Towards Developing Indicators of Environmental Sustainability for Kathmandu, Nepal

What is sustainability?

The term “Sustainable Development” was first used by the World Commission on Environment and Development (WCED) in its report “Our Common Future” which was published in 1987. Its definition of sustainable development which “meets the needs of the present without compromising the ability of future generations to meet their own needs”1 is still the most often quoted definition of sustainable development. Since then numerous writers and organizations have created more encompassing and specialized definitions of sustainable development. These definitions attempt to encompass a more comprehensive spectrum of sectors to ensure sustainability of a system. One definition particularly related to urban development was developed by the URBAN 21 Conference held in Berlin in July 2000, which states:

"(Sustainable urban development) is improving the quality of life in a city, including ecological, cultural, political, institutional, social and economic components without leaving a burden on the future generations”.2

In most definitions the concept of sustainability includes three major dimensions: economic, social and environmental. Due to the urgency created by several global, regional and local environmental problems, such as, global warming, bio-diversity loss, air and water pollution and problems of waste management, the environmental aspect of sustainability is more often emphasized by planners.

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Particularly in urban locations, sustainability involves addressing the long term well-being of the people, conserving resources, making long term financial plans, empowering community and ensuring the integrity of the environment.

Figure 1 illustrates the various elements that need to be addressed to manage for sustainability of an urban environment3.

This paper seeks to address the sustainability issues particularly related to the urban development of Kathmandu, the capital city of Nepal. This paper is limited to devising an approach to develop sustainability indicators for Kathmandu, which can provide some reference to the policy makers, planners and urban development professionals working for the development and management of Kathmandu and similar other cities in developing countries. Given that the Valley’s environmental quality is deteriorating at an unprecedented rate, ensuring the sustainability of the environmental quality is of paramount importance. The emphasis of this paper is on environmental sustainability of the Kathmandu Valley.

Sustainability in Kathmandu

This paper deals with the sustainability issues for the entire Kathmandu valley, as it is a single ecological unit. The valley includes the three main cities, Kathmandu, Lalitpur

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and Bhakpatur. The valley covers an area of 900 square kilometers (347 square miles)4 total population of the valley is estimated to be 2.35 million (2000 population 1.645 million)5. The valley is going through an unprecedented rate of population growth. An indication of this accelerated growth can be seen by the rate of growth of Kathmandu district, which is estimated to 4.71 percent per year.6 The rate of population growth in Kathmandu is one of the highest in the world.

The valley of Kathmandu was historically a sustainable place from environmental and ecological point of view. It was agriculturally self sufficient and socially harmonious, bound in a social hierarchy that remained intact for a long period of time throughout history. The segregated social structure and its desirability are normative issues that beg a critical review by the standards of today’s democratic and pluralistic norms in Nepal. That sociological part however, is not the topic for this paper.

The environmental quality of the valley is on a speedy decline as can be seen from the high levels of air pollution, water pollution and land pollution in the urban areas. The accelerated levels of pollution have been widely studied by experts, international agencies and Nepal government agencies.7

Many management practices will impact the level of sustainability the valley will enjoy. For example, the current population growth is clearly unsustainable if appropriate infrastructure, housing, water supply and other urban amenities cannot keep up with the rate of growth. Furthermore, planners and policy makers have to ascertain

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whether adequate potential exists for supplying Kathmandu with water, building materials, waste management resources (such as, landfills), pollution control and other urban amenities to ensure an acceptable level of urban quality of life.

Additionally, the availability of energy and use of locally produced energy will also determine how vulnerable Kathmandu is for its energy needs. The increasing use of solar energy and photo-voltaic panels and bio-gas in the valley are helpful indicators of sustainable energy use. However, the use of individual electricity generators, even if they can be perceived as bestowing self-sufficiency to individual home owners and business, are bad indicators of sustainability in the long run. The generators consume petrol, need a regular supply of spare parts, and do not enjoy an economy of scale for energy production.

Traits of Effective Sustainability Indicators for Urban Environment

Sustainability indicators are the instruments for measuring the changes in the quality and state of sustainability of any system. The indicators comprise of information, data and parameters that measure the state of the environment and other sustainability factors. Without indicators, we cannot measure the status, trends and long terms changes in the factors that in aggregate demonstrate the suitability of a system.

The following are the main characteristics of the indicators that can explain and assess the sustainability of an urban area. If the indicators fit these qualities, they will help to

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examine, monitor and predict how sustainable the urban system is. Although these traits can apply to the study of sustainability of many systems, they are particularly valuable to predict the sustainability in Kathmandu.

Relevance to the Local Conditions

Any sustainability indicator must be relevant and well-suited to the local circumstances. Kathmandu has a unique history, is facing a rapid urban growth, and is burdened by overstrained infrastructure. Furthermore, the environmental quality of the valley is rapidly declining. In this situation, the indicators that can define Kathmandu’s sustainability have to reflect this difficult ground reality of Kathmandu.

Imbedded in Social Vision

Indicators become more useful if they help capture the community aspiration and vision of the locality. Kathmandu residents are struggling to modernize a largely traditional society and town in a hurry. Furthermore, people from all over Nepal aspire to come and live in Kathmandu hoping for better mobility, employment, education and other opportunities. Sustainability indicators for Kathmandu must be realistically based on the community vision of its residents, who wish to live in a clean environment, have adequate infrastructure and enjoy a high urban quality.

Easy to Measure and Compare

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Nepal lacks critical long term data in urban sector that may be considered basic in developed countries. Especially in the environmental arena, the existing data is of recent origin. Long term time series data have not been kept in Kathmandu. For example, environmental record keeping in a comprehensive manner began only in the mid eighties. Thus indicators have to appreciate this reality.

Helpful to Devise Policy

Kathmandu desperately needs realistic and forward looking planning that can achieve goals and objectives efficiently. If indicators are available for key areas, and if the people and media become excited about the state of the environmental and development as reflected by the indictors, the policy makers can benefit from this linkages. Indictors should arouse a wide interest, and help policy and decisions makers devise swift programs to achieve the stated goals of sustainability.

Supporting the Community to Become Pro-active

Kathmandu’s population is relatively young, and is highly motivated as many come from extreme hardship in the countryside. If attractive indictors are devised and publicized, it will motivate the community to become pro-active in their day to day behavior and their efforts to improve the quality of life in Kathmandu and also upgrade their own lives.

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Reliability of the Information

Indicators should provide a reliable basis for comparing the sustainability of various infrastructure, utility, energy and urban design elements for Kathmandu. A vague and undefined indicator does not provide a reliable basis to create a rapid improvement of urban quality in Kathmandu.

Based on Available Information and Data

As the quality of data and information on the environment, transportation, housing, water supply and energy use is largely inadequate in Kathmandu; the indictors should be parsimonious using the limited data and information that can be accessed in Kathmandu. As more high quality data becomes available, the indicators of sustainability can also be revised and refined.

Some Possible Indicators of Environmental Sustainability for Kathmandu

This paper recommends some indictors that will be valuable in assign the sustainability of the Kathmandu Valley. These indicators are derived and crafted on the basis of the qualities described above and can be valuable in examining the potential sustainability of Kathmandu Valley, particularly from an environmental and ecological standpoint and urban management.

The proposed Indicators are tabulated in Table 1.

Sustainability indicators provide concrete measure for the quality of environmental, water supply, transportation and other sectors to illustrate the status of the changes in their quality over time. Box 1 provides an example of indicators.

Comparative Indicators of Sustainability

Table 1 shows a subjective assessment of the quality of the some sustainability indicators for some Asian Cities. This comparative table is created based on personal experience, and literature review. This subjective assessment aggregates the indicators as shown in Table 2. Kathmandu’s sustainability indicators rate poorly compared to selected Asian cities.

Conclusion

Sustainability is critical for planning and management in Kathmandu. Many of the urban practices and the ground reality of the situation in Kathmandu indicate that the present business-as-usual scenario is unsustainable. Particularly, the quality of life and urban environment has suffered a drastic level of damage vastly reducing the quality of life in the valley. The valley’s environment is likely to deteriorate even more over time, if sustainable urban practices are not urgently implemented.

Sustainability indicators should be developed to reflect the uniqueness of the location. Kathmandu’s unique urbanism requires selecting and modifying indictors that suit the local conditions.

Planners and policy makers need to be able to compare the indicators of sustainability on a regular basis to ensure that Kathmandu residents will enjoy a high quality of life for a long time, and the urban system will not collapse because of poor practices in urban management. Appropriate sustainability indicators will be required for a regular analysis to assess the urban health of Kathmandu.

This paper attempts to specify the characteristics of indicators of sustainability for Kathmandu, and recommends some indictors that will help in achieving sustainability in Kathmandu.

Background

Nepal has recently begun to “modernize” and “urbanize”, and as such is now suffering from traffic jams, and air and noise pollution. Moreover, the rate of heart problems has reached an alarming state. Pedestrians’ rights have become a public issue of global concern. Considering these issues, RECPHEC has, through the Roads for People programme, attempted to promote the car free city concept and encourage the use of bicycles as a primary means of local transportation in Nepal.

Thamel is the main tourist center of Kathmandu. A large amount of tourism‐related investment has been poured in this area, evidenced by the numerous shops, hotels, restaurants, communication centers, and Nepalese arts and crafts‐promoting cottage industries. Thamel provides a significant amount of employment for city dwellers. Therefore, in order to maintain the attractiveness of Thamel, it is wise to think in advance about how to address the deteriorating condition of this economically vibrant site.

Vehicular movement in Thamel is one source of the deteriorating environmental condition and negative psychological impacts on visitors. Air pollution, unsafe and uncomfortable walking, and regular traffic jams are the negative factors defaming the charming face of this tourist core of Kathmandu. To address these issues, RECPHEC, in association with Thamel Tourism Development Board and Traffic Police, has initiated a number of activities.

Activity Summary

Workshop

RECPHEC and the Thamel Tourism Development Board jointly organized a one‐day workshop on ʺVehicle Regulated Zones in Thamel” on 4th August 2005 in Kathmandu. A total of 50 participants representing different hotels and restaurants, and including local people, media persons, entrepreneurs, environmentalists, clubs and government representatives participated in this consultation meeting. The workshop unanimously agreed to regulate the motorized vehicle in the Thamel area. (Detailed report on this has already been submitted)

Planning Meeting

The Thamel Tourism Board, Municipality, Traffic Police, and RECPHEC jointly organized a planning meeting for 2006. The main activities planned for the first six months of the project were as follows: 3

Conduct house hold opinion survey

Publish posters and pamphlets to raise peopleʹs awareness

Initiate vehicle regulated zone in association with the Traffic Police

Identify parking spaces

Hold a bicycle rally

Design other activities

Publications

A pamphlet about ʺOperating a Vehicle Regulated Zone Systemʺ was produced to raise awareness among the local residents, shopkeepers, and hotels workers in the Thamel Area. This pamphlet was disseminated throughout the Thamel Area. RECPHEC also published a poster on “Controlling the use of vehicles run on petroleum products” in Nepali.

Meeting with the Vehicle Regulated Zone Sub Committee

The Tourism Development Board of Thamel, organized a meeting on 13th June at Hotel Marsyandi. Representatives from 50 different agencies, including the District Administration Office, Traffic Police, Hotel Association of Thamel, local residential, Clubs, Taxi Association and other NGOs and journalists, participated in this meeting. Those attending the meeting decided not to give permission to private vehicles including motorcycle to park inside restricted areas.

The main highlights of the discussion were:

Immediate action for instituting a vehicle regulation zone

Management of parking places

Management of proper sign‐boards

Management of water falling from the roofs

Street repairs

At this meeting, Mr. Pandey briefed the participants about the ongoing activities of the vehicle regulation zone. Mr. Shyam Gyawali, Police Inspector, expressed his appreciation for these activities and gave his commitment to support the programme.

Mr. Shanta Lall Mulmi, Executive Director of RECPHEC, shared his views regarding the vehicle regulation zone and his willingness to work with the Thamel Tourism Development Board to make a success. He also expressed the possibility of expanding activities in different Nepali cities i.e. sub metropolitan cities Pokhara and Birgunj. 4

Mr. Gobinda Acharya, Assistant Secretary, Kathmandu Metropolitan, suggested that the Thamel Tourism Development Board work together with local people for the development of the Thamel area. He also expressed his willingness to provide support to Kathmandu Metropolitan for the promotion of Thamelʹs development.

The meeting was concluded with following actions to be undertaken within the week:

Parking prohibition on the streets

Strongly apply one way system

Empty taxis must exit or park in allocated place as soon as they drop off their passengers

Entry time must be allocated for local people

Meeting with the Taxi Association

Representatives from the Taxi Association, Thamel Tourism Development Board, and RECPHEC met on 2nd January 2006 at the Thamel Tourism Development Board office. They decided to regulate taxis entering the Thamel area from 3rd January. Regulatory monitoring will be handed over to the traffic police. The Taxi Association will take responsibility for taxi parking in Tridevi Marg. The Taxi Association will also manage a queue system at hotels.

RECPHEC and Tourism Development Board Meeting

Mr. Shanta Lall Mulmi Executive Director of RECPHEC met with Mr. Ganesh Bahadur Pandey, President and representatives of Tourism Development Board Thamel on 23rd January 2006 in RECPHECʹs office at Bagbazar, Kathmandu. They discussed the roles of RECPHEC and TTDB related to the conduct of a household survey to gather opinions of the people living in the Thamel area. They also discussed financial support, data collection, management and report writing responsibilities. The meeting concluded with the following decisions:

TTDB will take responsibility for questionnaire photocopies, supervision of enumerators, and data enumeration in Thamel.

Orientation of the enumerators will be done jointly by TTDB and RECPHEC in RECPHECʹs office

Financial support will be provided by RECPHEC

Information management and report writing task will be completed by REPHEC

Poster Campaign

A Poster Campaign was organized in the Thamel area between 6th and 15th 5

February 2006 to raise the awareness of the local people about the need for vehicle regulation. During the campaign, 475 posters were distributed and posted in different places around the Thamel Area, including on street walls, public places, houses, and other places

House Hold Survey

A cross‐sectional descriptive study involving qualitative and quantitative analysis was conducted in the Thamel area. The study included a situational analysis of people’s knowledge about the Thamel environment, collected through personal interviews and focus group discussion. The aim of the study was to analyse people’s perceptions of the vehicle‐regulated zone in Thamel and their perceptions of the causes of environmental degradation in the area.

Information was collected from a total of 300 personal interviews and one focus group discussion. However only 299 respondents were included in the data analysis as one respondent was not able to complete the questionnaire. Data collection was conducted between 6th and 25th February 2006.

Of the 299 validated interviewed respondents, 240 were male and 59 were female. Among them, most of the respondents were between 25‐ 59 years of age. Most of the respondents were Brahmin and Chhetri. More than 80% of the respondents belonged to Hindu religion and the majority (62%) spoke Nepali as their mother tongue. Nearly 97% of the total respondents were literate, which signifies that the majority of the people living in the Thamel Area are literate. Almost 80% respondents were engaged in business, including Cargo (34%), Curio shop (16.4%), Lodge (12.6%) and Restaurant (11.3%).

The majority (96%) of the respondents were aware about the environment of this area. More than 80% people were also aware of and concerned about different types of environmental pollution.

Almost 84% respondents agreed to the plan to regulate vehicles in Thamel. However, 16% respondent preferred to control vehicles instead of regulating them. The respondents acknowledged heavy traffic, street trades, unnecessary trouble to tourists, dirty streets, and an unsystematic tourist information system as the major causes of decreasing numbers of tourists. Likewise, 84.6% of the respondents believed that tourists tended to feel uncomfortable during their stay in Thamel due to the deteriorating environment. They also noted the inconveniences of not being able to walk freely in the streets, of not being familiar with the area, of being harassed by brokers, street children and peddlers, and of the dangers of being out late at night.

On question of the feasibility of a vehicle regulated zone, 20% of the respondents 6

believed that tourists would face problems with transportation, while 80% believed that the implementation of a vehicle regulated zone would not pose any problems to the tourists.

The majority of the respondents (90%) said that residents of Thamel would have more advantages than disadvantages through the regulation of vehicles, as it would result in promotion of their business through a better environment. Likewise, 94% respondents said that tourists tended to shorten their stay in this area due to the environment and hence believed that initiation of such action would help to lengthen their stay. The respondents identified trolleys, porters, cart service and rickshaw service as the best alternatives to motor vehicles.

While 40% of the respondents appreciated the concept of the program, one‐third offered their support in the initiation and implementation of the program.

Around 35% of the respondents engaged in business said that vehicle regulation would lead to convenience in walking. While 34.45% of the respondents said that it would result in easy adjustment to the area, 26% said that people would feel safer to stay out till late night and 68.26% said that people would have better accessibility to shopping centers. However, some respondents also pointed out potential problems with transportation, decline in business, and the number of tourists.

Among the respondents, nearly 50% have their own vehicle. Most of the respondents have motorbikes (50.7%). Only few respondents owned a car and other four‐wheelers. They all agreed to the regulation of vehicles and even suggested the promotion of smokeless vehicles.

Conclusion

Thamelʹs environment is deemed to be polluted from a number of factors. More than 96% of the people of Thamel are gravely concerned about these issues. Among the factors of environmental pollution identified, motor vehicles emerged as having the most harmful impact. People, both tourists and locals, are not able to freely walk in the street due to the increasing number of vehicles. Street children, brokers, massage centers; narrow streets and growing criminal activities also are setbacks in this area. Many tourists have shortened their stay and shifted to other residential places due to the pollution and growing anti‐social activities in this area. To intercept this gradual environmental deterioration, the respondents emphasized the need to either control or regulate vehicles in this area along with introducing appropriate action plans to prohibit the above‐mentioned detrimental factors. Most of the Thamel residents are willing to work together in these issues if someone is ready to initiate the action program. Hotel owners, most of the vehicle 7

owners, and businesspersons agreed to the regulation of vehicles in this locale.

Recommendations

Based on the result of the study, the following recommendations will be helpful for preparation of action plan and its implementation.

The drastic increase in the number of vehicles in the streets has posed a challenge to the transportation management authorities. So, vehicles should be regulated in an appropriate manner. Therefore, certain time periods should be allowed for entry and exit of vehicles in this area and a pass system can also be introduced to regulate the vehicles.

People have been facing difficulty while walking in the street because of the number of vehicles. Therefore, vehicle regulation is vital to create safer walking conditions.

Parking is another issue in this area. People with motor vehicles face this difficulty due to the narrow streets and excess number of vehicles. To overcome this problem, alternative‐parking areas should be identified.

The environment in Thamel is deteriorating day by day. Even the tourists have been found to shorten their stay in this area due to this reason. Motor vehicles have been identified as the major cause of environmental pollution in this area. So, it is necessary to regulate motor vehicles. Therefore everyone should pressure the concerned authorities to introduce and implement effective actions for vehicle regulation.

Tourism Development Board Regular Meeting

The Tourism Development Board organized a meeting on 13th June 2006 in Hotel Marsyandi. 50 representatives from different agencies i.e. District Administration Office, Traffic Police Head Office, Traffic Office Durbamarg, Tourist Police Thamel, Police Post Sorakhutte, Hotel Association of Thamel, Thamel residential people, Clubs, Taxi association and other NGOs and journalist participated in this meeting. The main agenda of meeting was to describe the meaning of vehicle regulation. The participants at the meeting agreed that:

Private vehicles, including motorcycles, would not be permitted to stop and park inside the restricted areas.

The district administrative office and traffic police would provide security personnel to patrol the areas.

The Taxi Association would inform the taxi drivers that they could not stop empty taxis inside Thamel areas.

Bicycle Rally

RECPHEC and Thamel Tourism Development Board jointly organised a bicycle rally on July 29th, 2006. The rally was inaugurated by a senior social worker, 86 years old (Mr. Rudra Lall Mulmi). Mr. Namgyal Lama, President of TTDB welcomed the participants and Mr. Shanta Lall Mulmi, Executive Director, RECPHEC introduced the rally.

More than 250 people, both national and international, participated in this rally. The participants represented different sectors i.e. local people, municipality, traffic police, tourist police, business holder, clubs, civil society, health workers, media and students. The rally started at 7:30 am from Tridevi Marg, Thamel and was completed at 8:15. RECPHEC provided t‐shirt, caps, certificates to the participants. Thousands of people were made aware about value of bicycle riding as well as deteriorating environment condition of the cities.

Electronic media (Kantipur television, Nepal 1, Image channel and Kantipur FM) covered the news about the rally.

House Hold Survey Report Dissemination

The research ‐ survey is one of the vital keys to measure of the socio‐ economic status of societies as well as other sectors. The survey reports provide guidelines to build up the effective policy programs. Therefore, research/ surveys should be conducted before formulation and implementation of the policy program in every discipline.

The survey report was disseminated on 13th August 2006 by the Nepal Tourism Development Board. More than 70 participants representing different agencies, including the Traffic Police, Tourism Police, Traffic Office Durbar Marg, Police Office Sorakhutte, Local Clubs, Kathmandu Metropolitan, Civil Society, Political Activist, Local People, Media, Nepal Tourism Development Board, Ministry Of Tourism And Environment, Taxi Association, Rickshaw Association, Hotel Association, Cargo Association, Nepal Comers And Trade Union, Nepal Industries Federation, Health Professional, Environment Specialist, Thamel Tourism Development Board And Business Holder participated in this program.

The forum decided to formulate the Action Committee and formed the Task Force Committee. The following organizations are members of the Task Force Committee:

Thamel Tourism Development Board (TTDB)

Kathmandu Metropolitan City (KMC) 9

Traffic Police Office Head Quarter

Traffic Police Post Darwarmarg

Ward Police Durbarmarg

Tourist Police Office

Ward Police Office Lainchour,

Local Clubs (Chibahal Pariwar Club and Jyatha Sub Committee)

Taxi Association

RECPHEC

NTB

Civil Society

The newly formed committee started its program the following day. From 14th to 16th August 2006, the committee sent notices and information about the vehicle regulation program in Thamel area to the all business owners, advising them to not park their vehicles on the road and to remove all boards and banners from the footpaths.

Altogether, 40 motorbikes are removed by Traffic police on 17th August 2006, as they were parked in the Thamel areas. The motorcycle owners paid Rs.1000 to the traffic office to release their motorcycle. The banners, posters and the hoarding boards also were removed out by the Kathmandu Metropolitan. These actions are now ongoing.

Outcomes

Taxis enter Thamel by queue system

Empty taxis cannot enter or stop inside Thamel (Taxi association takes action against the taxis that park inside Thamel)

Motorcycles do not park in front of business centers

Motorcycles are not permitted to drive with heavy sound‐ able silencer pipe

One‐way road system thoroughly maintained

Banner and hoarding board removed from walls

Traffic police, Tourist police and city police continuously on duty to regulate the vehicles.

Actions still in progress

Planning for the parking areas

Developing pass systems for vehicle owners

Information center is going to be established for tourists

Anti‐social activities that are taking place in Thamel area will be stopped 10

Task Force Committee Review Meetings

The Task Force Committee review meeting was conducted on 24th August 2006 in Hotel Tashi Darke. There were 18 participants from the 12 organizations. The committee discussed a number of issues, with the following decisions being made:

The information center will established by mid September

Action will be not taken on all issue areas (Massage center, street children, footpath shops) at the same time

The main focus of task force committee will be on vehicle regulation

Another meeting was held in Nursing Chowk on 30th August 2006 in Thamel. More than 40 people participated, including the Task Force Committee, local people, clubs and other concerning organizations. The meeting was held due to a request from Kathmandu Metropolitan and Traffic Police Office.

A follow up meeting was held 31st August 2006 in Thamel Tourism Development Board. There were 9 people from the Task Force Committee. The main objective of this meeting was to prepare the appeal for the peopleʹs participation in the vehicle regulation and to stop anti‐social activities in the Thamel area. The committee prepared the Appeal immediately and it was distributed to the local people.

Media Advocacy

RECPHEC has been able to mobilize the media for an advocacy campaign. The print media and electronic media including Television channel and F.M. stations played a very active role, including a press interview of Dhawalagiri FM with Shanta Lall Mulmi on 18th August and Kalika FM on 1st September. Nepal Television telecasted a 30 minute special programme on RECPHEC focusing on Tobacco and Carfree cities on 9th September at 7:30 PM.

Outcomes from June 2005 ‐ June 2006

Taxi parking is not permitted inside Thamel area

Empty taxis are prohibited to enter inside Thamel

Prohibition of heavy load vehicle (trucks, mini‐buses) except at allocated times

Taxis can enter inside Thamel queue systems only

Pamphlet and posters published and disseminated

Around 90 percent Thamel residential people were advantaged from the poster campaign

Household Survey conducted 11

House Hold survey is completed and 84% respondents agreed to the plan to regulate vehicles in Thamel

More organization/Go agencies join hands in this momentum.

‐ Thamel Tourism Board, Thamel

‐ Kathmandu Municipality, Kathmandu

‐ Tourism Police, Bhrikutimandap

‐ Ward Police Office Post, Shorakhuttae

‐ Ward Police Office, Durbar Marg

‐ Traffic Police Post Post, New bus Park

‐ Community Service Society, Lainchor

‐ Chibal Pariwar Club, Thamel

‐ Maitri Pariwar Club, Thamel

‐ New Thamel Peace Club, Thamel

Constraints and Limitations

Nepal has just stepped into the so‐called modern development era. The liberal economy of the democratic government has promoted new economic policy which has encouraged people to purchase motorized personal vehicles.

Nepal suffered a lot in economic front for the last 10 years due to its conflict situation. The tourist in‐flow has drastically reduced, lots of local industry closed, garment experts have moved to the US and European countries, and the carpet industry business has become monopolized by some Indian business communities. Hence when RECPHEC first introduced the concept of Carfree Cities, there were very little acceptance of the idea. Even the Nepal Hotel Association and Travel Agencies protested. It took long time to convince them.

The change in the political system has affected the commitment of Municipality staff and Police personnel. Nepal has experienced Kingʹs direct rule, absence of people’s representatives in Municipality, non‐cooperation by the government machinery to NGO like us who are fighting for democratic movement and culture. In addition, the Maoist movement disturbed the whole process of development. This situation has affected RECPHEC’s programme of public advocacy on ʺCar Free Citiesʺ.

In reflection to RECPHEC knowledge, the Car free cities concept is itself a new concept. It is a learning process for us.

Lack of secure longer term funding has not made it possible to develop a longer term strategic plan as yet.

Parking of Kathmandu

There are lots of parking areas we can see in the kathmandu valley, i will post other pictures also, it will show how chaotic the parking system of kathmandu is?

Existing Parking System of Kathmandu Metropolitan City

As Kathmandu Metropolitan City has allocated 36 numbers of parking, there we can see the people who were responsible to manage the parking mechanism of their particular area. The parking lot mostly we could see in the side of the road. The parking area were developed from the trend of the people usually parked over there while they moved for shopping or else. During those times there were nobody to take care of those vehicles, and no revenue from parking was collected by the KMC office. But after allocating the parking lots, now KMC is collecting the revenue from the parking.

Mahaboudha-Bhosiko –Piukha-Guccha Tole:

The study area covers almost wholesale market, in core city of the Kathmandu Metropolitan city. In this area almost all the houses ground floor and first are used for the commercial purpose (shop) and from the second floor upwards, go-downs, stores, and other residential purpose. During my survey I could not observe any parking spaces within the houses. In this study area most of the courtyards seen are used either with commercial purpose or for parking spaces.

Within this area the user’s information survey was done. In this survey two types of questionnaire were prepared. One was for shop owners and another was for driver. In this study, we tried to collect the information about the existing problems, their parking behavior, and the safety on existing parking, management of existing parking.

Khichapokhari Area:

Khichapokhari area is highly commercialized area where three Big business complexes, Pasupati Plaza, Peoples complex and RB complex located. Along with these big business complexes, other retail shops, banks, café and communications Centers are located. In this area, all the houses in the road side fully used for the commercial and official purposes. The On street parking seen in this area. Some street vendors can be seen in this area.

This study area was divided into Parking Lot A, Lot B, and Lot C as shown in the map. The overall length of the study area is 213 m. two types of study carried out. They are accumulation count study and Daily average income from each parking lot.

This survey was done to take the accumulation count as well as economic behavior from the parking lots in the CBD. Here the length of particular park was taken and total no of vehicle accumulated in every two hours was noted. The numbers of vehicle arriving and departing was counted.

CHEAT ON PARKING.. THE CONTINUOS PROCESS

As per the contract agreement the rate for two wheeler is Rs. 5 per hour and for four wheeler is Rs. 10 but in the lack of proper monitoring from the Kathmandu Metropolitan office, the contractor are taking more parking fee from the vehicle owner. There is complaint from the public that the concern sector is not taking care of the people though day by day public are cheated. The district officer of Kathmandu, Mr. Laxmi Pd. Dhakal told if any complaint with the authentic proof is there the office could take action on those activities. One of the metropolitan worker told the low amount of revenue is not the concern for the officers, the amount for them is concern. So the enforcement could not be applicable. SOURCE : MAKAR SHRESTHA, KANTIPUR, JAN 5, 2011) See Annex:4

Parking will be removed creating the congestion…

On one of the interview with DIG Mr. Bigyan Raj Sharma, Metropolitan Traffic Police Division, told that the parking activities seen in the road affecting the movement of vehicle creating congestion will be identified and will be removed from that area. Though the parking areas are allotted by KMC, if those are not suitable, they will be removed with the enforcement. Source: Makar Shrestha/kantipur, Jan 3, 2011, page 4 See Annex:3

Unauthorized footpath parking Fined:

Unauthorized footpath parking vehicles were fined. The no of unauthorized footpath parking fined are Four hundred Sixty four. It was recorded on December 31, 2010 Source: Kantipur, Jan 1, 2011, page 4 The no of unauthorized footpath parking fined are five hundred and ninety one. The DSP Basanta Kumar Panta said. It was recorded on Jan 2, 2011. Source : Kantipur, Jan3, 2011, page 4 See annex:

PARKING COVERING THE ROAD

The big problem is seeing in the road access after Kathmandu metropolitan city allow (permit) to park in the road within the CBD. The permission given without consultation with the traffic officers. In the CBD more than half a road is seems to be covered by the parked vehicles. It is creating traffic congestion affecting the pedestrians also.In the New Road area, Juddha Statue North South, Bir Hospital front, Ason, Bhotahity, etc the parking is allocated in the Road. Even though the KMC office is telling that they have only allocated the public open land and open courtyard, most of the parking are seen busy road. Because of the Paid parking in the road in the Core business area like Ason, Mahaboudha, infront of the Bir Hospital the shop owners and the public pedestrians are directly affected. There is also problem on the vehicular movement due to the parked vehicle towards north of JUDDHA SALIK, motorbike parked on two line and cars parked on single line similarly towards south of Juddha salik near peanuts parking encroached footpath also. “There is negative impact of parking in the business, the customer cannot reach directly to the shop because of the parking” Mr. Deependra shakya one of the shop owner in the Pako, the road infront of his shop the parking space is allotted. “these all problems are arising due to the lack of proper monitoring from the KMC, the lack of coordination between KMC and the traffic office.” Sub Inspector, Narendra Pratap Sen told. Source: Makar Shrestha/kantipur, Jan 3, 2011, page 4 See Annex: 3

Parking:

Traffic and Parking problems:

One of the problems created by the road traffic is parking. Not only do vehicles require street space to move about, but it also do they require space to park where the occupants can be loaded and unloaded. Every vehicle owner would wish to park the vehicle as closely as possible to his destination so as to minimize his walking. This results in a great demand for parking space in the CBD and other areas where the activities are concentrated. With the growing population of motor vehicles, the problem of parking has assumed serious proportions. A systematic study of the parking characteristics and demand and regularities measures that are possible for controlling parking is of great help to transport planner as well as town planner.

Ill effects of Parking:

There are different types of ill effect of the parking, they are

· Congestion

· Accidents

· Obstruction to fire fighting operations

· Environment

1.1.2.1. Congestion:

One of the serious ill effects of parking is the loss of street space and the attendant traffic congestion. The capacity of the streets is reduced, the journey speed drops down and the journey time and delay increase. The operational costs of vehicles are thereby increased, causing serious economic loss to the community.

1.1.2.2. Accidents:

The maneuvers associated with parking and un-parking are known to cause road accidents. Careless opening of the doors of parked vehicles, moving out of a parked position and bringing a car to the parking location from the mainstream of traffic are some of the common cause of parking accidents.

1.1.2.3. Obstruction to fire fighting operations

Parked car obstruct the movement of firefighting vehicles and greatly impede their operations. They block access to hydrants and access to buildings.

Environment

Parked vehicles degrade the environment of the town centre. Stopping and starting of vehicles result in nose and fumes. Cars parked into every little available space debase the visual aesthetics and “buildings seem to rise from a plinth of cars”

In-spite of the above ill-effects, parking has to be allowed on the streets or off the streets close to the users’ destination. The well being of the community and the town centre demands that great thought should be bestowed on the parking needs and how best to full fill them.

Zoning and Parking Space requirement Standards:

While on street parking and its regulation will be an important aspect of the overall parking policy of a town, one way of ensuring that future development of land use and building activity adequately takes care of parking needs is to promulgate zoning ordinances whereby all new or remodeled buildings will be require to have within their cartilage a prescribed parking space. The advantages of zoning and land use controls for fostering safe and efficient traffic have been well recognized. Parking demand is a function of the land use through variations can exist within the same land use. Notwithstanding the difficulties that arise in prescribing a uniform parking space requirement standard for all communities, it is possible to prescribe minimum standards based on extensive experience. The values given in the table… are IRC standards and have been drawn up based on local experience.

Table: 2.1 Desirable parking space standards for different land use:

Land use

Parking space standard

Residential (i) detached, semi detached row houses: Plot area up to 100 Sq.m Plot area from 101 to 200 Sq.m Plot area from 201 to 300 sq. m. Plot area from 301 to 500 sq.m Plot area from 501 to 1000 sq.m Plot area 1001 sq. m. and above (ii) Flats (iii) Special, costly developed area. (iv) Multi-storeyed group- housing schemes Offices Industrial premises Shops and markets

No private or community parking space is required Only community parking space is required Only community parking space is required Minimum one third of the open area should be earmarked for parking Minimum one-fourth of the open area should be earmarked for parking Minimum one-sixth of the open area should be earmarked for parking One space for every two flat of 50 to 99 sq. m. or more of floor area. One space for every flat of 50 to 100 sq. m. of floor area. One and a half space of every 100 to 150 sq. m. of floor area. Two spaces for every flat of above 150 sq.m. of floor area. One space for every four dwellings except in cities like Calcutta and Bombay where the demand may be more One space for every 70 sq.m. of floor area One space for every 70 sq.m. of floor area One space for upto 200 sq.m

Motor Vehicles and Transport Management Act, 2049 (1993)

The Motor Vehicles and Transport Management Act, 2049 (1993), under act 121 and 122 there is some parking act which are as follows.

• Parking place and bus stand to be determined: The competent authority shall, in consultation with the officials of local bodies at the village, municipal and district levels, determine parking places and bus stands, without causing adverse effects on traffic on the main roads.
• Parking of motor vehicle dangerously:

(1) A motor vehicle must not be parked in a public place in such a manner as to cause danger, obstruction or inconvenience to any other motor vehicle or person.

(2) If a motor vehicle breaks down during the motion and such a motor vehicle cannot be taken to other place immediately, the vehicle must be stationed on the left hand side of the road in order to avoid any accident and must be guarded by a red lamp or reflector so that it can be visible from distance at night by other motor vehicles.

Nepal Transport Report:

According to the National Transport Report published by His majesty’s Government, Ministry of Physical Planning and works on 2058 and approved by the 27th meeting of the council of Minister (cabinet) formulated the transportation policy for the urban context of Nepal

· To restrict motorized vehicles in prescribed core areas.

· To operate bus, tram and other vehicles powered by gas, electricity and solar power.

· Not to allow more motor vehicles than the certain density. For this purpose, the means of controlling vehicle ownership and city parking fee shall be taken up.

· Arrangement shall be made as to not allowing parking except in specified places.

· Sound and air polluting vehicles shall be restricted. To manage separate standard for the vehicles operating in the urban area.

· The infrastructure and services of transport shall be developed and expanded according to the long term planning of Kathmandu Valley.

Parking legislations: (BYELAW, Kathmandu Valley Town Development Committee)

The building bye-laws developed by Kathmandu Valley Town Development Committee, Kathmandu Mentioned minimum parking requirement for construction of different purposed building and location.

In the Second Chapter of the Byelaw, areas are categorized in different zones based on the cultural values, and other Land Use. And they are:

1. Cultural Heritage Conservation Zone

2. Residential Zone

3. Institutional Zone

4. Industrial Zone

5. Preserved Zone

6. Urban Expansion Zone

7. Surface Vehicle Zone

8. Airport Zone

9. Sport Zone

1. Cultural Heritage Zone:

Within the cultural Heritage Zone, in the mixed old residential sub zone, during the construction of Cinema hall, Theater, Supermarket, Business complex, etc, the minimum 15% of total land must be allocated for parking space. (Ref: MAAPDANDA, 2064, KVTDC, Page 23)

2. Residential Zone:

In the Residential Zone, other subzones are

A) Commercial Sub Zones

B) Densed Mixed Residential Sub Zones

C) Other Residential Sub Zones

D) Planned Residential Sub Zones

a) Commercial Sub Zones: within this Sub Zone, during construction of Big Commercial building or Industrial building, if the plinth area is more than 2000 sq.ft. Underground parking must be compulsorily available. (Ref: MAAPDANDA, 2064, KVTDC, Page 26)

b) Mixed densed Residential Subzones: within this sub zones the parking area is compulsorily as listed below

Table 2.2: parking provision for Mixed Residential Subzones:

BUILDING TYPE	PARKING AREA
STAR HOTEL	20% OF TOTAL LAND
CINEMA HALL, THEATER, CONFERENCE CENTER	20% OF TOTAL LAND
BUISINESS COMPLEX LIKE SUPERMARKET,	20% OF TOTAL LAND
SCHOOL, CAMPUS	15% OF TOTAL LAND
POLYCLINIC, NURSING HOME	20% OF TOTAL LAND
GOVERNMENT, SEMI GOVERNMENT OFFICES	15% OF TOTAL LAND

Note: minimum land required to construct the building mentioned as above is 2 ropanis. (Ref: MAAPDANDA, 2064, KVTDC, Page 28)

c) Other Residential Sub Zones: For this area the parking area must be allocated as listed below

Table 2.3: parking provision for Other Residential Subzones:

BUILDING TYPE	PARKING AREA
STAR HOTEL	20% OF TOTAL LAND
CINEMA HALL, THEATER, CONFERENCE CENTER	20% OF TOTAL LAND
BUISINESS COMPLEX LIKE SUPERMARKET,	20% OF TOTAL LAND
SCHOOL, CAMPUS	15% OF TOTAL LAND
POLYCLINIC, NURSING HOME	20% OF TOTAL LAND
GOVERNMENT, SEMI GOVERNMENT OFFICES	20% OF TOTAL LAND

Note: minimum land required to construct the building mentioned as above is 2 ropanis.

(Ref: MAAPDANDA, 2064, KVTDC, Page 29)

3. Institutional Zone: Within this zone there are different sub zones:

a. Government and Semi-Government Sub-Zones

b. Health Services Sub-Zones

c. Educational Sub-Zones

d. Police and Army Sub-Zones

The parking should be available for the following sub zone during construction of the building within this area as listed below

Table 2.4: parking provision for Institutional Zones:

Sub Zones	PARKING AREA
Government and Semi-Government	20% OF TOTAL LAND
Health Services Sub-Zones	25% OF TOTAL LAND
Educational Sub-Zones	15% OF TOTAL LAND
Police and Army sub zone	----

Note: the minimum land required to construct building within this area is 2 ropanis.

(Ref: MAAPDANDA, 2064, KVTDC, Page 32)

4. Industrial Zone:

5. Preserved Zone:

6. Urban Expansion Zone: within this area the following parking provision is applicable during construction of the building as listed below

Table 2.5: parking provision for Urban Expansion Zone:

BUILDING TYPE	PARKING AREA
STAR HOTEL	20% OF TOTAL LAND
CINEMA HALL,	20% OF TOTAL LAND
SCHOOL, CAMPUS	15% OF TOTAL LAND
POLYCLINIC, NURSING HOME	20% OF TOTAL LAND

Note: minimum land required to construct the building mentioned as above is 2 ropanis.

(Ref: MAAPDANDA, 2064, KVTDC, Page 36)

Parking, Kathmandu Metropolitan city office and Traffic Police

Today, parking is a big issue to manage which is directly affecting the traffic in the street. From the source of Department of Transportation and Management, Ministry of Labour and Transportation Management, the total numbers of vehicle registered in Bagmati Zone up to fiscal year 66/67 is about 506,135. Only in Fiscal year 2066/67, about 69,484 motor bikes were registered in Bagmanti zone and 12,720 other vehicle registered in DoTM.

Till now it is found that within the Kathmandu metropolitan city, there are different parking areas allocated for the parking by the Kathmandu Metropolitan city office, to the contractor with closed bidding. The selected contractor will be responsible for the particular parking lot for one year. The sample of contract agreement between KMC office and the contractor is as below:

Sample of contract document regarding “PAID PARKING in KATHMANDU METRO POLITAN CITY” (See Annex:8 )

As per written, the office of Kathmandu Metropolitan city located in Kathmandu District, Kathmandu metropolitan city ward no. 11, Bagdarbar, sundhara (first party) and the contractor (second party) , the contract agreement is done on the following points.

1. Parking areas: (in this point the parking location areas are described)

2. Bidding amount: (in this point the agreement amount after bid is to be paid by the contractor, the amount during contract sign, the advance amount for six month is paid. The balance amount will be paid within six month. If second party may not be able to pay within Seven days after six month, the contract will be cancelled informing the second party )

3. The contract period will be valid for one year.

4. The paid parking will be applicable only the areas localized by the KMC, implementation division and traffic police office.

5. The area for four wheel vehicle parking at least 15% of the total area must be allocated for taxi parking.

6. The notice board informing the rate of parking must be hang on the location visible to all.

7. The second party will be responsible for the any damages or loss in the vehicle during parking.

8. There will not be any concession on the contract amount showing the reason of bandh, other street strikes, natural hazards or any reasons.

9. If any conflict arises on the parking price, the solution will be search out negotiating both first party and second party. If the negotiation could not be done, the decision of first party will be applicable.

10. The parking price will be

Table 2.6: parking Fee allocated by KMC:

Type of vehicle	For one hour	More than one hour
Two wheeler	Rs. 5	Rs. 10
Four wheeler	Rs. 10	Rs. 20

11. The parking charge will not be applied for the vehicle used for press.

12. If anything go against the above points from the second party the contract will be automatically cancelled.

13. Any unusual parking around the allocated paid parking area must be removed and the parking must be done within the allocated area

FIRST PARTY SECONDPARTY

KATHMANDU METROPOLITAN CITY

BAGHDARBAR-11,

The authorized parking spaces provided by the Kathmandu Metropolitan City office are only 36 numbers, & they are as follows:

Table: 2.7 List of parking lot distributed by KMC

SN	TENDERED AREA	WARD NO.
1	INFRONT OF BABARMAHAL OFFICE	11
2	INFRONT OF PRASUTI GRIHA	11
3	FROM PYUKHA NEWROAD TO DHARMADHATU	24
4	SUKRAPATH	25
5	INFRONT OF RAJ PHOTO, MAKHAN	25
6	INFRONT OF BIR HOSPITAL	30
7	AROUND THE MAHABOUDHA STUPA	30
8	EAST SIDE OF DHARAHARA	22
9	WEST KHICHAPOKHARI, INFRONT OF EVEREST BANK	22
10	NACHHEGALLI TO KHICHAPOKHARI DABALI	22
11	PAKO PIPALBOT	22
12	DHARMAPATH	22
13	PAKO PHOTO CONCERN TO RANAMUKTESHOWR	22
14	RB COMPLEX (SA SULKA PARKING)	22
15	DARBARMARGA	1
16	NAYABANESHWOR CHOWK	10
17	DHOBIKHOLA SIDES OF ARANIKO HIGHWAY	34
18	BINA MARGA	1
19	SANKARDEV CAMPUS	31
20	KAMALADI KHANE PANI(EAST AND WEST OF PRAGYA BHAWAN)	1
21	INFRONT OF KATHMANDU MEDICAL COLLEGE, SINAMANGAL	9
22	DILLI BAJAR MALPOT, GURJUCHAUR	33
23	BALMANDIR,NAXAL	1
24	INFRONT OF MEDICARE	7
25	INFRONT OF ENTRANCE GATE OF AIRPORT	9
26	RABI BHAWAN, INFRONT OF OLD KALANKI MALPOT	14
27	BANESHWOR CONFERENCE CENTRER (( BELOW WATER TANKS)	34
28	ON THE WAY TO KUMARI HALL	31
29	SARASWOTI MARGA	1
30	INFRONT OF SANCHAYKOSH	30
31	ON THE RIGHT SIDE OF BAGBAJAR	31
32	BHOSIKO MAHABAHAL	24
33	BACK SIDE OF ARMY HOSPITAL	24
34	FASIKEB	24
35	INFRONT OF RANJANA HALL	24
36	CHINKAAT CHOWK	24
	TOTAL LOCATION: 36

The paid parking rate:

1) Two wheeler vehicle: for one hour ; Nrs 5.00 and more than one hour Nrs. 10.00

2) Four wheeler vehicle: for one hour Nrs 10.00 and more than one hour Nrs. 20.00

(See Annex:9)

Parking policy developed in Some Asian and Australian cities

Parking policy for the Dhaka Metropolitan Development Plan Area:

With the increasing number of vehicles plying on the city roads, more and more road space is being occupied by parked vehicles. As a result, there is a gradual reduction in the road space which is available for movement of traffic. In the same period, traffic has also been increasing at a significant rate. This is now forced to move through narrower road space. Congestion and vehicle holdups have become a routine affair and is a major cause of concern to the road users, city authorities and traffic managers.

For the above reason, the development, management and coordination of transportation systems within Dhaka Metropolitan Development Plan Area (this is conterminous with the RAJUK area which is defined in the Dhaka structure plan (1995-2015) and approved by the government vide their SRO No. 184-law/97 dated 03-08-1997 and published in the Bangladesh Gazette on 04.08-1997) area the mandated responsibility of the Dhaka Transport Coordination Board (DTCB ).The major role of DTCB is to formulate policies and guidelines which when approved by the government, would facilitate coordinated action among planning, implementing, regulation and enforcing agencies operation within the DMDPA.

The parking policy is expected to:

• Provide the guideline for working strategies to handle the increasing demand for parking spaces.
• Provide a guideline for appropriate level of expenditures and cost recovery for provision of parking facilities
• Provide a framework within which parking infrastructure and services can be provided and used efficiently with the support of the government, corporate and private sector.
• Provide a framework within which appropriate institutional arrangements can be created or strengthened to facilitate effective provision and management of facilities.
• Indicate the legal and administrative arrangements needed in support of this policy

The parking policy developed considering various aspect which need to be addressed if fairly comprehensive sets of policies are to be formulated. Policy statements have therefore been grouped into sections as listed below.

• Jurisdiction
• Demand for parking spaces
• Supply of parking spaces
• Parking regulations
• Operation and maintenance
• Institutional Setup and strengthening
• Support Legislations

. Summary of Policies

Policies on Managing Parking Demand

1. Non-restrictive parking shall be adopted in residential areas where the demand for parking is much less than the available of parking spaces.

2. Restrictive parking shall be adopted in areas where the demand exceeds the available parking spaces. These shall be enforced through pricing and regulatory mechanisms.

3. Two types of parking charges shall be levied at public parking places in the restrictive parking areas. Normal charges aimed to recover of operation and maintenance expenses, shall be levied in locations where the parking provision does not adversely affect the movement of traffic. Deterrent parking charges shall be more than the normal charges and shall be adopted in areas where parking demand is in excess of supply or in places where parking is observed to adversely affect the movement of traffic.

4. Regulations shall include parking restrictions to specific or all types of vehicles either by time of day or by duration or for specific purpose of travel or for vehicles carrying less than specified number of passengers per vehicle or by location.

Policies on Supply of Parking Spaces

5. Parking standards shall be reviewed once every five years. Necessary modifications shall be incorporated in the building rules.

6. There shall be regular monitoring of parking provisions in all buildings. Buildings found to be deficient in parking provisions vis-à-vis current building rules shall be required to pay a parking facility fees. This shall be in proportion to the extent of violation with respect to the required provision. The revenue from this source shall be used for augmenting parking facilities (on-street / off-street) in the area.

7. Private sector shall be encouraged to build and operate parking facilities to augment parking capacity in deficient zones. A standard and transparent procedure shall be adopted for selection of private enterprises.

8. Effort shall be made to develop park and ride facilities at all public transport interchanges in the city.

9. While imposing restriction to the movement of specific types of vehicles effort shall be made to provide adequate vehicle parking facilities at the terminal or interface points.

10. Effort shall be made to identify locations for truck terminals. Private sector participation shall be encouraged in the development and operation of these facilities.

11. Existing statutes shall be amended to make it mandatory for owners and operators of stage and contract carriers to park their vehicles in garages when the vehicles are not in operation.

12. Adequate parking spaces shall be reserved for taxis in all public parking places.

Policies on Operation and Maintenance of Parking Facilities

13. Concerned local authorities shall be responsible for the efficient operation and maintenance of public parking facilities.

14. Private sector should be encouraged to operate and maintain the public parking facilities on behalf of the local authorities.

15. A clear and transparent procedure shall be adopted for selection of contractors.

16. Local Authorities shall develop a standard training program and ensure that all staff of the contractors involved in the operation and maintenance of parking facilities undergoes this training. This would enable standardized operation and maintenance of parking facilities.

Policies on Parking Regulation

17. In restrictive parking areas, on-street parking shall be prohibited on all roads within the area except at places where it is specifically permitted by authorized road signs and markings.

18. The Chief of Police in each local area shall be the authorized person to notify the parking regulations, parking fees to be charged at each location and penalties for violation of parking regulations. This will be done through press releases and gazette publications.

19. The Chief of Police shall be advised by a Committee on matters relating to parking regulations, parking charges and penalties for violation.

Policies on Enforcement of Regulations

20. The Local Police shall be responsible for enforcing parking regulations as notified by the Police Chief.

21. They shall assign adequate number of police personnel of appropriate rank for surveillance and enforcement of parking regulations in each zone. Each zone shall have a tow truck to facilitate eviction of offending vehicles.

22. Tow trucks shall be requisitioned from private enterprises to facilitate enforcement of parking regulations. The operating expenses shall be recovered through penal fees collected from violators

Policies on Institutional Setup And Capacity Building

23. Preparation of parking plans, provision of parking facilities and its management shall

be the responsibility of the Local Civic Authorities. They shall also monitor the operation and maintenance of facilities and ensure uniform standards at all locations.

24. RAJUK shall regularly monitor the parking provisions in buildings vis-à-vis revailing

building rules and collect necessary fees for non-compliance.

25. Local Police shall be responsible for enforcement of parking regulations and shall ensure regular surveillance for parking offenses.

26. All fees namely, Operation and Maintenance Contract fees, parking fees, parking development fees etc. collected by the Local Civic Authorities, RAJUK and Local Police shall be credited to a parking fund. An appropriate authority in the Local Civic Authority shall operate this fund exclusively for provision of parking facilities and for procurement of equipment and services for all concerned agencies.

Policies on Supportive Legislations

27. The Chief of Local Police shall be given the authority to regulate and enforce parking within the city.

28. The Local civic authorities shall be given the authority to collect parking fees at public parking facilities.

29. RAJUK shall have the authority to inspect premises for parking provision violations. They shall be given the authority to fix, levy and collect development fees from building owners who do not comply with parking provisions as in the prevailing building rules.

30. Local Civic Authorities shall be given the authority to create a Parking Fund. All fees collected by Local Civic Authority, RAJUK, and Local Police in connection with parking operation and maintenance, violation of building codes and enforcement shall be credited into this.

31. Necessary legislation shall be made to direct the RAJUK and Local Police to deposit the collected fines and fees into the parking fund.

Perth Parking Policy:

The Perth parking policy was developed on May, 1993 published in the transport report 393 with the approach of the state government and the City of Perth to the development and management of parking facilities within the city of Perth.

This policy was formulated with the following major objectives:

· To ensure the continued economic vitality of the City of Perth

· To Improve accessibility to and within the city, of all users

· To Improve air quality and the physical environment of the city

· To Keep the impacts of vehicular traffic within the acceptable limits

· To encourage the efficient use of parking facilities in the policy area

· To provide a frame work for the development of parking facilities within the city.

To achieve the above objectives they also have formulated some principles to parking in the city

· An adequate range of parking facilities will be provided and managed having regarded to demand, availability of public transport, road capacity, traffic flow, land use and environmental conditions.

· In the heart of the city pedestrians will have priority; surrounding the pedestrian heart the emphasis will be on the provision of short term parking. New public long term car parks may be located outside the central area

· The policy will not be applied retrospectively to existing parking facilities for which approvals have been gained, but where site re-development occurs proposals will be assessed in terms of the policy.

· The level of desirable tenant parking will vary according to the category of street from which such facilities take access; the general principle is the allowances are lower where access has greater detrimental impact on pedestrian movement

· Parking facilities should complement their surroundings and provide convenient service without causing undue disruption or loss of amenity to surrounding uses.

· Off street parking areas should be located and designed so they are an integral part to the development of the site. Disabled and cycling parking facilities should be visible and conveniently located.

This report further suggests the policy provisions governing the establishment of parking facilities within the policy area break down into:

· Zones governing the provision of public parking

· Desirable and maximum number of bays per hectare for tenant parking dependent on the category of the street from which access is taken.

For the public parking, short stay parking facilities are those generally available to the public where at least 50% of vehicles stay less than 4 hours; and at least 90% stay less than six hours; and long stay public parking facilities are those generally available to the public for use with out time constraints

It establishes three zones for public parking as

· Pedestrian Priority Zone (PPZ)

· Short Stay Parking Zone (SPZ)

· General Parking Zone (GPZ)

Similarly, tenant parking is described as parking available, generally on site, for the exclusive use of tenants/ occupants of city commercial building.

In this policy they have developed some policies for the special provisions:

1. Residential Parking

In this policy residential parking is parking used solely in conjunction with residential uses.

The number, location and layout of parking areas for residential developments shall comply with the provisions of the city of Perth City Planning Scheme.

2. Events Parking:

In this policy the developed to allow the use of areas used intermittently of parking vehicles in association during some special events.

3. Parking for people with disabilities

Parking facilities for people with disabilities shall as a minimum comply with the relevant current Australian standards, and the provisions of the disabilities Discrimination act.

4. Bicycle parking

Bicycle parking facilities in new developments and established premises should be provided in accordance with the city of Perth City Planning Scheme (Bicycle Policy)

5. Special Purpose Bay:

The provision of bays marked exclusively for the use of motor cycles, bicycles, delivery and service vehicles, taxis, buses, and coaches and courier services may be provided on streets or required on-site where the nature of the development in the view of the relevant authority, requires such bays.