1

Introduction: Local/Rural Transport Services Policy This policy document is prepared in the context of existing "National Transport Policy2001/2002" (NTP). This Local Transport Services Policy (LTSP) will be focused on the issues of rural transport service sector and its role to promote the over rural development. Transport is vital to socio-economic development. An effective transport sector enhances opportunities for domestic, regional and international trade, accruing enormous benefits to the government, users, providers, operators as well as workers. People with access to jobs, markets, health and educational facilities, and other amenities are in a better position to improve their living standards and roll back the advance of poverty in society. Transport itself consists of two components: Transport infrastructure and transport service. The first component itself has major share to the development funding. The second component Transport Service is very vital for the effective utilization of transport infrastructures. In the context of rural transport sector, GON has greater priority for the construction of Rural Transport Infrastructure (RTI). However, the development target is not achieved due to the poor management of RTI and the service provision. Following situations can be highlighted in the background of the transport services in the country. Poor road condition, Road condition is relatively good, but service is not available, Road is good and service is available but people do not use it. Either it is unaffordable or it does not meet the expected service standards such as frequency, reliability, safety, schedule etc. The concentration of employment opportunities, facilities and services in the urban areas, the transport services are relatively affordable, reliable, and safe. However, there are numerous other transport relative problems and issues in urban areas. Urban areas are major centers of transport services as well as other economic activities. There is not any boundary between the urban and rural transport services. Furthermore, many urban areas (except some major cities) are of rural nature regarding their economic activities, transport network and public facilities and state of infrastructure development. Therefore, almost all transport services for rural areas are operated from the urban centers as the annex of their bossiness. The national level, mainly intercity transport routes along the strategic road is managed by the Department of Transport Management. In such context of our urban and rural areas, the policy is intended only for those areas of rural nature, thus it is named as the Local Transport Services Policy. Thus, in the framework this policy local transport covers the all the transport services along the district level routes, irrespective of their administrative boundary. The local transport can be characterized distinguished as: Transport routes not mentioned by the DOTM, Generally transport services operated from the district headquarters by the associations of transport operators, This LTSP is developed within the framework Rural Access Improvement Decentralization Project (RAIDP). RAIDP is a follow-on project from Rural Infrastructure Project (RIP-Credit 3215NP) and aims at replicate, scale up and main stream the good practices and positive lessons learned from implementing the RIP. The RTP considers transport as a key to reducing poverty and raising living standards in the medium and long terms. To achieve these goals, the Rural Transport Policy envisages a reliable, safe, affordable transport services in rural areas which will be the foundation changing the living standards of rural people. This Policy is the result of wide range of discussion, consultation and collaboration with major stakeholders of this sector. Initially, this document was expected to be prepared after getting the feedback from the pilot scheme implementation. However, due to some constraints, the proposed pilot schemes were not launched by the decision of Department of Local Infrastructure Development and Agricultural Roads (DOLIDAR). Nevertheless, this policy Draft Rural Transport Policy/RTSSPD-RAIDP 1

document contains and tries to encompass as maximum as possible issues related to the local transport services. The results of detailed study of the rural transport services, existing transport facilities and regulatory framework are fundamental for the development of this document. 2 Key Challenges: Rural transport sector Promoting development of Rural Transport Services: In many cases, implementation of rural transport solutions does not go beyond development of infrastructure i. e construction of rural roads. However, most of the rural roads are not in service conditions. Improving rural transport services should be an important rural transport policy objective. The existing scenario of the whole country (including rural) in this regard is very sensitive and out of control by any legal framework. Strategies for improving local transport services are related to the urban and regional level transport services. Poor coordination and unclear responsibilities: There is a need to provide a coherent legal framework and clear assignments of management responsibilities for both the local government and the community. Coordination is major challenge between government, private operators, and local communities. Appropriate Standards: non engineered rural roads and their proper maintenance are major impediments for reliable transport services. Alignment selection, traffic prediction, technical parameters should be major parts for the development of rural road network. Local Private Sector: Transport service sector is expanding from the urban area to the rural. Transport entrepreneurs Associations and their monopoly in transport services are major obstacles to develop competitive and affordable, reliable and safe transport services in the country. The promotion of local private sector or community based cooperatives might be good approach for achieving the ultimate goal i.e. poverty reduction. However, economically poor communities in rural areas are not capable for taking desired benefit from the provided transport infrastructures. Therefore, the main challenge is to develop the local private sector to be involved in this business. It has been established that there are several factors that have limited the impact of efforts aimed at addressing rural travel and transport problems. These include: lack of clear policies for authority to address rural transport problems; insufficient development of appropriate technologies; inadequate priority to the rural travel and transport sector; inadequate planning and financing, weak institutional framework, Lack of coordination among agencies/stakeholders, underdevelopment of the sector in terms of infrastructure and means Local transport policies provide the framework for defining key development objectives to be achieved through rural transport investments. The policy framework should also broadly indicate the institutional and strategic framework for implementation of rural transport initiatives. The policy document contains a number of policy statements on several issues related to the transport services.

Proposed /Rural Local Transport Services Policy The existing National Transport Policy (2001/2002) mainly focuses on the issues of strategic road network and is concerned with the Ministry of Physical Planning and Works. It does not cover the issues related to the local road networks. Furthermore, existing policy is mainly concentrated on the matter of infrastructure development and it has not elaborated the issues related to the transport management and services. Some of the policy statements and Institutional arrangements envisaged by the existing policy have not been implemented yet. The proposed Local Transport Services Policy will be focused on the rural transport service sector and it will encompass the rural as well as rural-type urban areas. The implementing agencies of this policy would be Ministry of Local Development and Department of Transport Draft Rural Transport Policy/RTSSPD-RAIDP 2

Management. It will guide the central level as well local level agencies for decision making on this important sector of economy.

Policy Themes of the /Rural Local Transport Services Policy The development of the Local Transport Services Policy is guided by a clear sense of purpose and sound policy principles. This was drafted in coordination with wide range of stakeholders and government agencies. The following are the principles which guided the approach to policy development, and which assisted the consideration of all the detailed issues faced by rural population in this regard: Competition: Competition and market forces should guide the transport system to ensure efficient, affordable and responsive services and carriers should be able to compete, within the various modes of transportation. Cost Recovery: Transport users and providers should contribute to the real cost of resources, facilities and services provided to them at public expense. Economic Development: Economic well-being and growth should be served by an effective and efficient transport system. Consultation: Public consultations should be mandatory for the decision on funding and spending of local transport infrastructure and their management for appropriate services. Private Sector Participation: Services should be provided by the private sector, as far as practicable. However, the concept of rural transport cooperatives by the support of local authorities should be initiated. Equal Access to Transport: The population should have reasonable access to the transport system. The subsidies should be targeted for the needy people. Appropriate mode of transport: The mode of rural transport services should be selected on the basis of demand characteristics as well as the technical characteristics of rural roads. Promotion of IMT would be an appropriate solution rural transport services.

Fundamental aims of the Policy The proposed Local Transport Policy is expected to deal with the major issues related to this sector and to promote the reliable, affordable and safe rural transport services based on the open market principle. The fundamental aims of the policy are to: Support the national development agenda for rural areas in the country for sustainable economic growth and social development; Identify the legislative (regulatory) and administrative arrangements to support the policy objectives; To improve the interagency coordination; Ensure the development of the transport system in light of the realities of the global economy and the national fiscal situation; Ensure compliance of the transport sector with safety standards Emphasize the human and physical resource needs for implementation of the policy; Provide a framework within which transport infrastructure and services can be used efficiently by the Government and other stakeholders; Give confidence to the private sector as well as local communities to invest in, and improve, the transport sector. 6 Key Issues addressed in the Policy a) Inter agency coordination and legal framework for their restructuring Transport sector is highly grown sector, in terms of public as well as private investment in the country. The existing organizational-structures of central/local level authorities are not in the position to manage the sector or unable to perform even day to day functioning. Moreover, existing regulatory frame-works are not relevant or simply has not been implemented. The proposed LTSP would try to address the following matter of this issue: Co-ordination of the transport service agencies, the regulatory and enforcement authorities to provide and set up standards for a safe, secure, high quality, efficient and well regulated transport service. Draft Rural Transport Policy/RTSSPD-RAIDP 3

 Incorporate mechanism for the Public Private Partnership for transport service, Organizational reform of related agencies, Legal frame-work for changed conditions of this sector.

b) Maintenance of Local Roads: Formation of local road user groups (communities) for transport services: maintenance

as well as develop ownership for the restriction of overloaded vehicle to move on their roads. It gives the sense of ownership to the rural communities. Securing a sustainable means of funding road maintenance expenditures, Capacity development of local communities for the work together to minimize the negative environmental impact arising from the provision of transport services and infrastructure.

c) Public Transportation Ensuring the provision of a safe, secure and efficient Public Transport Service/System in the local context. Promote public transport services by private companies and community based vehicle operation,

d) Traffic Management at local level Institutionalize the sound traffic management systems in district urban centers to serve

e)

the rural areas within the district. Traffic safety issues should be addressed, Implementation strategies of existing traffic rules Regulating over-loaded vehicles to ensure better quality road condition and safer freight vehicles, Non-motorized Transport Fostering a safer regime for use of non-motorized transport, Creating better conditions for pedestrians, Fostering greater use of bicycles, Promote the non-motorized Intermediate Means of Transport.

f) Issues regarding trail network with trail bridges and ropeways The existing rural trail network for pedestrian and animal movement The issues of efficient operation of Trail Bridge and ropeways.

Structure Local Transport Policy This Local Transport Services Policy would incorporate policy directions related to its core objectives. It addresses the roles of Government, the private sector and the numerous authorities operating in the sector. It would indicate the proper organizational arrangement for development of the reliable and affordable transport services in rural areas of Nepal. Policy is arranged in the following sections: Section I: Background Section II: Preamble Section III: Vision Section IV: Goals & Objectives Section V: Programming and Planning Policy directions Section VI: Financing Policy Directions Section VII: Sustainable Policy Directions Section VIII: Institutional Policy Directions

Draft Local Transport Services Policy Draft Rural Transport Policy/RTSSPD-RAIDP 4

8.1 Section I: Background In the context of rapid motorization and amplified rural road network, existing Government provision for ensuring the smooth functioning of rural transport sector is insufficient. Huge state (public) investment in the development of rural transport infrastructure is not in the position of giving adequate return to the nation and rural economy. Moreover, rural transport sector is a wide platform which may be a fundamental tool for the poverty alleviation and creating better opportunities for rural population. Economic activities of rural population highly depend upon the transportation facilities. Government authorities are concerned with the infrastructure provision, and private sector is engaged for the service provision. Huge state investment and development effort are not effective. Thus, rural population remains far from the reliable and affordable transport services. Weak regulatory mechanism, profit only motives of the transport entrepreneurs, monopoly in the business and etc. are creating impediments to the rural accessibility and mobility. In such way, rural transport service sector is facing many difficulties and most prominent among them are as follows: Higher vehicle operating cost and monopoly of service provider makes unaffordable rural transport services. Poorly maintained rural roads are not appropriate for good transport services. Poor regulatory mechanism is not in the capacity of enforcing rules and regulations related to the transport services. Higher rate of deterioration of the road surface due to overloading of vehicles in rural areas. Traffic safety is very crucial in rural areas due to the poor law enforcement and public awareness on this matter. Unless the above issues are addressed, poor mobility can become a major hurdle to economic growth of rural areas. In this background, rural development and poverty reduction agenda could be supported by the formulation of appropriate Transport Service Policy, which could be helpful for decision makers at central as well as at local level authorities. Therefore, a policy is, needed on the approach to dealing with this rapidly growing sector by suggesting the clear direction and a framework for future action.

8.2

Section II: Preamble Since the years of multi-party democracy, communication and transport sector has given high priority and achievement is remarkable. Most of the district headquarters are brought into connection with road network and almost all villages have telecommunication facilities. More than thirty thousand kilometers of local road network has been developed. Similarly, vehicle fleet in the country has significantly increased. The number of registered vehicles in the country is more than one million. The annual growth rate is about 14 percent. The coverage of the road network is significantly increased; access to facilities and services has been relatively improved during the last decade. Investment in rural roads has been a major concern for governments and donor agencies. A road network is taken as the basis for the reliable, frequent and safe movement of goods and passengers. However, the importance of transport services for the provision of rural accessibility has been relatively ignored until recently. The proposed policy focuses not only on the roads-only approach of rural development but also would set the vision for an efficient, affordable and dependable rural transport services. The proposed policy should reflect that rural transport service is basis for the development of other sectors. Therefore the institutional arrangements for planning and implementation should be inter-sectoral. On the other hand, this policy should be recognized as the fundamental policy for the rural development. The proposed policy is not contrary document to the National Transport Policy 2001/2002, Three Year Interim Plan (2064/65-2066/67), Local Infrastructure Development Policy-2061 and Draft Rural Transport Policy/RTSSPD-RAIDP 5

other relevant Regulations such as Vehicle and Transport Management Act-2049 etc. However, in the changed context of economic development and political scenario in the country these documents are needed to be revised and revisited.

8.3

Section III: Vision Statement

The Vision of the Rural Transport Services Policy is to provide a policy framework for the development of an efficient, safe, affordable, sustainable and people-centered transport system for the accelerated economic development of rural areas of Nepal.

8.4

Section IV: Goals and objectives The main objective of the Rural Transport Services Policy is to develop an efficient, safe, affordable, sustainable and people-center transport system in the country. Broader policy objectives of RTSP can be summarized as: To reduce poverty in rural areas of Nepal: Increased mobility of rural population will have positive impact on the rural economy. . To provide a coordinated approach for addressing the diverse issues in rural transport. The proposed Rural Transport Services Policy would be intended to establish a coherent policy framework for coordination among various stakeholders of rural transport service. To reduce rural-urban migration so as to reduce the pressure in urban areas: Within the wider policy objective of promoting rural development, rural transport development is an important input to agricultural and cottage industry development meant to foster equitable employment, growth and income distribution amongst the whole population. To balance the public and private sector involvement in rural transport services: this is the mutual recognition of stakeholder for their responsibilities and involvement. To strengthen local authorities to work for consumer satisfaction and eliminate cartels and syndicates. In the other word, regulatory mechanism should be empowered. To support and promote the community based transport services (Village Transport Cooperatives) so as to provide frequent and economic services to them. To strengthen local authorities: District Development Committees, Village Development Committee (VDC) and Municipalities are major institutions of local development. Capacity building and their involvement gives the constructive environment for rural transport service. Specific objective of RTSP can be mentioned as: Increase the frequency of transport services along the constructed road network in the rural areas; Encourage the competitive transport service to the rural areas; Improve the service quality (reliability, safety, convenient etc.) in the rural areas; Promote IMT as an appropriate mode of rural transport service.

8.5

Section V: Programming and Planning Policy Directions 8.5.1 Road Inventory and Classification Objective: To have a reliable database of the rural road network and related infrastructure to enable informed decision making. The policy direction: a. It will be a top priority of DOLIDAR/MoLD to complete the nationwide rural road and other transport infrastructure inventory. b. Efforts to capture the spatial and attribute data in an electronic database will continue. Update of DTMP should be done in reasonable period. c. GIS units at DOLIDAR and District Technical Offices (DTO) will be established for the effective management of the rural infrastructure database. Draft Rural Transport Policy/RTSSPD-RAIDP 6

8.5.2 Rural Road Design Standards Objective: To ensure that all rural roads are built to appropriate standards for particular Transportation Modes. The policy direction: DTO should monitor and follow the engineering standards of all the rural roads within the district. b. The rural roads with poor geometry/technical parameter should be updated based on the importance and traffic volume. c. The roads should be classified as per the technical specification and issue certifications for the particular transport service within the districts.
8.5.3 Rural Transport Services Objective: To ensure that rural transport services meet the mobility needs of the rural population, To promote reliable, affordable safe transport services in rural areas. The policy direction: a. MoLD will continue the policy of non-intervention in the transport services sector, but will focus on removing physical obstacles through the provision of appropriate infrastructure. b. DoTM should expand its organizational structure to the District level. c. DOTM should revise the 'Vehicle and Transport Management Act-2049' and make necessary and relevant changes in the provisions for vehicle registration and proper enforcement of the new regulations. d. A separate Act will have to be prepared for Rural Transport Management.

Objective: To ensure that both women and men are benefited equitably from the development of rural transport service including rural road infrastructure. The policy direction a. MoLD will mainstream gender issues in all stages of the project cycle identification, preparation and design, appraisal, implementation and supervision, and monitoring and evaluation. b. The travel burden of women should be taken into consideration for the planning of transport services. 8.5.5 Environmental Considerations Objective To develop rural road infrastructure in an environmentally sustainable way. The policy direction: a. DTO/ DOLIDAR/MoLD are committed to mitigate any negative environmental impacts at all stages of provision and construction of rural road. b. DOLIDAR will develop comprehensive guidelines that will be followed by all involved in the planning and development of rural road infrastructure. c. DOLIDAR/DTO will mainstream environmental safeguards into the planning and development of rural road infrastructure. 8.5.6 Road Safety Objective To minimize the number of traffic accidents on rural roads. The policy direction Draft Rural Transport Policy/RTSSPD-RAIDP 7

8.5.4 Gender Issues

a. DOLIDAR/MoLD will proactively pursue road safety related issues in the planning and
development of rural roads so that appropriate geometrical design standards are followed, traffic signs are erected, and potentially hazardous sections are protected using traffic calming devices. If necessary, DOLIDAR will seek assistance from DOR, DOTM or Traffic Police on these issues. DOLIDAR will cooperate with relevant organizations to reduce traffic accidents and casualties on rural roads, including encouraging educational and awareness campaigns. Central road accident database system should be established in coordination with DOR, DOTM, DOLIDAR and Traffic Police. There should be the provision of Road Safety Audit in rural roads by DTO. Whereas, each project should have allocate certain budget for the "road-safety" District level Transport Safety will be planned, implemented and monitored by the formation of the District Transport Safety Committee.

b.
c.

d. e.

Objective To ensure that stakeholders' views are reflected at all stages of the road development project cycle. The policy direction: a. DOLIDAR/MoLD will integrate stakeholders' participation into all stages of the road development project cycle - from planning to operation of rural roads. b. DOLIDAR will endeavor to develop comprehensive stakeholder participation guidelines for different stages of a road project. c. DOLIDAR will develop the guidelines for community based maintenance, safety provision, and control of vehicle overloading issues.

8.5.7 Stakeholder Participation for transport services

8.6

Section VI: Financing Policy Directions

8.6.1 Improvement versus Maintenance Funding Objective: Construction of a new road should be prioritized only after the preservation of existing roads. Maintaining the roads is the first requirement of smooth transport services.
The policy direction a. Preservation of existing road assets will be the top priority of DOLIDAR, and therefore maintenance funding will get priority over improvement funding. b. DOLIDAR/MoLD will only fund the improvement of rural road infrastructure when there is assured adequate maintenance funding for the improved infrastructure. c. One of the criteria for investment decisions will be a comparison of the life cycle costs of different options. d. DOLIDAR/MoLD will seek the appropriate institutional mechanisms such as the formation of an inter-ministerial committee to resolve maintenance funding issues with the Roads Board Nepal and Ministry of Finance. 8.7 Section VI: Sustainable Policy Directions 8.7.1 Organizing and Implementing Maintenance Objective: To maximize the effectiveness and minimize the costs by managing maintenance operations in an effective and sustainable way. The policy direction: a. DOLIDAR will delegate the responsibilities for organizing and implementing the maintenance of rural roads to the DTOs. b. DTO will have to take initiations to the capacity building of local communities for the road maintenance for the smooth transport service provision. Draft Rural Transport Policy/RTSSPD-RAIDP 8

8.7.2 Vehicle Overloading Control Objective: To minimize damage to rural roads caused by overloaded vehicles, and thereby reducing maintenance costs and loss of potential benefits of transport due to damaged roads. The policy direction: a. DTO will identify rural roads with chronic overloading problems (e.g. roads connected to quarries) and will recommend to appropriate authorities the reclassification of the roads according to their function. b. DTO in cooperation with local communities will endeavour to find a way to control the overloading on rural roads including consultation with stakeholders to find practical overloading control solutions.

8.7.3 Involvement of communities in Rural Transport Services

Objective To establish reliable transport services in the village To develop entrepreneurship (direct or indirect to the transport sector) for the economic development of Local communities. The policy direction: a. DDC/VDC will indentify, encourage and assist the potential villages/communities to form Village Transport Cooperatives. b. Financial institutions will be arranged for support to start the transport entrepreneurship in the villages. c. Capacity building of the rural young peoples to start up the entrepreneurship in the direct or indirect with the transport sector.

8.7.4 Use of Local Resource Based or Intermediate Technologies Objective To promote the IMT for the affordable, reliable and safe Rural Transport Services To use appropriate local resource based construction and maintenance technologies that minimize the whole life costs of the assets, that are sustainable, and that are conducive to employment generation.
The policy direction: a. DOLIDAR/DTO will carefully examine different alternative surfacing/paving study results and evidence, and will adopt options that are suitable for Nepal and have the lowest whole life-cycle costs. b. DOLIDAR/DTO will encourage the use of appropriate technologies for the development and maintenance of rural roads that favours the use of local labours and materials but does not undermine quality and cost aspects. c. District level agencies related to the local transport sector will have the priority in the use of appropriate IMT within the district 8.8 Section VII: Institutional Policy Directions 8.8.1 Delegation of responsibilities to local government Objective: To setup the decentralized approach of the development of affordable, reliable, safe transport services at local/district level, To ease the coordination between stakeholder in the transport sector. The policy direction: Draft Rural Transport Policy/RTSSPD-RAIDP 9

a. The primary role of MoLD/DOLIDAR/DOTM will be limited to policy and strategy

formulation; setting standards; development of guidelines on different aspects of the local transport sector. b. District level agencies will be delegated the responsibilities for the better implementation of programs, plans and projects in the transport service sector c. Village and local communities will be involved in each programs and projects for the sustainability of the programs and projects in transport service sector. d. DDC should take initiations for the coordination in this respect. 8.8.2 Institutional Capacity Development at the national and local Levels Objective To develop institutional capacity for effective development and management of roads at all levels. The policy direction: a. MOLD will undertake a review of the institutional capacity for the rural road sub-sector, and will streamline the institutional structure at all levels; b. DOLIDAR will take all steps necessary to develop the institutional capacity at different levels of the organization, including working with educational and training institutions. 9 Institutional arrangement for the rural Transport service

To achieve the above mentioned objectives and policies directions following institutional arrangement will be established. Institutional arrangement and responsibilities: a. District Development Committee (DDC): Responsibilities for the transport services o DDC will allocate budget for: subsidizing the Village Transport Cooperatives and o Allocate emergency maintenance budget for Transport routes in operation through DTO, o Support (credit or trainings etc.) to the Vehicle Repair Centers, o Allocate budget for capacity building of transport services organizations such as DTO technicians, Traffic police, VRCC, Village transport cooperatives, Vehicle service centers, Drivers of rural areas, Transport operators associations, o Political, administrative and moral support to the District Transport Management Committee. o Approval of the District level transport fare by the meeting of District Rate Approval Committee which is recommended by the DTMO. o Recommend the New rural route application for the permission Transport Routes to the District Transport Management Committee which were submitted by the VDC. b. Village Development Committee (VDC): Responsibilities for transport services at village level routes: o Coordinate with District Level Institutions on the matter of Transport services and their needs to the village. o Recommend the DDC on the establishment of Village Transport Cooperatives, o Recommend the DDC on the establishment of Vehicle Repair Centers. o Submit the proposal for opening the new Transport Route in the village once a year to DDC, o Submit the proposal for yearly budget for emergency maintenance budget to DDC, o Conduct traffic safety awareness programs by the VDC budget. c. Department Transport Management (DOTM): To prepare the Local Transport Service Act. Review the existing Vehicle and Transport Management Act-2049 Draft Rural Transport Policy/RTSSPD-RAIDP 10

Extension of organizational structure to the District level/Municipality level:

d. District Transport Management Office (DTMO) Responsibilities of DTMO o Vehicle registration, o Drivers license, o Route determination for district o Fare determination and submit for the approval to the DDC-Rate Apporval Committee. o Route permission (licensing) on the recommendation of District Transport Management Committee e. District Transport Management Committee (DTMC): Chairman: Chief District Officer Member: Representative, Transport Operator Association Member: Chief, District Police / Office Traffic Police Member: Representative from DDC and Municipality Member: Chief, DTO Member: Chief, Division Road Office Member Secretary: Chief, District Transport Management Office f. District Technical Office (DTO): The technical responsibility for district level road-network and Transport Services o Perform emergency maintenance work utilize/operate the emergency fund allocated by the DDC. o Establishment of appropriate database system of rural road network, o Prepare and update District transport route map: Bus routes, Jeep route, IMT route, main trails, o Prepare and submit the yearly budget for the Transport Service to the DDC Council. o Coordinate with District Transport Management Office, Traffic Police, Transport Operators Associations, Technical assistance to the VRCC and Village Transport Cooperatives g. District Transport Operators Associations (DTOA) Presently all the transport services are handled by the different Transport Operators Association. There may be Jeep, Bus, Tempo, Rickshaw, Truck and others in each district. DTOAs have major role in the decision making process of the transport sector at district level. The DTOAs shall be consulted on the formulation and implementation of action plans mentioned in the Rural Transport Services Policy. Their technical and management skill will be upgraded by organizing training programs. A coordination body will be formed o DTOAs will be responsible for the competitive transport services in the district. o DTOAs shall coordinate with different modes of transport in the district. o Responsible to maintain the fixed schedule in the district level transport routes. h. Village Road Coordination Committee (VRCC): o They have been already formed in RAIDP districts. o Additional responsibilities will be given for maintaining transport routes and support the Village transport Cooperatives i. Village Transport Cooperatives (VTC) o They will start transport services within the limits of their own village and market hubs j. Vehicle Repair Centers (VRC) o These centers are established in each market hubs Draft Rural Transport Policy/RTSSPD-RAIDP 11

o Depending upon the demand for repair, they will increase their business for
bicycle, motor-cycle, Tempo, Tractor, Jeep, bus and etc. k. District Police/Traffic Responsibilities for transport service o Conduct training on the traffic rules and regulations to the Nepal Police staffs stationed at different part of the District (Villages), o Actively participate in the public awareness campaign for traffic safety, rules and transport services. o Daily traffic management of district hub. l. Rural Transport Service Inspectors (appointed by the DTMC) Transport Service Inspectors will be responsible for checking: o The Transport Service permission for particular Transport routes, o Route fare o Drivers License o Traffic rules in village roads and enforcement o Transport Service quality of o Vehicle Conditions along the district level routes o Overloading of Vehicles along the district and Village routes o Insurance documents (third Party insurance) for the vehicles Rural Transport Service Inspector will take initiation for the investigation of road accidents. m. Insurance system: District level financial institutions will be encouraged to ease the insurance system such as collection of premium etc. Rural Transport Service Act will have the provision of insurance strictly. n. District Transport Safety Committee (DTSC) The Committee will be formed under DAO. It will have a secretariat (Transport Safety Unit) at the DAO. Formation of the Committee: o Chairman: Chief District Officer o Member: Representative, Transport Operator Association o Member: Representative Transport Labours Association o Member: Chief, District Police / Traffic Police o Member: Chief Engineer of the Municipality at District Headquarters o Member: Chief, DTO o Member: Chief, Division Road Office o Member Secretary: Chief, District Transport Management Office Responsibilities and Duties o To coordinate with the central level agencies o To maintain the database for road accident o Planning of road safety programs for coming FY o Collect the funding for the road safety programs o Formation of expert team for the investigation of Road accidents within the district o Assist the NGOs working in the traffic safety awareness programs

Draft Rural Transport Policy/RTSSPD-RAIDP 12