Policy Challenges in the Development of Transportation Infrastructure in Provinces with Proposed Road Standards

1. Policy Challenges in the
Development of Transportation
Infrastructure in Provinces with
Proposed Road Standards
Er. Tejaswi Sharma

2. OUTLINES
 CONSTITUTIONAL/LEGAL PROVISION OF
TRANSPORT INFRASTRUCTURE
 STATUS OF ROAD NETWORK
 PROVINCIAL HIGHWAYS
 TEMPORAL CATEGORIZATION OF FUTURE
PLAN
 PROVINCIAL TRANSPORT POLICY AND
CHALLENGES
 PROPOSITION OF PROVINCIAL ROAD
STANDARDS
 CONCLUSION

3. JURISDICTION AS PER
CONSTITUTION OF NEPAL, 2015
(2072)
 Schedule-5, No. 14 explicitly demonstrates that
central level mega projects for electricity, irrigation
and other projects fall under the federal government.
 Schedule 6, No. 7 clearly exhibits that provincial
level electricity, irrigation projects, drinking water,
transport falls under the provincial government.
 Similarly, it is clearly mentioned in Schedule-6 No.
12 that Provincial Highways fall under the
jurisdiction of Provincial Government.

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5. 80 NATIONAL
HIGHWAYS
ENDORSED BY THE
GOVERNMENT OF
NEPAL

6. 6

7. 7

8. 8

9. KEY POINTS TO BE TAKEN INTO
CONIDERATION
 The Provincial Highways as envisaged by the Constitution
of Nepal, 2072 can be unambiguously classified as:
 Existing Feeder Roads (joining the National
Highways with the district headquarters)
 Existing District Road Core Network (DRCN)
(joining one or more main development center or
Municipality/ Rural Municipality directly to the
headquarters of the same district or other district or
through important road system)
 Majority of those roads are not in a maintainable state, so
major investments are therefore required in terms of it’s
development in a sustainable approach.

10. KEY POINTS TO BE TAKEN INTO
CONIDERATION
 The Provincial Government, in respect to Provincial Highways,
shall have the following power, functions and duties:
 Coordinate with the Federal Government for development of
provincial roads
 Coordinate with the Federal Government to implement donor
funded projects.
 Manage, monitor, evaluate and coordinate for effective
implementation of Provincial Highways.
 Overall authoritative power of complete control over
Provincial Highways (existing feeder roads + DRCN).
 Facilitate (Technical and Financial) the Local Government in
implementing road developments under their jurisdiction.

11. 11
Jurisdiction of Provincial Highways
Overall Picture
Type of Roads Length
(Km)
Proposed
Extension
Feeder Roads 1,911 7,320.05
District Road Core
Network (DRCN)
25,728
-
Village Road Core
Network (VRCN)
31,904 -
Total 66,863.05 km

12. STATUS
UPDATE

13. Local Road Network Inventory, 2073
13
The Statistics of Local Road Network, (Dec. 2016) shows that
Total Local Road Network = 57,632 Km
 Black Topped = 2,004 Km (3.5%)
 Gravel Surface = 12,823 Km (22.2%)
 Earthen Surface = 42,805 Km (74.3%)
 All weather = 14,827 km (25.72% of LRN)
 Seasonal (Fair weather) = 42, 805 km (74.28% of LRN)
 District Road Core Network (DRCN) = 25,728 Km (45%)
 Village Roads (VRCN) = 30,904 Km (55%)
 New DRCN to be Constructed = 4,885 Km
 Total DRCN = 30, 613 km

14. PRESENT STATUS (CONTD…)TOTAL LRN – 57,632 KM
 DRCN – 25,628 KM
 VRCN – 31,904 KM
25,728 31,904
0
10000
20000
30000
40000
DRCN VRCN
Roads Classification
DRCN
VRCN

15. Province-wise DRCN Data-Serviceability
1,079.35
1,670.58
1,138.96
774.76
1,647.17
146.82
722.39
4,636.05
848.70
4,091.46
3,307.62
2,433.50
1,524.43
1,706.40
-
500.00
1,000.00
1,500.00
2,000.00
2,500.00
3,000.00
3,500.00
4,000.00
4,500.00
5,000.00
All Weather
Fair Weather

16. Province-wise DRCN Data with Surface Types
261.95
67.14
287.06 180.51
432.95
9.99 71.14
817.41
1,603.44
851.89
594.25
1,214.22
136.83
651.25
4,636.05
848.70
4,091.46
3,307.62
2,433.50
1,524.43
1,706.40
-
500.00
1,000.00
1,500.00
2,000.00
2,500.00
3,000.00
3,500.00
4,000.00
4,500.00
5,000.00
Black Top
Gravel
Earthen

17. 17
8,147 km; 14%
31,620 km;
55%
17,864 km;
31%
Distribution of LRN in Terms of
Ecological Zones
Mountain
Hills
Terai

18. 18
11,837
5,695
14,479
10,914
8,551
2,528
3,627
-
2,000
4,000
6,000
8,000
10,000
12,000
14,000
16,000
Province 1 Province 2 Province 3 Province 4 Province 5 Province 6 Province 7
LRNLengthinKm
Provinces
PROVINCE WISE DISTRIBUTION OF
LRN

19. Province wise population and LRN
Provinc
e
Districts Population LRN km (%)
Remark
s
1 14 4,534,877 (17.1%) 11,837 (20.5%)
2 8 5,404,145 (20.4%) 5,695 (9.9%)
3 13 5,529,722 (20.9%) 14,479 (25.1%)
4
10 + ½
district
2,220,687 (8.4%) 10,914 (18.9%)
5
10 + 2*½
district
4,733,274 (17.9%) 8,551 (14.9%)
6 9 + ½ district 1,519,319 (5.7%) 2,529 (4.4%)
7 9 2,552,517 (9.6%) 3,627 (6.3%)
19
Total Population = 26,494,540, Total LRN = 57, 632 km

20. FUTURE
PLAN

21. Provincial Transport Infrastructure
Components of
Provincial
Transport
Infrastructure
Movement of
goods and
people
Province
based
Infrastructure
Location of
provincial
facilities
Intermediate
means of
transport
including non-
motorized
transport
Commercial
transport
services to
markets and
towns.
Emergency and
health transport
services
Rural Roads
Economic
prosperity
through
accessibility
SMART Provincial
Roads

22. Temporal
Categorization of
Future Plans
Short term plan (1-3 years)
 Medium term plan (4-7 years)
 Long term plan (8-15 years)

23. KEY ASPECTS TO BE CONSIDERED
FOR SHORT TERM PLAN (1-3 years)
 Continuation of ongoing projects to be undertaken by the
Provincial Government for the remaining period
 Formulation of provincial road development organization
under provincial government
 Capacity building through strong institutionalization to be
controlled by the Provincial government.
 Formulation of Transport Policy, Provincial
Transport Master Plan (PTMP), Norms,
Guidelines, Directives etc.

24. KEY ASPECTS TO BE CONSIDERED
FOR MEDIUM TERM PLAN
Mechanism of Connection
between Rural Transport and
Poverty Reduction
Development of Benefits of Rural
Investment and Evidence of
Impact
 Institutional Structuring of
Provincial-Transport
Organization.

25. KEY ASPECTS TO BE CONSIDERED
FOR MEDIUM TERM PLAN (Cont…)
Comprehensive Mobility Planning
Services and modes of Rural
Transport
Roads and related infrastructure,
and
Other related matters such as
planning, coordination and
prioritization.
Transport Surveys and Consultation
The Range of Transport Choices

26. KEY ASPECTS TO BE CONSIDERED
FOR MEDIUM TERM PLAN (Cont…)
User Perspectives
Transport Costs and Prices
Rural Transport and Agriculture
Employment Generation and it’s
Impact in the Society
Rural Transport Safety and Security

27. KEY ASPECTS
TO BE
CONSIDERED
FOR LONG
TERM PLAN

28. LONG TERM PLAN
FUTURE
PLAN
The Planning
Context Key Challenges
and Solutions for
Better Rural Road
Planning
General
Goals and
Objectives
Planning Rural
Roads to Meet
Agricultural and
Other
Objectives
Planning Rural
Road Density
and
Connectivity
Key Engineering
and Planning
Decisions
The Planning
Cycle
Engineering
Design
Choices and
Standards
Road
Maintenance and
Road
Deterioration

29. LONG TERM PLAN
FUTURE
PLAN
Taking into
Account Social and
Environmental
Issues
Income
Distribution
Issues
Identifying the
Best Projects
Transport Cost-
Benefit
Analysis
Agricultural
Response &
Producer’s Surplus
Approach
Social and
Economic Case
for Basic Vehicle
Access
Road Appraisal in
Context of an
Integrated
Development
Project
Ranking
Procedures, Cost
Effectiveness &
Multi- Criteria
Analysis

30. LONG TERM PLAN
FUTURE
PLAN
Working With
Road Planning
Models
Planning Province
– based
Infrastructure using
the Tool (IRAP )
Introducing
Intermediate
Means of
Transport
Improving the
Policy and Legal
Framework of
Services
Possible
Transport Service
Solutions
A Framework for
Prioritizing
Service
Interventions

31. Dictum of Province
should be-
 “Every people living in all communities of
Province will have year-round access to basic
needs, economic and social facilities, services
and opportunities.”
Through
 “Developing and managing sustainable rural
transport infrastructure, modes and services.

32. POLICY
CHALLENGES

33. The Transport Policy of
Government of Nepal,2058
“to develop a reliable, cost
effective, safe facility oriented and
sustainable transport system that
promotes and sustains the
economic, social, cultural and
tourism development of Nepal as a
whole”

34.  After the promulgation of Constitution of Nepal,
2015 (2072), country has entered into new
structural division with three levels of
autonomous government.
 The provinces need to grab the maximum benefit in
terms of development, economy, management of
resources etc.
 The first and foremost ground to rest upon for
increasing the development indices in Province is
to have a long jump in the development of
provincial highways.
 In order to sustainably develop it, the policy gap
needs to be bridged and new Provincial Transport
Policy needs to be introduced at the earliest.

35. OBJECTIVES OF PROVINCIAL
TRANSPORT POLICY
 Minimizing the transport demand generated by higher rate of growth of GDP
 Ensuring transport development, ensuring effective participation of all districts of
the province in economic development and paying special attention to integrating
remote regions into the economic mainstream.
 Capacity augmentation, quality and productivity improvements
through technology up gradation and modernization.
 Maintenance to be given overriding priority with increased emphasis on higher
maintenance standards so as to reduce need for frequent reconstruction.
 Increased generation of internal resources and also realization of optimal
intermodal mix as well as freight-passenger mix through appropriate pricing and
user charges.
 Increase in overall economic efficiency through injection of competitive impulses
in provision and maintenance of transport infrastructure and services wherever
possible.
 To promote sustainable transport system with increased emphasis on safety,
energy, efficiency, environment, conservation and social impact.

36. VISION
“To have an efficient and cost
effective provincial transport
services to all segments of the
population and sectors of the provincial
economy with maximum safety and
minimum environmental degradations”

37. MISSION
“To develop safe, reliable, effective,
efficient and fully integrated transport
infrastructure and operations which will
best meet the needs of travel and
transport at improving levels of service at
lower costs in a manner, which
supports provincial government strategies
for socio-economic development, whilst
being economically sustainable”.

38. PROVINCIAL
TRANSPORT POLICY
Sustainable
Infrastructure
Development
Acts, Rules and
Regulations
Price
Instruments

39.  Physical
Infrastructure
(new,
upgrading
operations
and
maintenance)
 Transport
Services
 Technology
 Transport
Costs (incl.
time costs)
 Access to
transport
services/conn
ectivity
 Environmental
externalities
 Trade
 Location
 Transport
Use
 Growth
(production
and
productivity)
 Inclusion
(opportunity)
 Sustainability
(environment
and quality of
life)
PROVINCIAL TRANSPORT POLICY
Focus of
Intervention Outputs Responses Outcomes

40. SUSTAINABLE INFRASTRUCTURE
DEVELOPMENT
 Building new transport infrastructure (roads), upgrading existing links and
technology, or improving transport services
 Transport has significant social costs, which need to be balanced against
potential positive economic impacts
 These costs involve negative externalities, ranging from congestion, accidents,
impacts on health caused by air pollution, and the easier spread of epidemics,
as well as direct costs to the environment such as deforestation, biodiversity
loss, and more generally degradation of ecosystems induced by transport
infrastructure
 In the long run, some of these negative effects may even be harmful to growth.
Transport policies thus have a role to play to minimize and mitigate these
negative impacts
 Policies to address these issues, whether through investment, pricing, or
regulation, will influence either the supply of or the demand for transport
 Pro-growth infrastructure investments, while reducing transport costs and
increasing travel speed have been shown, in developed countries

41. ACTS, RULES AND
REGULATIONS
 PROVINCIAL HIGHWAY ACT is utmost and
fundamental
 Regulations include rules to organize the transport sector (for
example, vehicles or freight, or buses) or the construction of
infrastructure or directly reduce emissions (such as fuel emission
standards, or driving restrictions)

42. PROVINCIAL HIGHWAY ACT
 To provide transport facility in the remote and backward region
as soon as possible from the minimum source, make the existing
transport infrastructure organized and reliable
 Develop the transport system compatible from the view of
environment in the province by developing the transport system
of international standard
 An act to apply to all roads within the province
 Supervision, Management and Control of all provincial roads by
the provincial government

43. PRICE INSTRUMENTS
 Price incentives include subsidies or taxes to influence mode
choice and transport behavior more generally
 For example, student fare reductions, tolls, parking fares, fuel
taxes, and clean transport subsidies
 On the demand side, pricing, through subsidizing ‘good’ behavior
or taxing ‘bad’ behavior, can also be a useful tool to alter
incentives.
 Subsidizing public transport may reduce emissions by
incentivizing people to switch from driving to using public transit
 Stimulating growth (for example, through lower transport costs,
which facilitates agglomeration effects, trade and structural
change, and leads to higher productivity)

44. POLICY CHALLENGES
Policy
Challenges
Vision,
Mission
Expansion,
Modernization and
Technology Up
gradation
Pricing and
Financing
Objectives
Database
Organizational
Structure
Private
Sector
Participation
Energy,
Environment
and Transport

45. PROVINCIAL HIGHWAY
FUND
 Consolidated Fund of the Province, an account to be known as the Provincial
Highway Fund
 Credited to the fund shall be-
 such sums as may be determined from time to time by the Federal
Government ( either it’s own or from donor)
 All fees and fines paid to the Provincial Ministry of Physical
Infrastructures Development (Transport Department)
 certain sums paid as taxes under the Gasoline and Diesel
 all sums contributed by the Provincial Government to encourage and
assist the improvement of highways
 all sums voluntarily contributed by any municipality, city, town,
person, corporation or association for any improvements or repairs to
any highway

46. Conceptualization of
Provincial Road
Standards

47. LEGAL DOCUMENTS ENDORSED BY THE
PROVINCE
 Province No.2
 Provincial Transport Policy-Province-2
 Gandaki Province
 Investment-Prioritization-Criteria
 Roads-Classification-Gandaki
 PTMP Guidelines-Gandaki

48. PROPOSED STANDARDS TO
BE FOLLOWED AND
MAINTAINED BY THE
PROVINCE

49. ROAD CLASSIFICATION (NRS 2070)
 ADMINISTRATIVE CLASSIFICATION
 National Highways ( main roads connecting East to West and
North to South of the nation)
 Feeder Roads (connect district headquarters, major
economic centres, tourism centres to National Highways or
other feeder roads)
 District Roads (roads within the district serving areas of
production and markets, and connecting with each other or
with the main highways )
 Urban Roads (roads serving within the urban minicipalities)

50. ROAD CLASSIFICATION (NRS 2070)
 TECHNICAL / FUNCTIONAL
CLASSIFICATIONRoads ADT in 20 years perspective
period (PCU)
Design Speed in plain /
mountainous terrain (km/h)
Class – I 20,000 120 / 80
Class – II 5,000 – 20,000 100 / 60
Class – III 2,000 – 5,000 80 / 40
Class - IV < 2,000 60 / 30

51. Drafted PTMP in Gandaki Province Regarding Classification
of Road Class A roads, which are of strategic importance of province, connect two or more
districts. These roads help enhance economic, commercial and other business activities
of local bodies of different districts. Class A roads can run East- West or North- South
or may be a provincial ring road.
 Class B roads, that provide access to the majority of centre of local bodies of the
province and link them to the provincial capital through the possible shortest path via
national level important strategic road or by class A road help to boost up socio
economic activities of various local bodies and integrate them together in a correlated
road network.
 Class C roads are those that provide access to special commercial, economic, service,
religious and tourist centres besides those connecting the centre of local bodies and link
them to national level important strategic road or Class A road or Class B road.
 Class D roads connect centre of local bodies and special commercial, economic,
service, religious and tourist centres.

52. RIGHT OF WAY (NRS 2070)
ROAD TYPE TOTAL RIGHT OF
WAY (M)
HIGHWAYS 50 m (25 m on either side
from road centre line)
FEEDER ROADS 30 m (15 m on either side
from road centre line)
DISTRICT ROADS 20 m (10 m on either side
from road centre line)

53. CARRIAGEWAY (NRS 2070)
LANE TYPE CARRIAGEWAY
WIDTH (M)
SINGLE LANE 3.75 (3 in difficult terrain)
INTERMEDIATE LANE 5.5
DOUBLE LANE 7
MULTI – LANE (n  no.
of lanes)
3.5 * n

54. SHOULDER WIDTH (NRS 2070)
ROAD CLASS SHOULDER WIDTH
ON EACH SIDE (M)
Class – I 3.75
Class – II 2.5
Class – III 2.0
Class - IV 1.5

55. ROAD X-SECTION AS PER
NEPAL ROAD STANDARD,
2070

56. CLASS- I ROAD (X- SECTION)

57. CLASS- II ROAD (X- SECTION)

58. CLASS- III ROAD (X- SECTION)

59. CLASS- IV ROAD (X- SECTION)

60. ROAD X-SECTION AS PER
NEPAL RURAL ROAD
STANDARD, 2055 (2055), 2nd
Revision 2071

61. SINGLE LANE ROAD (X- SECTION)
WITHOUT DRAIN IN
HILLAREA

62. SINGLE LANE ROAD (X- SECTION)
WITHOUT DRAIN IN
HILLAREA
WITH DRAIN IN
HILLAREA

63. SINGLE LANE ROAD (X- SECTION)
TERAI

64. BRIDGE DECK WIDTH
DRAWINGS

65. DOUBLE LANE

66. INTERMEDIATE LANE

67. SINGLE LANE

68. PROPOSED STANDARDS FOR THE
PROVINCE

69. ROAD
CLASS
LANE RIGHT OF
WAY (M)
CARRIAGE
WAY WIDTH
(M)
SHOULDER
WIDTH
EACH (M)
CLASS – A
(Existing
Feeder Roads)
DOUBLE
LANE
30 7.0 2.0
CLASS- B
(Existing
Roads falling
within DRCN)
INTERMEDI
ATE LANE
20 5.5 1.5
CLASS- C
(Existing
Roads falling
within VRCN)
SINGLE
LANE
15 3.75 0.75
ROADS

70. BRIDGES
FALLING WITHIN
ROAD CLASS
LANE CARRIAG
EWAY
WIDTH
(M)
FOOTPATH
EACH SIDE
(M)
DECK
WIDTH (M)
CLASS – A (Existing
Feeder Roads)
DOUBL
E LANE
7.5 1.75 11.0
CLASS- B (Existing
Roads falling within
DRCN)
INTERM
EDIATE
LANE
6.0 1.2 8.4
BRIDGES

71. Current Organizations Involved in Transport
Infrastructure
 Department of Roads (DoR), to be involved in National level transport
infrastructure.
 Besides it, the only organization currently involved in provincial and
level transport infrastructure at the Federal Level is Department of
Local Infrastructure (DoLI).
 Other organizations are involved in infrastructure development other than
transport.
 Infrastructure Development Offices (IDOs) are established in all
provinces under Ministry of Physical Infrastructure Development
(MoPID) of Province which would be the key implementing agency for
provincial level transport sector.

72. CONCLUSION:
 The objectives of the envisaged transport policy would
be achieved through comprehensive approach which
includes-
 Transport Planning
 Infrastructure Design
 Public Transport
 Non-Motorized Transport
 Traffic Management
 Financing
 Governance and
 Capacity Building

73. CONCLUSION:
 Thus, a paradigm shift is needed in approach to Provincial Level
Transportation with three key strategies, namely, ‘Avoid, Shift and
Improve’ in transport planning as advocated by the Asian
Development Bank in its draft ‘Action Plan to Make Transport in
Developing Countries more Climate Friendly’
 This means ‘avoid’ increase in demand for travel both by reducing the
number and length of trips.
 Promote a shift from personal vehicles to other motorized and non-
motorized transport (NMT) modes to reduce energy demand and hence
pollution in environment.
 Improve strategy includes use of clean fuels and clean vehicle
technology.