Introduction of the Project

The Project on Urban Transport Improvement in Federal Democratic Republic of Nepal July, 2015 Introduction of the Project Government of Nepal Ministry of Physical Infrastructure and Transport (MOPIT) Department of Roads (DOR) Ministry of Urban Development (MOUD) Kathmandu Valley Development Authority (KVDA) Japan International Cooperation Agency 1

CONTENTS Part 1. Outline of the Project Part 2. Land Use Structure Plan Part 3. Transport Network Plan Part 4. Emergency Transport Road Network 2

Part 1. Outline of the Project 1.1 Background of the Project 1.2 Objectives of the Project 1.3 Procedure 3

1.1 Background of the Project [ Previous Activities by JICA for the Project ] Road Development Master Plan in 1993 Data Collection Survey in 2012 Detailed Planning Survey in 2013 [ Current Urban Issues ] Acceleration of population growth and sprawl of urban area Rapid urbanization Rapid increase of number of vehicles (from 150,000 to 570,000 in last 10years) Heavy traffic jam Improvement of Ring Road and widening of roads by GON: But still insufficient transport infrastructures This presentation is based on the examination before the earthquake and to be reconsidered. 4

1.2 Objectives of the Project To establish Comprehensive Urban Transport Master Plan Target year: Short-term; Year 2020 Mid-term; Year 2025 Long-term; Year 2030 Sector Programme 1) Land Use Plan 2) Road Plan 3) Public Transport Plan 4) Traffic Demand Management (TDM) 5) Logistic Plan 6) Traffic Safety Plan 7) Non-motorized Transport (NMT)Plan 8) Disaster Management Plan Implementation of the pilot project [Expected Outcomes] Establishment of Comprehensive Urban Transport Master Plan Implementation of pilot project Capacity Development of relevant agencies to monitor, maintain and alter the Master Plan This presentation is based on the examination before the earthquake and to be reconsidered. 5

1.3 Procedure 2014 Jul. Aug. Sep. Oct. Nov. Dec 2015 Jan. Feb. Mar. Apr. May. Oct. Nov. Dec. Phase 1 Information Collection Phase 2 Establishment of Structure Plan Phase 3 Establishment of Transport MP And Sector Plan Phase 4 Implementation of Pilot Project Phase 5 Finalization of Report Preparatory work Supplemental traffic survey Urban development and urban structure Future traffic demand forecast Strategic Environment Assessment Comprehensive urban transport Master Plan with sector program Implementation Plan Priority Action Plan Cost Estimation Implementation of Pilot Project Preparation of DF/R Submission of FR for the Project on Urban Transport Improvement in Federal Democratic Republic of Nepal (hereinafter referred to as JICA Study Team) This presentation is based on the examination before the earthquake and to be reconsidered. 6

Part 2. Land Use Structure Plan 2.1 Precondition for Discussion 2.2 Alternative Plans of Urban Structure 2.3 Definitive Urban Structure 2.4 Layout of New Urban Area 2.5 Zoning and Characteristics 7

2.1 Precondition for Discussion Population projection in Kathmandu Valley Increase Increase 2011 2020 2025 2030 rate 2011-2030 2030/2011 Lalitpur 424,627 530,000 581,000 627,000 202,373 1.477 Bhaktapur 304,651 370,000 402,000 431,000 126,349 1.415 Kathmandu 1,724,308 2,220,000 2,456,000 2,666,000 941,692 1.546 Total 2,453,586 3,120,000 3,439,000 3,724,000 1,270,414 1.518 According to the population projection by Central Bureau of Statistics, population in Kathmandu Valley will increase to 3.7 million in 2030 from 2.5 million in 2011. Urban expansion will be inevitable. This presentation is based on the examination before the earthquake and to be reconsidered. 8

2.2 Alternative Plans of Urban Structure Structure Land use Transport Case 0 Monocentric Case 1 Monocentric and multipolar Case 2 Compact on eastwest axis with twin centers -Monocentric structure, Overconcentration -Trend pattern of expanding urban area in suburbs as typical sprawl -Assigning sub-city centers on the ring road -Monocentric structure -Improving Trend pattern by building planned new towns with high density on the outer ring road in suburb -Assigning sub-city centers on the ring road -TOD plan which develops the areas around the stations of new transport system -Twin center structure -Shift from the trend pattern expanding urban area in all directions to the compact pattern aggregating urban area on the east-west axis -Assigning sub-city centers on the ring road -Typical TOD plan which develops new towns on the axis of East-West with a installation of new transport system -Inner ring road -Outer ring road -Installation of new transport system on both North-South and East-West axis -Installation of BRT on both the Ring road and inner ring road -Same as Case-0 except the outer ring road without north and northwest section -Inner ring road -Outer ring road is not constructed -Installation of new transport system on both North-South and East-West axis -Installation of BRT on both the Ring road and inner ring road Case 3 Integration of Case-1 and Case-2 -Twin center structure -Integration of Case-1 and Case-2 -Same as Case-1 9

Long Term Plan Case-0 Long Term Plan Case-1 Long Term Plan Case-2 Long Term Plan Case-3 Integration of Case-1 and Case-2 Future Urban Structure Plan (Draft) - Twin-Center on East-West axis with Multipolar - Compact unban development in suburb - TOD with Installation of Mass Transit system This presentation is based on the examination before the earthquake and to be reconsidered. 10

Case-0 Case-1 Case-2 Case-3 Future Urban Structure Plan twin-center on East- West axis with Multipolar - Compact unban development in suburb - TOD with Installation of Mass Transit system This presentation is based on the examination before the earthquake and to be reconsidered. 11

Seminar on10 Jul. 2015 2.3 Definitive Urban Structure Structure Plan Advantage Disadvantage Case 0 Monocentric Case 1 Monocentric and multipolar Case 2 Compact on eastwest axis with twin centers Case 3 Integration of Case- 1 and Case-2 Nothing, but this is the trend of land use pattern. This would be a practical solution for urban development without some socio-economic inequality between the districts because development areas are distributed. This is an innovative TOD solution for increasing future traffic demand if high capacity transport network is efficiently used along the east-west corridor. This is set up by taking advantages and overcoming the disadvantages of both Case- 1 and Case-2. Therefore, this can be said as a relatively better balanced urban structure than the above tree alternatives. Heavy traffic congestion in city center, deteriorating environment in suburb, huge investment for transport infrastructure and so on Traffic congestion in the city center will be difficult to improve without huge investment for public transport and radial arterial roads. This has a risk in that large scale development in the east area would become difficult because there are rich cultural, natural and agricultural assets. In addition, If development and investment are concentrated in the East and West areas, some socio-economic inequality and disparities between the districts would be occurred. This would be the same as mono-centric urban structure like Case-1 if twin centers are not worked well. Therefore, building a new center on East-west axis is the key issue for success. As a definitive urban structure, based on the discussion of WGs Case-3 is recommended. This presentation is based on the examination before the earthquake and to be reconsidered. 12

2.4 Layout of New Urban Area This presentation is based on the examination before the earthquake and to be reconsidered. 13

2.5 Zoning and Characteristics Existing Functions of Central Business District (Government, Commercial, Office, Education, Hospital etc.) Logistic Center (Ongoing) New Logistic Truck Park Freight traffic center University Agriculture and Pharmaceutic area Sub-center of Kathmandu Valley Tourist base This presentation is based on the examination before the earthquake and to be reconsidered.

Part 3. Transport Network Plan 3.1 Road Network Development Target 3.2 Concept for Future Road Network System 3.3 Proposed Future Road Network 3.4 Public Transport Development Strategy 3.5 Conceptual Plan of Public Transport Network 15

3.1 Road Network Development Target Target 1. Coordination with Urban Land Use Plan Measures Systematic road distribution to new urban area. Securement of road space for primary public transport route 2. Improvement of Network System 3. Supply of Road Capacity 4. Improvement of Bottle-neck Conversion to radial-circumferential system from radial system Development of IRR Widening of roads where capacity is required. Development of off road parking, bus and truck depot. Installation of bridges. Improvement of intersections. Improvement of river crossing 5. Provision of appropriate road facilities including cross section Signals Pedestrian signals/pedestrian bridges Road cross section with appropriate pedestrian way/bike lane and motorcycle lane. This presentation is based on the examination before the earthquake and to be reconsidered. 16

3.2 Concept for Future Road Network System Ring Road Tribhuvan Highway Arniko Highway Issues caused by current network system - Vehicles concentrate into CBD. - Vehicles which do not have destination in CBD are forced to go through CBD. Densely inhabited area Central Business District (CBD) Current Road Network System - Radial Road Network System except Ring Road This presentation is based on the examination before the earthquake and to be reconsidered. 17

Future Road Network System - Conversion to Radial-Circumferential road network Tribhuvan Highway Ring Road Inner Ring Road Arniko Highway Development of Inner Ring Road enables vehicles to divert congested CBD area. Outer Ring Road services sub urban areas Densely inhabited area Central Business District (CBD) Outer Ring Road This presentation is based on the examination before the earthquake and to be reconsidered. 18

3.3 Proposed Future Road Network This presentation is based on the examination before the earthquake and to be reconsidered. 19

Inside Ring Road This presentation is based on the examination before the earthquake and to be reconsidered. 20

Inefficient Bus Operation by many old buses and too many small-sized buses Low density and low capacity road network Lack of Transport management 3.4 Public Transport Development Strategy (Main Causes of Problems) Lack of Off-road Bus terminals and Existing of many Roadside Bus terminals ( Strategies) 1 Reorganization of Public Transport Operation > Routes (hierarchy of network by mobility) > Terminal (reallocation of transport terminals) > Vehicle, Operator, Fare, Priority and so on 2 Installation of New Public Transport with high capacity and exclusive space(brt, AGT etc. ) > to Center from North, South, East and West > Circulation by Ring Road & Inner Ring Road 3 Improvement of Road Network on Bus Route > construction of Inner Ring Road > Improvement of the density of bus routes ( 1km mesh) > Improvement of the width of bus routes ( to ensure as a large/medium bus routes) 4 Promotion of TOD both in new urban area and in existing urban area 5 Promotion of NMT both in new urban area and in existing urban area This presentation is based on the examination before the earthquake and to be reconsidered. 21

Clockwise & Counterclockwise Circulation on the Ring Road 3.5 Conceptual Plan of Public Transport Network Image of Strategic Public Transport Routes(SPTRs) Inter Regional Bus Central Business District District Centre Urban area with high density Clockwise & Counterclockwise Circulation on the Inner Ring Road Urban area with low density New development area with high density New development area with Medium density Central Station (Urban Transport Hub) Inner Ring Road E,W,N,S Station and new town Station, which have transfer function of traffic mode Station Bus terminal Ring Road Outer Ring Road Strategic Public Transport Route(SPTR) =Primary Bus Route Secondary Bus Route Tertiary Bus Route This presentation is based on the examination before the earthquake and to be reconsidered. 22

Development of Terminals Ring Road New Bus Park North Station Secondary Route Strategic Public Transport Route (Primary route) Inner Ring Road West Station West Bus Terminal Central Station (With Bus Terminal) Old Bus Park airport East Station (With Bus Terminal) Tertiary Route Lagankehel Bus Park Four Off-Road Bus Terminals are Proposed (Central, East, West & South) South Station (With Bus Terminal) This presentation is based on the examination before the earthquake and to be reconsidered. 23

KUTMP Image for Public Transport Network inside DID (Tentative) Line-4 Inner Circle Line BRT System Dedicated Lanes on Road Line-1 North-South Line AGT System Dedicated Viaduct Structure Line-3 Circle Line Full scale BRT System Dedicated Lanes on Road Line-2 East-West Line AGT System Dedicated Viaduct Structure This presentation is based on the examination before the earthquake and to be reconsidered. 24

Part 4. Emergency Transport Road Network 4.1 Introduction of Emergency Road Network (ERN) 4.2 Classification of ERN 4.3 Proposed Definition of First Emergency Road 4.4 Proposed Definition of Second Emergency Road 4.5 Proposed ETRN 4.6 Case Study 4.7 Way Forward 25

4.1 Introduction of Emergency Road Network (ERN) In order to perform smooth emergency transport after the earthquake, ERN shall be necessary to connect each disaster prevention center by highway, arterial road, and sub-arterial road network. Before Disaster-prevention measures Disaster prevention center Landslide Relief Supplies Urban Area After Disaster-prevention measures Bank protection work Bridge fall Emergency Transportation Road Disaster prevention center Relief Supplies Urban Area Seismic strengthening Emergency Transportation Road based on Ehime Pref. Homepage 26 26

4.2 Classification of Emergency Road Network (ERN) National Emergency Road (Ring Road, Arniko Highway) Over 20m road width No block point for building demolition More than 2lanes for ambulance or heavy equipment traffics after big earthquake Large open spaces (Airport, Industrial estate etc.) are connected NER Center area of Kathmandu is connected National Emergency Road First Emergency Road Over 12m road width Almost roadside buildings under 6 floors (some buildings over 7 floors) Some block points for building demolition At least 1 lane for ambulance or heavy equipment traffics after big earthquake Big hospitals, open space, fire stations and connected NER and FER network Figure NER (Arniko Highway) Cross Section Image Figure FER Cross Section Image This presentation is based on the examination before the earthquake and to be reconsidered. 27

Second Emergency Road Arterial road network will be located 1km square interval Over 5m road width roads are chosen for Second Emergency Roads Many block points by collapsed building Concept Emergency Road Existing no road network but necessity to connect FER or SER To use land pooling, this concept ER must be constructed Figure SER Cross Section Image This presentation is based on the examination before the earthquake and to be reconsidered. 28

4.3 Proposed Definition of First Emergency Road No.7 Five Floor (2.7m*5)/3=4.5m No.8 Three Floor (2.7m*3)/3=2.7m No.9 Two Floor (2.7m*2)/3=1.8m No.10 Two Floor (2.7m*2)/3=1.8m No.11 Seven Floor (2.7m*7)/3=6.3m No.12 Two Floor (2.7m*2)/3=1.8m No.13 Three Floor (2.7m*3)/3=2.7m 12m 12m No.1 Five Floor (2.7m*5)/3=4.5m No.2 Two Floor (2.7m*2)/3=1.8m and setback 1.0m No.3 Three Floor (2.7m*3)/3=2.7m No.4 Five Floor (2.7m*5)/3=4.5m No.5 Two Floor (2.7m*2)/3=1.8m No.6 Three Floor (2.7m*3)/3=2.7m 12m Debris 8m (Proposed) 1.5m For Escape Debris Debris For Rescue Debris Figure Conditions for determining the suitability of ERN (1) This presentation is based on the examination before the earthquake and to be reconsidered. 29

4.4 Proposed Definition of Second Emergency Road 6-8m 1-2m Set back 6-8m 1.5m 4.5-m (Proposed) Debris Debris Set Back Debris For Rescue & Escape Figure Conditions for determining the suitability of ERN (2) Debris This presentation is based on the examination before the earthquake and to be reconsidered. 30

4.5 Proposed Emergency Transport Road Network This presentation is based on the examination before the earthquake and to be reconsidered. 31

4.6 Case Study: Korea-Nepal Hospital Thimi Road (around crossing point) (1) Road Register (Proposed) To make a Road Register (tentative name) This presentation is based on the examination before the earthquake and to be reconsidered. 32

4.6 Case Study: Korea-Nepal Hospital Thimi Road cont. (2) Road Register (Proposed) To make a Road Register (tentative name) This presentation is based on the examination before the earthquake and to be reconsidered. 33

4.6 Case Study: Korea-Nepal Hospital Thimi Road cont. (3) Red is blocked area, and green is good condition area for emergency road network. This presentation is based on the examination before the earthquake and to be reconsidered. 34

4.6 Case Study: Korea-Nepal Hospital Thimi Road cont. (4) Small Land Pooling system (proposed) Red boundary is LP development site This presentation is based on the examination before the earthquake and to be reconsidered. 35

4.7 Way Forward (1) To decide ERN Plan. (2) To strengthen road structure and facilities. (3) To check the condition of all buildings located by Emergency Road and make a database of ERN. (4) To check how many blockade points will be in each ERN. (5) To make a plan to keep the space on the ERN. 1) Widening of road 2) Reform of building code and zoning system (Standard of building strength or setback) (6) To make a rule of promotion of reconstruction. 1) Tax exemption (rent tax, Inheritance tax etc.) 2) Subsidy (7) To make an evacuation route from World Heritage Site. This presentation is based on the examination before the earthquake and to be reconsidered. 36

This presentation is based on the examination before the earthquake and to be reconsidered for Build Back Better. 37