor and evaluate, introduce indicators.  School Education o Develop and introduce school education system for road safety DOA Pillar 5, Post Crash Response  Post crash Response o Establish a national joint alarm number o Plan for a maximum response time and follow up o Procurement of ambulance (1 each for Trauma Centre and other Hospitals o Improve Incident/Disaster Management coordination o 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 Care Centre and other Hospitals) o Establish Trauma Center with well-defined roles and responsibilities o Establish clear-cut roles and responsibilities for reporting of deaths within 30 days o RTA statistics from MOH to complement Police RTA statistics

SweRoad 21 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

5.4 Nepal – Design and Monitoring Framework

DESIGN AND MONITORING FRAMEWORK FOR NEPAL

Design Summary Performance Targets and Data Sources Assumptions/Risks Indicators with Baselines and Reporting Mechanisms Impact Assumption Sustainable and cost- In 2020: the growing trend of National road Continued commitment of effective improvement road fatalities in Nepal is accident statistics. the government to the of road safety in Nepal substantially reduced (50% improvement of road fewer fatalities in 2020 than WHO reports on safety. would have been with current global status of growing trends) road safety No major economic or health crisis arise Outcome Assumption South Asia Road Safety By January 2015: official Government Government will make Programs (Phase 1) approval and commitment by circulars and timely official decisions implemented the respective governments to budget regarding implementation. implement the South Asia allocations. Road Safety Programs (phase 1) developed under the Country regional capacity development Operations TA Business Plan (COBP) for Nepal, 2015–2018 By December 2015: TA TA Contract EOI latest April 2015 and Consultant mobilized. procurement started latest June 2015 By June 2018: All TA Consultants There will be no problem recommendations reports with land acquisition and implemented new political structure (constitution)

Outputs Assumption Decade of Action By July 2015:Multisector Government Governments will make (DOA) Pillar 1, Road coordination structures in circulars and timely official decisions Safety Management. place (National Road Safety budget allocations regarding implementation. Board/ Council). Capacity of Key Stakeholders for Permanent secretariats to Annual sector Resources mobilized by addressing national road support coordination bodies reports government are sufficient safety issues is established. strengthened Sustainable funding mechanisms in place. By May 2016: National Road TA Consultants Safety Strategy developed reports with final and intermediate outcome targets

SweRoad 22 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

Official socio-economic costs of road fatalities and injuries and use for cost benefit calculation is established Road safety action plan monitoring systems in place. Promotion campaigns started

By December 2016: Training TA Consultants Resources mobilized by is done reports stakeholders are sufficient (Legislation and)Regulations Governmental are updated approval A modern Crash Data No delay in procurement Management system is process implemented By 2017: Review and update DOA action plan and South Asia Program DOA Pillar 2, Safer By July 2016:Updated road Roads safety audit procedures and black spot management

Updated Road Design Guidelines/Standards to cover road safety aspects properly

Improve and implement system for control of overloading

Monitor and evaluate road safety investments with measurement of indicators such as speed

Improved human resources and capacity

DOA Pillar 3, Safer By December2016: National Governmental Vehicles minimum standard criteria for approval import of vehicles in place and operational. DOA Pillar 4, Safer Enforcement Strategy in place Road Users and operational.

Safe and correct driving Trained staff DOA Pillar 5, Post Improved Rescue Services in crash Response place and operational.

Improved Rescue

SweRoad 23 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

Services

Activities with Milestones Inputs Decade of Action (DOA) Pillar 1, Road Safety Management. ADB Loan/Grant  Management Financing: some $37- o Establish National Road Safety Council and secretariat 42,000,000 + 310,000,000 (Minister for MOPIT is a good alternative as chairman) o Training in Road Safety Management Systems (2-3 weeks, South Asia - 2 slots each for NRSC, DOR, DOTM, MOH and Traffic Police) Item o Develop a National Road Safety Strategy with final and Amount ($ ‘000) intermediate outcome targets Consulting Services o Implement the Nepal “Decade of Action for Road Safety 3,200 (2011 – 2020)” o Establish and implement a modern Crash Data Management Equipment and support system systems – NON o Establish official socio-economic costs of road fatalities and Infrastructure measures injuries and use for cost benefit analyses. (incl. South Asia training)  Legislation 2,000 o The Transport Act of Nepal updated Workshops o Procedures to support interventions and other institutional 24 x 1 = 24 management functions are required. Training (TA in country o A dedicated Parliamentary committee on road safety or road average 3 injury prevention to be instituted. days,extratrp,tools,lunch, o NRSC to be established and mandated +) o Reviewed and updated legislation for Vehicle inspections, 10 x 3 = 30 Driving License, Speed limits etc. South Asia coordination o Fines to be reviewed (increased) 4 x 20 = 80  Funding Surveys/field visits o Establish and adopt official socio-economic costs of road 50 fatalities and injuries, and use for cost benefit and Infrastructure Measures effectiveness analyses in budget discussions. - Design - Some o Establish a new dedicated fund for road safety with budget for 10% of investment interventions and separate part for administration of the lead cost for HRC agency such as the NRSC. - 2,900 o One or more (or a combination) of the Best Practice - HRC Investment mechanisms tried and adopted in Best Practice countries can - Some 29,000 be a source of this RS fund together with annual government - Mass Actions allocations. - Some 310,000 o All relevant stakeholders have access to this funding, and the rate of return govern the prioritization of funding allocation. Miscellaneous o Introduced motor vehicle insurance levy or surcharge as a new funding source. Representative for o Educate and persuade Insurance Industry to finance joint RS contractnegotiations interventions (Relatively Simple mechanism to start with) 10  Road Safety Promotion o Coordinate and plan road safety promotion Contingencies o Combine publicity and high visibility enforcement o Find the right message to the separate high risk groups

SweRoad 24 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

DOA Pillar 2, Safer Roads Governments: (in-kind)  Safer Roads Item o Establish a dedicated Road Safety Unit within DOR. o Improve human resources and capacity in DOR and DOTM Counterpart staff o Training in Road Safety Audit, and Investigations and Part-time support staff Treatment of Crash Locations (For DOR and DOTM officials, Office accommodation 2-3 weeks, South Asia) Training facilities and o Update Road Design Guidelines/Standards to cover road training costs in-country safety aspects adequately o Institutionalize and implement Road Safety Audit and Black Remuneration and per Spot management diem ofcounterpart staff o Vulnerable road users’ specific problems addressed with and staff participating in proper infrastructure. national trainings o Improve and implement system for control of overloading Local Transport?????? o Investment on road safety interventions based on socio- economic cost of road crash fatalities and injuries. Physical Design ???? o Monitor and evaluate impact of road safety investments. o Develop/update the signage manual and develop guidelines Other for matching the speed limit with road function and road layout o Install/update signing in general and especially speed limits where needed (for enforcement) Consultant inputs (2-3 o Clarify the roles and responsibilities in regard of speed limit years): decision process, record keeping, procurement, budget and International consultants: installation between DOTM, DOR, Police and other 100 person-months stakeholders. National consultants: o Improve and enforce land-use planning regulations for accesses to the highways and urban streets. 100 person-months DOA Pillar 3, Safer Vehicles  Safer Vehicles o Improve the mandatory vehicle inspection system and build adequately equipped inspection stations. o Training in Motor Vehicle Inspection (for DOTM Bases; 2-3 weeks, South Asia). o Implement random vehicle inspections (Establish dedicated Units in Department of Transport and/or in Traffic Police) o Make the vehicle registration data base system accessible to all. o Deregister vehicles without renewed yearly mandatory registration and exclude them from the vehicle statistics (Scrapped/off-road/exported, etc) o Develop a system for handling of scrapped vehicles and deregistration o Perform in-depth analyses of all fatal Public/Bus accidents and expand to also other fatal accidents. o Use safety rating data for the vehicle fleet to assess fleet quality. 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

SweRoad 25 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

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 (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-worthiness inspections, tax, etc. and make it accessible to the relevant authorities. o Improve human resources, capacity and equipment o 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 Licenses o Adopt and implement an approved training syllabus for Driver Licensing education and follow up o Learner permits for driving training under supervision of parents could be introduced for 4-wheelers o Theoretical test should be updated according to international standard with more focus on risk perception and hazard detection, and computerized o Practical test should be updated according to international standard with more focus on driving in real traffic o Establish a National driving license register o Monitor and evaluate, introduce indicators.  School Education o Develop and introduce school education system for road safety DOA Pillar 5, Post crash Response  Post crash Response o Establish a national joint alarm number o Plan for a maximum response time and follow up o Procurement of ambulance (1 each for Trauma Centre and other Hospitals o Improve Incident/Disaster Management coordination o 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 in country at 4 places (TA) o Procure automatic splints (10 sets each for Trauma Care Centre and other Hospitals) o Establish Trauma Center with well-defined roles and responsibilities o Establish clear-cut roles and responsibilities for reporting of deaths within 30 days o RTA statistics from MOH to complement Police RTA statistics

SweRoad 26 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

6 Task 4 – Regional Road Safety Collaborative Mechanism Establishing regional road safety collaborative mechanisms for road safety is important for creating a faster and more efficient work. Lessons can be drawn from the established ASEAN collaborative 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 their growing road safety problems. Up till then each country was going its own way with some making progress and others facing significant and growing safety problems. The region is about as diverse as it can be containing as it does some of the world’s poorest and least developed countries (Myanmar) alongside some of the wealthiest and most developed (Singapore). It contains Mole (Brunei Indonesia and Malaysia), Buddhist (Thailand and Laos) and Catholic (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 biggest population countries (Indonesia) alongside some with the smallest populations (Brunei). In summary this huge range and diversity make of country types made it a very useful representation of the developing world and a very good 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 were assessed against what a “good” country should be doing if best practices had been applied. This allowed the strengths and weaknesses of each to be defined to a common format and structure so that the individual country specific data could later be combined to provide a regional “album” so that comparisons could be made of the relative 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 these action plans were deliberately designed and structured to a common format, the individual country specific action plans and casualty reduction targets could be combined to give ASEAN wide targets for inclusion in an ASEAN regional strategy based on the individual country specific action plans. This allowed each country to continue pursuing its own country specific action plans to address the particular institutional and technical impediments in their 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 local academics /consultants to produce 2 reports in each country: 1. Road safety situation report. These individual country specific reports consolidated the safety related data and trends from the previous 10 years or so, provided some analyses of the data and main risk factors and identified the key stakeholders involved and their main responsibilities so that anyone interested in road safety could get all the key information in a single document. 2. Road Crash costs report. These individual country specific reports were commissioned from local academics that were provided with guidance, sample reports and mentoring as they carried out the research studies. These provided a monetary value for road deaths and road injuries so that cost benefit analyses could be undertaken to demonstrate 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 coordinate activities, the ADB – ASEAN project assisted /encouraged the 10 countries to cooperate in establishing a ”multi sector ,multi country, road safety working group” (MRSWG ) – the only one of its kind in the developing world! The chairmanship of the working group is rotated between the members and the group tries to encourage cooperation and knowledge sharing and tries to harmonies on safety issues such as vehicle and driver testing standards etc. The group meets at least once a year at the Senior Transport Officials Meeting (STOM) and road safety in ASEAN region 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 to gain experience of implementing safety initiatives and to gain confidence in working jointly with other stakeholders on a common cause. After five years when the initial action plan was revised, most countries were able to independently develop much more comprehensive action plans and the key agencies were collaborating and working well together.

SweRoad 27 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

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. He then nurtured /encouraged each stakeholder to get more involved in road safety and to work with others to improve the situation. 2. The simple plan at the beginning was enough to get them started without being intimidated by the complexity. It is a good way to get things started and to build confidence and trust between different stakeholders 3. Country specific action plans done to a common format let each country focus on the country specific issues and concerns of primary interest to them while still permitting their casualty reduction targets and content to be consolidated to establish higher level 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 to encourage cooperation and harmonization across countries 6. The in country workshops create opportunities to bring in success stories (e.g. use of motorcycle helmets in Vietnam) and safety research (Malaysia) 7. Using local academics to do accident cost estimation delivers a very cost effective way 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 safety adviser 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 their discussions /negotiations with bodies such as the Motorcycle manufacturers Association etc. 11. It was in practice difficult to keep up the road safety ‘momentum’ after the end of the technical assistance (TA) due to lack of funding and diffuse road safety leadership; 12. A high-level of political interest, commitment or support was not achieved everywhere; 13. The exchange of road safety experiences between the countries diminished after ending the TA.

SweRoad 28 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

6.2 South Asia Regional Coordination The annual fatality rate in Bhutan and Nepal, in relation to the size of the vehicle fleet, averages at around 14 – 20 deaths per 10,000 registered vehicles. This is higher than most other south Asian 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 often used to compare road safety.

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; World Health Organization; Geneva, Switzerland; 2009.

SweRoad 29 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

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 10:16. 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 fatalities reported 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 Health Organization; Geneva, Switzerland.

6.3 Recommendations Establishing ADB South Asia regional road safety collaborative mechanisms for road safety is important for creating faster and more efficient work. Lessons drawn from the established ASEAN collaborative mechanism should be used. Areas for initial knowledge sharing on regional level could for example be to compare the economic valuation of life and accident savings (i.e killed or seriously injured) across the region and especially between Bhutan, Nepal and Bangladesh. Sharing of road safety infrastructure counter measure proposals developed in the 3 countries will also be a main part.Other areas for sharing experiences might be driver licensing, vehicle regulations, maximum axle loads etc. The UN 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 the framework of next step to implement South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal.Investments for the initial establishment are included in Task 8 DMF. We propose initially 2 meetings/year and an additional presentation at a regional transport ministerial meeting 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.

SweRoad 30 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

7 Task 1 - Road Safety Diagnosis

7.1 Objectives and Methodology The objectives of the road safety diagnosis and management capacity review were to  Conduct the Road Safety Diagnosis and Review of safety management capacity in Bhutan and Nepal, and  Reach consensus with the government and senior officials on the recommendations for coming steps and implementation of measures to overcome revealed capacity weaknesses. 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 on information provided and discussions held with the key road safety stakeholders. The diagnosis and review was undertaken with an intention to reveal capacity weaknesses that can be overcome within the short term if included in forthcoming investment projects. Below are the findings and the recommendations of the review by the Consultant. The preliminary key findings and recommendations were discussed at stakeholders’ Workshops in both Nepal and Bhutan. Comments from the Workshops have been incorporated in the findings and recommendations.

7.2 The Road safety situation Comparison of fatality rates

If Bhutan and Nepal could achieve the same fatality rate as Singapore, Bhutan can save at least 50 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 of Lead Agency Reforms, Investment Strategies and Safe System Projects, World Bank Global Road Safety Facility, June 2009. http://siteresources.worldbank.org/EXTTOPGLOROASAF/Resources/traffic_injury_prevention.pdf

SweRoad 31 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

The limited Police reported fatal accidents data have been collected as good as possible. Data quality from the Police should be improved. Accident dataand interviews in both countries with local road agencies and traffic police officers support rural single run-off accidents and mainly more or less urban through road multi vehicle accidents often with motor cycles, cyclists and pedestrians involved to be the major safety problems. Unfortunately accident data on vehicle types or road user category is only available for some roads. Some 60 % of all police reported fatalities are single vehicles running of the road. A vast majority involved in single run-off accidents are trucks, buses and cars with only a few motor bikes. Major infrastructure problems are very poor roadside design standard combined with poor alignment and delineation and in some cases winter black ice conditions. Traffic behavior and vehicle fleet standard are major issues as well. The multi-vehicle fatalities reveal another more scattered picture. The dominating three types are collisions between motor vehicles (15 % of all fatalities), between motor vehicles and pedestrians and between motor vehicles and motor cycles (each 15 % of all fatalities). Accident data available does not give any information to identify between head on and rear end type collisions. A simple regression on the percentage of single vehicle accident fatalities with AADT gives the same image as in most other countries i.e. the percentage of single run-off fatalities decrease rapidly with increasing traffic flow. Single run off accidents tend to be the major safety problem up to some 5000 to 7000 vehicles per day.Multi vehicle accidents tend to be the major problem over 5000 to 7000 vehicles per day. The road safety problem is different for different regions of Nepal. Some one half of all accidents occur in the Kathmandu Valley but these tend to be less severe than accidents in regions outside of Kathmandu. In 2009/2010 the rate of fatalities per 10,000 registered vehicles in regions outside Kathmandu ranged from 7 to 33 times higher than the rate of fatalities observed in the valley. One explanation for this disparity is mass-casualty events that result when a single multi-passenger vehicle (e.g. a bus) loses control and plummets from steep hill or mountain roads. Bus accidents along long-distance routes account for roughly 13% of all fatalities and 31% of serious injuries suffered as a result of road traffic accidents in Nepal. The problem is similar in Bhutan.

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

7.3 Main findings Clear findings of the review reveal: a) Institutional challenges of road safety leadership, management, capacity and coordination at all levels: policy, planning and implementation; b) Absence of politically approved clear, well defined road safety policies, strategies and action plans; c) Need for focused results and targets with intermediate and final outcomes for identified challenges. Management is weak with no clear lead agency strong enough to coordinate and implement road safety actions. There are inadequate accident data systems. Social costs of accidents are not used

SweRoad 32 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

as basis for funding. Updated legal framework is lacking. In general, road design standards and rules governing the safety of much of the urban and rural network have not kept pace with international good practice in road safety engineering. Vehicle standards and roadworthiness inspections 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 of equipment. There is no systematic planned structure for school education. Rescue and relief services seem fairly good but lack coordination.

7.4 Recommendations 7.4.1 Lead Agency The 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 being invariably defined in legislation, government policy documents and annual performance agreements.  Each country needs a lead agency on road safety, with the authority and responsibility to make decisions, control resources and coordinate efforts by all sectors of government – including those of health, transport, education and police. This agency should have adequate finances 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 in MOPIT and that Bhutan join RSTA and DOR under the same Ministry which then can take the lead role, as is the experience in many countries. The NRSCouncil/Board needs to be mandated to coordinate the road safety activities by the relevant Act and it is recommended that a formal and detailed review of lead agency arrangements and related coordination should form part of a road safety component for the establishment phase. It is in this period that agreement within the Governments should be reached 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 activities These recommendations and the DMFactivities in Task 8 are/should be the same. In principle the numbers reflect order of priority. Pillar-1 Road Safety Management Recommendations Institutional Management and Coordination 1. Establish a National Road Safety Board/Council 2. 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 33 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

5. Establish official socio-economic costs of road fatalities and injuries and use for cost benefit analyses; Legislation The relevant Acts need to be reviewed and updated by incorporating the following: 1. Mechanisms and procedures to support road safety interventions and other institutional management functions as required; 2. A dedicated Parliamentary committee on road safety or road injury prevention needs to be 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 if above 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 investment for saving lives and money; Promotion of Road Safety 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

Pillar-2 Safer Roads and Mobility Recommendations 1. Bhutan - Establish a dedicated Road Safety Unit within DOR. 2. Improve human resources and capacity in DOR and DOTM/RSTA 3. Update Road Design Guidelines/Standards to cover road safety aspects adequately 4. Institutionalize and implement Road Safety Audit and Black Spot management as a regular activities 5. Vulnerable road users’ specific problems need to be addressed with proper infrastructure 6. Improve and implement system for control of overloading 7. 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 layout 10. Install signing in general and especially speed limits where needed (enforcement)

SweRoad 34 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

11. Clarify the roles and responsibilities in regard of speed limit decision process, record keeping, procurement, budget and installation between DOTM/RSTA, DOR, Police and other stakeholders. 12. Improve and enforce land-use planning regulations for road accesses to the highways and urban streets.

Pillar-3 Safer Vehicles Recommendations 1. 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 Recommendations Enforcement 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 relevant authorities. 5. Improve human resources, capacity and equipment 6. 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 licensing 1. Adopt and implement an approved training syllabus for Driver Licensing education and follow up

SweRoad 35 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

2. Theoretical test should be updated according to international standard with more focus on risk perception and hazard detection, and computerized 3. Practical test should be updated according to international standard with more focus on driving in real traffic 4. Nepal – Establish a centralized driving license registry 5. Monitor and evaluate, introduce indicators. School education for road safety 1. Develop and introduce school education system for road safety in the school curriculum.

Pillar-5 Post crash Response Recommendations 1. Establish one national joint alarm number and coordination center 2. Clarify roles and responsibilities for Incident/disaster management coordination 3. Plan for a maximum response time for ambulances and follow up 4. Improve human resources and equipment 5. Establish Trauma Center with defined roles and responsibilities 6. Establish clear-cut roles and responsibilities for reporting of deaths within 30 days to the Police 7. RTA statistics from MOH need to complement Police RTA statistics

7.5 Conclusion Implementation is always the big problem to overcome and need consistent long term Technical Assistance since the road safety situation requires urgent attention. The road safety management capacity needs to be strengthened to effectively address the road safety challenge. Both countries have produced and adopted plans in accordance with DOA and if they are implemented the road safety situation will improve rapidly. As shown from earlier donor projects and experience they will however need sustainable long term technical assistance support from donors to implement proper management systems and good demonstrations projects focusing on results and final and intermediate outcome targets.

SweRoad 36 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

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

8.1 Summary and Recommendations Traffic safety programs have been proposed for six high risk corridors in Nepal and two in Bhutan. The programs are based on the International Road Assessment Program (iRAP) screening methodology, analysis of accident data, interviews with stakeholders along the corridors and road inspections together with police and Department of Roads (DOR). The programs are split into infrastructure and non-infrastructure measures. 8.1.1 Infrastructure measures The 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 steep grades and often with huge vertical valley side drops. The most obvious traffic safety problems are single run-off rural accidents mainly with motor vehicles. Also urban through road accidents, mainly with pedestrians and bicyclists. There is also a big motor cycle safety problem, mainly in the urban areas.  The high volume roads, two of these already median separated and the third scheduled for median separation have and are proposed to have poor designs for crossing traffic and over 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 an average Benefit Cost Ratio (BCR) close to 4 and with an average cost of around 2500 US$ per saved Fatality and Severe Injury (FSI). The total number of saved FSI over 20 years is around 17 000. 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.

SweRoad 37 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

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 and other 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 is favourable for the BCR. The BCR 3.9 would increase by 10 % at a 2 % traffic growth and with 40 % at a 5 % traffic growth. Further analysis is recommended on barrier types, motorcycle lanes and 2+1-designs before final decisions are taken on future direction on these issues. Cost estimates don’t include feasibility and design costs or costs for specific geotechnical measures but could, as a rule of thumb, be estimated to 10%. Average land acquisition costs used by DOR for feasibility studies are included. Costs for an overview of signing and road markings based on consistent traffic control plans with speed limit signing as a key element are estimated to be approximately 2.3 Million US$. This is not included in the 43 Million US$. A winter management system should contain 1) Management System, 2) Management Support System and 3) Production System. In a first step we propose only the Management Support System with installation of Road Weather Information System (RWIS) stations on road H14 in Nepal 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 measures The 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.

SweRoad 38 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

The non-infrastructure measures recommended for the selected HRC are based on the UN Decade of Action 5 Pillars. The number of offices and administrative units of different key road safety stakeholders along and within the close vicinity of the HRC form the basis for the number, sets and slots recommended. Bhutan The recommended non-infrastructure road safety measures for equipment and systemssupporting the implementation of the HRC programs in Bhutan have a tentative cost-estimate amounting to BTN79 million (US$ 1.3 million). In addition Technical Assistance (TA) is needed for 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 to BTN190 million (US$ 3.2 million).

Broad Areas of Amount (Mill. Proposed non-infrastructure safety measures Unit Qtty Rate (Nu.) Intervention BTN.) Pillar-1: Road safety management, Bhutan NRSB Establishment Establish NRSB and Secretariat with Manpower and Equipment (RSTA) LS 5.00

Strengthen road Training in Road Safety Management Systems (2- safety management 3 weeks, South Asia - 2 slots each for NRSB, DOR, Slots 10 250,000 2.5 capacity of key Thimphu Thromde, RSTA and Traffic Police) stakeholders Establish Road Safety Unit in DOR - Equipment, furniture, tools (DOR) LS 1.00 Establish a modern accident database system in Traffic Division of RBP (RBP) LS 6.00 Road safety Production and circulation/broadcast of road awareness programs safety information and messages (RSTA) LS 3.00 Monitoring and Evaluation of effectiveness of safety Evaluation countermeasures (especially speed) (RSTA) LS 6.00 Pillar-2: Safer road, Bhutan Institutionalize Road Training in Road Safety Audit, and Investigations Safety Audit and and Treatment of Crash Locations (For DOR and Slots 3 250,000 0.75 black-spot treatment RSTA officials, 2-3 weeks, South Asia) (DOR) programs in DOR Update DOR's Revise DOR's standards and manuals to include standards and road safety aspects (DOR) LS 1.20 manuals Improve RSTA's Procure portable weighing system (for RSTA capacity to control Bases at Wangdue and Thimphu) (Eg. Hawkley Set 2 800,000 1.60 vehicle overloading ES700) (RSTA). Pillar-3: Safer vehicles, Bhutan Improve capacities of Training in Motor Vehicle Inspection (for Police RSTA and Traffic and RSTA Bases at Wangdue, Punakha & Slots 6 250,000 1.5 Police in vehicle Thimphu; 2-3 weeks, South Asia) (RSTA and inspection and Police). testing Procure specialised inspection vehicles (1 each for Traffic Police at Wangdue, Punakha & No. 4 1,600,000 6.40 Thimphu, and RSTA Thimphu) Procure portable brake tester (EWJ 92400) (for RSTA Bases Wangdue, Punakha & Thimphu) Set 3 3,500,000 10.5 (RSTA)

SweRoad 39 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

Pillar-4: Safer road users, Bhutan Enforcement Develop a joint national enforcement strategy LS 1.25 strategy (RSTA) Traffic police Procure fully equipped traffic police cars (RBP) No. 3 1,600,000 4.80 Vehicles Procure fully equipped traffic police motorcycles No. 3 350,000 1.05 (RBP) Drink and drive Procure breath analyzer (2 each for Traffic Police (Alcohol) at Wangdue, Punakha & Thimphu) (RBP) No. 6 85,000 0.51 Speeding Procure speed guns (2 each for Traffic Police at Wangdue, Punakha & Thimphu) (RBP) No. 6 200,000 1.20 Procure ptz 36zoom speed camera (block module - vehicle mountable (2 sets for Traffic Div. of RBP Set 2 500,000 1.00 Thimphu) (RBP) Public awareness campaigns on speeding and alcohol jointly with enforcement (RSTA) LS 1.25

Seat belt & helmet Local research and public awareness campaigns use on seat belt and helmet use jointly with LS 6.00 enforcement (RSTA) Safer ways to school Inclusion of road safety in school curriculum (RSTA) LS 1.50 Mobilise and coordinate public supports and contributions especially of parents (RSTA) LS 3.00 Pillar-5: Post-crash response, Bhutan Trauma Procurement of ambulance (1 each for Bajo management, rescue Hospital, Punakha Hospital & Thimphu Ref. No. 3 2,800,000 8.4 and recovery Hospital) (DOPH) Training in Emergency Medicine and Trauma Care (3 slots each for the hospitals at Bajothang, Slots 9 250,000 2.25 Punakha and Thimphu; 2-3 weeks, South Asia) (DOPH) Training in Emergency Co-ordination, jointly Hospitals, Police and rescue. Nationally in country No 1 500,000 0.5 (RSTA) Procure automatic splints (10 sets each for Wangdue, Punakha & Thimphu hospitals) (DOPH) Set 30 36,000 1.08 BHUTAN Total cost for equipment and support systems in million BTN. 79.3 Total cost in million US$ 1.322

Technical Assistance (TA) million BTN 189 Technical Assistance (TA) million US$ 3.15 Grand Total estimated cost million BTN 268.3 Grand Total estimated cost million US$ 4.472 Forex Rate used: US$ 1 = BTN. 60

SweRoad 40 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

Nepal The recommended non-infrastructure road safety measures for equipment and systems supporting the implementation of the HRC programs in Nepal have a tentative cost-estimate amounting to NPR200 million (US$ 2 million). In addition Technical Assistance (TA) is needed for 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 to NPR 320 million (US$ 3.2 million) Proposed non-infrastructure safety Amount Broad Areas of Intervention Unit Quantity Rate (RS.) measures (Mill. RS.) Pillar-1: Road safety management, Nepal NRSC Establishment Establish and revitalize NRSC and Secretariat with Manpower and 1 LS 8.00 Equipment Strengthen road safety Training in Road Safety Management management capacity of key Systems (2-3 weeks, South Asia - 2 Slots 10 400,000 4.00 stakeholders slots each for NRSC, DOR, DOTM, MOH and Traffic Police) Establish Road Safety Units in DOR and DOTM - Equipment, furniture, No. 2 1,600,000 3.20 tools Establish a modern accident database system in Directorate of Traffic LS 10.00 Road safety awareness Production and circulation/broadcast programs of road safety information and LS 5.00 messages Monitoring and Evaluation Evaluation of effectiveness of safety countermeasures (especially speed) LS 15.00 Pillar-2: Safer road, Nepal Institutionalize Road Safety Training in Road Safety Audit, and Audit and black-spot Investigations and Treatment of Slots 6 400,000 2.40 treatment programs in DOR Crash Locations (For DOR officials, 2- 3 weeks, South Asia) Update DOR's standards and Revise DOR's standards and manuals manuals to include road safety aspects LS 2.00 Improve DOTM capacity to Procure portable weighing system control vehicle overloading (for DOTM Bases). (Eg. Hawkley Set 5 1,300,000 6.50 ES700). Pillar-3: Safer vehicles, Nepal Improve capacities of DOTM Training in Motor Vehicle Inspection and Traffic Police in vehicle (for DOTM Bases; 2-3 weeks, South Slots 10 400,000 4.00 inspection and testing Asia). Procure specialised inspection vehicles (2 each for Traffic Police and No. 4 2,500,000 10.00 DOTM) Procure portable brake tester (for DOTM Bases) Set 5 5,600,000 28.00 Pillar-4: Safer road users, Nepal Enforcement Strategy Develop a joint national enforcement LS 2.00 strategy Traffic Police Vehicles Procure fully equipped Traffic Police No. 9 2,500,000 22.50 Cars Procure fully equipped Traffic Police No. 3 500,000 1.50 Motorcycles SweRoad 41 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

Drink and drive (Alcohol) Procure breath analyzer (2 each for all Traffic Police stations) No. 24 140,000 3.40 Speeding Procure speed guns (2 each for all Traffic Police stations) No. 24 320,000 7.70 Procure ptz 36zoom speed camera (block module - vehicle mountable (2 Set 4 800,000 3.20 sets for Traffic Police at Kathmandu and 2 sets for Bhaktapur) Public awareness campaigns on speeding and alcohol jointly with LS 2.00 enforcement Seat belt & helmet use Local research and public awareness campaigns on seat belt and helmet LS 10.00 use jointly with enforcement Safer ways to school Inclusion of road safety in school curriculum LS 2.50 Mobilise and coordinate public supports and contributions especially LS 5.00 of parents Pillar-5: Post-crash response, Nepal Rescue and recovery. Procurement of ambulance (1 each for Trauma Centre and other No. 6 4,500,000 27.00 Hospitals Training in Emergency Medicine and Trauma Care (3 slots each for the Slots 18 400,000 7.20 Trauma Centre and other Hospitals; 2-3 weeks, South Asia) Training in emergency co-ordination, jointly Government, NGO, Private No 4 500,000 2.00 Hospitals + Police and rescue. Nationally in country at 4 places (TA) Procure automatic splints (10 sets each for Trauma Care Centre and Set 60 60,000 3.60 other Hospitals)

Total cost for equipment and support systems in million RS. 198 Total cost million US$ 1.98 Technical Assistance (TA) million RS 315 Technical Assistance (TA) million US$ 3.15 Grand Total estimated cost million RS 513 Grand Total estimated cost million US$ 5.13 Forex Rate used: US$ 1 = 100

SweRoad 42 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

9 Task 3 - Strengthening Road Safety Management Capacity

9.1 Overall Framework for Road Safety The institutional management functions are the foundation on which road safety management systems 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 Findings Clear findings of the review reveal: 1) Institutional challenges of road safety leadership, management, capacity and coordination at all levels: policy, planning and implementation; 2) Absence of politically approved clear, well defined road safety policies, strategies and action plans; 3) Need for focused results and targets with intermediate and final outcomes for identified challenges. Management is weak with no clear lead agency strong enough to coordinate and implement road safety actions. There are inadequate accident data systems. Social costs of accidents are not used as basis for funding. Updated legal framework is lacking. In general, road design standards and rules governing the safety of much of the urban and rural network have not kept pace with international good practice in road safety engineering. Vehicle standards and roadworthiness inspections 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 of equipment. There is no systematic planned structure for school education. Rescue and relief services seem fairly good but lack coordination. The WB have initiated a separate ongoing project that reviews DOTM roles, responsibilities and organization. 9.1.3 Recommendations The Consultant recommends that the lead agency in road safety for Nepal should be housed in the MOPIT and that Bhutan join RSTA and DOR under one Ministry who then can take the lead role, as is the experience in many countries. The National Road Safety Council/Board (NRSC/B) need to be mandated to coordinate the road safety activities by the relevant Act and it is recommended that a formal and detailed review of lead agency arrangements and related coordination should form part of a road safety component for the establishment phase. It is in this period that agreement within the Governments should be reached upon which agency should finally act as the lead agency. Further:

SweRoad 43 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

• Establish an adequately resourced secretariat within the same Ministry. • In the interim MOPIT/ MOIC-RSTA should continue to act as lead agency and initiate above actions. • MOPIT/ MOIC-RSTA should urgently establish a National coordination body (steering committee) and assign appropriate no of staffing carrying out the duties of a lead agency and 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 measures 9.2.1 Overview of proposed investments The investments proposed here form part of the overall road safety program proposed for the High 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 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. Bhutan The recommended non-infrastructure road safety measures for equipment and systems supporting the implementation of the HRC programs in Bhutan have a tentative cost-estimate amounting to BTN 79 million (US$ 1.3 million). In addition Technical Assistance (TA) is needed for implementation of both the HRC programs as well as the South Asia Road Safety Programs. 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 systems supporting the implementation of the HRC programs in Nepal have a tentative cost-estimate amounting to NPR 200 million (US$ 2 million). In addition Technical Assistance (TA) is needed for 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 capacity that will be drained over and over again. Promote longer stay with higher salary and more qualified training (International?). The problem with high staff turnover in government administrations is a universal problem especially for low-income-countries. It usually is about the governments, usually, low salary structure that causes the following to happen. Young persons with good 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.)

SweRoad 44 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

because of the relative low salary offered hence less competition from more experienced staff. Government employments usually has a reputation of being a good ground for gaining experience and responsibilities relatively fast and the next career stop is then the private sector. For more senior managerial positions government salary structure cannot beat the competition from the private sector and those managers are usually 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 heads together it is almost unheard of how this can be done. However I would like to point out two possible situations 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 just over two years served as Director General of TANROADS. The two main forces for creating a responsible and productive administration was first to root out the corruption that could be reached with structural changes in their processes. For instance the way works and consultancies are procured in Tanzania is worthwhile 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 and efficient TANROAD. This was however a few years back and perhaps things have gone back to business as usual. 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 a fully-fledged government road administration but that this were to 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 to create a strong and dedicated team at RAFU it was decided to issue a special 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 higher wages, so high in fact, that the employees would not be tempted to seek other employment so partially it was also a way of deterring staff turnover. The situation with RAFU consisted of too many years and it created some other problems instead and both the WB and the top management tried to conserve this situation perhaps 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 “strengthen road sector management capability through spinning off of road administration and execution 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 is about right. In conclusion what is needed is a competitive salary structure, fringe benefits to be attached to the employment and end when employment ends (usually government has few fringe benefits), active HR department 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 enabling environment (request for independent RSA). • Bhutan Police Institute should have a dedicated training faculty for traffic police. SweRoad 45 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

Knowledge transfer - On-the-job training The Consultant have been working closely with the relevant officials of the key stakeholders engaged in the Technical Working Groups (TWG) that was created for this TA and ensuring knowledge transfer at all stages: Dedicated training As part of the deliverables under the TA, the objective of the five-day study visit to Sweden was to enhance Road Safety Management Capacity and Strengthening within the participating government agencies. The study visit covered several technical topics in road safety, and allowed interaction, discussion and visit to Swedish Transport Authorities related with road safety to learn and familiarize with latest technology development and best practices.

SweRoad 46 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

10 Task 5 - Road Safety Policies and Business Procedures

10.1 Scope According to the Terms of Reference task 5 consists of two major parts: 1. Development of road safety policy and business procedures for the road infrastructure lead 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 Procedures 10.2.1 Planning and Design framework 10.2.1.1 Introduction of Recognizable Road Types A number of recognizable rural road types with homogenous design should be defined and used in 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. Motorways 2. Expressways 3. Normal 2-lane roads 4. Narrow 2-lane roads 10.2.1.2 Improved Road Safety Considerations in Road Design New 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. Some general principles and examples on design of the following components important to road safety are 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 Works An example on guidelines for signing and traffic control of road works is presented. It is proposed that the principles and typical lay-outs are used in Bhutan and Nepal for traffic control of road works until national guidelines are developed and adopted.

SweRoad 47 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

The guidelines include some general principles and basic signs and equipment. Standard traffic control layouts are presented for 13 different types of road works. 10.2.2 Construction and operations 10.2.2.1 RSA of New Roads A proposal for interim guidelines has been developed and used for pilot RSA. The guidelines are based on guidelines from other countries considering the existing guidelines in Bhutan and Nepal. It is proposed that the presented procedure is followed and the proposed checklists are used 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 Study 2. Preliminary Design / Draft Design 3. Detailed Design 4. Pre-Opening 5. 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 is performed and that the recommendations are followed if appropriate.  The Designer has the responsibility for the design and for the road safety implications of the design.  The Auditor (audit team) has the responsibility for the audit procedure and to make recommendations for measures. RSA should be divided into three main phases, each consisting of 3-4 steps. I. Part I Audit Preparations Selection of Audit team, Collection of information, Start-up meeting and Preliminary project assessment II. Part II Audit Implementation Project analysis, Review of documents, Site inspection and Audit report III. Part III Audit Completion Completion Meeting, Response to recommendations and Follow-up meeting 10.2.2.2 RSA of Road Works A checklist for RSA of road works developed for Sri Lanka 2005 is presented. It is proposed that the checklist is used in Bhutan and Nepal for RSA of road works until national guidelines are developed and adopted. The checklist is divided into three main parts: 1. Traffic outside the Work Zone 2. Traffic inside the Work Zone 3. 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 Roads There 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.

SweRoad 48 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

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-term budget. These RSI’s should be an initial part of the design process.  second priority to be applied on remaining strategic highway road sections concentrating on deficiencies possible to deal with in the maintenance budget. These RSI’s are proposed to be reviewed every five years

10.3 Programming and Monitoring 10.3.1 Infrastructure Road Safety Program There is limited experience and methodology to work with an infrastructure road safety program in Nepal and Bhutan with associated road safety programming and budgeting. A methodology is proposed consisting of a description of the present situation, a traffic safety objective for infrastructure measures and a methodology to estimate traffic safety effects of proposed projects and finally a methodology to monitor achieved effects. 10.3.2 Monitoring and Evaluation Monitoring and evaluation of traffic safety countermeasures require crash and speed data to be effective. 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 develop methods to follow and monitor the traffic safety situation in each country and to follow-up effects of implemented traffic safety countermeasures of all types.

10.4 Support of the operationalization of the new business procedures According to ToR the consultant shall support the operationalization of the new business procedures byconducting pilot joint road safety audits with the counterparts. Thus, pilot RSA have been implemented in both Bhutan and Nepal according to the proposed interim guidelines.

10.5 Proposed Road Safety Policies and Business Procedures 10.5.1 Road Management Stages According to the Terms of Reference policies and business procedures shall be developed for all stages 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

SweRoad 49 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

10.5.2 Proposals To work efficiently with road safety in all these stages information systems (roads, traffic and accidents), guidelines and handbooks as well as management procedures and control systems are needed. For some road safety activities detailed traffic information and accident statistics are needed, e.g. Black Spot Management and Mass Action Plans. Today, there is not enough accident 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. The following policies and activities are proposed: Planning and Design 1. Introduction of Recognizable Road Types 2. Improved Road Safety Considerations in Road Design 3. Traffic Layout of Road Work Areas Audits and Inspections 4. RSA of New Roads 5. RSA of Road Works 6. RSI of Existing Roads Programming and Monitoring 7. Infrastructure Road Safety Program 8. Monitoring and Evaluation

SweRoad 50 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

11 Task 6 - Road Safety Funding

11.1 Introduction To ensure continued and effective road safety in a country it is critical to have in place a sustainable funding mechanism including a systematic and rational resource allocation procedure to 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 into for 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 Findings The assessment shows that the road safety funding mechanisms and funds allocation procedures in Bhutan and Nepal are weak and ineffective. Generally, the funding is not only insufficient but the 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 the RSTA/MOPIT, the current Lead Agency in Bhutan and Nepal, to fulfil its lead agency roles effectively. There is no overall coordination of road safety funding and resource allocations across different stakeholders. Each agency basically operates in isolation and there is little or no effort to harness the synergy of collective action. Currently, the government funding in the form of annual budgetary allocations to the concerned departments and agencies is the main source of funding for road safety programs and activities in Bhutan and Nepal. There are no any other dedicated sources for sustainable funding of road safety in neither country. There are some ad hoc supports from some quarter like WHO, insurance companies, etc. but they 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. For example the roads department spends quite substantial amounts of funds each year on improving locations they perceive to be accident “black spots”. However, such locations may not necessarily be the most risky locations on the roads because there are no location specific data or information on road crashes. Even the effectiveness of interventions implemented at such presumed ‘black spots’ cannot be assessed because there is no system in place whereby the police maintains the crash data statistics that can be used for monitoring any changes/improvements at such locations. Lack of proper crash data base is, therefore, preventing the road safety key agencies’ activities being as effective as it could otherwise be. There is also no established procedure in place for systematic and rational allocation of funds and resources across road safety agencies. Estimation of the cost of fatalities and injuries

SweRoad 51 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

sustained due to road crashes, and estimation of their impact on the country’s economy has not been conducted or is only limited and old. All best practice countries around the world have estimates of the annual socio-economic costs of road crash fatalities and injuries and they use the same for securing sustainable funding sources for road safety. The socio-economic costs of road crashes to the country’s economy should be used as a tool to leverage more financial resources from the government to spend as an investment for road safety. It is highly desirable that both Bhutan and Nepal, like many best practice countries around the world, establishes and adopts a more formal funding procedure to fund road safety activities in a sustainable way. This can include mechanisms to allocate a portion of general tax revenues, to allocate specific user fees or even a portion of road funds and these can often be supplemented by 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 road safety investment based on the annual socio-economic losses sustained due to road crashes.

11.3 Recommendations Bhutan and Nepal needs to accord more priority to funding for road safety interventions. Little or no progress can be made in improving its rapidly deteriorating road safety situation without adequate, reliable and sustainable funding. The key recommendations and actions required to be taken to improve the present situation are presented below. The actions related to improving coordination, management and orchestration of road safety are also included here because they directly influence the country’s ability to ensure adequate funding and allocation of funds for road safety. Key recommendations and actions required are as follows. i) Institute a National Road Safety Board (NRSB) in Bhutan and revitalize NRSC in Nepal to function as a lead agency for ensuring sustainable funding sources and allocation procedures. 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 economic losses to the country, should be updated regularly on annual basis and disseminated widely on regular basis. This not only serves to raise awareness among the decision makers and general public about the importance and urgency of the road safety interventions, but also raises awareness that the expenditure on road safety is investmentfor 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 used as a basis for the government to rationalise investments and budget allocation for road safety. This will help secure allocation of requisite funds commensurate with the huge annual economic losses being sustained by the country. iv) The Government should consider taking policy decision to allocate annually a fixed percentage of the calculated annual economic losses due to road crashes to fund road safety initiatives and programs. This can be a viable, easy to apply, convenient and transparent funding mechanism for road safety interventions (as was done by Japan in 1970).

SweRoad 52 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

v) A road safety fund should be established to supplement investments on road safety interventions. vi) Consideration should be given to establishing a levy on fuel (or diverting some of the present 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 plan so that each of the key stakeholders can secure required funds and deliver their parts of the action plans. The comprehensive costed action plan will provide the information necessary to develop a national road safety financing plan and details of the annual budgets needed by each stakeholder to implement it. Both Bhutan and Nepal have launched DOA for road safety. The DOA needs to be updated with clear-cut detailing of individual sector activities, timeframe and costing necessary for effective implementation. viii) The Lead Agency should coordinate and collaborate with all government agencies having road safety responsibilities, and ensure that they get adequate funds annually and that they implement their parts of the action plan on time. ix) The Lead Agency should explore possibilities for additional non-governmental funding and sponsorship such as from the private sector and NGOs to fund road safety interventions. x) The Lead Agency should have its own budget sufficient to cover not only day-to-day operational expenses but also to cover awareness and publicity campaigns and activities to promote, coordinate and orchestrate road safety activities such as meetings, conferences, newsletters, audio-visuals, etc. Such activities serve to facilitate all stakeholders to do their part 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 safety interventions so that resource allocation is done on rational and scientific basis and that the effectiveness of interventions can be assessed. For effective coordination, management and orchestration of road safety nationwide, the resources and responsibilities of the Lead Agencies in both Bhutan and Nepal (currently RSTA in Bhutan and MOPIT in Nepal) need to be strengthened significantly. Alternatively, the management, coordination and orchestration function of the current Lead Agency, particularly in case of Bhutan, need to be moved to a more powerful location in the government structure that can have the authority to deal with road safety across the whole country. (In the case of Bhutan, the proposed restructuring plan being pursued by the MOIC and also this study’s recommendation to create NRSB is envisaged to address this issue. Similarly in the case of Nepal, revitalization of the NRSC as recommended by this study is envisaged to address this issue significantly). In the case of Nepal the road safety funding issue was in hot discussion during the Workshop and the participants recommended (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 fund be allocated towards road safety activities sufficiently and (c) Road safety budget be separately included/allocated in new road construction or rehabilitation estimates and the fund be utilized through RBN/DOR/DOLIDAR strictly towards road safety activities. SweRoad 53 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

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

12.1 Proposed investments The total investments, see table below, are calculated to some 433 Million US$ with 45 Million US$ 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 FSI around 2,500 US$. BCR’s and costs per FSI are similar for the infrastructure mass action part with a total of close to 150,000 saved FSI’s over a 20 year period. Safety effects of the non-infrastructure measures are more difficult to estimate. The well- established Norwegian Traffic Safety Handbook proposes general effects around 10 % but could be much higher for specific measures. The HRC programs are described in detail in the task 2 report. Program part Million US$ Cost FSI per Bhutan Nepal Total BCR FSI Saved HRC Infrastructure 15 30 45 4 2,500 17,500 Non infrastructure 4,6 5,2 9,8 Mass Infrastructure 60 310 370 4 2,500 148,400 action Non infrastructure 2,4 6,9 9,3 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 is weak  Rural bike- and walkways  Black ice/winter management

SweRoad 54 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

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 for females.Pedestrian and bicyclist measures are especially important in urban areas. Furtherstudies are recommended on barrier type choice (in Nepal), motor-cycle lanes and 2+1-roads before any decision 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 point should be stressed in the road asset management systems used. The non-infrastructure national and HRC localized measures are included in Task 2 HRC programs. The additional localized mass action measures proposed are:  improve mobile traffic police enforcement capacity with vehicles, speed guns and breath analyzers 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 required It is recommended that a long-term TA in the form of 1 No. international Road Safety Management Expert (Team Leader) each is provided on full time basis to both Bhutan and Nepal. The expert will be required for 22 man-months (2 years) and should be attached to a Project Implementation Unit (PIU) and NRSB/NRSC. His/her function will be mainly to assist the PIU in implementation of the road safety plans and programs and particularly in management of stakeholder coordination.  Road Safety Management Expert (International Team Leader) – 22 man-months each for both Bhutan and Nepal In addition, short term international Experts are needed for both Bhutan and Nepal with special skills 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

SweRoad 55 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

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 Nepal An internationally recognized specialist with at least 10 years’ experience in road safety management, leading road safety teams implementing similar road safety projects, national structures to manage and finance road safety and in the development and implementation of national road safety strategies and action plans. Demonstrated success in working with wide range of safety related government agencies is essential. He/She should also have sufficiently wide ranging knowledge of road safety issues to be able to ensure quality of outputs across all sectors addressed by the project team. He/She should have extensive international experience in transitional economies and a sound knowledge of safety engineering and roads organizations and their activities so that the team can work effectively with local counterparts to deliver the required outputs from the project.  Crash Data Base System – 6 man-months each A specialist with about 10 years of road safety experience, especially with accident information systems including Microsoft Windows, SQL type databases and GIS development. Experience with training of system users is essential. Experience with crash databases in developing and transitional countries is desirable  Road Safety Awareness Programs – 6 man-months each A specialist with about 10 years’ experience in managing research-based advertising and public relations in road safety or a similar field. Previous account management experience in an advertising agency or public relations firm is desirable. Experience with successful social marketing campaigns is essential. Experience of conducting community attitude surveys.  Legislation – 3 man-months each A specialist with about 10 years’ experience in transport sector legislation, with specific knowledge of traffic safety legislation and sanctions in a national policing jurisdiction. Knowledge of international legislative developments in general deterrence enforcement models is essential. Previous experience with road safety legislation in developing or transitional countries is desirable.  Monitoring, Evaluation and Analysis – 12 man-months each One or more specialists with about 10 years’ experience in the design and implementation of traffic, vehicle and road user monitoring and evaluation systems in the road environment. Knowledge of related measurement equipment requirements is required. Experience of road safety monitoring, evaluation and analysis in developing and transitional countries is desirable. Hands-on experience of quantitative evaluations of safety interventions and outcomes is essential,

SweRoad 56 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

 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 in road 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 in rapidly motorizing countries is essential.  Over loading Commercial and Public Vehicles Safety (Police) – 6 man-months each A specialist with about 10 years’ experience in the area of commercial vehicle driver health and safety and commercial vehicle safety standards. Extensive experience working with commercial transport operators in the provision of safety assurance programs and related training is essential.  Vehicle Safety Inspections – 6 man-months each A 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 and international practice of vehicle testing and certification is essential. Previous experience working with a national vehicle testing and inspection agency, preferably in a developing or transitional country, or for a major international vehicle manufacturer is desirable.  Driver Testing and Licensing – 6 man-months each A specialist with about 10 years’ experience with motor vehicle driver training, testing and licensing in a national jurisdiction. A thorough knowledge of international best practice – including graduated driver licensing systems – is essential. Previous experience in the provision of advisory services to a national driver testing and licensing agency in a developing or transitional country is desirable.  Police Enforcement Management and Operations – 12 man-months each One or more specialists with about 10 years’ experience in traffic enforcement leadership, coordination and policy advice in a national Police agency operating a successful general deterrence model. Also with about 10 years policing experience, including the line-management of traffic enforcement staff. Practical experience in the design, implementation and management of road safety enforcement strategies in a national Police agency operating a successful general deterrence model is essential. A demonstrated ability to communicate road safety enforcement philosophy and tactics to a broad audience is also essential. Previous experience in a law enforcement training facility is desirable.  School Education – 4 man-months each A specialist with about 10 years’ experience developing curricula for road safety education in schools and training teachers in this subject. A thorough knowledge of international best practice in school-based road safety education is essential. Previous experience working with national education agencies in developing countries is desirable.  Emergency Medical Services – 6 man-months each A specialist with about 10 years’ experience with the design, implementation and management of emergency medical services and co-ordination in developing and transitional countries. A thorough knowledge of international best practice and experience working with senior officials and specialist staff in national health agencies in developing and transitional countries is essential.

SweRoad 57 (135) TA-8027 REG: South Asia Road Safety Programs, Phase 1: Kingdom of Bhutan and Nepal Draft Final Report

12.3 Implementation We foresee that implementation needs to be done within 3 distinct phases:  Phase I: Review of existing system and new system design – 3-6 months – timeline month 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 measures The following bench marking and performance measures are proposed for initial and subsequent regular benchmarking of the program.  The total number of Fatalities and Severe Injuries (FSI) in the network covered by the program and nationally to be monitored on an annual basis  Average Speeds and 85% speeds before, short after and long after (12 months)to be measured on all road sections with implemented programs  National average Speeds and 85% speeds on a number of typical one, two and multilane roads 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 road sections 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 of drivers controlled, fines issued, driver fatalities with alcohol and drugs involvedetc.)  Average yearly change in Traffic Flow by vehicle type for rural and urban traffic count stations iRAP star rate scorings to be measured on the full network of national highways of regional importance for the initial stage and then to be updated every third year.

SweRoad 58 (135) Appendix 1

Appendix 1 – Bhutan Task1 Workshop Minutes 12 June 2013 Minutes 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 under the 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 the Implementing Agency for the TA activities in Bhutan. The Bank has engaged M/s Swedish National Road Consulting AB (SweRoad) in association with M/s PRCS, Thimphu as the Consultant 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 will be a report with a set of recommendations for review and approval in principle by the respective Government towards implementation. The TA program is in effect from January 2013 to January 2014. A day-long workshop was convened at the Hotel Phuntsho Pelri, Phenday Lam, Hongkong Market, Thimphu on 12 June 2013 (Wednesday) to present and discuss the consultant’s findings and recommendations from the Task-1 studies, i.e. Road Safety Diagnosis. The key stakeholders concerned viz. Road Safety & Transport Authority (RSTA), Traffic Police, Department of Roads (DOR) and Department of Public Health (DOPH) were invited to make presentations on their current working system, possibilities and constraints, and their recommendations to improve the road safety situation in Bhutan. The three of the key stakeholders, viz. RSTA, Traffic Police and DOPH made presentations on the subject as requested. The RSTA also made a presentation on the 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 of Public accounts (DPA), Ministry of Finance (MOF), Thimphu (Bhutan). The following stakeholders’ 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

SweRoad 59 (135) Appendix 1

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, DPA welcomed 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 and outputs, and also on some of the specific tasks to be accomplished under the current TA. He thanked the ADB for providing the TA grant amounting to US$ 700,000. He stated that given the low budget, it would not be possible to address all road safety related issues immediately under the current TA; however, this TA was very crucial in the sense that the current situations and issues would be reviewed and recommendations drawn for design and implementation of appropriate programs that would help in improving the road safety situation in Bhutan significantly. 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 on the urgent need to improve the situation. He thanked the stakeholders concerned for having extended necessary support and cooperation to the consultant team so far and requested them to continue to do so to accomplish the project outputs successfully. He also urged the participants to participate in the workshop actively and contribute as much as possible, and declared the workshop open.

SweRoad 60 (135) Appendix 1

2. Presentation on Task-1 Findings – By Mr. Fredrik Gustafsson, Consultant Team Leader The consultant Team Leader, Mr. Fredrik Gustafsson delivered his presentation on the consultant’s findings from the review of the current situation in relation to the road safety situation 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 management functions. He then made a detailed presentation on the Consultant team’s findings of the review of different aspects of the road safety situation in Bhutan which included highlights on the statistics of road crash incidents, statistics of vehicle population from 2000 to 2012 and comparison of Bhutan’s road safety situation against other best countries (i.e. UK, Sweden, Norway); it was highlighted that Bhutan was one of the worst countries in regard to road safety. He also presented the trend of road crash injuries and deaths in Bhutan from 2005 to 2012. He also highlighted the Bhutan Transport 2040 Strategies Report’s forecast that annual road crash deaths in Bhutan would exceed 750 by the year 2040 unless significant interventions are made urgently. He highlighted that the main cause of motor vehicle crashes in Bhutan was the human error, followed by alcohol, speeding, road/weather and defects in vehicle. Unlicensed driving was found to be the most frequent traffic contravention followed by flouting of traffic rules, speeding, wrong parking, etc. The statistics on traffic contraventions over three years from 2010 to 2012 showed drastic increase in the number of cases of violations. For instance, the cases of unlicensed driving which topped the cases of traffic contraventions increased from 271 in 2010 to 4677 in 2012. He continued presentation of his findings of the road safety related issues according to the five pillars of the UN Decade of Action for Road Safety, namely (i) institutional management for road safety (coordination, legislation, funding and resource allocation, promotion, monitoring, and, evaluation and research and development) (ii) safer roads, (iii) safer vehicles, (iv) safer road users (enforcement and education), and (v) post-crash response system. After the above presentation, the representative of the National Environment Commission Secretariat expressed his views that parking of vehicles along the side of the roads and stacking of construction materials along the roads was a major issue in Bhutan and needed to be addressed. The Consultant Team Leader informed the forum that he would make another presentation on his recommendations in the afternoon session in which all such issues would be discussed. 3. Presentation by Traffic Police - By Lt. Colonel Passang Dorji, S.P. (Traffic), Traffic Division, Royal Bhutan Police The presentation by Lt. Colonel Passang , Dorji, S.P. (Traffic), Traffic Division, Royal Bhutan Police covered current road safety situation in Bhutan, coordination and leadership issues, institutional issues, human resource and mobility constraints, statistics on vehicle population and road crashes, the initiatives they have taken, funding constrains, the plans and programs in pipeline, etc.

SweRoad 61 (135) Appendix 1

He informed the forum that the Royal Government had already approved the creation of a dedicated Specialized Traffic Division under the Royal Bhutan Police and that they were already working towards implementing it. He informed the forum that the Traffic Police had initiated whatever programs and activities they could at their level with the limited budget and human resources they have, and that there was very limited support and encouragement from the higher levels of the government. He added that all the road safety measures initiated by them were temporary and that recognition of the problem and intervention by high level authority was necessary to have permanent solution. He informed the forum that the Traffic Police today was seriously constrained by lack of appropriate tools and equipment, and skilled manpower and mobility. He informed that the Traffic Police, today, has only 3 Nos. of speed guns, 25 Nos. of breath analyzers (20 old and 5 new) and only 2 nos. of emission testing equipment. He further highlighted that more than anything else, lack of sufficient nos. of skilled manpower and insufficient no. of duty/patrol vehicles compounded by insufficient budget were the major constraints affecting their service delivery today. He requested the authorities and agencies concerned, particularly the Ministry of Finance, to consider providing adequate budget. 4. Presentation by Department of Public Health – By Ms. Karma Doma, Sr. Program Officer, DOPH, Ministry of Health The presentation by the Department of Public Health (DOPH) was delivered by Ms. Karma Doma, Sr. Program Officer of the DOPH. She started her presentation with some facts and figures related to road crashes. She pointed out that globally around 1.24 million people die annually due to road crashes. She cited the WHO SEAR finding that the road traffic related deaths are higher among middle income countries than in low income countries. She highlighted the Annual Health Bulletin 2013 record that the total road traffic related deaths from 2008 to 2012 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. She informed that the programs and activities the DOPH has initiated included short course training of traffic police, taxi drivers and ambulance drivers, developing and display of road safety messages in collaboration with Traffic Police, and, sensitization and advocacy on road safety to school children in schools in Thimphu and nearby districts. She highlighted some of the major initiatives and achievements of DOPH in regard to road safety which included drafting and launch of the Bhutan Decade of Action for Road Safety (2011-2020) in May 2011 under DOPH’s lead, establishment of Health Help Centre (HHC) with toll-free access Number 112 in 2011 and ambulance service with Emergency Medical Technicians (EMT) for emergency response, and health workers trained on ALS. She highlighted the major challenges and constraints faced by DOPH in regard to road safety as inadequate capacity of health care providers in emergency and trauma care management, lack of adequate manpower and turnover of trained manpower, information management – no common data in road traffic injury (RTI) deaths and budgetary constraints. She mentioned that the limited road safety programs and activities DOPH has undertaken/initiated were through funding from WHO and some non-governmental sources like insurance companies. She highlighted the need of greater recognition and support from the government to accomplish the common goal of improving road safety situation in Bhutan.

SweRoad 62 (135) Appendix 1

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, Chief Transport Officer, RSTA. He started his presentation with some still pictures of recent traffic crashes, road conditions and environmental conditions in the country. He then highlighted the motorization trend in Bhutan which showed that the total number of motor vehicles in the country was increasing very rapidly over the years - the number had increased from 19463 to 67,449 over a period of 12 years from 2000 to 2012. He then briefed the forum on the regional distribution of vehicle population in Bhutan with model shares of different types of vehicles. He highlighted the change in rank order of the disability-adjusted life years (DALY) for the 10 leading causes of the global burden of diseases. It showed that the Road Traffic Injury which was at the 9th position, i.e. the 9th most common cause of global burden of disease, in 1990 would move 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 in Bhutan. He concluded his presentation with a highlight that human errors contribute to about 60% 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 Assembly Resolution No. A/64/255 of 02 March 2010 proclaiming the Decade of Action for Road Safety 2011-2020. 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 for road safety promotion and management focusing on five Es (Education, Enforcement, Engineering and design of roads, Emergency and post-crash response, and Evaluation of the program). He informed that the DOA aims to contribute to Gross National Happiness (GNH) and synergistically contribute to the injury prevention program of the Ministry of Health, crime reduction strategy of the Royal Bhutan Police, Bhutan Transport 2040 Integrated Strategic Vision of the Ministry of Information and Communication, and climate change mitigation Plan of 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 lives and minimum hospitalization due to road crashes. He added that the DOA’s goal was to maintain the 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 and traffic flow management, (v) professional development in road safety, (vi) building evidence for road safety system, (vii) post-crash response, and (viii) legislation measures. This was followed by presentation on the DOA Action Plan matrix which details the specific activities to be implemented, activity level, timeframe for implementation and agencies responsible for implementing the activities.

SweRoad 63 (135) Appendix 1

In his presentation of the management of implementation of the DOA action plans, he highlighted that RSTA was designated as the lead agency for coordinating the implementation of the DOA action plans while each individual stakeholders were required to implement their portion of the activities contained in the DOA as part of their regular annual programs. He added that some of the activities like review and updating of existing legislations, organizational review and restructuring, etc. were already initiated and in progress. He further informed that most of the activities pertaining to RSTA were proposed in the 11th Five Year Plan which is in draft stage and supposed to be implemented during the five year plan period starting July 2013. He urged the stakeholders concerned to include their portion of the DOA activities in the 11th Plan if not done already. He highlighted lack of adequate funding as one of the major constraints hindering their road safety initiatives and then continued his presentation on funding arrangements highlighting the potential mechanisms/sources proposed in the DOA: He continued his presentation with indicators for monitoring the progress of implementation of the DOA action plans and concluded with mention of the key stakeholders involved in drafting the DOA. 7. Presentation on Task-1 Recommendations - By Mr. Fredrik Gustafsson, Consultant Mr. Fredrik Gustafsson, Consultant Team Leader delivered the presentation on the Consultant’s recommendations on Task-1 (Road Safety Diagnosis) with a starting note that the road safety situation in Bhutan requires urgent attention. His recommendations were structured according to the 5 pillars of the UN DOA. The most relevant excerpts from his recommendations are appended 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 in Bhutan Transport 2040 Strategies Report. ii) Develop a National Road Safety Strategy with final and intermediate outcome targets 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 cost benefit 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 are required. ii) A dedicated Parliamentary committee on road safety or road injury prevention needs to be instituted. iii) NRSB/C need to be established and mandated

SweRoad 64 (135) Appendix 1

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 cost benefit and effectiveness analyses. Road Safety activities is not a cost, it is an investment for saving lives and money iii) To be elaborated on in Task 6 report (Central budget, Road fund, Tolls, Fees, Levies on 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 a regular activity v) Vulnerable road users’ specific problems need to be addressed with proper infrastructure vi) Improve and implement system for control of overloading vii) Investment on road safety interventions should be based on socio-economic cost of road 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 speed limit 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, record keeping, procurement, budget and installation between RSTA, DOR, Police and other stakeholders. xii) Improve and enforce land-use planning regulations for road accesses to the highways and urban streets.

SweRoad 65 (135) Appendix 1

Pillar-3: Safer Vehicles i) Improve the mandatory vehicle inspection system and build adequately equipped inspection stations. ii) Implement random vehicle inspections and establish a dedicated Unit in RSTA and/or in Traffic Police. iii) Make the vehicle registration data base system accessible to all. iv) Deregister vehicles without renewed yearly mandatory registration and exclude them from 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 fatal accidents. 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 and establish 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 relevant authorities. 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 and follow up ii) Learner permits for driving training under supervision of parents could be introduced for 4-wheelers iii) Theoretical test should be updated according to international standard with more focus on risk perception and hazard detection, and digitalized

SweRoad 66 (135) Appendix 1

iv) Practical test should be updated according to international standard with more focus on driving 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 of Disaster 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 the Police vii) RTA statistics from MOH need to complement Police RTA statistics During the course of his presentation of the recommendations the presenter (Mr. Fredrik Gustafsson, Consultant Team Leader) also shared some good examples from the STRADA (the Swedish information system of road traffic accidents and injuries) including STRADA’s background, 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 the recommendations. The workshop participants were divided into 5 working groups and allotted 15 minutes time to work on the group tasks assigned to them based on the 5 pillars of DOA as follows. Group Task Assigned with ref. to Group Members No. DOA Pillars 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

SweRoad 67 (135) Appendix 1

(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 each individual working group presented/discussed the outcomes of their individual group work. The forum was informed that the Consultant will incorporate the recommendations from the group works 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 some specific topics and issues that emerged during the course of different sessions. Major topics/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 believed to be contributing to crash deaths rather than saving lives. They argued that many lives were believed to be lost just because they could not jump out or be thrown out from vehicles rolling down mountain slopes because of seat belts. The S. P. (Traffic Police) informed that although the existing legislature makes it mandatory to use seat belts it could not be enforced because of lack of sufficient evidences and understandings to convince road users. Mr. Thinlay Namgay, Chief Engineer, RSTA cited some past studies done in Bhutan which had showed that about 30% of the crash victims could have been saved had they been using seat belts at the time of crash. He stressed that seat belts really contribute to saving lives and its use need to be enforced. The Consultant Team Leader added that studies in other countries have also proven the benefit of using seat belts. He added that further studies in Bhutan may be necessary since Bhutan’s terrains are quite unique. ii) Mechanism for funding road safety programs During the course of the presentations and discussions, almost all the stakeholders mentioned lack 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

SweRoad 68 (135) Appendix 1

Plan to ensure funding and implementation. He also mentioned that one of the best ways to attract immediate attention and priority of the government on any such issues was to take such issues to Cabinet through the respective ministers. He also mentioned that the government will never approve proposals to retain and use the revenues collected by RSTA for the road safety improvement programs. iii) Creation of a Road Safety Unit under DOR One of the recommendations of the Consultant was to create an adequately equipped Road Safety Unit under DOR. The participants from DOR as well as other stakeholders expressed their agreement 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 and Design Manual by incorporating road safety requirements (standards and specifications) that need to be complied with at different phases of a road which include pedestrian walkways/footpaths, bicycle lanes/tracks, pedestrian crossings, drainages, provisions for old and physically handicapped road people, crash barriers, signages and markings, roadside amenities equipped with basic relief and rescue facilities, road design standards, etc. The forum agreed on the 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 the Road Safety & Transport Act 1999 (RSTA Act) to clarify and delineate roles and responsibilities appropriately. The forum was informed that the RSTA Act and the Road Safety & Transport Regulation 1999 was already being reviewed and that they would be put up to the new government as soon as possible for amendment. vi) Need for higher level body for effective coordination of road safety programs and activities The forum felt and expressed the need to have a higher level body to effectively coordinate the road safety programs, activities and issues. The forum was informed that a proposal for restructuring of the transport sector had already been drafted and was ready to be putting up to the 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 road safety issues were very complex and involved multi-sectoral and multi-level understanding and interventions. He remarked it would have been even more satisfying if there were participants from the Department of Local Government (DLG) too. He clarified that given the limited budget available for the current TA, the TA activities were focused on diagnosis of the issues, challenges and constraints, and, recommendations and preparation 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 to ensure budgeting and implementation.

SweRoad 69 (135) Appendix 1

He informed that the Consultant’s report with the findings and recommendations would be circulated for review and comments. He urged the participants and all the stakeholders concerned to study the report and comment carefully as road safety is an extremely pressing issue. He thanked the participants and all stakeholders concerned for having extended full cooperation and support to the MOF and the consultant team and declared the Workshop closed.

TASHIDELEK

SweRoad 70 (135) Appendix 2

Appendix 2 – Nepal Task 1 Workshop Minutes 24 May 2013 Minutes 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 16.30 PM to conform and integrate the review findings and addressing any issues that may have remained unsolved or not been identified. Also the objective of the workshop was to reach consensus on road safety management capacity weaknesses and institutional strengthening. The workshop was attended by the Technical Working Group members/Counterpart/ Participants from 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 Under MOHP 9841428695 [email protected] secretary 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]

SweRoad 71 (135) Appendix 2

S.N Participants Name Position Organization Tel. No. Email . Eng. 7 Bishnu Prasad Poudyal S.D.E DOR 9841419038 [email protected] 8 Arjun Kumar Chaudhary Mech. DOTM 9852046542 [email protected] Engineer 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 Trauma 9851160054 [email protected]`m Centre 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 Senior RBN 9851045319 [email protected] Engineer 16 Sanu Babu prajapati Senior RBN 9841307167 [email protected] Engineer 17 Pramila Devi Shakya PM ACQMP/DOR 9841316901 [email protected] Bajracharya 18 Sagar Gnawali Technical Road Board Nepal 4493515 [email protected] Director 19 Arjun Jung Thapa Project Postal Highway 4262693 [email protected] Director 20 Naresh Man Shakya S.D.E Bridge 9841428386 [email protected] Project(DOR) 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 Health MOHP Administrator 34 Shyam Kharel SDE DOR 9741578710 [email protected]

SweRoad 72 (135) Appendix 2

S.N Participants Name Position Organization Tel. No. Email . 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 Road 9849033917 Maint 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 Office ERMC P. LTD 9840068627 [email protected] Secretary 54 Shova Pandey Staff ERMC P. LTD 9803938393 55 Manoj Shrestha Computer ERMC P.LTD 9841800383 [email protected] Operator

Mr. Umesh Bindu Shrestha, Senior Divisional Engineer represented Department of Roads and welcomed the participants and opened the Workshop accordingly. The work shop was delivered in 4 parts I,e (1) Background , Methodology and Consultant’s key findings (2) Government views and Recommendations (3) Consultant’s key recommendations (4) Group Work and discussions. Mr. Fredrik Gustafsson Team Leader for SweRoad-PRCS-ERMC Consultant delivered his first presentation on the first part. 2nd Presentation was from Mr. Jagat Man Shrestha (SP Traffic Police) specially focusing on the present traffic situation in Kathmandu valley roads including the Koteshwar-Bhaktapur expressway. Mr.Shrestha delivered his presentation interestingly describing the practical aspects as to the road safety scenario in Nepal , how the Traffic Police are working today and also highlighted 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

SweRoad 73 (135) Appendix 2

handle the workload and future plan and proposal in order to enhance the safety aspects in the safer vehicles and Driver Licensing issues and extend the management capacities. 4th Presentation was from Mr.Tulasi Prasad Sitaula the Secretary for Ministry of Physical Planning and Transport (MOPIT). Mr. Sitaula delivered his presentation mainly focussing on Global Initiatives of Road Safety Action Plan and the new Nepal DOA AP. He also described the present scenario and future possibilities towards the development of Road Safety aspects in Nepal. 5th Presentor was Mr.Fredrik Gustafsson the Team Leader who reviewed recommendations on DOA 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 good alternative as Chairman) (b).Develop a National Road Safety Strategy with final and intermediate 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 are required. . Institutional a dedicated parliamentary committee on road safety or road injury prevention. . 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 cost benefit and effectiveness analysis, Road safety activities is not a cost, it is an investment for saving lives and money. (c) To be elaborated on in Task 6 report (Central Budget, Road fund, Tolls, Fees, Levies and fuel, 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

SweRoad 74 (135) Appendix 2

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 users and especially in Kathmandu. 5. Improve and implement system for control of overloading 6. Monitor and evaluate road safety investments with measurement of indicators such as speed 7. Improved human resources and capacity especially for RTU 8. Update the sign manual and develop guidelines for matching the speed limit with road function 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, record keeping, procurement, budget and installation between DOTM, DOR, Police and other stakeholders 11. Improve and enforce land-use planning regulations on accesses to the highways and urban areas P3 Recommendations Safer Vehicles: 1. Develop the mandatory vehicle inspection system and build inspection stations with proper 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 fatal accidents 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

SweRoad 75 (135) Appendix 2

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 and follow 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 on risk perception and hazard detection, and digitalized 4. Practical test should be updated according to international standard with more focus on driving 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 was organized 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 and the 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 group members 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 other group 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 were as follows :(1) Mr. Sanu Babu Prajapati (2) Mr. Bhimarjun Kandel

SweRoad 76 (135) Appendix 2

Group 5: Dr.Ashok Bajracharya Director General National Trauma Centre Kathmandu headed the 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 to evaluate 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 advised that the recommendations from the Consultant were agreed .However some of them suggested as follows: The Group leader 1 advised (a) Road Safety Rules and Regulations be drafted and get it be approved by MOPIT within 1 year. (b) Coordinating Agency be activated and lead the stake holders and the decision be taken up within 6 month through MOPIT.(c) The rules and regulations regarding outdated vehicles be implemented urgently (within 1 year) through MOPIT. (d) Upgrade the Public Transport System within 4 years through MOPIT.(e) Advertise/Publicize the Road Safety related matter/materials through media within 3 months through MOPIT and concerned stakeholders. Group 2 advised (a) Safety audit be conducted during design and construction phase respectively within 2-3 years through DOR/MOPIT/MOLD/DOLIDAR. (b) Road Safety funding be adequately allocated within 6 month through MOPIT/NPC/MOLD/MOF.(c) Road Sign be adequately installed and junction be planned within 2 years through DOR/MOPIT/DOLIDAR MOLD/Traffic Police.(d) Road encroachment cleared and traffic segregation be improved within 2 years through MOPIT/DOR/DOLIDAR/Traffic Police. Group 3 advised (a) Question No.1 I,e Consultant’s recommendations agreed.(b) The current challenges are like deregistration of old vehicles, encouraging and improving quality of public transport, discouraging private and small size vehicles, strictly enforcing emission standard, periodically and strictly checking road worthiness of vehicles. The team 3 also advised that in order to achieve sustainable funding for road safety (a) the authority should form co-operative mechanism for public transport (b) certain percentage of fuel tax should go directly towards road safety activities. It was also advised by group no.3 about the awareness campaign regarding the impact of unsafe vehicles including public reporting(through toll free number) about vehicles and driver’s behavior. Group 4 advised (a) the activities like high speed ,overtaking, alcohol driving should be managed immediately through police and seatbelt/pedestrian crossing be monitored properly through concerned authorities. Similarly license tests should conduct fairly through concerned authorities. Proper care and place be given to the pedestrians, cyclists in the rules and regulations to protect their rights to travel safely and fearlessly. Group 5 advised the necessity of national trauma care system and funding may be collected through levy in the vehicles/fuels and national fund/foreign aid through MOF.

SweRoad 77 (135) Appendix 2

Following the discussions as above, question raised from the participants were answered by the Team Leader Mr. Gustafsson. The Workshop closed at 16.30PM after the concluding remarks by Mrs Pramila Shakya Bajracharya the SE from DOR.

SweRoad 78 (135) Appendix 3

Appendix 3 – Bhutan Task 3, 5 and 6Workshop Minutes 30 August 2013 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: South Asia Road Safety Program (Phase-1: Bhutan and Nepal) towards improvement of road safety in 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 in effect from January 2013 to January 2014. The Ministry of Finance, Thimphu is the Implementing 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 was convened at the Hotel Phuntsho Pelri, Thimphu on 30 August 2013 (Friday) to deliberate and reach consensus on the findings and recommendations on the 3 tasks, viz. Task-3 (Road Safety Management Capacity Strengthening), Task-5 (Road Safety Policy & Business Procedures) and Task-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 initiatives with regard to improvement of transport sector in Bhutan including road safety. The Hon’ble Secretary chaired the initial first two sessions of the Workshop. The rest of the sessions were chaired 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, Thimphu ii) 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

SweRoad 79 (135) Appendix 3

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 discussions At the outset of the workshop, as desired by Hon’ble Chair, Dasho Kinley Dorji, Hon’ble Secretary of MOIC, Mr. Bhimlal Subedi, Chief Planning Officer, MOIC briefed the floor about the background of the TA/project. Hon’ble Secretary then shared with the floor the MOIC’s thinking and plans regarding the improvement of transport sector in Bhutan. He stressed that the country needed to face the reality that the vehicle fleet is increasing rapidly, cases of incidences and severity of road crashes are increasing rapidly and that it might get too late if required interventions are not made immediately. He added that none of the agencies were to be blamed but the system itself. He highlighted the need to restructure the sector as a key step to improve the situation. Hon’ble Secretary enquired what key issues or points did the participants wish to bring to his attention. To this, the Consultant Team Leader Mr. Fredrik Gustafsson highlighted the lack of proper 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 in process 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 World Bank report on status of road safety in south-east Asia. The presentation highlighted various issues, facts and figures related to road safety in the south-east Asia in general and specifically in Bhutan including its socio-economic impacts on the society and the country. Session-2: Presentation and discussion on Task-3 (Road Safety Management Capacity Strengthening) 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 various deficiencies and shortfalls in all spheres of the road safety management system. He stressed that the situation needed urgent attention. For instance, the inconsistencies and gaps in the statistical data of road crash fatalities and injuries between the hospital records and the police records posed challenges in analysis and design of appropriate interventions. Similarly, lack of adequate

SweRoad 80 (135) Appendix 3

leadership and coordination was highlighted as a key challenge in planning, designing, budgeting and implementing interventions. The session was conducted in an interactive manner. Therefore, the session was punctuated by discussions and exchange of views and ideas intermittently. Hon’ble Secretary then left the Workshop to continue under the chairmanship of the Director General 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 the proposed 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 and ideas 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 the existing situation of road safety funding in Bhutan. It was highlighted that the source of funding for road safety in Bhutan was solely from annual government budget; there was no visible funding support from any other agencies. He continued with presentation on the Best Practice road safety funding mechanisms tried and adopted in other countries around the world and in the region. He stressed that the government has to remain the primary source of funding and other funding sources/mechanisms should be considered as supplementary funding source. He concluded his presentation with recommendations to: (i) Establish and adopt a national official figure for socio-economic costs of road crash fatalities and injuries. This could be the basis for sourcing of funds for road safety interventions (It was highlighted that preliminary estimates had shown that the total value of lives lost per year in road crashes in Bhutan could be in the range of 26 million 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 (or a combination) of the Best Practice mechanisms tried and successfully adopted in

SweRoad 81 (135) Appendix 3

other countries could be the sources of this dedicated road safety fund which could supplement the annual government allocations. (iii) Introduce motor vehicle insurance levy or surcharge as one of the supplementary sources 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 exchange of views and ideas. Session-5: Group Work and Open Discussions Group works were conducted with an aim to involve the participants/stakeholders in reaching consensus on the findings and recommendations. The workshop participants were divided in to 3 groups, each group to work on the findings and recommendations pertaining to each of the 3 individual tasks. Following the group work, open discussions were held on the outcomes of the group works. Key outcomes 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 that they should continue to remain as 2 separate agencies but should be placed under one Ministry for better coordination. ii. Establishment of Road Safety Board with a adequately resourced Secretariat: It was agreed and recommended to establish a National Road Safety Board as the lead agency for road safety activities. There was also a general consensus on the proposal to 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 was agreed that RSTA should continue to play the lead agency role till the time the proposed Road Safety Board is established and functional. iv. RSTA to Institute a Coordination Committee (or a Steering Committee): It was agreed and recommended to immediately institute a Steering Committee to support RSTA coordinate and monitor the road safety activities across all sectors till the time a fully functional Road Safety Board is in place. v. Lead agency roles: The workshop agreed on the lead agency roles as highlighted in the consultant’s presentation. vi. Establish a dedicated Road Safety Unit within DOR: It was agreed and recommended to establish a dedicated Road Safety Unit within DOR as recommended 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 the same.

SweRoad 82 (135) Appendix 3

Task-5 (Road Safety Policy & Business Procedures) It was concluded that Road Safety Policies and Business Procedures as presented by the consultant was very relevant for Bhutan and that such policies and procedures would greatly help in improving road safety. The Group discussion also came up with suggestions to (i) include hillside protection measures in the safety considerations in road design. (This was said to be required mainly to protect road users from falling/shooting boulders), and (ii) include workers’ safety gadgets as mandatory item in the road works. Task-6 (Road Safety Funding mechanisms) i) Socio-economic costs of road crash fatalities and injuries: There was a general consensus on the need for Bhutan to establish and adopt a national official figure for socio-economic costs of road crash fatalities and injuries in the country. It was agreed that this would serve as a primary bargaining tool for sourcing of funds for road safety interventions. ii) Establishment of a dedicated fund for road safety: There was a general consensus on the need for Bhutan to establish a dedicated fund for road safety by adopting one or more, or a combination, of the 7 mechanisms tried and adopted in other best practice countries (as presented by the consultant). It was also discussed that deliberations at higher levels and government directives would be required for this purpose. iii) Introduction of levy or surcharge on motor vehicle insurance: This option of creating a supplementary source of funding for road safety was considered as a well- thought of option. The discussion, however, concluded that this would mean additional burden to insurance industries mainly in terms of human resource requirement. It was also felt that wider deliberations and consultations at different levels would be necessary. iv) Education and persuasion of insurance industries to finance road safety interventions: There was a general consensus on the need for insurance industries to understand the benefits of their supporting road safety interventions. It was stressed that reduction in road crash fatalities and injuries meant reduction in the insurance payouts. 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 studies which 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 for contributing with their time and valuable views, comments and suggestions. TASHIDELEK

SweRoad 83 (135) Appendix 4

Appendix 4 – NepalTask 3, 5 and 6Workshop Minutes 23 August 2013 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 safety into 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 at 11.30AM to 16.00 PM to conform and integrate the review findings and addressing any issues that may have remained unsolved or not been identified. Also the objective of the workshop was to reach consensus on road safety management capacity weaknesses and institutional strengthening (T3), develop road safety policies and business procedures to incorporate road safety into the lifecycle of roads and provide support in operationalization (T5) and identify sustainable funding arrangements for road safety (T6). The workshop was attended by the Technical Working Group members/Counterparts/ Participants from the stakeholders/ and Consultants as listed below. Senior Participants: Mr. Tulasi Prasad Sitaula, Secretaty MOPIT Mr. Rabindra Nath Shrestha, DDG, DOR Dr. B.R.Marasini, Senior Health Administrator, MOHP Dr.Ashok Ratna Bajracharya, Director, National Trauma Centre Kathmandu Mr. Sudarshan Prasad Thakal, Director General, DOTM Mr. Basant Pant, Superintendent of Police (Traffic) Mr. Naresh Pradhan Project Officer ADB Nepal. Mr. Fredrik Gustafsson, Team Leader, SweRoad

SweRoad 84 (135) Appendix 4

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]

SweRoad 85 (135) Appendix 4

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 Work discussions and prioritization of the recommendations. Opening and MOHP new study presentation Mr. Chandra Kumar Subedi, Senior Divisional Engineer DOR and Focal Person for the Program welcomed the participants and briefed the agenda of the workshop in short. Mr. Tulasi Prasad Sitaula Secretary MOPIT opened the Workshop and briefed the Present Scenario of Road Safety in Nepal along with his brilliant opening remarks. Mr. Sitaula started his remark by emotionally stating that People are questioning about the increasing road accidents and 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 for Road Safety. After the Road safety action plan was approved the scope has been tremendously increasing and the responsibility of the stakeholders towards road safety issues has been prioritized. However Mr. Sitaula admitted that there are problems like the rate of vehicles increasing, 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 policies and business too. Dr. Baburam Marasini (MOHP) delivered the outcome of their newly conducted Epidemiological Study of Road Traffic Accidents in Nepal Highways and especially In Nagdhunga – Mugling – Narayanghat road segment. During 2068 there were in total 615 accidents and during 2069 768 showing a catastrophic increase of 25%. Vehicle Types in Accidents

SweRoad 86 (135) Appendix 4

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 6 Mr. Fredrik Gustafsson Team Leader for SweRoad-PRCS-ERMC Consultant delivered his presentation 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 pointing out various deficiencies and shortfalls in all spheres of the road safety management system. He stressed that the situation needed urgent attention. For instance, the inconsistencies and gaps in the statistical data of road crash fatalities and injuries between the hospital records and the police records posed challenges in analysis and design of appropriate interventions. Similarly, lack of adequate leadership and coordination was highlighted as a key challenge in planning, designing, budgeting and implementing interventions. The issues recommending that the functioning of the high level lead agency with its secretariat is most important so that coordination between stakeholders is practically possible and accountable for their actions. This way the lead agency can work in planning and coordination, information and education and monitoring and evaluation. Task-5 Road Safety Policy and Business Procedures Mr. Bergh made detailed presentations on the proposed road safety policies and business procedures listed below: i) Introduction of Recognizable Road Types (Self-explaining roads) ii) Improved safety considerations in road design

SweRoad 87 (135) Appendix 4

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 safety activities is not a cost rather it is an investment for saving lives and money. The existing situation 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 the world and in the region was presented. He stressed that the government has to remain the primary source of funding and other funding sources/mechanisms should be considered as supplementary funding source. He concluded his presentation with recommendations to: (i) Establish and adopt a national official figure for socio-economic costs of road crash fatalities and injuries. This should be the basis for sourcing of funds for road safety interventions (It was highlighted that preliminary estimates had shown that the total value of fatalities and injuries per year in road crashes in Nepal could be in the range 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 was suggested that one or more (or a combination) of the Best Practice mechanisms tried and successfully adopted in other countries could be the sources of this dedicated road safety fund which could supplement the annual government allocations. (iii) Introduce motor vehicle insurance levy or surcharge as one of the supplementary sources 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 and recommendations was organized by formulating group 1 to 3. The group formation was as follows. Group 1: Mr. Rabindra Nath Shrestha DDG in Department of Roads headed the Group and the other 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 the Group 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

SweRoad 88 (135) Appendix 4

road safety policies and business procedures to incorporate road safety into the lifecycle of roads and provide support in operationalization Group 3: Dr. Ashok Bajracharya DG in Department of Trauma Centre headed the Group and the other 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 Identify sustainable funding arrangements for road safety. The following questions were put to all the group members for discussions and later in order to evaluate the findings and recommendations. Question No.1: Agree or not agree with Consultant’s findings and recommendations? Propose prioritization of the recommendations. Q.No.2: What are the current main challenges and constraints for implementing the recommendations? 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 advised that the recommendations from the Consultant were agreed. However some of them suggested as follows: Group 1 advised (a) Minister MOPIT should be NRSC head. (b) MOLD, MOH be included as key stakeholders.(c) Driver’s training institutions be formal and well staffed .(d) Information centers, awareness programs, be included to address the road safety activities.(e) Adequate resources be allocated to the road safety activities. Group 2 advised (a) Safe design of the road. (b) Concerned agencies like DOR,DOLIDAR should start to address the safety issues in their annual program .(c) Guidelines and Manuals be drafted and implemented towards safety activities.(d) Road safety Audit manual be updated and made 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 safety activities. (c) Road safety budget be separately included in new road construction or rehabilitation and the fund be utilized through RBN/DOR/DOLIDAR strictly towards road safety activities. Following the discussions as above, question raised from the participants were answered by the Team Leader Mr.Gustafsson. The Workshop closed at 16.30PM after the concluding remarks by Mr.Rabindra Nath Shrestha the DDG from DOR.

SweRoad 89 (135) Appendix 5

Appendix 5 – BhutanTask 2 (and 7) Workshop Minutes 17 Oct 2013, Minutes of Workshop Date and Time: 17 October 2013 (Thursday), 10.00 am – 2.30 pm, Venue: Hotel Phuntsho Pelri, Thimphu

Background ADB has provided a Technical Assistance (TA) under the 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 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 in effect from January 2013 to January 2014. The Ministry of Finance, Thimphu is the Implementing 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 iRAP works). The main objective of the Workshop was to deliberate and reach consensus on the findings and recommendations on the 2 tasks, viz. Task-2: Prepare road safety programs on selected high risk corridors and (ii) Task-7: Identify and prepare for subsequent design and implementation South Asia Road Safety Programs.

Workshop Participants Mr. Lham Dorji, Director General of the Road Safety & Transport Authority (RSTA), Thimphu chaired 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, Thimphu iii) Mr. Dophu Dukpa, Regional Transport Officer, RSTA, Thimphu iv) Ms. Ugyen Lhamo, ARTO, RSTA, Thimphu v) Mr. Thukten Nyendra, ARTO, RSTA, Thimphu vi) Ms. Lhaki Dema, Prog. Asstt. DPA, MOF, Thimphu vii) Ms. Karma Doma, Sr. Program Officer, Ministry of Health, Thimphu viii) Mr. Tougay Choedup, Executive Engineer, DOR, Thimphu ix) Mr. Tshering Wangdi, Chief Engineer, DOR, Thimphu x) Mr. Karma Tenzin, Executive Engineer, S&D Division, DOR, Thimphu xi) Mr. Sangay Wangdi, Executive Engineer, Thimphu Thromde (Municipality) xii) Mr. Ugyen Namdrul, Royal Insurance Corporation of Bhutan Ltd, Thimphu xiii) Mr. Phurba S. Tamang, Chief Transport Officer, RSTA, Thimphu xiv) Mr. Phuntsho Wangdi, ME, RSTA, Thimphu xv) Mr. Masayoshi Kawai, JICA Volunteer, RSTA, Thimphu xvi) Lt. Col. Passang Dorji, SP Traffic, Royal Bhutan Police, Thimphu xvii) Mr. Sonam Dendup, Sr. Plg. Officer, MOIC, Thimphu xviii) Mr. Prem Baral, D.O. Bhutan Insurance Ltd, Thimphu xix) Mr. Torsten Bergh, Road Safety Expert, SweRoad xx) Mr. B. B. Gurung, Dy. Team Leader/Road Safety Engineer, SweRoad/PRCS, Thimphu xxi) Ms. Nir Maya Rana, Office Assistant, SweRoad/PRCS

SweRoad 90 (135) Appendix 5

Workshop Proceedings and Outcome The proceedings and outcomes of the Workshop are noted in the Sections 1 to 4 below.

Opening Remarks by the Chairperson At the outset the Chairperson, Director General of RSTA, gave an overview of the project explaining 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 and requested the participants to participate actively.

Presentations by Consultants Presentation on iRAP works Mr. Torsten Bergh, Road Safety Expert, SweRoad presented an overview of iRAP and its methodologies. The Workshop was informed that the iRAP field survey in Bhutan had just finished and that the results and reports would be ready by December. Results from the recently completed Bangladesh iRAP works were presented as examples to show expected results for Bhutan 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 and recommendations 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) the Thimphu-Babesa Expressway (6.2 km).

He informed that the main safety problems on the 2 HRC are pedestrian and single run-off accidents. The safety measures proposed on the HRC between Semtokha and Khelekha on the East West Highway were as summarized below:

Unit Need Cost Measure Unit cost total Mill. Nu guard-rails km 4000/m 80 318 roadside reflectors km 30/m 80 2 retaining walls no 450000 75 34 bridge parapets no 928000 18 17 blind curves no 130000 22 3 Total 374 village 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 11 Total villages 28 SweRoad 91 (135) Appendix 5

The safety measures proposed on the Thimphu-Babesa Expressway were as summarized below:

Total Unit cost Measure Need Unit cost Unit Mill Nu Foot paths 8 km 3000 m 24 Bus bays 8 no 200000 unit 2 Side barriers 2 km 4000 m 8 Service roads 6 km 20000 m 120 Total 154 Accesses Not possible to estimate Ped crossings A master plan needed Intersections Detailed study of each location

Presentation on Task-2: Non-physical Measures on the Selected High Risk Corridors Mr. B. B. Gurung, Road Safety Engineer, SweRoad/PRCS made a presentation on the findings and 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 km Thimphu-Babesa Expressway. The safety measures proposed were as summarized below.

SweRoad 92 (135) Appendix 5

Tentative Sl.# Problem areas Proposed/Recommended measures (Soft) Remarks cost (Nu.) 1 Drink and drive Continue and expand public awareness campaigns X Provide breath analyzers - 6 Nos.(2 each for 2 police stations at (Alcohol) 5,10,000 @Nu. 85000/No. Wangdue and Punakha and 2 for Traffic Police in Thimphu) 2 Speeding Continue and expand public awareness campaigns X Install speed limit signs along the HRC roads X Cost being worked 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 Wangdue 12,00,000 @Nu. 200,000/No. and Punakha and 2 for Traffic Police in Thimphu) 3 Seat belt & Research on usefulness of seat belt in saving lives X helmet use Public awareness and education campaign x 4 Safer ways to Include road safety education in school curriculum x school 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, Tata 36 seated @ 81,00,000 Lobeysa LSS, Thinleygang LSS and Thinleygang MSS) 13,50,000/No. 5 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) – 20 720,000 @ US$ 600/set sets Provide 2 truck cranes for recovery and towing of vehicles – 1 for HRC 36,00,000 @US$ 30,000/No. and 1 for RSTA Thimphu 6 Vehicle Short-term trainings (up to 3 months) to motor vehicle inspectors of the x inspections RSTA Base Offices at Wangdue and Punakha and RSTA Thimphu. Provide 3 inspection vehicles (1 each for Police Stations at Wangdue, 24,00,000 @ Nu. 800000/No. Punakha and TP HQ) Provide 3 mobile break tester (1 each for Police Stations at Wangdue, 76,50,000 @ £ 30,000/set Punakha and TP HQ) 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 The Superintendent of Police (Traffic) explained that the use of seat belt is enforced on all rural roads while it has been relaxed in urban areas for reasons of practicality and convenience.

Group Work After the presentations by the consultants, group works were conducted to reconcile and consolidate the recommendations and proposals for each individual task. The following were the main 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.

SweRoad 93 (135) Appendix 5

Group 1 Expressway Mr. Sangay Wangdi, TT Mr. Karma Pemba, RSTA Ms. Ugyen Lhamo, RSTA Mr. Karma Tenzin, DOR Mr. Phurba S. Tamang, RSTA Mr. Prem Baral, BIL

Group 2 HRC Phy. Mr. Tshering wangdi, DOR Mr. Dophu Dukpa, RSTA Mr. Tougay Choedup, DOR Mr. Phuntsho Wangdi, RSTA Lt. Col. Pasang Dorji, Traffic SP

Group 3 HRC Soft DG, RSTA Mr. Thukten Nyendra, RSTA Ms. Lhaki Dema, DPA Ms. Karma Doma, DOPH Mr. Ugyen Namdruel, RICBL Mr. Kawai, JICA/RSTA Mr. Sonam Dendup, MOIC

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 years ago 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 allowing such humps in villages/settlements. vi) The representative of the traffic police suggested to provide taxi and bus bays and also two 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 median with concrete block barrier as provided on the swimming pool road. The consultant informed the Workshop that only one year’s accident statistics were available and that the available accident statistics did not sufficiently justify the proposed improvement in the existing median from the traffic safety point of view. He added that recent years’ accident data might support the proposed improvement in the median barrier. Group-2: Infrastructure Measures on Semtokha-Khelekha HRC i) 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 as a maintenance measure to improve sight distances and enhance road safety.

SweRoad 94 (135) Appendix 5

iv) They advocated the need of roadside amenities e.g rest areas with possibilities for emergency calls and rescue facilities (like ropes, stretchers etc). One such amenity is already there at Lamperi. v) They proposed to include facilities for local roadside vendors such as shelters and parking space. They informed that inconveniences were being caused to traffic flow and that 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 bays with parking spaces, footpaths and crossings, street lighting, etc. vii)They also proposed to include parking facilities at places of spiritual importance such as Drupchu (holy water springs). Currently there is only one such Drupchu located near Thinleygang within the Semtokha-Khelekha highway segment. viii)They pointed out that lack of budget, rugged terrain and lack of space for such roadside facilities were some of the main constraints. Group-3: Non-engineering measures i) 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 penalties for drunk driving should be implemented nationwide. - They proposed more speed cameras/speed guns, at least 10 each at every police station. - They pointed out that the existing speed limits with a rural speed limit of 50 km/h was decided in the time when Bhutan’s rural roads were all single-lane, and that there is 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 being referred 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 along the highways. - He also proposed to include speed cameras, e.g traffic pax, mounted inside police vehicles - He also proposed to include dedicated parking areas for school buses. - The group mentioned budgetary constraint as the main challenge.

SweRoad 95 (135) Appendix 5

i) Closing Remarks by the Chairperson and Closure of the Workshop In his closing remarks, the Chairperson, Mr. Lham Dorji, Director General of RSTA, thanked everyone involved in the project. He thanked the consultants for their hard works. He also thanked the ADB for supporting the Royal Government of Bhutan with the current technical assistance 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 for contributing with their time and valuable views, comments and suggestions.

***************TASHIDELEK*****************

SweRoad 96 (135) Appendix 6

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 Road Safety 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 10.00 AM to 16.00 PM. The objective was to conform and integrate the review findings and addressing any issues that may have remained unsolved or not been identified and to reach consensus on proposed physical and non-physical countermeasures. Workshop recommendations shall be considered and incorporated into the output of these 2 tasks which will be 2 reports with a set of recommendations for review and approval by the Government in principle, and subsequently taking action towards implementation. The workshop was attended by the Technical Working Group members and other counterparts/ participants as listed below. Senior Participants: Mr. Tulasi Prasad Sitaula, Secretary MOPIT Mr. Arjun Jung Thapa, DDG, DOR Dr.Ashok Ratna Bajracharya, Director, National Trauma Centre Kathmandu Mr. Sharad Adhikari, Director, DOTM Mr. Basant Pant, Superintendent of Police (Traffic) Mr. Fredrik Gustafsson, Team Leader, SweRoad Mr. Torsten Bergh, Road Safety Engineer/ Auditor

SweRoad 97 (135) Appendix 6

Detailed List of Participants: S.N Participants Position Organization Tel. No. Email . Name

1 Tulasi Sitaula TeamSecretary Leader Cum SWEMOPIT Road- (Bhutan) +975- [email protected] Road Safety Expert PRCS-ERMC 17650346 2 Fredric (Nepal) +977- Gustafsson 9808283461

Torsten Bergh Road Safety SWE Road- [email protected] Engineer/ Auditor PRCS-ERMC 3

3 Sonam Lama Director ERMC 9803481422 [email protected]

4 D. R. Sapkota DeputyTL/ Safety SweRoad- 9803914240 [email protected] Expert ERMC 5 Chandra Subedi SDE (Focal person) Dept. of Roads 9851115922 [email protected]

6 Basant pant SP Traffic 9841260460 [email protected]

7 Shova Bhandari Sociologist MOPIT 9843662712 [email protected] (KSUT) 9 Krishna B. Thapa Engineer DOR- RTU 9851069240 [email protected]

10 Bimal Subedi Project Manager K.D.R.E.P 9841321411 [email protected]

11 Arjun Jung Thapa DDT-DOR Department of 9841673588 [email protected] Road 12 Dr.Ashok Ratna Excucative.Directo National 9851020107 ashokbaj@ gmail.com Bajracharya r Trauma centre 13 Purba Kumar Rai SDE MOPIT 9851009066 [email protected]

14 Amindra Khadka Engg MOPIT 9849632701 [email protected]

15 Manish Man Engg DOR,MOPIT 9841756208 [email protected] Shakya 16 Umesh Bindu SDE DOR,HMIS 9841502349 [email protected] Sheretha 17 Niranjan Thapa Eng DOR,HMIS 9841147650 [email protected]

18 Ramesh K.Singh Eng Kathmandu 9842045634 [email protected] V.R.I.PRoj 19 Ujjwal Shrestha Eng DOR,Kathman 9847851494 [email protected] u 20 Ganga SDE DOLIDAR 9841206537 [email protected] Bdr.Basnet 21 Bishwo Shrestha Eng ERMC 9846142896 [email protected] SweRoad 98 (135) Appendix 6

22 Jayandra P. Er. ERMC 9841829236 [email protected] Shrestha 23 Pankaj Aacharya Er. ERMC 9846267774 [email protected]

24 Aan Shrestha Eng ERMC 9808204483 cresentaan@hotmail

25 Juhee Bohara Engg ERMC 9841485744 [email protected]

26 Preeja Joshi Engg ERMC 9841801021 [email protected]

27 Anjita Office Secretary ERMC 9840068627 [email protected] Chaulagain 28 Sanat Upadhyay HDE ERMC 9841886495 [email protected]

30 Sharad Adhikary Director DOTM 9851081781 [email protected] The 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 the workshop in short. Mr. Tulasi Prasad Sitaula, Secretary MOPIT, opened the Workshop and briefed the Present Scenario of Road Safety in Nepal along with his brilliant opening remarks. Mr. Sitaula informed that 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 tremendously increasing and the responsibility of the stakeholders towards road safety issues has been prioritized. However Mr. Sitaula admitted that there are problems like the rate of vehicles increasing, 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 policies and business too. Mr. Sitaula expressed optimistic views and said that hard exercises are necessary for the success of the programs. Team Leader Mr. Fredrik Gustafsson briefed the project background and introduction to the Workshop. Mr. Torsten Bergh, Road Safety Engineer/Auditor SweRoad, delivered the outcome of Task 2 study I,e Prepare road safety programs on selected high risk corridors. He briefed IRAP and his relevant experience from other countries. Similarly Mr. Bergh delivered his presentation highlighting the issues like Accident analysis and his recent Road Safety Inspections on High Risk Corridor Roads in Nepal. Mr. Fredrik Gustafsson, Team Leader SweRoad, delivered his presentation on task 2 and 7 specially highlighting the non physical measures.

SweRoad 99 (135) Appendix 6

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 other group 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 members were 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 were provided 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 the recommendations. Q. No.3: What are the current main challenges and constraints for implementing the recommendations? 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 advised that the recommendations from the Consultant were agreed .However some of them suggested as follows: The Group leader 1 advised (a) Relate geometric design (Radius, grade, speed etc) with safety and make aware the designers and general people more conscious about the impact of poor design (b) Foot path width as per pedestrian volume, ramp for disabled (also regular foot path at the intersections) (c) Traffic safety aspect in Hill Roads (Hill road and Plain roads have different issues) (d) Overloading of Trucks, Buses be addressed (e) Motorcycle problem in Urban area be addressed (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 base and Trauma Centre (k) Driver license procedure to review (l) Road Safety Audit in all phases of the 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) Issues relating to legislations, co-ordination, budgets (e) Safety Audit in all phases of Projects

SweRoad 100 (135) Appendix 6

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 and Manuals be drafted and implemented towards safety activities, road safety Audit manual be updated and made mandatory. Following the discussions as above, question raised from the participants were answered by the Team 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, the DDG from DOR.

SweRoad 101 (135) Appendix 7

Appendix 7 –BhutanTask 8, 7, 4, 2 Final Workshop Minutes 21 March 2014, Minutes of Bhutan Final Workshop Date and Time: 21 March 2014 (Friday) 10.00 am – 3.30 pm, Venue: Hotel Phuntsho Pelri, Thimphu

1. Background ADB has provided a Technical Assistance (TA) under the 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 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 January 2013 to mid 2014. The Ministry of Finance, Thimphu is the Implementing Agency for the TA activities 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). The main objective of the Workshop was to deliberate and reach consensus on the consultant’s findings and recommendations on Task-2 (Road safety programs on selected high risk corridors), Task-4 (Regional road safety collaborative mechanisms), Task-7 (South Asia Road Safety Programs), Task-8 (Design and monitoring framework) and iRAP Bhutan Report, and also to review and consolidate the findings and recommendations through Task-1 to Task-6. 2. Workshop Participants Mr. Lham Dorji, Director General of the Road Safety & Transport Authority (RSTA), Thimphu chaired 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, Thimphu iii) Ms. Tshering Choden, Env. Officer, National Environment Commission, Thimphu iv) Ms. Rinchen Wangmo, APO, Department of Local Government, Ministry of Home & Cultural Affairs, Thimphu v) Mr. Dilip Thapa, Dy. Executive Engineer, DOR, Thimphu vi) Mr. Karma Tenzin, Executive Engineer, S&D Division, DOR, Thimphu vii) Mr. Drakpa Wangdi, Engineer, DOR Thimphu Region viii) Ms. Khina Maya, Sr. PO, DOPH, Ministry of Health, Thimphu ix) Ms. Lhaki Dema, PO, DPA, Ministry of Finance, Thimphu x) Mr. Ugyen Namdrul, AM, Royal Insurance Corporation of Bhutan Ltd, Thimphu xi) Mr. Pema Wangdi, ARTO, RSTA, Thimphu xii) Mr. Sonam Gyeltshen, DCTO, RSTA, Thimphu xiii) Mr. Karma Pemba, Chief Transport Officer (CTO), RSTA, Thimphu xiv) Ms. Ugyen Lhamo, ARTO, RSTA, Thimphu xv) Mr. Phurba S. Tamang, CTO, RSTA, Thimphu xvi) Mr. Sonam Dendup, Sr. Planning Officer, MOIC, Thimphu xvii) Mr. Masayoshi Kawai, JICA Volunteer, RSTA, Thimphu xviii) Mr. Fredrik Gustafsson, Team Leader/Consultant, SweRoad xix) Mr. B. B. Gurung, Dy. Team Leader/Consultant, PRCS, Thimphu

SweRoad 102 (135) Appendix 7

3. Workshop Proceedings and Outcome The proceedings and outcomes of the Workshop are noted below. i) Opening Remarks by the Chairperson At the outset the Chairperson welcomed the participants from different stakeholders and gave an overview of the project explaining its background and progress made thus far. He highlighted the importance of the workshop and requested the participants to participate actively. He welcomed the participants and declared the workshop open. ii) Presentations by Consultants

a) Briefing on the Project by Consultant Team Leader Mr. Fredrik Gustafsson (Consultant Team Leader) made a brief presentation reminding the participants of the project impact, outcomes, outputs and tasks, and also on the project status. He informed that the current TA project which was initially planned to be completed in January 2014 had now been extended until June 2014.

b) Presentation on iRAP Bhutan Technical Report Mr. B. B. Gurung (Consultant Dy. Team Leader cum Road Safety Expert) made a comprehensive presentation on the iRAP Bhutan Technical Report. The presentation covered the iRAP overview and the results and reports on the iRAP assessment of about 365 km of high risk road corridors in Bhutan undertaken under the current TA project. The iRAP assessment had covered 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 a comprehensive presentation on the road safety programs (both infrastructure and non- infrastructure programs) proposed for the two High Risk Corridors (HRC), viz. (i) East West Highway segment between Semtokha and Nubding (102.7 km) and (ii) Thimphu-Babesa Expressway (6.2 km).

Semtokha-Nubding HRC: The infrastructure safety measures proposed for the Semtokha-Nubding HRC were as summarized below:

SweRoad 103 (135) Appendix 7

Table 1: EWH HRC infrastructure safety measures

Total rails Road Section / Village gate curves Bus bay Roadside Footpath Parking / reflectors Guard Rail Ped. crossing stopping bay Road lighting Speed control Retaining wall Sight cut blind Bridge/culvert (Av. LxH 36x5m) km m No. km No. No. No. No. No. No. No. Semtokha-Dochula 15 17 7 Hongtsho 700 1 700 2 2 Dochula-Metsina 34.5 1 18 13 0 0 Lumitsawa 500 2 Thinleygang 1000 3 1000 2 4 4 Metsina-Lobeysa 2500 5 2100 2 10 Lobeysa-Wangdue 3 2 2 Wangdue 2000 5 2 Wangdue-Chuzomsa 4.1 200 3 1 Chuzomsa-Tikizampa 3.7 10 10 Tiki zampa 0.3 200 1 1 4 Tikizampa-Nubding 20 9 Total 80.6 7100 15 3800 8 7 17 40 36 110 80.6 Unit 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

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 planning covering the entire stretch from Thimphu to Babesa end. He proposed that safety measures could be 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) Unit Rate Proposed Cost Safety measure Qtty proposed (Nu.) (Million Nu.) Footpath 8 km 3000/m 24 Bus bays 8 Nos. 200000/unit 2 Side barriers 2 km 4000/m 8 Median barriers 12 km 4000/m 48 Service roads 6 km 20000/m 120 Ped. Crossings Up to 10 Nos. 190 Intersections Up to 5 Nos. 35 Total cost (Million Nu.) 427 Total cost (Million USD) 7.12

SweRoad 104 (135) Appendix 7

Non-infra measures [Task-2: HRC programs & Task-7: Countrywide programs]

Non-infrastructure safety measures covering Task-2 (HRCs) as well as Task-7 (countrywide programs) proposed were as summarized below:

Table 3: Non-infra. measures (T2 and T 7)

Broad Areas of Proposed non-infrastructure safety Amount Unit Qtty Rate (Nu.) Intervention measures (Mill. BTN.) Pillar-1: Road safety management, Bhutan NRSB Establish NRSB Secretariat with Manpower Establishment and Equipment (RSTA) LS 5.00 Strengthen road Training in Road Safety Management safety Systems (2-3 weeks, South Asia - 2 slots each management for NRSB, DOR, Thimphu Thromde, RSTA and Slots 10 250,000 2.5 capacity of key Traffic Police) stakeholders Establish Road Safety Unit in DOR - LS 1.00 Equipment, furniture, tools (DOR) Establish a modern accident database LS 6.00 system in Traffic Division of RBP (RBP) Road safety Production and circulation/broadcast of awareness road safety information and messages LS 3.00 programs (RSTA) Monitoring and Evaluation of effectiveness of safety LS 6.00 Evaluation countermeasures (especially speed) (RSTA) Pillar-2: Safer road, Bhutan Institutionalize Training in Road Safety Audit, and Road Safety Audit Investigations and Treatment of Crash and black-spot Locations (For DOR officials, 2-3 weeks, Slots 3 250,000 0.75 treatment South Asia) (DOR) programs in DOR Update DOR's Revise DOR's standards and manuals to standards and include road safety aspects (DOR) LS 1.20 manuals Improve RSTA's Procure portable weighing system (for RSTA capacity to control Bases at Wangdue and Thimphu) (Eg. Set 2 800,000 1.60 vehicle overloading Hawkley ES700) (RSTA). Pillar-3: Safer vehicles, Bhutan Improve capacities Training in Motor Vehicle Inspection (for of RSTA and Traffic RSTA Bases at Wangdue, Punakha & Slots 6 250,000 1.5 Police in vehicle Thimphu; 2-3 weeks, South Asia) (RSTA). inspection and Procure specialised inspection vehicles (1 testing each for Traffic Police at Wangdue, Punakha No. 4 1,600,000 6.40 & Thimphu, and RSTA Thimphu) Procure portable brake tester (EWJ 92400) (for RSTA Bases Wangdue, Punakha & Set 3 3,500,000 10.5 Thimphu) (RSTA) Pillar-4: Safer road users, Bhutan Enforcement Develop a joint national enforcement LS 1.25 strategy strategy (RSTA)

SweRoad 105 (135) Appendix 7

Broad Areas of Proposed non-infrastructure safety Amount Unit Qtty Rate (Nu.) Intervention measures (Mill. BTN.) Traffic police Procure fully equipped traffic police cars No. 3 1,600,000 4.80 Vehicles (RBP) Procure fully equipped traffic police No. 3 350,000 1.05 motorcycles (RBP) Drink and drive Procure breath analyzer (2 each for Traffic (Alcohol) Police at Wangdue, Punakha & Thimphu) No. 6 85,000 0.51 (RBP) Speeding Procure speed guns (2 each for Traffic Police No. 6 200,000 1.20 at Wangdue, Punakha & Thimphu) (RBP) Procure ptz 36zoom speed camera (block module - vehicle mountable (2 sets for Set 2 500,000 1.00 Traffic Div. of RBP Thimphu) (RBP) Public awareness campaigns on speeding and alcohol jointly with enforcement (RSTA) LS 1.25 Seat belt & helmet Local research and public awareness use campaigns on seat belt and helmet use LS 6.00 jointly with enforcement (RSTA) Safer ways to Inclusion of road safety in school curriculum LS 1.50 school (RSTA) Mobilise and coordinate public supports and LS 3.00 contributions especially of parents (RSTA) Pillar-5: Post-crash response, Bhutan Trauma Procurement of ambulance (1 each for Bajo management, Hospital, Punakha Hospital & Thimphu Ref. No. 3 2,800,000 8.4 rescue and Hospital) (DOPH) recovery Training in Emergency Medicine and Trauma Care (3 slots each for the hospitals Slots 9 250,000 2.25 at Bajothang, Punakha and Thimphu; 2-3 weeks, South Asia) (DOPH) Incountry Training in Emergency Co- ordination, jointly Hospitals, Police and No 1 500,000 0.5 rescue. Nationally in country (RSTA) Procure automatic splints (10 sets each for Wangdue, Punakha & Thimphu hospitals) Set 30 36,000 1.08 (DOPH)

Total cost for equipment and support systems in million BTN. 79.3 Total cost in million US$ 1.322

Task-7 (Countrywide proposals): Mr. Fredrik Gustafsson (Consultant Team Leader) continued the presentation and discussion with Task-7 (Countrywide program proposals) covering mainly the mass scale infrastructure program proposals and Technical Assistance. The list of potential roads for mass scale infrastructure programs was also presented as shown in the table below.

SweRoad 106 (135) Appendix 7

Table 4: Potential corridors for mass scale infra program

Traffic volume estimates (Bhutan Highways of regional importance for mass Length Transport 2040 Strategy Report) scale infrstructure progrms (km) 2010 2020 2040 North-south highways: Phuentsholing-Thimphu 173 1000 2000 7500 Gelephu-Sarpang-Tsirang-Wangdue 196 500 1000 4000 Gelephu-Zhemgang-Trongsa 244 200 400 3000 Nganglam-Gyalposhing 75 u/c <500 3000 Samdrup Jongkhar – Trashigang 180 300 600 2500 East-West highway : Trashigang-Mongar 91 NA NA NA Mongar – Thrumshengla 111 NA NA NA Thrumshengla-Bumthang (iRAP) 82 NA NA NA Bumthang-Trongsa (iRAP) 68 NA NA NA Trongsa-Nubding (iRAP) 97 300 600 2500

Highway to Paro International Airport Chuzom-Paro highway 24 1000 2000 7500 Total 1341 He highlighted the need to prioritize the corridors and also the safety measures for the mass scale program. He explained some of the criteria as listed below that could be used for prioritizing of corridors and measures. 1. iRAP assessments 2. High accident risk 3. Benefit Cost Ratios (BCR) 4. Saved number of Fatalities and Severe Injuries (FSI) 5. FSI density/km 6. Traffic volume 7. Regional importance/ trade corridor

It was shown that if all the potential corridors as shown above were to be considered for the mass scale programs, the cost of the program would be over USD 82 million even with exclusion of some of the safety measures as shown in the table below.

Table 5: Overview of mass scale infra. program

Infra. Safety measures Unit Tentative Unit Rate Cost Qtty (Nu.) (Million Nu.) Guard Rail km 1052 4000000 4209.7 Footpath m 92708 2000 185.4 Ped. Crossings No. 196 25000 4.9 Road lighting km 49618 2200 109.2 Speed Control Gate No. 104 300000 31.3 Parking bay No. 91 200000 Bus bay No. 222 200000 44.4 Blind Curve improvement No. 522 130000 Bridge/culv rails No. 470 600000 282.0 Retaining walls No. 1436 450000 Roadside reflectors No. 1052 50000 52.6 Total cost (Million Nu.) 4920 Total cost (Million USD) 82

SweRoad 107 (135) Appendix 7

Technical Assistance: The Consultant highlighted the following major areas requiring Technical Assistance in the form of long-term deployment of international experts. • Experts proposed: Cost - Nu. 190 + million (USD 3.2 + m) 1. Road Safety Management - 22 MM 2. Accident Data Base System - 6 MM 3. Road Safety Awareness Programs - 6 MM 4. Road Safety Legislation - 3 MM 5. Police Enforcement Management and Operations, 12 MM 6. Overloading commercial and public vehicles (Police) – 6 MM 7. Vehicle Fitness Inspections, 6 MM 8. Driver Testing and Licensing, 6 MM 9. Monitoring and Evaluation - 12 MM 10. Road Safety Engineering - 12 MM 11. School Education, 4 MM 12. Emergency Medical Services, 6 MM

It was also highlighted that national/local experts would be required to the same extent to support the international experts. It was also mentioned that additional technical assistance would be required for national workshops, regional coordination seminars and meetings, studies/surveys and designs, etc. The overall summary of the Task-2 and Task-7 preliminary proposals was as shown below.

Table 6: Summary of T2 and T 7 programs

Costs Cost Programs Remarks Mill. 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. safety 100 1.7 T7 programs (incl. design HRC 1.5) 1,230 20.5 Total mill Nu. mill.USD Other priority corridors mass scale 5-6000 80-100 T7 infra. programs The Consultant concluded his presentation by highlighting some of the most important recommendations from other Tasks (Task-1 to Task-6).

d) Presentation on Task-8: Design and Monitoring Framework

SweRoad 108 (135) Appendix 7

Mr. Fredrik Gustafsson (Consultant Team Leader) made a presentation on the working draft proposal on Task-8 Design and Monitoring Framework (DMF) including Task 4 Regional road safety collaborative mechanisms. The presentation emphasized on the performance targets, activities and timeline.

e) Group Work After the presentations by the consultants, group works were conducted to consolidate the recommendations and proposals for each individual task. Four groups were formed as below.

Table 7: Group work (Division of group work)

Group No. and Task Group members Group-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, NEC Ms. 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 Key outcomes of the group works are noted below:

Group-1: Task 2 - Infrastructure programs for EWH HRC and Expressway i) 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 along the 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 to increase the No. of slots to 20 and cost to Nu. 5 million. . Production and circulation/broadcast of road safety information and messages - The group felt that the proposed cost of Nu. 3 million would be insufficient and needed to be revised to Nu. 5 million. o Pillar-2:

SweRoad 109 (135) Appendix 7

. Training in Road Safety Audit and Treatment of Crash Locations - The group 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 the proposal. o Other suggestions: The group suggested to include installation of CCTV mainly along the Expressway. The group also suggested to include some dummy speed cameras in the proposal. Group-3: Mass scale infra program and countrywide non-infra program The group agreed and supported all the recommendations and proposals presented by the consultant. The group had no any other suggestions and comments. However, the Group-2 made the 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 scale program. The group felt that the corridors already covered by the iRAP assessment under the current TA could be accorded the second highest priority.

. Prioritization of safety measures for mass scale program: The group felt that speed control gates and roadside reflectors could be given lower priority if required to prioritize.

Group-4: DMF and Task-1, 3 and 6 Recommendations i) 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 Workshop In his closing remarks, the Chairperson, Mr. Lham Dorji, Director General of RSTA, thanked everyone involved in the project. He thanked the consultants and the participants for their hard works. He also thanked the ADB on behalf of the Government and people of Bhutan for supporting the Royal Government of Bhutan with the current technical assistance. He expressed hope that the ADB would consider the consultant’s recommendations and approve the next phase at the earliest. He recalled experiences from some of the similar past projects where consultant’s reports had remained unimplemented due to lack of adequate funds and expressed hope that ADB would consider this project favorably. He concluded by thanking the workshop participants for their active participation and for contributing with their time and valuable views, comments and suggestions.

***************TASHIDELEK*****************

SweRoad 110 (135) Appendix 8

Appendix 8 –Nepal Task 8, 7, 4, 2 Final Workshop Minutes 4April 2014, 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 and integrate the review findings and addressing any issues that may have remained unsolved or not been identified. Also the objective of the workshop was to focus and present the final outcome of the TA, viz. Task-7: Identify and prepare for subsequent design and implementation South Asia Road Safety Programs (Phase-1: Bhutan and Nepal) and Task 8 Design and Monitoring Framework (DMFs) for subsequent road safety investment projects including the result of iRAP (International Road Assessment Program) and use in Task 2: Prepare road safety programs on selected high risk corridors and task no.7. Also the Task 4: Regional road safety collaborative mechanisms were highlighted in the Workshop. The Output of these tasks will be reports with a set of recommendations for review and approval by 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.

Senior Participants: Mr. Tulasi Prasad Sitaula, Secretaty MOPIT Mr. Arjun Jung Thapa, DDG, DOR Mr. Keshab Kumar Sharma, DDG, DOR Dr.Ashok Ratna Bajracharya, Director, National Trauma Centre Kathmandu Mr. Naresh Pradhan, Project Officer, ADB Nepal. Mr. Sharad Shrestha, Project Director, KSUTP Mr. Fredrik Gustafsson, Team Leader, SweRoad Mr. Sharad Chand, SSP Nepal Police HQ. Mr. Rajendra Singh Khadka, Deputy Superintendent of Police (Traffic).

SweRoad 111 (135) Appendix 8

Detailed List of Participants: S.N. Participants Name Position Organization Tel. No. Email 1 Tulasi P. Sitaula Secretary MOPIT 2 Keshab K. Sharma DDG DOR [email protected] 3 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 9841311166 6 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 Singh Dy SP Traffic Police 9848371963 Khadka 11 Krishna Prasad Unit Chief DOR, Traffic unit 9847045458 [email protected] Bhandari 12 Sanat Upadhyay HE ERMC 9841886495

13 Dhana Raj Sapkota Road safety SweRoad- ERMC 9803914240 Expert / DTL 14 Nabin Kumar SDE MOPIT 9851198164 nkpokhrel @gmail.com Pokharel 15 Arjun Kumar Chan M.Er. DOTM 9852046542 arjun_engineer123@yah oo.com 16 Gopal Prasad Sigdel Project DOR 9851185233 [email protected] Manager 17 Dr. Padma Bdr.Shahi Tech. Advisor DOTM 9851091057 [email protected]

18 Arjun Jung Thapa DDG DOR 9841673588 [email protected]

19 Dr. Ashok Exe. Director National Trauma 9851020107 [email protected] Bajracharya Centre 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 Project JICA 9851081228 [email protected] Manager p

SweRoad 112 (135) Appendix 8

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] om 30 Aashitosh Karki OS RRRSDP-2 9849776522 [email protected] om 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] m 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 his opening remarks Mr. Sitaula informed that Interim Management has been set up for NRSC functioning and initiation has already been there to formulate and implement the Road Safety Program. However he stressed that whatever is being done now has been in consideration targeting the DOA time frame. Mr. Sitaula hoped that this workshop shall be contributing a lot to this target of Road Safety. Mr. Naresh Pradhan, Transport Officer ADB Nepal highlighted the concern from ADB towards the increasing accidents in Nepal and mentioned the cause of accident like driver’s negligence or poor vehicle condition etc. to be addressed through the ongoing Road Safety Programs or design the activities in future in a very practical way. The first Presentator was Mr. Fredrik Gustafsson Team Leader and focused the Design and Monitoring Framework for possible next phase where about 37 Million USD has been estimated for Physical Measures. Also explained the entire 9 Task done in this Project in brief and mentioned that this is the sixth Workshop including the kick off done in the beginning. iRAP principle 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 Principle behind the safety program, basis for proposed safety measures and current safety problems. Non Physical measures and Technical assistance was briefed with recommendations. Mr. Gustafsson presented the draft DMF (Design & Monitoring Framework) mentioning that the final outcome of present project is to propose the next phase. This was agreed by all participants and a separate meeting with Secretary MOPIT was fixed in order to discuss and agree the DMF drafted by Consultant where Mr. Naresh Pradhan from ADB was proposed to participate. SweRoad 113 (135) Appendix 8

In his presentation as above Team Leader highlighted the Recommendations mostly in the area Management, 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 was organized 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 and the other group members were as follows: (1) Krishna Prasad Bhandari (2) Mr. Suraj Sigdel (3) Mr. Sharad Chand  Group 2: Mr.Guru Prasad Adhikari, Engineer in Department of Roads headed the Group and 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 Group and 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 to evaluate the Presented Tasks i.e 4,7,8 and iRAP and recommendations.  Question NO. 1. Do you agree/disagree with the findings and recommendations? Are there any other?  Q.No.2. If we are required to cut down on some of the Proposed Programs, which ones would 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 advised that the recommendations from the Consultant were agreed. However some of them suggested as follows: The Group leader 1 advised (a) The current study should address the problems like footpath, parking bays etc. in the village areas. Group 2 advised (a) co-ordination between key stakeholders like DOTM, DOR, Police is most in order to address the road safety programs. Similarly the provision of Road Safety Audit and strong rules and regulations towards traffic control was recommended. Group 3 advised (a) to prioritize some corridor taking consideration of road safety. (b) road safety audit manual be drafted separately for SRN and LRN Following the discussions as above, question raised from the participants were answered by the Team Leader Mr. Gustafsson. The Workshop closed at 16.30 PM after the concluding remarks by Mr, Krishna Prasad Bhandari the Focal Person of the Program.

SweRoad 114 (135) Appendix 9

Appendix 9 – Study visit program Date: Monday 21 October 2013, Stockholm Arrival Stockholm, Sweden, Monday 14.20 NEP and 17.20 BHU Hotel Birger Jarl, Tulegatan 8, 104 32 Stockholm, Sverige, Telephone: 46-8-6741- 19.00 800, Fax: 46-8-6737-366 Date: Tuesday 22 October 2013, Stockholm Bilprovningen Sollentuna (Swedish vehicle inspection Company), 09.30 – Hovslagarevagen 1, Mr Morgan Isacsson 12.00  Vehicle safety and fitness inspections  Swedish history of Vehicle Inspections and future plans Swedish Transport Administration and SweRoad, Mr Dag Lundgren and Fredrik Gustafsson 13.00 –  General presentation of the Swedish Transport Administration and SweRoad 15.30  Overview of the Swedish Driver Training and Examination System.  Risk Education – an overview  Computer theory and driving test administration 15.30 – Swedish Transport Agency, Ms Marie Skyving 16.30  STRADA - Swedish Traffic Accident Data Acquisition 18.00 Swedish-Bhutan-Society.org , Alf Persson, Chairman Hotel Birger Jarl, Stockholm Date: Wednesday 23 October 2013, Stockholm to Borlange Swedish Traffic Police, Vretenvagen 6, Ms. Annette Bjorkqvist, Mr. Fredrik 09.30 – Stahle and Tomas. 12.00  Enforcement strategies and tactics  Vehicles and Equipment 13.00 – Road Safety Center Gillinge Ltd.Mr. Thomas Lundgren 15.00  Mandatory risk-education for License A and B students, step 1 and 2. 15.00 – Study tour on the roads to Borlange 19.00 Best Western Gustav Wasa Hotel, Tunagatan 1, Borlange, tel 0243-21 74 00. 19.00 Dinner with SweRoad Managing Director Mr Jonas Hermanson Date: Thursday 24 October 2013, Borlange Swedish Transport Administration and Swedish Transport Agency, Mr. Mats- Ake Belin and 09.00 – 16.00 Mr. Hans-Yngve Berg  Planning and management of road safety  Speed Management and speed cameras

SweRoad 115 (135) Appendix 9

 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 – Study tour on different roads back to Stockholm 12.00 12.00 – Stockholm Norra Lanken, Mr. Michael Lundborg 13.30  Site Visit: Construction work - Northern Link Swedish Transport Administration, Traffic Stockholm, Mr Thomas Julner 14.00 – 16.00  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).

SweRoad 116 (135) Appendix 10

Appendix 10 –Bhutan Study Visit Report RSTA/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 Program Phase I: Bhutan and Nepal, Study Visit on Road Safety Management Capacity Strengthening to Sweden from October 20 to 27, 2013 and SESEC Trade Facilitation and Transport Working Group 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 to Sweden vide Letter No. DPA/ADB-3P/2013/430 dated 24 September, 2013 of the Director General, Department of Public Accounts, Ministry of Finance and cleared vide Letter 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 Transport Working Group meeting by 171st MHRC meeting held on July 01, 2013 and forwarded to DPA vide letter No. MoIC/HRD-2/2013/13 dated July 01, 2013. The nomination was cleared by Ministry of Foreign Affairs vide MFA/MD/ADB-56/2013/1203 dated October 23, 2013. The Government has approved the above Study Visit for Lt. Col Passang Dorji, SP, Traffic Division, 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 by 1730 hours local time on October 21, 2013. There was a transit waiting of 8 hours at Bangkok and 7 hours at Beijing. We were picked by the Taxi detailed by the Coordinator and dropped at Hotel Birgel Jarl, Tulegtan 8, 104 32 Stockholm. Mr. Fredrik Gustafsson, Team Leader met us at the Hotel by 1900 hours and joined us by Bikram 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

SweRoad 117 (135) Appendix 10

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 to see us and discussed Swedish-Bhutan Friendship Activities in Sweden. Mr. Alf had been in Bhutan earlier and had offered us Dinner in a nearby Restaurant. We thanked him for the effort with a small gift. He has been working in bringing more interaction between Sweden 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 SweRoad 118 (135) Appendix 10

1. Informal visit to Shopping Mall Took the Stockholm-Beijing-Bangkok Flight at 1330 hours on October 26, 2013 and transit through 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 people as 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 in their field of operations. The presentations were specially made for the team and all presentations were informative and relevant for the Road Safety measures, most of which can be replicated with some modifications. The efforts made for Road Safety were almost similar but degree of technical level and sophistication are much higher in Sweden, which is known as the best road safety country in Europe, especially in Scandinavian Countries. Swedish Transport Administration follows the Road Safety Vision Zero on the Move. When Vision Zero was first introduced in 1995 it represented a whole new way of viewing the problems 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 by Parliament, which has resulted in changes in road safety policy and the work approach taken.  Is both an attitude to life and a strategy for designing a safe road transport system. It establishes 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 which are manageable for the road safety. There were field visits were the road safety measures were practically implemented. It was the Vehicle Inspection process which is very sophisticated and the infrastructure is also very costly which developing countries may not have resources to replicate. The other interesting field visit was inspection of the Traffic Equipment. The Traffic Police have the well-equiped Van, Light Vehicle and Motorcycles which are fitted with GPS system and can be located instantly. It is also informed that they have the dedicated and hardworking Traffic Police, who are result oriented and spare no measure to conduct highly road safety disciplines. We are impressed by the Traffic Disciplines in Sweden. The Road Signs, the Traffic Signal the use of Seat-Belt and many other Road Safety Measures. We have many more to learn from Sweden. As reported, resource will be the impediment for adopting such measures in Bhutan. It is important a beginning is made in Bhutan and Nepal and these measures are to be included in the Report of the currently undergoing South Asia Road Safety Programme Phase I - Bhutan and Nepal. There were many classroom presentations to cover the wide range of subject of Road Safety and because of this, there were few practical field visits which would have been more useful for the SweRoad 119 (135) Appendix 10

senior Road Safety Officials. There was no time for organised visit to traffic centers, control rooms, 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 is being constructed to decongest the open-air traffic and provide space for important human settlement like buildings, parks and natural landmarks. We thought of Phuntsholing Thimphu and Paro Tunnel Railway link as a possibility and many other Tunnel Roads to shorten the travelling distances. Overall the Study Visit was very useful for us. We are placed in job without the detailed knowledge of managing the National Transport with emphasis on the Road Safety. The fatality rate for Bhutan is 14/10000. The Study Visit has opened our eyes to many pertinent issues that hamper the Road Safety. The trip usefulness is 10/10, appropriateness of the programme considering the main topic of the project 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 Safety Programme in Sweden. (Lham Dorji) Director General NOTE: The following documents are recorded in the File of the Study Visit on Road Safety Management Capacity Strengthening – South Asia Road Safety Programmme Phase I – Bhutan and Nepal 1. Road Safety : Vision Zero on the Move 2. Pocket Facts 2010, The Swedish Transport Administraation, railways, roads, traffic and transports 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 new interi 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 and transports 12. Collision & Consequence – The importance of concerted action to improve road safety

SweRoad 120 (135) Appendix 11

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 CAPACITY STRENGTHINING 21-27 OCTOBER 2013, SWEDEN Sir, We are herewith submitting the Road Safety Study Visit report, combined trip on ADB TA South Asia Road Safety Program Phase I: Bhutan and Nepal, Study Visit on Road Safety Management Capacity Strengthening to Sweden. We undersigned officials had been nominated to attend the above mentioned visit. As per the mandatory provision of Government of Nepal and Asian Development Bank we have prepared this report and submitted to concerned authority. Any directives 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

SweRoad 121 (135) Appendix 11

A Participation Report on Nepal Bhutan Study visit on Road Safety Stockholm, Sweden 21st October 2013- 25th October 2013 1. Background A funding from Asian Development Bank for Regional Capacity Development Technical Assistance South Asia Road safety program (Phase 1: Bhutan and Nepal ) had incorporated in the 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 Nepal to nominate two numbers of staffs working with the Fact Finding Mission. In the process Ministry of finance, GoN forwarded the request to Ministry of Home Affairs to nominate one Traffic police officer and one letter to Ministry of Physical Infrastructure and Transport to appoint one officer from Department of Roads preferably from Road & Traffic Unit. As per the procedures of each ministry Mr. Chandra Kumar Subedi, , Senior Divisional Engineer working at Road & Traffic Unit and deputed as focal person for the Mission was nominated from Ministry of Physical Infrastructure and Transport ( MoPIT ) and Mr. Bikram Chand, Superintendent of Police for Central Region of Nepal was nominated from Ministry of Home Affairs ( 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. Programs Nepal Bhutan study visit Sweden 21-25 October 2013 Monday, 21 October 2013------Arrival at Stockholm 9:30-12:00 Swedish Vehicle Inspection Company  Vehicle Safety & Fitness Inspection  Swedish history of vehicle inspection and future plans 13:00-15:30 Swedish Transport Administration (STA) and SweRoad Tuesday, 22 Oct 2013  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

SweRoad 122 (135) Appendix 11

 Swedish Transport Data Acquisition-STRADA Wednesday, 9:30-12:00 Swedish Traffic Police 23 oct 2013  Enforcement Strategies and tactics Stockholm-  Vehicles and Equipment Borlange 13:00-15:00 Road safety centre Gillinge Ltd  Mandatory Risk education for License A & B students 15:00-19:00 Study tour on the road to Borlange Night haltage at Borlange, Best Western Gustafa Wasa Hotel Thursday, 09:00-16:00 Swedish Transportation Administration & Swedish 24 Oct 2013 Transport 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, 25 08:00-12:00 Study tour on different roads to Stockholm Oct 2013 12:13:30 Site visit; construction work- Northern link (Tunnel) Borlange to 14:00-16:00 Swedish Transport Administration, Traffic Stockholm 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. Fredric Gustafsson in time and reached the spot as per schedule. Mr. Morgan Isacsson from SVIC was ready to receive us and proceed with the program .He took us all around the test centre and explained about the methodologies. This was beyond our expectation. Every step of vehicle inspection right from online registration and confirmation of time, arriving at the centre, entering into the process and checking of tyre to engine, safety devices, body and every minor parts were shown and explained to us. The technology used for the process was supposed to be latest and all the 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 the Centre and history of the vehicle Inspection system establishment in Sweden. SweRoad 123 (135) Appendix 11

Vehicle Inspection is being carried out We 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 and we reached there in time. Mr. Dag Lundgren and his team were waiting for us to brief us about the whole program and STAd. We were given the presentation on Swedish Transport Administration and SweRoad and explained about its administrative procedures. There was also presentation 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 it is not as elaborate as in Sweden. The presenters happily answered our queries and we had good exchange of our system’s pros and cons. In the second leg of the II half we were taken to Swedish Transport Agency Data Acquisition centre where Ms Marie Skyving was there to welcome us. She gave us very important presentation on data acquisition. The accident data are collected from two sides, from traffic police and hospitals. They are input in the central data collection format and processed through a software which compares and filters to merge them to make it final data. Driven back to Birger Jarl Hotel. Tulegatan 8

SweRoad 124 (135) Appendix 11

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. We reached 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 and relevant. She explained how Swedish traffic polish functions and how rules & regulations traffic are enforced and maintained. She and her team took us to equipment yard where there were all equipped latest contingent of vehicles. She and her team were very much ready to answer our every query.

Day Two (II half) Road safety Centre Gillinge Ltd This Centre is located little outskirts of Stockholm. It is on the way to Borlange where our team is destined to stay overnight. For Nepalese context it is very much new concept. In this centre licensed A and B type drivers are provided risk education which is compulsory. The Centre is managed by private sector and there are more than 30 Centers in Sweden. Drivers are familiarized with many types of risks mostly occurring in the course of driving. They also provide training of trainers who are categorized in various levels.

SweRoad 125 (135) Appendix 11

Two types of tyre, Summer & Winter: Gillinge Mr. Thomas Lundgren gives elaborate presentation about the risk training and contribution in reducing fatalities and injuries. He also takes us to various type of practical education like driving in the slippery road, different types of vehicles and their risk factor and so on. It was really noteworthy and new concept for us. After this risk education centre visit we are heading towards Borlange, about 250 km from here and three and half hours drive. While on the way we are told about different kind of 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” which means Sweden will have reduced its fatalities to zero at the end of this 2020. This day’s presentations are focused on  Planning & Management of Road Safety SweRoad 126 (135) Appendix 11

 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 is concluded at around 15:30. We are driven to Shopping Mull at Borlange and dropped nearby market to hang around and return to hotel in time.

Day Four (I half) We left the Best Western Gustafa Wasa Hotel at around 08:30am and headed for Stockholm taking different route than when we came from Stockholm. The purpose was to study different class of Highways. All classes of roads were well maintained and traffic movement was quite smooth and comfortable. We reached Norra Lanken ( Northern Link Tunnel Project ) at scheduled time.

SweRoad 127 (135) Appendix 11

Mr.Michael Lundborg was waiting for us to take us to the tunnel visit. Firstly he gave short presentation about the project and more specific about the safety. Then we were driven through the tunnel that was being constructed to minimize the traffic congestion on the surface. It is very well planned and very experienced and dedicated employees are working shift wise to complete the project in time and with highest quality. The safety is given high emphasis and latest computerized technology is used to alert, notify and rescue in time. The traffic signal system is controlled through central ITS system and monitored 24 hrs.

Merge point at Tunnel After 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 and Accident Response System developed for MP, India. He explains us how this ITS is designed and about its efficiency and accuracy. Only 4-6 employees are managing and monitoring whole of the Sweden and Stockholm traffic signals through CCTVs. He gives brief presentation on his experience at MP, India.

SweRoad 128 (135) Appendix 11

5. Program Design & Management In the initial stage of the working we were told that three officers from each country will be included for the study visit but when the time for the visit approached near, only two from each country were invited for nomination. We were told that it was due to budget constraint. Overall program design is very good including the Centers, classroom presenters and site visit. The program was very tightly scheduled for all four days. All through the program, Mr Fredric, Team Leader for the TA South Asia Road Safety Program was there to lead us including receiving at the 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 hotel was arranged by the host and they were very prompt and timely.

6. Accommodations On the day of arrival 21st October 2013 and the following night, single occupancy room was booked at Birger Jarl Hotel at Tulegatan. On 23rd and 24th October similar single occupancy rooms was booked for all the team members. For 25th and 26th October we were placed at Mornington Hotel Bromma. All the hotels selected were quite comfortable and with good hospitality.

7. Conclusion and Remarks a. 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’s rating 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 and implementation of Road Safety measures. (Mr.Bikram Chand) (Chandra Kumar Subedi) Superintendent of Police Senior Divisional Engineer Central Region Traffic Police Road & Traffic Unit, Do

SweRoad 129 (135) Appendix 12

Appendix 12 – ADB Comments on Draft Final Report

SweRoad 130 (135) ADB Comment Actions Taken/Response Appendix 12 2.1 The TA in a larger perspective Agree, inserted after first part in 2.1: In 2009, ADB together with 6 other multilateral development banks (MDBs) jointly Para 1 - You may also wish to address the work of Multilateral Development Banks 8 declared in support of the UNRSC, under the MDB Road Safety Initiative:  that they acknowledge the scale of the public health crisis arising from http://web.worldbank.org/WBSITE/EXTERNAL/TOPICS/EXTTRANSPORT/EXTTOPGLO deaths and injuries on the roads of developing and emerging countries; ROASAF/0,,contentMDK:22911402~menuPK:2582251~pagePK:64215757~piPK:642  that a systematic, multisectoral response is required to address this global 15756~theSitePK:2582213,00.html crisis;  that they commit to share organizational practices and knowledge to support o 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; and o Mobilizing more and new resources for road safety In 2011 the 7 MDBs elaborated the initiative9 and stressed the importance of the ‘safe system approach’. 3 Training andWorkshops OK Bhutan – MOF, MOIC/RSTA, MOWHS/DOR, MOH/DOPH, Traffic Police. 3.1 Activities –“The Consultant has been working closely… engaged in the Technical Nepal – DOR/RTU, DOTM, MOHP, MOF, Traffic Police, ADB Resident Mission to Nepal. Working Groups (TWG)…” - Explain in a footnote or elsewhere the composition of the TWG, if not done before.

4.2 Outputs, Results, Findings and recommendations OK – adjusted. This section needs to be completed. Even with just one or two paragraphs from the consultants to put the comments from the DMCs into perspective and draw lessons/findings. Currently it is just feedback copied and pasted into the report.

5. Task 8– Design and Monitoring Framework OK, inserted after third para/section in 5.1: The DOA framework corresponds to the ‘Safe System Approach’ i.e. that in road 5.1 Introduction (para 2) traffic human error is inevitable and should not be punished by death or serious “The framework outlined….” - Please mention here the Safe Systems approach. injury. The ‘Safe System Approach’ builds upon a shared responsibility for safety among all partners and stakeholders to align safety management decision-making with a country’s economic, human and environmental goals. Ultimately, a Safe System depends on increasing public awareness of and demand for safe road transport services and products.

8http://go.worldbank.org/3Y524T7KS0 9http://go.worldbank.org/8843XPH830

SweRoad 131 (135) Appendix 12

6. Task 4–Regional Road Safety Collaborative Mechanism OK, added: - It was in practice difficult to keep up the road safety ‘momentum’ after the end of 6.1 An overview of the ADB–ASEAN Regional Road Safety Program the technical assistance (TA) due to lack of funding and diffuse road safety leadership; This section probably better belongs in a box. It is informative but reads like an - high-level political interest, commitment or support was not achieved everywhere; advertisement for ADB – please also balance if possible with shortcomings/challenges - exchange of road safety experiences between countries diminished after ending the faced. TA

6.4 Recommendations (para 3) Not certain but it seems as Transport Ministers of SAARC meets. See point 9 in https://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=3&cad=rja&u “We propose initially 2 meetings/year and an additional presentation at a regional act=8&ved=0CC4QFjAC&url=http%3A%2F%2Fwww.saarc- transport ministerial meeting once a year.” - Is there a political process similar to sec.org%2Fuserfiles%2FStatementbySGSAARCat15thSummit4.doc&ei=VXdVVLj5Fs7eP ASEAN that the road safety agenda could be elevated in? Without political backing YCVgZgE&usg=AFQjCNFYlIcTRvZJ_05uUaoHiS4Bo7ciPQ&bvm=bv.78677474,d.ZWU the group may not be sustainable and limited to technical issues. 9. 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 and transit agreements. SAARC Regional Multimodal Transport Study (SRMTS) now includes Afghanistan also. The agenda of next Transport Ministers’ Meeting may address implementing regional/sub-regional connectivity projects at an early date and early conclusion of transport and transit Agreements.

Also High Level Forum (HLF) Transport Working Group meeting Dhaka 2010 and Transport/Trade Facilitation and Energy Working Group meeting Bangkok 2011. IRF meetings/conferences? GRSP? iRAP? 7.2 The Road safety situation Bad and unreliable crash statistics in both countries. Text expanded. “If Bhutan and Nepal could achieve the same fatality rate…” - Could we add one or more sentences to discuss some of the characteristics of BHU and NEP with regards to their road crashes? Where are the crashes taking place, which modes do they entail, what are the main contributing factors? 7.4.2 Recommended DOA activities - These are all good points, but can they be In principle the numbers reflect order of priority. prioritized to some extent (or do the numbers already reflect them)? Otherwise the countries will see these as too long a list and very difficult to achieve. These recommendations and the DMFs in Task 8 are/should be the same – What is the link between these recommendations and the DMFs earlier in the explanation to be included document? A sentence or two to explain the link would be very helpful. 8 Task 2 – Road Safety Program on selected high risk corridors Table is already included further down 8.1.1 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

SweRoad 132 (135) Appendix 12

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 the OK estimates.” - Is this realistic to assume? Without wanting to complicate, could we No traffic growth is used/anticipated in the estimates. Traffic will probably grow give one sentence that says how the BCR will change with additional traffic? I rapidly and is favorable for the BCR. The BCR 3.9 would increase by 10 % at a 2 % assume BCR will be more favorable in that case due to larger difference between traffic growth and with 40 % at a 5 % traffic growth. BAU and with measures. 9 Task 3 – Strengthening Road Safety Management Capacity Jonas 9.2.2 Management problems in investments (para 2) The problem with high staff turnover in government administrations is a universal  “Frequent transfer of staff….” - This is really a big problem in our DMCs. Can we problem especially for low-income-countries. It usually is about the governments, list one or two examples from the developing world where this was overcome? usually, low salary structure that causes the following to happen. Young persons with Even from Africa or Latin America? good 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 more experienced staff. Government employments usually has a reputation of being a good ground for gaining experience and responsibilities relatively fast and the next career stop is then the private sector. For more senior managerial positions government salary structure cannot beat the competition from the private sector and those managers are usually 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 heads together it is almost unheard of how this can be done. However I would like to point out two possible situations that have brought changes to the usual pattern.

Situation no 2 – Uganda: It was decided perhaps some 15-20 years ago that MoT Dep of Transport were to be transformed into a fully-fledged government road administration but that this were to

SweRoad 133 (135) Appendix 12

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 to create a strong and dedicated team at RAFU it was decided to issue a special 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 higher wages, so high in fact, that the employees would not be tempted to seek other employment so partially it was also a way of deterring staff turnover. The situation with RAFU consisted of too many years and it created some other problems instead and both the WB and the top management tried to conserve this situation perhaps 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 “strengthen road sector management capability through spinning off of road administration and execution 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 is about right.

In conclusion what is needed is a competitive salary structure, fringe benefits to be attached to the employment and end when employment ends (usually government has few fringe benefits), active HR department with a strategy to keep talents such as job-rotation, career options, training etc. 10 Task 5 – Road Safety Policies and Business Procedures Yes - For the road infrastructure lead agency. 10.1 Scope 1. “Development of road safety policy and businesss procedures…” – For the proposed lead agency? 10.5.2 Proposals (para 2) OK “….The following policies and activities are proposed. “ - Where does enforcement DOA pillars 1, 3, 4 and 5 are out of the scope and handled in different parts of the (traffic police) fit in? Also, driver education? If these are out of the scope of the tasks. business procedures of lead agency, then describe this in one sentence. 11.2 Findings – few editorial corrections OK Para 4 – change “unreliable” to unpredictable and “of much significance” to sufficient. 11.3 Recommendations MOF Bhutan participated in all WS but in Nepal only at the first. Bhutan not positive iv) “The Government should consider taking policy decision to…” - Out of curiosity, for separate funds (could maybe re-consider). Nepal has the Roads Board Nepal that to what extent was Ministry of Finance consulted on these proposals to date? What already has this type of fund. They did not protest to the recommendations but both were their reactions? of course need political approval and decisions.

SweRoad 134 (135) Appendix 12

vi) “…Both Bhutan and Nepal have launched DOA for road safety.” - What does this Both Bhutan and Nepal have formally approved DOA action plans that are fairly mean exactly? Is it that BHU and NEP have endorsed the DOA, or do they have good and contain most of what we have proposed. They need support for concrete action plans? implementation.

ix) “The Lead Agency should explore possibilities for additional non-governmental In principle OK funding and sponsorship such as from the privatesector…” - Especially vehicle Vehicle retailers/manufacturers (including 2 wheelers) – OK retailers/manufacturers (including 2 wheelers). Also road users themselves. Road users themselves – more doubtful since it needs a system for collecting small amounts but could be handled through NGO’s. 11.3 Last para – “…(a) 2 to 4% levied in fuel etc. towards road safety related The measures was proposed from WS. Actions taken by themselves or when Phase activities, (b) Motorcycle registration fee be made Rs. 6000 or more and the fund be 2 is implemented. allocated towards road safety activities sufficiently…” - These are concrete and useful suggestions. What is the next proposed step, e.g. in approaching Ministry of Finance? 12.1 Proposed investments OK – text adjusted Para 4 – “The infrastructure mass action countermeasures…” - Generally the list …speed limit signing system mainly relying on infrastructure measures as seems to be soundly based. As some issues are closely linked with road asset enforcement is weak management, we may wish to consider how to integrate road safety into the road asset management practice of BHU and NEP. The importance of barrier, delineator post and road sign maintenance from a safety  “Speed control and speed management on through roads combined with a view point should be stressed in the road asset management systems used. standardized speed limit signing system” - This needs to be designed in a way that takes into account typical driver behavior (absent enforcement) on roads in BHU and NEP. Heavier reliance may be needed on infrastructure/physical measures. Para 5 – “High volume single and dual carriageway roads” - Does this cover urban Yes – text adjusted areas? Pedestrian and bicyclist measures are especially important in urban areas.  “Improved facilities for local traffic, pedestrians and bicyclists along and across the major road” – Does this cover urban areas? Para 8 – “The technical assistance...” - Given the one-off nature of TAs (typically), Yes agree. It is important to continuously follow up and ask for the bench marking the big question is how to retain impact after the TA is completed. This needs and performance measures and to communicate the result and make it visible. careful consideration for this future TA. 12.2 ImplementationPara 3 - “The following bench marking and performance Added to the list: measures…” - All of the below needs to take into account any potential increase in  Average yearly change in traffic flow by vehicle type for rural and urban traffic flow (exogenous to road safety measures), and changes in traffic traffic count stations composition. For this matter, it would be useful to have simplified vehicle counts by type of vehicle at the outset (unless this is done already). I suspect this is all done already.

SweRoad 135 (135)