1. Jan-Feb 2011

ANALYSIS
This time around the proposal attempts to tackle the issue of
congestion not by widening roads or constructing overheads but
by enhancing public mode of transport.
Public vehicle vs private vehicle in relation to congestion
Such an approach has been influenced by the fact that widening of
roads is not just unsustainable but also unaffordable (estimated to
be 14,152,612,336 NRs) due to increased land prices. According
to a study by Institute for Global Environmental Strategies (IGES),
private vehicles constitute 71% of the operational vehicles and
consume 53% of total energy but cater to only 41% of total travel
demand in the Valley; whereas public transport comprise only 1.4%
of the total vehicles, consume 13% of total energy and contribute
to 37% travel demand . Hence public transport undeniably seems
to be a better choice of transport in terms of energy consumption,
traffic reduction and meeting travel demand.
public to favour public vehicles. Although the report presents
ideas of subsidy for extending operating hours and cross subsidy
to maintain fares, enhanced interchange ticketing system,
improved service standards and route management, it all seems
a bit ambitious with regard to the current capacity of government
bodies. In such a scenario the task of creating a convincing public
vehicle alternative still remains challenging.
The idea of operating trolley- bus within a larger part of
Kathmandu is appreciable since it can facilitate mass –transit
along pilot routes in an energy efficient manner. However, the
issue of electrical supply and debate between public or private
ownership of trolley bus is still unresolved. Similarly, the project
emphasises on use of energy efficient electrical vehicles and
also on improving traffic junction management by use of CCTV
and traffic signals. Once again, the availability of electricity (be it
solar or hydro) makes this proposal questionable. For instance
the traffic signals installed at seven different junctions of the city
with assistance from JICA in 2003 are today showpieces unable
to function due to electric outage. Perhaps the government
could think of introducing a micro hydropower supply, solely
for the running of the proposed electrical vehicles and traffic
management in the Kathmandu Valley. Another obstacle is the
heavy tax ( over 130 % custom duty besides other taxes and VAT)
levied on electric motor vehicles - an absurdity in itself despite
the current energy consciousness due to its crisis
Another essential aspect of sustainable transport is
The project attempts to make public transport a credible
alternative by rationalising the fleet of public transport, i.e.,
creating pilot routes for cross city service, introducing regulatory
system for fewer bus routes, fewer vehicles with larger operator,
bringing public vehicle owners under one regulatory umbrella
and upgrading the condition of the public transport. It also
plans to make public vehicles accessible to poor and mobility
impaired, reintroduce trolley-bus lines and improve the capacity
of Department of Transport Management (DoTM). Second set
of proposals related to traffic management include plans for
discouraging private vehicles in central area through taxation,
public vehicle parking facilities, improvement of junctions and
traffic signals, training and scientific licensing to drivers, increasing
traffic police efficiency, extension of Bishnumati Link road by
Department of Roads (DOR) (as per inner ring road proposal by JICA
in 1993) for traffic flow around central area.
Where the challenge lies
By advocating such measures for encouraging public mode
of transport, the project has taken a positive step towards
sustainability. However, the challenge lies in actualising this
advocacy. In the context of Kathmandu the physical condition of
public transport (bus, minibus, microbus, safa tempo) is extremely
poor due to mishandling and lack of maintenance. Most drivers are
not adequately trained and lack discipline, especially in terms of
stopping to pick up travellers at road segments other than actual
stops. There is no proper calculation for travel fares as per distance
and often fluctuate at different routes making it expensive to
commute by interchanging vehicles. As such, public vehicles have
a low status appeal among the general public, who on the other
hand, yearn of owning a car and travelling in their own terms. So,
a mere creation of public awareness will not provoke the general
Pedestrianisation proposal in Historic core
www.spacesnepal.com 80
January-February 2011