Public Vehicles Hold Key to Better Transport Management in Capital

Public are hapless victims of ever-growing traffic congestion in the Kathmandu Valley. Half an hour ride protracts to an hour or even two if it´s a rush hour – irrespective of the mode of transportation.

With the unprecedented increase in the number of vehicles on the roads, the traffic congestion could soon become one of the most challenging problems in the capital, if not strategically dealt fast.

The analysis of the number of vehicles registered with the Department of Transportation shows that automobiles are growing at an average rate of 13 percent a year, and most of them are being added to the already congested roads of the Kathmandu Valley.

In the current fiscal year alone, 16,29,432 vehicles have already been added to our outstretched road network. And of the total registered vehicles, over 85 percent vehicles are two wheelers, and majority of theme have been registered in the Bagmati zone.

In the past five months of the fiscal year, 20,415 two-wheelers were registered in the Bagmati zone, up from 18,882 during the corresponding period of the last fiscal year.

“Every year, the number of private light vehicles, especially motorbikes, cars, jeep and van, are increasing significantly. It is but natural that traffic congestion is growing, too,” says Mukunda Raj Satyal, a public transport management expert.

Altogether 683, 847 vehicles have been added in the Bagmati zone since 1990. Of the total vehicles, only 2.67 percent vehicles are public while 92.14 percent vehicles are privately owned.

The statistics also reveal that more and more Kathmanduites are buying vehicles, especially two-wheelers, to commute on a daily basis.
Currently, those people who do not just enough money are purchasing two-wheelers and even four-wheelers – thanks to attractive auto loans offered by various banks in the wake of surplus liquidity in the banking system over the recent months.

“In general, public transportation is operated with the objective to support the mobility of the non-privileged people of the society who cannot afford their own private vehicles. It is only due to the poor public transportation system that even non-privileged people are buying private vehicles against loan” says Satyal.

With the road being expanded, the wider roads in the coming days are likely to give as some relief to the denizens of the Valley from the problem of traffic congestion for the next several years.

But if the vehicles continued to increase at the same unprecedented rate, Satyal says, the extended roads will be soon been chocked and traffic jams will again be a part of the public life.

There are obvious reasons for the public to opt for private vehicles: Public vehicles are perilously overcrowded, especially for female commuters, besides being notoriously unreliable. Likewise, public vehicles get scanty at the fall of dusk. Though taxis are available, most of them charge excessively.

“In most of the developed and developing countries, the government provides subsidy to the public transportation system in order to hold them accountable toward public. But in our country, the government neither provides any kind of subsidy nor does it operate adequate public transportation facility. As a result, there is monopoly of the private sectors in the public vehicles operation,” says he.

Satyal, who has served as the general manager of the state-run Sajha Yatayat in the past, shares that the main reason behind the collapse of the Sajha Yatayat Corporation was the unwillingness of the government to provide subsidies to the public transpiration system.

Sajha Yatayat and Trolley Bus Service are the only major initiatives that the government has taken so far to improve public transportation in the Valley. But it soon became non-operational due to the negligence on the part of the government.

And public health is at stake, too. Currently, 60 percent of the air pollution is attributed to vehicles in the Kathmandu Valley. Likewise, 90 per cent of the oil imported from India is consumed by vehicles in the country, according to Nepal Oil Corporation.

Experts say that the government should take initiatives in developing sustainable transportation system in the capital – to begin with.

“We are going to have wider roads now. Other infrastructures are also necessary on the roads, including overhead bridges, traffic lights and bus stops, among others. So, it´s high time the government develop mass transit system in the capital city in a sustainable manner,” says Ashish Gajurel, a traffic engineer.

He says that the government should operate more of 50-seater buses in the capital city to minimize traffic congestion and ensure comfortable, safe and assured ride. Currently Sajhat Yatayat is operating a handful of such buses.

“Presently, I do not see viability of the hyped metro train in the city. It would be better if the government lure private sectors to introduce bigger buses in the major trunk routes in the capital,” says he.

According to him, if vehicles like three-wheelers and microbuses with no more than 25 seats capacity are operated in the Valley, over 10, 700 such vehicles are required. But if 50-seaters are to be operated, 8,314 such vehicles are enough.

Likewise, Satyal says that the government should form a separate panel to regulate public transportation services and provide subsidies to the operators.
“The government should set a fixed timetable for the operation of the public vehicles and constantly monitor the service. And the public vehicles should charge bus fares as determined by the government,” adds he.

Gajurel says that the government should introduce integrated transportation system to connect vehicles of all the routes under a single network and separate arrangement would be made to ensure passengers would be able to board another buses timely.

If the government would introduce mass transit facilities with comfortable ride, reliability of the people on public transportation would augment, decreasing consumption of fossil fuels and traffic congestion in the Valley.

Likewise, it would also minimize air pollution and road accidents, considerably. Importantly, it would promote walking culture in the city, and cycling would be safer in the city.

“The sustainable transportation systems can bring positive change in the social, political and economic aspects of the society,” said Satyal.

With the aim to promote sustainable transportation system, the government has initiated Kathmandu Sustainable Urban Transport Project. The project aims to deliver more efficient, safe and sustainable urban transport system, favoring local economic growth and addressing air pollution.

Experts say that the way the government has shown seriousness in the expansion of roads in the Valley, the government should work for improving public transport condition in the capital with the same sincerity.

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Road to Somewhere

By 2030, almost seven million people will be living in the Kathmandu Valley if the current trend in population growth continues. Alarmingly, there are no signs of getting this growth contained. If Valley residents are to maintain a relatively better quality of life, we must find alternative and innovative ways of living, working and moving around, or increase the efficiency at which we use our transport and other infrastructure resources. Without implementing ways to properly manage transport infrastructure, we are likely to lose important gains from the current large-scale road-widening programme.

Concurrent with the widening of strategic urban roads, there is a need to implement measures to increase the utilisation of these assets. This relies on our ability to improve usage of assets through smarter management, balancing ‘directional demand’ and managing peak periods. Our ability to increase the density of dwellings, reverse urban sprawl and confine developments within areas that can be served by sustainable travel modes largely depend on the extent of integration between land use and transport planning.

In countries where there is already a good infrastructure base, better utilisation of transport assets through demand management can be a primary consideration before electing for a new set of infrastructure. For the Kathmandu Valley’s poor infrastructure base, consideration to bring existing assets into an acceptable standard is a logical step. Now that this has happened or is happening, transport infrastructure priorities for the Kathmandu Valley should focus on how these assets can be utilised in the best possible way.

What are these priorities, then?

Long-term plans

With the desired state of Kathmandu in, say, 2050, the Kathmandu Valley Development Authority (KVDA) needs to commit to the development of robust and integrated long term plans for the Valley and move to transcend short term political cycles leading to visionless, vicious and vested policy decisions.

This commitment will improve the quality and consistency of priority projects that are built upon existing infrastructure and are aligned with these strategic plans. Multiple agencies involved in delivering transport infrastructure and services will be guided by a common vision, goals, strategies and expected outcomes with demonstrated net economic, social and environmental benefits.

The Vision for the Valley, together with the long-term strategic plan, defines the state of the transport system we would like to see in 2050. This would allow us to identify and preserve new transport corridors to respond to future growth without the expensive displacement of people and property.

Medium-term plans

A coherent list of projects has to be prepared for the Valley’s medium-term development plans. All these projects need to be consistent with the long-term plan and vision.

The plans, when developed in advance, are expected to address many concerns. The absence of sound technical analysis, lack of transparency in infrastructure decision making, inefficiency, community distrust and a limited informed debate about the trade-offs among various transport options will impact the ability to properly prioritise projects, allocate funds and deliver desired service outcomes. Medium-term plans set the direction for all agencies and define priorities to work with.

Rebalancing investment priorities to provide greater attention to the maintenance of existing assets, managing demands on existing transport networks and inexpensive investments at pinch points are more likely to provide a durable set of solutions to the Valley’s transport needs for the medium term. Debates on expensive infrastructure projects such as sky trains, underground tubes and urban freeways are useless and a waste of effort.

Land management reform

The problems associated with poor land use in terms of the implications for transport outcomes are obvious. Efforts to improve the integration of land use and transport planning require ongoing support and drive from government, industry and community. Reserving corridors for future infrastructure networks is vital if we are to maintain the capacity to deliver an affordable system in the future.

The development approval process needs significant overhaul. Existing regulatory frameworks may not be conducive for planned development and land use management. Local governments (City Councils) should be empowered to reject incompatible land use development. If the lots are not serviced by all basic urban utilities and are not accessible by ambulances, fire or transport services, these should not be allowed to subdivide or be developed further. The key message needs to be: no services—no further development.

Transport infrastructure funding

Users, not everyone, should pay for the expensive road space they consume while driving or parking. Technology is available to charge higher rates for energy consumed during peak demand periods and lower rates for low demand periods. A similar charging regime is implemented for road space use elsewhere. Money generated from such charges can then be directly funnelled to new transport infrastructure. I do not think people will resist road space charges. Most people who will be charged a user fee have the capacity to pay (private vehicle owners) or the ability to transfer that charge to real users (buses, trucks).

Developers for residential and commercial properties are to be charged for the use of additional or existing surplus road capacities required to serve the traffic generated by their developments. Developers are making money out of their development investments. The expectation that the government provide and maintain trunk transport infrastructure to their developments at no cost is to expect a ‘free lunch’.

The Transport Infrastructure Charging Scheme (TICS) is a mechanism used in many countries to raise contributions from developers to fund additional trunk infrastructure and services or upgrade existing infrastructure. The scheme can be used to charge any development that generates more than 10 trips a day. A simple example to explain this concept is the intersection upgrade.

Before development, the existing traffic volume may not have warranted traffic lights. After development, however, traffic lights are needed to control intersections because of the increased traffic volume. Hence, the cost of the associated upgrade works can be charged reasonably to developments responsible for this increase. Larger developments should make significant contributions to upgrade existing infrastructure while continuing to develop all local infrastructure on their own.

Traffic impact assessments would identify the impacts and mitigation strategies. Priority should be given to protect existing assets from the impact of developments. If the new development cannot be supported by existing infrastructure, it should be upgraded using infrastructure development contributions from developers. The existing system of issuing permits to run academic institutions, hospitals, departmental stores or any businesses in rented premises should also be reviewed. If businesses generate a significant volume of traffic, the government should not allow these businesses to operate from these premises. The existing practice of giving permits for development without traffic impact assessment and impact mitigation strategies must be discontinued.

Thus, the priority for the KVDA is to implement a legally robust transport infrastructure (applies to other utilities and services as well) and contribution scheme (TICS) for the Valley, which, among others, include mechanism to allow relevant government authorities to collect money from developers and businesses. This is a significant but very important task.

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Reforms on Cards for Transport Sector

The government is devising a plan for transport management reform with technical support from the World Bank. The reform aims at addressing issues such as the operation of mass transport, road safety and traffic management.

According to the Ministry of Physical Infrastructure and Transport (MoPIT), the new policy on transport management will be introduced in 2014 following the Cabinet’s endorsement.

A consultant hired by the World Bank is preparing a draft of the strategy supported by government agencies concerned, such as MoPIT and the Department of Transport Management. The existing National Transport Policy (2002) has no clear provisions on road transport management, according to MoPIT officials. With an increase in the number of vehicles, the need for an updated policy was evident.

A strategy highlighting transport management will plan for total reform in a phase-focused manner. Tulasi Prasad Sitaula, secretary of the MoPIT said the new strategy will have a short-, medium- and long-term action plan for transport management. “The consultant will submit the final draft by the end of this year based on our inputs,” he added.

The first draft of the strategy is being presented to the MoPIT on Friday for additional inputs. Nabin Pokhrel, joint secretary at the MoPIT said the strategy has an aim to operate a mass transport system in the public sector. “This will help reduce the domination of the private sector in transport service, and promote the government for operating mass transport,” he said.

The ministry has also been undertaking the Kathmandu Urban Sustainable Transport project under the assistance of the Asian Development Bank, which has a plan to operate BRT and electric vehicles.

Sheer volume has emerged as a challenge for the government in reducing accidents and improving traffic management. The Department of Transport Management registered more than 1.55 million vehicles, including 1.2 million two-wheelers last fiscal year.

A department official said that with vehicle numbers increasing rapidly, the government saw the need for a new National Transport Policy. The draft has proposed the controlling of imported vehicles and removal of old vehicles, while encouraging eco-friendly electric vehicles and fuel-efficient cars. “But, the policy had remained undecided at the MoPIT.”

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Shrouded in smog

Kathmandu denizens do not seem to be aware of the threat from particulate pollutants suspended in the air around them

PRAGATI SHAHI

FEB 08 –

Dhaka, one of the fastest growing megacities in the world, was shrouded in smog in the second week of January this year. Experts blamed dust particles and harmful air pollutants from the burning of fossil fuels and bio-mass, industrial factories and construction sites, the growing number of brick kilns and vehicular movement for the city’s deteriorating environment, particularly during the dry season. In less than a year, Dhaka’s facade has completely changed, thanks to booming commercial multiplexes and infrastructural work. For a city that is home to an estimated 12 million people, economic development, driven by the construction of new business complexes and enterprises, roads and related infrastructure, is a necessity. However, unplanned urban planning and the failure to take the environment and public health into consideration are emerging as big challenges for many urban cities like Dhaka, particularly in this part of the world.

Just as Dhaka was recording record low temperature and blankets of smog, reports were pouring in of air pollution reaching hazardous levels in major Chinese cities, including the capital Beijing. Huge smog clouds smothered China with air pollution reaching critical levels in 67 cities, placing the health of millions at risk. Similarly, Delhi, another booming city in terms of population growth and industrial and infrastructural development, is enveloped by smog and dust for most parts of the year. The growing, unplanned rate of urbanisation and industrialisation, coupled with mass migration to urban cities like Dhaka, Delhi and Beijing has choked the city’s lifelines—its rivers and its environment. Kathmandu is no exception.

Given the scenario of urban cities in the region, the situation will be much more severe in Kathmandu, if the present rate of unplanned urbanisation and population growth continues. The Kathmandu Valley’s complex topography — its bowl-shaped structure which prevents the free movement of suspended air particulates — causes the accumulation of increasing amounts of pollutants from the rising number of vehicles and brick kilns, particularly in the dry season. However, although various independent studies have established that the level of air pollutants in the Valley is unexpectedly high, these findings have not been confirmed or assessed by the government, and no measures have been adopted to bring the same under control. This is partially due to the government’s laxity in repairing the seven air quality monitoring stations, all of which have remained dysfunctional for more than three years.

Kathmandu is ranked among the 20 most polluted cities of Asia. However, Valley denizens do not seem to be aware of the threat from the concentration of particulate pollutants suspended in the air around them. Particulate matter is one of the most harmful of air pollutants, consisting of solid and liquid particles that adversely affect health. Government statistics show that vehicle registration increased by 20 percent in the first four months (mid-July-mid-November) of the current fiscal year, with demand picking up, further aggravating the already polluted city. Currently, there are over 1.3 million registered vehicles in the country and the number is increasing at an annual rate of 10-20 percent. The use of adulterated fuel in these vehicles is furthering deteriorating the air quality of the city. Despite the widespread health hazards of vehicle emissions, the city is nonetheless focussing on widening roads and facilitating personal mobility through individual cars over mass public transport.

Despite all these problems, the Valley has still time to improve the quality of its air by focussing on the huge base of zero-emission, non-motorised, sustainable public transport. Various studies have shown that more than 63 percent of daily travel in Kathmandu is still carried out through buses while pedestrians and cyclists together account for close to a quarter of daily travel in Kathmandu.

Furthermore, the effective implementation of the National Ambient Air Quality Standard 2012 to ensure the collection of eight-hour and 24-hour samples of air pollutants like Total Suspended Particulates (TSP), Particulate Matter (PM10 and PM2.5), carbon monoxide, lead and ozone levels for at least 347 days out of a 365-day year is an immediate necessity. Likewise, the recently introduced Nepal Vehicle Mass Emission Standard (NVMES) 2012, which only permits the movement of environment-friendly zero emission vehicles complying with Euro III standards and restricts older Euro I vehicles, should be well regulated and monitored.

Unlike people living in neighbouring South Asian cities where most days are blanketed by smog and dust, Kathmandu still affords clear sunny skies and white snow-capped mountains during most of the year.

This means that it is still not late to make the city a clean, healthy and livable place. As the government is currently in the midst of the road expansion campaign, this is the right time to take adequate measures to ensure a green environment.

Creating more green spaces, reclaiming river corridors, enhancing greenery and encouraging cleaner means of transport by establishing cycle lanes are among some of the efforts concerned authorities should undertake, with the participation of the public. In this way, we can reinvigorate old Kathmandu, where the air was crisp and clean.

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