Safer Vehicle Guidelines

Government of Nepal
Ministry of Physical Infrastructure and Transport
Department of Transport Management

NEPAL INDIA REGIONAL TRADE AND TRANSPORT PROJECT (NIRTTP)
Sub-Project Office
FINAL REPORT
on
Road Transport Safety and Axle Load Control Study in Nepal
Part A: Road Transport Safety
VOLUME II: TASK-WISE REPORTS

RTS-1
SAFE VEHICLE GUIDELINES

Submitted by:
Katahira & Engineers International

in association with
Full Bright Consultancy (Pvt.) Ltd

February 2016
RTS-1/Safe Vehicle Guidelines
TABLE OF CONTENTS
CHAPTER 1
INTRODUCTION .................................................................................................. 1-1
1.1 Background.............................................................................................................................. 1-1

1.2 Rationale .................................................................................................................................. 1-3
1.3 Objective of the Study.............................................................................................................. 1-4
1.4 Scope of the Work ................................................................................................................... 1-4
CHAPTER 2
VEHICLE ARCHITECTURE ............................................................................... 2-1
2.1 Vehicle Components ................................................................................................................ 2-1

2.2 Chassis, Frame & Body ........................................................................................................... 2-1
2.3 Lighting and Illumination System ............................................................................................ 2-3
2.4 Vehicle Engine, Fuel, Lubrication and Cooling System ........................................................... 2-3
2.4.1
Vehicle Engine ............................................................................................................ 2-3
2.4.2
Fuel System ................................................................................................................. 2-4
2.4.3
Lubrication System...................................................................................................... 2-5
2.4.4
Cooling System ........................................................................................................... 2-5
2.5 Transmission System ............................................................................................................... 2-5

2.6 Steering, Brakes and Suspension System ................................................................................. 2-6
2.7 Electrical System and Accessories ........................................................................................... 2-6
2.8 Wheels and Tyres..................................................................................................................... 2-7
2.9 Vehicle Safety Features............................................................................................................ 2-8
2.10 Differently and Elderly Accessible Vehicles ............................................................................ 2-9
CHAPTER 3
PUBLIC TRANSPORT AND BUS BODY FABRICATION............................... 3-1
3.1 Introduction.............................................................................................................................. 3-1

3.2 Regulator Provision on Vehicle and Servic Classification........................................................ 3-1
3.2.1
Classification of Mode of Transport ............................................................................ 3-1
3.2.2
Route types for the Public Transport ........................................................................... 3-2
3.2.3
Public Transport Service Standard............................................................................... 3-2
3.3 bus Category and Transport Services ....................................................................................... 3-4

3.3.1
Bus Category ............................................................................................................... 3-4
3.3.2
Bus Operating Service ................................................................................................. 3-5
3.4 Recommended Bus Type for Specific Purpose ........................................................................ 3-6

3.5 Bus Body Fabrication............................................................................................................... 3-8
3.6 Color-code for School & Public Buses..................................................................................... 3-8
CHAPTER 4
VEHICLE CONDITION AND LOADING CAPACITY ..................................... 4-1
4.1 Introduction.............................................................................................................................. 4-1

4.2 Vehicle Loading Conditions..................................................................................................... 4-1
KEI in association with FBC

i
4.2.1
Freight Vehicle Loading Condition ............................................................................. 4-2
4.2.2
Passenger Vehicle Loading Condition ......................................................................... 4-3
4.3 Vehicle Loading Capacity ........................................................................................................ 4-4

4.3.1
Effect of Overloading .................................................................................................. 4-5
4.4 Condition of Vehicle ................................................................................................................ 4-5

CHAPTER 5
ROAD WORTHINESS TEST ............................................................................... 5-1
5.1 Introduction.............................................................................................................................. 5-1

5.2 Regulatory Provision................................................................................................................ 5-1
5.3 Analysis of operational difficulties/delays of VFTC in Teku ................................................... 5-3
CHAPTER 6
VEHICLE MAINTENANCE WORKSHOP ........................................................ 6-1
6.1 Introduction.............................................................................................................................. 6-1

6.2 Vehicle MaintEnance Workshop Established by Goverment ................................................... 6-1
6.3 VEHICLE MANUFACTURERS' AUTHORISED WORKSHOP........................................... 6-1
6.4 Privately Operated Workshop .................................................................................................. 6-3
CHAPTER 7
CONCLUSION AND RECCOMENDATION...................................................... 7-1
ANNEX -I
: BUS BODY BUILDING GUIDELINES ...............................................................1
ANNEX- II
: DIRECTIVES FOR SCHOOL BUS INSPECTION ..............................................1
ANNEX -III
: ROAD WORTHINESS TESTING GUIDELINES ................................................1
ANNEX- IV
: VEHICLE FITNESS TESTING GUIDELINES ....................................................1
ANNEX- V
: WORKSHOP STANDARD AND WORKSHOP INSPECTION ..........................1
ANNEX- VI
: VEHICLE INSPECTION MANUAL .....................................................................1
ANNEX I
: BUS BODY BUILDING UIDELINES ....................................................................2
ANNEX- II
: DIRECTIVES FOR SCHOOL BUS INSPECTION ..............................................3
ANNEX -III
ANNEX -III
ANNEX- IV
: VEHICLE FITNESS TESTING GUIDELINES ....................................................6
ANNEX- V
: WORKSHOP STANDARD AND WORKSHOP INSPECTION .......................7

ii
LIST OF TABLES
Table 1.1 Haddon's Matrix for Road Safety .................................................................................. 1-1
Table 3.1 Recommended Bus type and service category ............................................................... 3-6
LIST OF FIGURES
Figure 1.1Relationships Various Traffic Safety Factors ................................................................ 1-2
Figure 1.2 Cumulative Number of Registered Vehicles in Nepal (source: DoTM) ........................ 1-3
Figure 2.1: Vehicle Architecture ................................................................................................... 2-1
Figure 2.2 Vehicle Chassis ............................................................................................................ 2-2
Figure 2.3: Basic Components of an Engine.................................................................................. 2-4
Figure 2.4: Ramps used in public vehicles................................................................................... 2-10
Figure 3.1 Type of Buses and recommended type of transport services......................................... 3-8
Figure 4.1 Vehicle Loading Conditions and Impact ...................................................................... 4-1
Figure 4.2: Overloaded passenger transport in Nepal .................................................................... 4-4
Figure 5.1: Check for engine nomenclature at ZTO, Ekantkuna .................................................... 5-2
Figure 5.2 Vehicle components for road worthiness testing .......................................................... 5-3
Figure 6.1 Tools storage system at Sipradi .................................................................................... 6-2
Figure 6.2 Workplace and housekeeping at Sipradi ....................................................................... 6-2
Figure 6.3 Safety awareness campaign at Sipradi .......................................................................... 6-3
Figure 6.4 Conditions of local workshops at Dhungeadda, Kalanki .............................................. 6-3

iii
ABBRIVIATION
ITS
Intelligent Transportation Systems
CACS
Comprehensive Automobile Traffic Control System
RACS
Road Automobile Communication System
AMTICS
Advanced Mobile Traffic Information and Communication System
ASV
Advanced Safety Vehicle
MLIT
Ministry of Land, Infrastructure and Transport of Japan
MVTMA
Motor Vehicle and Transport Management Act
MVTMR
Motor Vehicle and Transport Management Regulation
COP
Conformity of Product
DoTM
Department of Transport Management
SMDP
Strengthened Maintenance Division Program
DOR
Department of Road
HED
Heavy Equipment Division
MO
Mechanical Office
ZTMO
Zonal Transport Management Office
VTPI
Victoria Transport Policy Institute

iv
EXECUTIVE SUMMARY
Vehicle is one of the major components of road transport system. Therefore, vehicle fleet in the country
is subjected to the regulation to ensure the road safety. All the vehicles in Nepal are imported by the
Authorized Dealers. As per the existing regulations all the vehicle fleet in the country must be legally
registered and it is monitored by the DoTM and its Zonal Transport Management Offices. Vehicle
loading conditions, physical appearance, mechanical conditions as well as control of the vehicle are
variable with the time. Therefore, vehicles shall be regularly maintained for better service performance.
The study is aimed at the detail review of existing conditions of vehicle inspection process, maintenance
workshops as part of this study and bus body fabrication workshops.
The Consultant developed following documents for the monitoring and assessment of the vehicle
conditions by the DoTM.
Bus body fabrication guidelines for the local workshops;
School bus inspection guidelines including checklists;
Road worthiness testing guidelines;
Public vehicle fitness testing manual;
Workshop standard including the workshop inspection checklists.
It is expected that the recommended safer vehicle guidelines and related directives will be helpful for the
transport regulator and other technical personnel for the monitoring of the vehicle condition.

E-i
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E-ii
CHAPTER 1
1.1
INTRODUCTION
BACKGROUND
Road transport safety requires multi-dimensional approach for reduction of Road Traffic
Accident (RTA). Road safety as initiated by UN "Decade of Actions for Road Safety" is related
to the five components viz. road safety management, safer roads, safer vehicles, safer road users
and post-crash response. Vehicle is one of the most important elements in the road transport
system; it has a great role to play for improvement of road safety situation. Vehicle
characteristics such as physical dimensions, dynamic characteristics, operational conditions and
others are related vehicle safety issues. Therefore, any program regarding road safety should
begin with the improvement of vehicle parameters related to the safety.
In the context of Nepal most of the vehicles are imported, and hence their design and production
standards are developed and maintained the manufacturer. However, wear and tear of vehicles
during its operation becomes a cause of the accident.
Vehicle standards related to the safety can be imposed at the two stages:
Production level safety: The production level safety is assured by the 'Type Approval' and
'Conformity of Production'.
Operation level safety: This issue can be imposed at the start of the service i.e. choosing
proper type of vehicle for particular transport service and during the service which is
related to the proper maintenance of the vehicle elements.
Vehicle and its fitted equipment are considered as one of the important factor for road safety.
Haddon's matrix shows that any interventions for road safety are dealt for three phases i.e.
pre-crash, crash and post-crash. Vehicle and its equipment are related to the each phases of the
matrix. Haddon's matrix is shown in
Table 1.1.
Table 1.1 Haddon's Matrix for Road Safety

Nature of Intervention Factors
Phase
Crash
prevention
Human
Vehicle and
equipment
Environment
Pre-crash
Crash
prevention
Information/training/
attitude/impairment/p
olice enforcement
Road-worthiness,
lighting,
braking,
handling,
speed
management
Road design, signs,

markings, maintenance,
Speed limits, pedestrian
facilities
Crash
Injury
prevention
during crash
Use of restraints,
Impairment
Occupant restraints/
air-bags, Other safety
devices,
crash
protective design
Crash
protection,
roadside objects
Post-crash
Life
sustaining
First aid skill, Access

to medical care
Ease of access, Fire

risk
Rescue
Congestion
facilities,
(Source: Commission for Global Road Safety-2006)

1-1
The design of vehicles used for public transport service has to meet specific stringent legal
standards, set out in the legal frame-work of the country. Further, the concerned authorities may
develop their guidelines for elaborating the legal provision on the requirement on vehicle type,
parameter and operating conditions. These Guidelines help to explain the responsibilities of
system involved in maintaining vehicles roadworthy conditions, regardless of operating
conditions, fleet size or vehicle types. The procedure and system explain in those guidelines are
useful for operators, drivers and all those who are responsible for operating, maintaining or
providing freight as well as passenger transport vehicles.
Overall traffic safety is related to the engineering and behavior aspects. The engineering aspect
is related to the road and vehicle system and their components. The improvement of the design
of roads and vehicles are mainly related to the safety system. Similarly, driving and mobility
management are related to the behavior aspect s for road safety.
Figure 1.1 shows the relationship among the elements of the road transport safety components
which are undertaken as the basis for the development of safety strategies.
Road Transport Safety
Engineering
Safer Vehicle
Safer Roads
Improved Vehicle
Design
Improved Road
Design
Improved vehicle
Control
Improved
Maintenance
Behaviour
Mobility
Management
Land Use
Mode Shift
Crash Protection
More cautious
Driving
Occupant Safety
Use Seat belt and

Helmets
Better
Training
Not Distract
Observe Traffic
Rules
Anti Lock Brakes
Improved Traffic
Law Enforcement
Reduce Traffic
Speed
Driver Avoiding
use Cell-phones
and Electronic
Equipments
Sober
Figure 1.1Relationships Various Traffic Safety Factors

Source: VTPI (2005)
In Nepal, road transport is one of the dominant modes of transport sector. Road network
development and increase in vehicle fleet requires the great effort in managing the transport
service.
In this background, road safety issue is very alarming for the road users as well as for the
national economy. Cumulative number of registered vehicles in the country is shown in Figure
1.2. The number of vehicles registration has reached, 17,55,821. Motorcycles form greater
percentage (more than 60 percent) among the vehicles registered in Nepal.

1-2
2000000
Total number of vehicles registered

1755821
1800000
1557478
1600000
1348995
1400000
1178911
Numbers
1200000
1015271
1000000
813484
710914
626174
800000
600000
482464
402054
400000
317284
248009
200000
76378
121249
179680
Fiscal Year
Figure 1.2 Cumulative Number of Registered Vehicles in Nepal (source: DoTM)

Public transport service is dependent on the private sector operator in the country. However,
there are very limited well established companies to provide transport service in the country.
Most of the transport services are provided under the flagship of some kind of associations.
These services are mainly based on the profit and optimization of the resources. Therefore,
road-user convenience and reliability are not often considered as a matter of priority by these
operators. Hence, road safety situations of such vehicles and service are obviously very poor.
Vehicle maintenance systems, vehicle inspection, operating conditions are dealt in the safety
guidelines for public vehicles.
1.2
RATIONALE
As per Article 78 of MVTMA-1993, all public transport vehicles need to pass the vehicle
inspection test amongst other requirements to acquire or renew their route permits. As per
Article 17 of MVTMA, all public transport vehicles should pass the roadworthiness test and
acquire the certification to be eligible for registration. Vehicle fitness certification for the public
vehicles is valid for the period of six months. It should then be renewed before renewal of the
route permit.
Existing regulations stipulate that the vehicle conditions are inspected by the Zonal Transport
Management Office (ZTMO). During the fitness test of the vehicle following components are
checked and overall evaluation is performed:
Verify the specifications as registered in the registration certificate
Vehicle color and body
Doors, seats, windows

1-3
Headlight, backlight, sidelights
Engine start-up, pick-up, general tuning
Steering, brakes, gear
Engine noise and emission
Adequacy of vehicle regular servicing
Tires including tire resoling in case of trucks
Wheels, wheel-nuts
Suspensions springs and plates, tie-rod and general cleanliness
Based on the inspection of above mentioned vehicle components, the technical personnel
recommend for the fitness certification to the Chief of the ZTO.
In this context of the vehicle fitness testing and certification, consultant observed following
important issues to be elaborated in this system:
There are not details for the checking/testing of safety appurtenances needed for the
vehicle safety;
There are not any elaboration of standard testing/ checking methods by the inspector;
Lack of adequate technical equipment and space management for vehicle fitness testing;
There are not adequate number of technical personnel for the vehicle testing;
As a result, too much of subjective judgment come into play and this gives rise to possible
controversies.
1.3
OBJECTIVE OF THE STUDY

The broad objective of the study is to review and recommends specific safer vehicle guidelines.
The specific objective of the study is to:
prepare guidelines for the vehicle loading conditions and operating capacity,
define criteria and procedure for road worthiness test for new vehicles;
prepare the procedure for vehicle fitness inspections/tests;
prepare body fabrication standards including standards for driver cabins, seat arrangement
and exit/entry requirements, number of standees permissible in a public transport modes;
prepare colour-code for school & public buses;
develop and recommend guidelines for inspection of vehicle maintenance and repair
workshop and controlling duplicate spares;
1.4
prepare guidelines for the differently and elderly accessible vehicles;
SCOPE OF THE WORK

The study on the safer vehicle provision was formulated in the context of existing legal
framework related to the motor vehicle standard and the stakeholders' concerns on the road
safety. The task of the safer vehicle is expected to establish sound technical framework for easy
implementation by the concern authority as well as technical personnel. The task is assigned to
prepare the following technical reports and guidelines:

1-4
Report on the safer vehicle guidelines:
Bus body manufacturing guidelines;
Requirements for the establishment of vehicle maintenance workshop;
Guidelines for the vehicle fitness testing;
Guidelines for road worthiness testing;

1-5
CHAPTER 2
2.1
VEHICLE ARCHITECTURE
VEHICLE COMPONENTS
There are numerous components in a vehicle. So, it is very important to know and take care of
each and every part to ensure safer vehicle operation. Basic component parts of vehicle system
are shown in Figure 2.1.
Vehicle Architecture
Powertrain
Chassis
Internal/
External Loads
Accelerator/
Retarder
Brake
Lights
Engine
Suspension
Servers
Gear Box
Other
Functions
Electronic
Load
Figure 2.1: Vehicle Architecture

2.2
CHASSIS, FRAME & BODY

A chassis consists of an internal framework that supports a manmade object in its construction
and use. An example of a chassis is the under part of a motor vehicle, consisting of the frame (on
which the body is mounted). If the running gear such as wheels and transmission, and sometimes
even the driver's seat, are included, then the assembly is described as a rolling Chassis. The
general view of a chassis is given in Figure 2.2.Component parts of a Chassis are:
Frame: it is made up of long two members called side members riveted together with the
help of number of cross members.
Engine or Power plant: It provides the source of power
Clutch: It connects and disconnects the power from the engine fly wheel to the
transmission system.
Gear Box: it is a machine which consists of a power source and a power transmission
system, which provides controlled application of the power. Transmission is an assembly
of parts including the speed-changing gears and the propeller shaft by which the power is
transmitted from an engine to a live axle. Often transmission refers simply to

2-1
the gearbox that uses gears and gear-trains to provide speed and torque conversions from a
rotating power source to another device
U Joint: A universal joint, (universal coupling, U-joint, Cardan joint, Hardy-Spicer joint,
or Hooke's joint) is a joint or coupling in a rigid rod that allows the rod to 'bend' in any
direction, and is commonly used in shafts that transmit rotary motion. It consists of a pair
of hinges located close together, oriented at 90 to each other, connected by a cross shaft.
The universal joint is not a constant velocity joint.
Drive Shaft: A drive shaft, driveshaft, driving shaft, propeller shaft (prop shaft), or Cardan
shaft is a mechanical component for transmitting torque and rotation, usually used to
connect other components of a drive train that cannot be connected directly because of
distance or the need to allow for relative movement between them. As torque carriers,
drive shafts are subject to torsion and shear stress, equivalent to the difference between the
input torque and the load. They must therefore be strong enough to bear the stress, whilst
avoiding too much additional weight as that would in turn increase their inertia.
Figure 2.2 Vehicle Chassis

Types of chassis, pre requirements of body, types of bodies
and their construction,
aerodynamic considerations in body profiling, ergonomic considerations, defects in frames and

body, types of frames, engine location, comparison of front and rear mounting of engine,
arrangement of clutch assembly, gearbox, propeller shaft with universal joints, front and rear
differentials, rear, front and four wheel drives, their relative merits, seat, door and window
arrangements are mentioned in Bus/Truck Body building guidelines. The basic functions of
Chassis frame are as:
To carry load of the passengers or goods carried in the body.
To support the load of the body, engine, gear box and other components of the vehicle,
To withstand the forces caused due to the sudden braking or acceleration
To withstand the stresses caused due to the bad road condition.
To withstand centrifugal force while negotiating the curved paths.

2-2
2.3
LIGHTING AND ILLUMINATION SYSTEM

External System: External lighting, signaling and indicating systems of the bus shall comply
with the rules laid down of the Motor Vehicles and Transport Management Act, 1993 and Motor
Vehicles and Transport Management Rules, 1997. All equipment and devices shall be Type
Approved. These are Head Light, Side Light, Indicators, Interior Lights, Control Fuses, Brake
and Hand Brake Lamp.
Internal System: Internal Lighting, signaling and indicating systems shall provide adequate
illumination inside the bus for the safe operation by the driver and the passengers, during
darkness and other conditions of reduced visibility.
Position of illumination devices:
The following lamps are to be placed on the roof of the bus, above the head of the
observer: cab lamp or courtesy lamp - passenger area lamps.
The following lamps are to be placed at the foot level: exit lamps.
The following lamps are to be placed inside the compartment/unit/control: locker lamp,
Electrical distribution Centre lamp, Instrument lighting and control unit lamps. Type of
Bulbs for lamp
Assemblies for the lighting and illumination system can be categorized into following types:
The following lamp assemblies can be illuminated either by incandescent bulbs or L.E.D
(Light Emitting Diodes) :Tell-Tale lights, Instrument lights and Control unit lamps.
The following lamp assemblies can be illuminated by incandescent bulbs: Electrical

distribution, Centre lamp and Locker lamp.
The following lamp assemblies can be illuminated by incandescent bulbs or fluorescent

bulbs: Entrance lamps, Cab lamp or courtesy lamp and Passenger area lamp.
2.4
VEHICLE ENGINE, FUEL, LUBRICATION AND COOLING SYSTEM
2.4.1
Vehicle Engine
An engine is a machine designed to convert one form of energy into mechanical energy. Heat
engines, including internal combustion engines and external combustion engines (such as steam
engines) burn a fuel to create heat, which then creates a force. There are so many moving
non-moving parts inside it which need to take care for safer engine operation.

2-3
Figure 2.3: Basic Components of an Engine

2.4.2
Fuel System
The fuel supply system of an engine generally consists of the following parts:
Fuel tank
Sediment bowl
Fuel lift pump
Carburetor
Fuel pipes
Fuel filter
Fuel injection pump
High pressure pipe
Over flow valve
Fuel injector
In some spark ignition engines the fuel tank is placed above the level of the carburetor. The fuel
flows from fuel tank to the carburetor under the action of gravity. There are one or two filters
between fuel tank and carburetor. A transparent sediment bowl is also provided to hold the dust
and dirt of the fuel. If the tank is below the level of carburetor, a lift pump is provided in
between the tank and the carburetor for forcing fuel from tank to the carburetor of the engine.

2-4
2.4.3
Lubrication System
Internal Combustion engine consists of many moving parts. Due to continuous movement of two
metallic surfaces over each other, there is wearing of moving parts, generation of heat and loss
of power in engine. Lubrication of moving parts is essential to prevent all these harmful effects.
Purpose of lubrication:
Reducing frictional effect
Cooling effect
Sealing effect
Cleaning effect
Lubricants are obtained from animal fat, vegetables and minerals. Vegetable lubricants are
obtained from seeds, fruits and plants. Cotton seed oil, olive oil, linseed oil, castor oil are used as
lubricants. Mineral lubricants are most popular for engines and machines. It is obtained from
crude petroleum found in nature. Petroleum lubricants are less expensive and suitable for
internal combustion engines.
2.4.4
Cooling System
Fuel is burnt inside the cylinder of an internal combustion engine to produce power. The
temperature produced during the power stroke of an engine can be as high as 1600 C and this is
greater than melting point of engine parts. The best operating temperature of IC engines lie
between 140 F and 200 F and hence cooling of an IC engine is highly essential. It is estimated
that about 40% of total heat produced is passed to atmosphere via exhaust, 30% is removed by
cooling and about 30% is used to produce power.
Purpose of cooling is:
To maintain optimum temperature of engine for efficient operation under all conditions.
To dissipate surplus heat for protection of engine components like cylinder, cylinder head,
piston, piston rings, and valves
2.5
To maintain the lubricating property of oil inside engine
TRANSMISSION SYSTEM
The power which the engine develops is transmitted to the wheels of a motor vehicle by essential
parts called "power transmission" comprising points like:
a) a clutch,
b) a transmission or gear set,
c) propeller shaft,
d) universal joints,
e) rear axle gear and
f) axles extending to the wheels.

2-5
Clutch: the clutch disconnects the engine from the remaining parts of the power transmission
system allowing the engine to run without driving the vehicle. The clutch also permits the
gradual taking up of the load and avoids putting undue strain on the rest of the power train units.
Transmission: Since much power is needed while starting, in climbing a uphill and in pulling a
load whatever the vehicle speed, the gear box (or transmission) makes it possible for the engine
Crankshaft to revolve at the relatively high speed which necessarily results from production of
the desired power while the wheels turn at slower speeds. This is accomplished by a set of gears
called a transmission or gear set.
2.6
STEERING, BRAKES AND SUSPENSION SYSTEM

Steering System: This system helps the driver to convert the rotary movement of the steering
wheel into angular turn of the front wheels and multiply the drivers' effort by leverage or
mechanical advantage so as to make it fairly easy to turn the wheels
Wheel alignment: It refers to the positioning of the front wheels and steering mechanism that
promote ease of steering, reduces tyre wear to a minimum and gives the vehicle directional
stability. Front wheel alignment itself depends upon factors like camber, king-pin inclination,
caster, toe-in and turning angles.
Braking system: Brakes stop or slows down the vehicle when moving or prevents it from
moving when it is stationary. a device called a "brake shoe" is made to rub against the wheel rim
to control the speed of the wheel. A system of levers is placed between the shoe and the rim.
This serves to increase the effectiveness of the brake action. In a motor vehicle the brake shoes
are made to contact an ancillary wheel (a drum), to which the vehicle wheel is attached.
Suspension: The vehicle frame is attached to the rear axle and the front wheel (or axles) by
springs (laminated leaf type or coil types) which damp the road shock transmitted to the frame
by the wheels as they travel over the road thus protecting the units supported directly by the
frame. The springs must be strong and resilient enough to transmit the driving thrust and torque
and to resist sideways in addition to supporting the "spring weight" of the vehicle. Because the
springs do not support the wheels rims, tires, brakes, and rear axles, the weight of the parts
constitute the "unspring weight". Shock absorbers are provided as part of the suspension system
of motor vehicles to absorb road shocks on compression as springs alone cannot do it. Uses of
hydraulic type of shock absorbers are in vogue these days. They develop resistance to the spring
action by forcing a fluid through check valves and small holes. A number of designs are
available to accommodate the various types of springs and suspension front and rear.
2.7
ELECTRICAL SYSTEM AND ACCESSORIES

Vehicle electrical system contains four main and a number of secondary or branch circuits. A
bird's eye view will reveal these four main highways as being the generating circuit, the ignition
circuit, the starting circuit, and the lighting circuit. Branches serve special purpose lights radio,

2-6
gasoline gage, cigar lighter, heater, windshield wiper, defroster, or any one of several other
accessory units. All the main circuits are connected together and linked to the car battery. The
starting or cranking motor is connected directly to the battery through cables and a switch to
provide a low resistance path for the large current required by the motor. The generating circuit
is connected to one end of the vehicle ammeter so that the meter registers in the charge direction
when current is being sent to the battery. A wire connects the other end of a ammeter directly to
the cable leading to the ungrounded pole of the battery.
The ignition primary circuit, the lighting circuit, and all the branch circuits (except the horn
circuit in some vehicles) are connected to the same side of the ammeter as is the generator so
that, when the generator is operating, they receive current directly from it without going through
the ammeter. When the generator is not running, these circuits draw current from the battery
through the ammeter which reads in the discharge direction from the charging current.
The voltage and current output of the generator are regulated by the generator controls in
accordance with the current needs of the circuits and the state of charge of the battery.
The battery is the heart of the electrical system. Only the battery can supply the essential current
necessary for starting the vehicle. Almost all vehicles lead acid-type of storage consisting of
number of cells. The numbers of cells depend upon the capacity (expressed in terms of
ampere-hour or AH) needed to power the electric system. In each cell, the dissimilar plates
(called electrodes) consist of perforated grids into which lead or lead peroxide has been pressed.
The solution of Sulfuric acid is used as electrolyte. The life of a storage battery, depends on the
materials and workmanship (quality of the product) and on the care it receives in service (like
overcharging, undercharging, mechanical handling and mismatch between the power needed and
the capacity of the battery.
2.8
WHEELS AND TYRES

The terms "wheel" and "rim" are often used synonymously, as in decorative wheels being called
rims. Sometimes, "rim" is referred as the entire metal part to which the tire mounts, because the
rim and the wheel are often cast or stamped from a single piece of metal instead of being distinct.
At the same time, "wheel" may refer to the entire rotating assembly, including the tire.
Wheel parameters are: diameter and width. Diameter is the distance between the bead seats
(for the tire), as measured in the plane of the rim and through the axis of the hub which is or will
be attached, or which is integral with the rim. Similarly, width is referred as the separation
distance between opposed rim flanges. The flange-to-flange width of a rim should be a minimum
of three-quarters of the tire section width. And the maximum rim width should be equal to the
width of the tire tread.
Wheel types: Wheel type depends on the type of vehicle and tire. There are various rim profiles,
as well as the number of rim components. Modern passenger vehicles and tubeless tires typically
use one-piece rims with a "safety" rim profile. The safety feature helps keep the tire bead held to

2-7
the rim under adverse conditions by having a pair of safety humps extending inwardly of the rim
toward the other tire bead seat from an outer contoured surface of the rim.
Heavy vehicles and some trucks may have a removable multi-piece rim assembly consisting of a
base that mounts to the wheel and axle. They then have either a side ring or a side and lock ring
combination. These parts are removable from one side for tire mounting, while the opposite side
attached to the base has a fixed flange.
2.9
VEHICLE SAFETY FEATURES

Vehicle safety features are broadly categorized into primary and secondary safety features.
Primary safety features are ones that help the driver to avoid having a crash (e.g. anti-lock brakes,
traction control, electronic stability control). In some technology, like a typical collision warning,
the system will activate the brakes if it senses that the driver is not taking action to slow down.
Secondary safety features are ones that help reduce the consequences of a crash such as airbags
and body engineering that directs the force of a crash away from the occupants. Some safety
features are described below.
Airbags - These are placed in the dashboard, knee level, and on the door pillars. Curtain airbags
(an airbag that inflates and covers the side windows) can help reduce injuries in rollover and side
impact crashes if they stay inflated for a slightly longer time than normal.
Seatbelts - seatbelts stop people being thrown out of a crashed vehicle and from hitting some
parts of the interior when they are thrown forward. Some seatbelts can be adjusted so that the
shoulder strap is at the correct height for the person in the seat.
Seatbelt reminders - are a simple safety feature designed to remind people in the vehicle to put
on their seatbelt. They can vary from being a reminder symbol that lights up to being an audible
tone that continues until every person in the vehicle has put on their seatbelt.
Adjustable upper belts: An adjustable upper belt lets the occupants to change the position of
the shoulder strap to accommodate a persons size. This feature may encourage passengers to
wear their belts, since it increases shoulder belt comfort.
Seat belt pretensioner: Pretensioners retract the seat belt to remove excess slack, almost
instantly, in a crash. However, one still needs to adjust ones seat belt so that it fits as snugly as
possible, as pretensioners are not powerful enough to pull back into one's seat in the event of an
impact.
Energy management features: Energy management features allow seat belts to give or yield
during a severe crash to prevent forces on the shoulder belt from concentrating too much energy
on the chest. These features include load limiters built into the shoulder belt retractor and/or
tear stitching in the webbing that causes the seat belt to extend gradually.

2-8
Rear center seat lap/shoulder belts: Some manufacturers provide a rear center lap/shoulder
belt. This added feature is especially beneficial to older children and children in booster seats
who are often seated in the rear center position.
Head protection with soft material in headrest and vehicle side pillar - These are the softer
materials that will absorb the impact of a persons head and are used in places where it could
impact with the interior of the vehicle during a crash.
Adjustable mirrors -These help the driver monitor what is happening around him/her and make
it safer to change lanes if they are correctly adjusted.
Anti-lock brakes - When a crash occurs the driver often brakes suddenly and forcefully. This
can cause the brakes to lock and skidding to occur. If a driver whose vehicle does not have
anti-lock brakes needs to stop quickly one needs to pump the brakes to stop the wheels locking
and prevent the vehicle skidding. Anti-lock brakes are designed to stop this from happening as
they carry out the pumping action instead of the driver.
Traction control - It is used to stop the wheels spinning or slipping if the driver applies too
much power.
Electronic stability control - This works alongside anti-lock brakes, and is designed to help the
driver keep control of the vehicle (usually in emergency situations) to stop it spinning out of
control. It does this by selectively braking individual wheels and reducing engine torque to bring
the vehicle back on course. It has been found to be very effective in reducing accidents, and will
be made compulsory in new vehicles in some countries in the near future.
2.10
DIFFERENTLY AND ELDERLY ACCESSIBLE VEHICLES

Accessibility is a fundamental prerequisite for building an inclusive society where everyone
including persons with disabilities, has the opportunity to participate fully in all aspects of
society. Besides meeting the necessity of physical access to the built environment, it implies
furthermore, that every individual is entitled to equal access to all social, health, educational,
economic and cultural facilities, services, and institutions.
The UN Convention on the Rights of Persons with Disabilities, as approved by the General
Assembly in December 2006, opened for signature on30th of March 2007 and entered into force
on 3rd of May 2008. This Convention establishes the legal framework for policy change and
implementation to ward sachieving accessibility and inclusion for all. Article 9 of the
Convention stipulates that persons with disabilities are to be enabled to live independently and
participate fully in all aspects of life.
According to MVTMR -1997 (clause 58, Kha 3), every passenger vehicle must arrange facilities
for senior citizens, woman, children and person with disabilities. For this purpose, passenger
vehicle are allocated with reserved seat for women, elder and person with disabilities. In some

2-9
countries portable ramp is available in the vehicle to help such persons with disabilities get in or
get out of the vehicle as shown in figure below.
Figure 2.4: Ramps used in public vehicles

Mounting and fitting of ramp on the standard bus obviously involves extra cost for device and its
operation. Furthermore, such bus needs special ramp or platform at the stops. Most important is
that such buses do not have high passenger capacity. In such situation, the operation of the
disable friendly city bus transport will be a matter of huge public subsidy. However, Municipal
authority of other agency may start the operation of such transport along the specified route with
limited number of buses. The local body building workshops should be involved in the
development of disable friendly buses. The training programs, for technicians involving in the
bus body fabrication shall be organized.

2-10
CHAPTER 3
3.1
PUBLIC TRANSPORT AND BUS BODY FABRICATION
INTRODUCTION
Bus transport is major mode of inter-city as well as intra city transport. Bus transport as the
public transport service is regulated by the existing legal provisions by its classification and
setting up the standard, route permission and regular fitness testing and certification. Bus
transport service providers are obliged to conduct vehicle fitness tests and get route permission
as per the existing regulatory provision. The brief regulatory provisions on the public transport
on their classification, type of the service are described in the subchapter given below.
3.2
REGULATOR PROVISION ON VEHICLE AND SERVIC CLASSIFICATION

Transport service regulator as per the existing legal frame work is DoTM. The vehicle
classification and service category is described in the following sub-chapters:
3.2.1
Classification of Mode of Transport

Public transport service is classified (MVTMA-1993, Chapter 2section6) as:
Public transport service is classified as freight and passenger transport service.
Passenger transport service is divided into night and day service.
Passenger transport service is issued the license to operate in the following class:
Direct passenger transport service
Express passenger transport service
Local passenger transport service
The standard of service of the above mentioned class of services is explained in the
MVTMR-1997 (Chapter 3, section 15) as:
Classification of passenger transport vehicles is done as per the seating capacity:
Bus: With the seating capacity of 26 to 56 passengers including the driver
Minibus: With the seating capacity of 15 to 25 passengers including the driver,
Jeep, Van, Pickup, Microbus: With the seating capacity of a maximum of 14 passengers
including the driver,
Car and Taxi: With the seating capacity of a maximum of five passengers including the
driver
Tempo: A meter installed tempo with the seating capacity of a maximum of 4 passengers,
and in the case of a tempo other than a meter installed one, with the seating capacity of a
maximum of 13 passengers including the driver,
Motorcycle, Scooter, sun-shine: With the seating capacity of a maximum of two

passengers including the driver

3-1
3.2.2
Route types for the Public Transport

As mentioned in the MVTMA - 1993, all the public transport services are only allowed to
transport passenger only along the approved and specified route. Depending upon the distance
between origin and destination, these routes are classified into four types as:
1. Long route: all routes having the length of two hundred fifty kilometers and more from
origin to destination are referred as long routes.
2. Medium route: a route with a distance of more than one hundred kilometers but less than
two hundred fifty kilometers from a point of departure for a journey to that of destination
is referred as medium route
3. Short route: All routes with a distance of twenty five to one hundred kilometers from a
point of departure for a journey to that of destination are called short routes.
4. Local route: These routes are designated to the local areas. The length of these routes is
less than twenty-five kilometer from origin to the destination point.
3.2.3
Public Transport Service Standard

The standard of public transport service is described in the Section 18 of the MVTMR 1997 as:
a) Direct Bus Service: The standards of the bus operated for the direct service are mentioned as:
With the seating capacity of a maximum of 40including the driver,
The length, breadth and height of seats ranging from 16 to 19 inches and the height of the
backbone of folding seats with 35 to 45 degrees ranging from 22 to 26 inches,
Seats in two rows, the corridor from one row to the other being at least 14 inches and the
distance from the seat row to the leg place being at least 13inches,
The inner height of a bus being 66 inches, the carrier of roof being half the total length of
the bus and height eight inches,
The first step of the entry door of a bus being a maximum of one foot high from the land
surface,
Provision of a fire extinguisher in the bus,
Provision of an emergency exit in an appropriate place of the bus,
Provision of primary treatment including necessary medicines and aids in the bus,
The condition of window locks in the bus being in order,
The condition of shock absorbers in the bus being in order.
b) Express Bus Service:
The length, breadth and height of seats being at least 15, 15 and 15 inches, respectively,
and the height of the backbone of seats being at least 18inches,
Seats in 2/3 rows, the corridor from one row to the other being 14 inches and the distance
from the seat row to the leg place being at least 11 inches,
The inner height of a bus being at least 66 inches,

3-2
surface,
Provision of a fire extinguisher in the bus,
Provision of an emergency exit in an appropriate place of the bus,
Provision of primary treatment including necessary medicines and aids in the bus,
The condition of window locks in the bus being in order,
The condition of shock absorbers in the bus being on order.
c) Local Bus Service:
and the height of the backbone of seats being at least 18inches,
The corridor from one row to the other being at least 14 inches and the distance from the
seat row to the leg place being 11 inches,
The inner height of a bus being at least 66 inches,
surface.
d) Minibus:
the height of the backbone of seats being at least 22 inches, and rows being a maximum of
2/2,
The corridor from one row of seats to the other being at least 14 inches and the distance
from the seat row to the leg place being 13 inches,
The inner height of a mini bus being at least 64inches,
surface.
e) Micro bus:
With the seating capacity ranging from 12 to 14including the driver,
The length of seats being at least 15 inches, breadth being at least 16 inches and height
being at least 15inches, the height of the backbone of seats being at least 22 inches, the
distance of leg place being 11inches, and all the seats having front face,
The inner height of the micro bus being at least1345 mm,
The first step of the entry door of the micro bus being a maximum of one foot high from
the land surface,
The condition of window locks in the micro bus being in order.

3-3
3.3
BUS CATEGORY AND TRANSPORT SERVICES

Bus types are related to the specific purpose. Therefore, types are determined during the body
fabrication. Buses for the public transport purpose are different as per the type of service
category.
3.3.1
Bus Category
Keeping in view the varying requirements and uses of buses and those of commuters, all buses
can be categorized into four types: Type I, Type II, Type III and Type IV, the description is
given below. Each of these buses is further categorized as Non-Deluxe (NDX) or standard bus,
Deluxe (DLX) and AC Deluxe (ACX), on the basis of comfort level required by different
categories of commuters.
(1)
Bus: Type I
These type of vehicles are the high capacity vehicles designed and constructed for urban and
sub urban / city transport with area for standing passengers, to allow movement of passengers
associated with frequent stops.
These buses serve for Local routes and of Normal bus service standard. This type is designed
for the day time operation only. Comfort level may vary as per requirement such as standards
deluxe as well as AC deluxe
(2)
Bus: Type II
These type of vehicles are those, designed and constructed for inter-urban/inter-city transport
without specified area for standing passengers, but can carry standing passengers over short
distance in the gangway; unless otherwise prohibited by the authority.
These buses can be operated for night and day Bus service with the standard of Direct Bus
Service. These buses can provide service for long, medium and short routes. These buses may
have also various level of comfort class
(3)
Bus: Type III

These types of vehicles are those designed and constructed for inter-urban / inter-city
transport without specified area for standing passengers, but can carry standing passengers over
short distance in the gangway; unless otherwise prohibited by the authority
These type vehicles are those designed and constructed for day bus service only and with the
standard of Normal Bus Service. These buses can be operated for long, medium and short
routes. The bus service is subjected to the frequent stops between origin and destination for
passengers service. These buses may be made in any type of comfort level.

3-4
(4)
Bus: Type IV
These type of vehicles are those designed and constructed for special purpose. School buses,
tourist buses and other buses used by institutions to transport their staff fall in this category.
These buses may be made in any type of comfort levels.
(5)
Low and High Capacity Vehicles

Low Capacity vehicle are those which has maximum seat capacity up to 25 passenger seats
including driver. This category includes Microbus with 14 passenger seats and minibus having
maximum 25 passenger seats including driver. The body of Mini buses can be fabricated at the
workshops with the various comfort level.
High Capacity Buses are those buses which have the seating capacity of more than 56
passengers. These types of buses are used for articulated and Rapid Bus Transit System.
(6)
Standard bus (SB)

Bus designed for basic minimum comfort level used for Normal Bus Service.
(7)
Deluxe and AC Deluxe buses

A bus designed for a high comfort level and individual seats and adjustable seat backs, improved
ventilation and pleasing interiors. The Deluxe bus can be fitted with air conditioner and is then
called as AC Deluxe Bus.
3.3.2
Bus Operating Service

Bus operating services types can be characterized based on the route length, level of comfort of
the service, time of the day for operation, and standard of the service.
(1)
Time of day for operation

The Bus Service as per the operation time of the day is categorized as Day Bus Service and
Night Bus Service. Night buses have operated for relatively long distances. Buses for the night
service are relatively of more comfort level. These buses are generally operated for Direct
Services.
(2)
Service route length

Depending on the route length, bus transport service is categorized into local, short, medium and
long route bus service. The limiting length of the local, short, medium and long routes are
twenty-five, one hundred, two-hundred fifty kilometers for local, short, medium route
respectively. Long routes are those routes which are operating for the distance more than
two-hundred fifty kilometers.
(3)
Comfort Level of service

Bus services are categorized depending on the level of comfort such as Standard service, Deluxe
and AC Deluxe service.

3-5
(4)
Standard of service
Standard of Bus Service is categorized as Direct, Express and Local Bus Services.
Direct Bus Service: Bus services those are operated directly from origin to destination
without stopping in-between. These buses are supposed to have more comfort level than
others.
Express Bus Service: This type of service is characterized by the specified stops
in-between the origin and destination. These types of services buses are allowed to stop
only at the major market of settlements along the bus route.
Local Bus Service: This type of service is provided to the passengers with relatively short
distances. The service is provided for several stops (settlements) along the route. Buses
providing such services can carry large number of seated passengers. Furthermore, these
services allow carrying certain number of standees (standing passengers).
3.4
RECOMMENDED BUS TYPE FOR SPECIFIC PURPOSE

Public transport services can be classified as per the level of comfort, route length, standard of
service and operation time of the day. However, the selection of appropriate bus type for the
specific service becomes one of the important aspects of the transport management for ensuring
the safe, comfort and reliable public transport service.
After reviewing the existing provision setup by the MVTMA-1993 and other best practices, public
transport service provided by the various types of buses needs to be rearranged to make it easier for
the standardization of bus body fabrication, registration of the transport service and route permit.
The recommended combination of means of transport (Bus types) and appropriate service type is
given in Error! Reference source not found. and in
Micro
Bus
Mini Bus
Bus Types
Bus Service Routes
Day Bus
Service
Type II
Night Bus
Service
Local Routes
Operating
Distance and
Purpose
Short Routes
Time of the Day
Type I
Medium Routes
Type III
Long Routes
Special Service purpose
Type IV
Standard of the Service

Direct Bus
Service
Service Comfort level

Standard BUS
(SB)
Deluxe bus
(DLX)
AC Deluxe
Bus ACX
Jeep/Van
Express Bus
Service
Normal Bus
Service
.
Table 3.1 Recommended Bus type and service category

3-6
Bus Type
Operating purpose
Route type: Local Routes
Bus Type I
Time of the day: Daytime Service

Comfort level: All Comfort Level
Service standard: Express, Normal Bus Service
Route type: Short, Medium and Long routes
Bus Type II
Time of the day: Night and Day Service

Service standard: Direct Bus Service
Route type: Short, Medium and Long routes
Bus Type III

Service standard: Direct and Normal Bus Service
Route type: Local Routes
Bus Type IV (Buses of special
purpose)

Route type: Local, Short and Medium Route
Mini Bus and Micro Bus

Route type: Local, Short and Medium Route
Jeep/Van

Comfort level: Not Applicable
Service standard: Not applicable
Route type: Local Route
Tempo (Three wheelers)

Comfort level: Not applicable
Service standard: Not applicable

3-7
Micro
Bus
Mini Bus
Bus Types
Bus Service Routes
Day Bus
Service
Type II
Night Bus
Service
Local Routes
Operating
Distance and
Purpose
Short Routes
Time of the Day
Type I
Medium Routes
Type III
Long Routes
Special Service purpose
Type IV
Standard of the Service

Direct Bus
Service
Service Comfort level

Standard BUS
(SB)
Deluxe bus
(DLX)
AC Deluxe
Bus ACX
Jeep/Van
Express Bus
Service
Normal Bus
Service
Figure 3.1 Type of Buses and recommended type of transport services

3.5
BUS BODY FABRICATION

Bus body fabrication is one of the important steps for safer vehicle operation. Bus body is built
for the specific purpose of transport service based on the given chassis specifications. Most of
the safety components can be built for the safer vehicle use during its body fabrication. The bus
body building is car carried out in local workshops.
In the context of Nepal, most of the bus and truck bodies are built locally in the privately
operated workshops after importing the Chassis by the authorized dealer. The bus and truck
owners build the body as per their own requirements. As per the MVTMA-1993, Section 159; a
person, firm, company or organization intending to run or to operate a factory for construction of
bodies of buses or trucks shall obtain a license from the Department of Transport Management.
During the study, consultant's team did not find any registered body-building factories. All the
workshops are operating with the locally available technicians and equipment. Steel sections,
sheet metal, wood, plastics, textiles and electric accessories are obtained from the local market.
Only the bus-seats are imported from India or China.
In this context, it is essential to regulate bus-body fabrication at local workshops (Factories) by
preparing directives/guidelines by the DoTM. The bus body fabrication guideline is given in the
separate Annex I of this report.
3.6
COLOR-CODE FOR SCHOOL & PUBLIC BUSES

As per the MVTMR-1997, all vehicle body is registered for specific colour. The owner of the
vehicle should take permission from Zonal Transport Management Offices to change the vehicle
colour. There are some general rules practiced in the country for the colour of public vehicles
such as army vehicles are painted with the dark green coulour, and school buses in yellow.

3-8
Consultant recommends the following colour considerations as regards to the colour of the
public transport buses.
Buses serving within urban area or local routes should maintain the colour distinct from
the other operator. If one operator/company operates more than one route, these buses
shall be painted with the distinct colour from another route.
The public transport (buses) for long, medium and short routes should maintain distinct
colour as per the operator or as per the route specific.
Following factors should be taken into consideration for the selection of bus colour:
Bus colour shall be such that it does not distract the other road users by its contrast and
brightness,
The combination of more than two colour is not recommended. Some patterns and strips
are allowed only for 10 percent area of the bus-side with the strips or pattern.
All the public buses with the faded body-colour are not allowed to operate.
Advertisement of any kind is not allowed on the bus body.
Colour for the Taxis serving within an urban area shall be distinct as per the operator or
company.
School buses operated by the School or Colleges are recommended to have yellow body
colour.

3-9
CHAPTER 4
4.1
VEHICLE CONDITION AND LOADING CAPACITY
INTRODUCTION
The reasons behind the overloading of goods vehicles may vary. In the first instance, a transport
company may overload their vehicles with the intention of monetary benefit from a single trip.
Similarly, passenger vehicles are overcrowded for more benefit from a single trip. However,
overloading of a public vehicle is a critical problem for the transport authority due to its impact
on the infrastructure as well as on the transport management including road safety.
Vehicle loading condition and capacity of the public vehicle is a matter of great concern for the
transport regulatory body i.e. Transport Management Offices. Vehicle loading conditions and the
overloading are dealt here in the separate topics.
4.2
VEHICLE LOADING CONDITIONS

Vehicle loading condition is the matter of great importance as regards to vehicle safety and it is
normally control by the transport service agency. The agency must be careful because vehicle
loading may create hazard to the vehicle, freight, passenger, road infrastructure. The impact of
the freight loading conditions has great economic significance to the owner of the freight and
freight operator. Similarly the over-crowded passenger vehicle may cause passenger injury
leading to the fatal accident and vehicle damage as well as deterioration of the roadway structure.
A typical impact scenario of the vehicle loading condition is shown in the Figure 4.1.
Vehicle Loading Conditions
Freight Vehicles
Freight type
Hazard to the Surrounding

Environment & Persons
Hazard to the Freight
Passenger Vehicle
Freight Packaging
Vehicle Body
Condition
Passenger
Accomodation
Dimensional
Requirment
Injury by its Body

Parts
Passenger overcrowded
Overloaded Freight
Uncomfort to the
driver and passengers
Passenger Safety &

Uncomfortble
Figure 4.1 Vehicle Loading Conditions and Impact

4-1
4.2.1
Freight Vehicle Loading Condition

Freight vehicle loading condition is important for all stakeholders such as owner of the freight,
truck operators and road authority. It has several degree of impact to the economy for public as
well as private stakeholders.
(1)
Freight type
It is important that freight type be considered very seriously by the operator as well as freight
forwarded. The type of the freight should not impact negatively to the vehicle as well as
surrounding environment. The suitable type of the freight vehicle should be arranged for the
specific freight type. Some examples of the type of freight are categorized as mentioned below.
Industrial goods:
Food and beverage
Textile
Electronics& electrical equipment
Raw material (clinkers etc.)
Iron rods, sheets and sections
Furniture and home appliances
Glass and other fragile items
Cement
Marble
Construction Materials (Cement)
Mineral materials (sand, stone, aggregates)
Timber and woods
Petroleum products (tankers and tube)
Machinery (hardware and spare parts)
Meat and fish
Fresh Vegetables
Live-stocks
Water /milk tankers
Motorcycles
Cars and vehicles
These types of freights require separate vehicle type. For instance, the truck carrying cement is
not suitable for carrying food items. Similarly, meat and fish carrying vehicles should be
equipped with the air-conditioning facility.
Depending upon the types of the freight, vehicle body-structure and its capacity should be
defined. The compliance for the specific category of freight should be regulated by the
concerned authority. Otherwise, it may create following hazards:

4-2
Hazard to the surrounding environment: The lack of adequate vehicle for the specific type
of freight may damage the surrounding environment including the roadway facilities.
Dangerous type of freight such as petroleum or other chemicals should be transported by
following specific and standard stringent technical requirements. Leaking of the petroleum
product on the road due to the vehicle defect may cause serious human as well as
environmental effect.
Hazard to freight: The inadequate selection of vehicle type may result into the damage of
the vehicle body as well as freight itself. For example, transport of meat, fish and milk can
be spoiled if transported carelessly. Similarly, transportation of cattle on poorly ventilated
vehicle may be dangerous to the cattle.
(2)
Freight Packaging
Freight packaging is one of the major activities in the transportation process. The freight
packaging and arrangement inside the vehicle body should be closely monitored for efficient and
safer transportation. The packaging should include the requirements on the vehicle capacity in
terms of its weight and its dimensions.
Overloaded vehicles may damage pavement and vehicle itself. Similarly, the freight with the
higher volume should also be regulated for their length, and volume. Long freight-elements over
hanged (or projected) beyond the truck body exceeding the standard should not be allowed or it
should be equipped with the flashing lights or other appropriate signs and flags.
4.2.2
Passenger Vehicle Loading Condition

Passenger vehicle loading condition is mainly related to issues regarding the passenger safety
and comfort. This issue can be explained in terms of vehicle body parts and the number of
passengers.
(1)
Bus Body Parts

Bus body elements inside the driver cabin and passenger compartment should be well furnished
and treated considering the safety and comfort. Any projections of metallic elements inside the
body should be eliminated. Further, the bus inside-walls should be covered with the appropriate
and soft textile and other suitable materials to lessen the impact to the passenger in any
emergency incident. For example, the sharp nails exposed on the seats, floor, handrails and on
the passenger seats may cause serious injuries. At the same time, the driver seating area should
be well prepared for the safety and comfort in case of incidents.
(2)
Passenger overcrowded
Number of passenger in the public bus is matter of regulation by the MVTMA-1993. The
number of seated passenger (capacity) is written on the Registration Certificate of the vehicle. In
the short or local route buses a certain number of standing passengers are allowed. However,
most of the public transport buses during peak hours as well as peak seasons (festival seasons)
are found overcrowded. Overcrowded passenger bus may cause:

4-3
Inconvenience to the passenger,
Inconvenience to the driving;
Damage of the bus internal as well as decorative parts
Difficult for control system e.g. braking, steering systems
Create more axle load and pressure on the tyre and thus affecting life of the road.
The overcrowded passenger transport is a major issue to be handled by the transport

management authorities in the world. Some photographs of overcrowded local buses are shown
in Figure 4.2.
Figure 4.2: Overloaded passenger transport in Nepal

Moreover, overcrowded bus is very prone to the accident. Therefore, it should be regulated
strictly for safe and convenient passenger transport.
4.3
VEHICLE LOADING CAPACITY

Generally vehicle loading capacity is related to the self-controlling matter of the vehicle operator.
Vehicles loaded more than its capacity will obviously not work effectively and will not last as
long as normally loaded vehicles. Moreover, overloaded freight transport is more dangerous to
the pavement structure, causing greater economic loss to thus increasing maintenance funding.
Loading capacity of the vehicle consists of two issues:
Passenger transport: excess number of passenger than allocated number of seats;
Freight transport: control of gross vehicle weight or axle load control,
It has been noted that there are a number of problems caused the overloaded vehicles. A
well-documented problem is that the damage of road pavement and other road infrastructure,
including bridges and tunnels. Overloaded freight trucks deteriorate the pavement faster than
planned, which ultimately leads to an increase in maintenance costs and/or a decrease in the
expected life span of the roads and associated infrastructure.

4-4
Other issue which is caused by the movement of overloaded large goods vehicles is the
reduction in road safety. Overloaded large goods vehicles put pressure on road safety because of
their reduced vehicle handling characteristics. This makes them more likely to be involved in
accidents, with the possible result of more severe injuries because of their higher vehicle mass.
Vehicle overloading makes the vehicle less stable, difficult to steer and take longer time and
distance to stop. Vehicles react differently when the maximum weights they are designed to
carry are exceeded. The consequences can be fatal. Massive strain is put on vehicle tyres.
Overloading can cause the tyres to overheat and wear rapidly which increases the chance of
premature, dangerous and expensive failure (such as blow outs). It also causes excessive wear
and damage to roads, bridges and pavements. Importance of vehicle overloading in safer vehicle
operation cannot be over-emphasized.
There are many ways to control the vehicle overloading. Axle load control is one of best method
adopted globally. Vehicle owner must weigh the vehicle to establish individual axle weights
such that they can re-distribute load appropriately after any drop-offs to avoid overloading axles.
4.3.1
Effect of Overloading
The effects of vehicle overloading can be summarized into following broad aspects:
Economic losses: Increased pavement maintenance and vehicle damage costs are direct
economic losses caused by the overloaded vehicles.
Social losses: Increased number of road accidents will give rise to the property damage,
injuries and loss of life.
Environmental losses: Environmental loss of the overloaded vehicle is related to the

increased quantity of vehicle emissions.
4.4
CONDITION OF VEHICLE
Vehicle condition is referred as the physical condition of the ready to operation vehicle. Vehicle
condition can be described by the following factors:
Mechanical fitness
Body structure and fitness
Emission status
Vehicle condition measurement requires great professional effort of the technical persons
involved in the vehicle inspection and monitoring authority. However, at present the results of
the technical inspection the vehicle conditions are expressed only in terms of qualitative indices
as below. Vehicle condition assessment may be pointed out by the following indicators:
Excellent condition: The vehicle condition is defined by the vehicle as excellent looks if the
vehicle new and in excellent mechanical condition. The vehicle having the "excellent condition"
does not need any treatment with exception of washing the exterior and interior of the vehicle.
The vehicle has never had body or paint work and is free of rust. The vehicle has a clean title

4-5
history. The vehicle will pass emission and safety inspections. There are no leaks of any type.
There are no visible defects or wear to the engine. The vehicle has complete and verifiable
service records.
Good condition: This vehicle condition may be defined to be in good condition if the vehicle
has no major defects and a clean title history. The paint, body and interior of the vehicle have a
few minor (if any) blemishes and there are no major mechanical problems. There is little or no
rust on this vehicle. The tires match and have substantial tread remaining.
Fair condition: It is defined by the vehicle having some minor mechanical and or cosmetic
defects. The vehicle has a clean title history. The vehicle may require some servicing but is in a
good and reasonable running condition. The vehicle has no major defects that would make
the vehicle undesirable. The paint, body and/or the interior may need some work performed by a
professional. This includes possible repair of rust damage. The vehicle may need some
mechanical repairs. The tires will possibly need to be replaced shortly.
Poor condition: It is defined by the vehicle having several mechanical and or cosmetic defects.
The vehicle is in poor running condition. The vehicle may have problems that cannot be readily
fixed such as a damaged frame or a rusted body throughout. The vehicle may have various leaks,
and engine mechanical problems that require extensive repair(s) in one or more areas of the
engine or components. Any vehicle with substantial mileage, or unsubstantiated mileage would
also be considered as a vehicle in poor condition. This type of vehicle may require more review
to provide a fair trade value.

4-6
CHAPTER 5
5.1
ROAD WORTHINESS TEST
INTRODUCTION
It is the responsibility of the owner/operator of a vehicle to keep it in a roadworthy condition.
The vehicle test checks are made to see that vehicles meet road safety and environmental
standards. The inspection is a check of the vehicle to ensure that key components have not worn
or deteriorated beyond specified limits and that the vehicle is safe for normal road use.
A roadworthy inspection mainly covers the major safety related items, including: i) Wheels and
tyres, ii) Steering, suspension and braking systems, iii) Seats and seat belts, iv) Lamps and
reflectors, v) Windscreen, and windows including wipers and washers vi) The structure of the
vehicles itself, vii) Other safety related items on the body and chassis.
Roadworthiness enforcement is defined as all activities that are undertaken independently of the
owner or operator to ensure vehicles conform to all statutory requirements while in use on public
roads. A vehicle is defined as being roadworthy when its performance and condition meets or
exceeds agreed standards. This includes safety, environmental and other standards. The purpose
of roadworthiness enforcement is to ensure that the benefits accruing from the original design
and manufacture of vehicles are retained, and maintained, throughout the life of the vehicles.
Road worthiness tests of the vehicle are intended to ensure the following aspects for the vehicle
safety.
Improving road safety by reducing the number and severity of road traffic accidents
caused by vehicle malfunctioning;
Reducing the impact on the environment and public health through reductions in the level
of pollutants emitted by vehicles;
Reducing traffic congestion caused by vehicle breakdowns and accidents, taking into
special account the greater impact of accidents involving heavy commercial goods and
passenger vehicles;
5.2
Improving the transport efficiency, including optimizing energy use and vehicle life cycle;
REGULATORY PROVISION
Roadworthiness testing is one of the best ways to improve road safety in any country, specially,
in a developing country. Roadworthiness is a property or ability of a car, bus, truck or any kind
of automobile to be in a suitable operating condition meeting acceptable standards for safe
driving and transport of people, baggage or cargo in roads or streets.
As per the MVTMA - 1993, the Vehicle Road Worthiness Test is conducted for the new
vehicles imported by the authorized dealers as well as for the vehicles manufactured in the
country. The inspection is a check of the vehicle to ensure that the key components are in a fit
condition for safe road uses. Most of the vehicles in Nepal are from Tata, Leyland and Eicher;

5-1
the company providing certificate of COP (Conformity of Product) while importing, on the basis
of that DoTM certifies some of the parameters.
The following parameters are tested during the roadworthiness testing of the vehicle.
Exhaust system and emissions
Seat belts
Steering
Windscreen
Horn
Number Plates and Vehicle identification number
Lights
Brakes
Tyres and wheels
Mirrors
Tint Glass
Doors
Seats
Suspension
Fuel system
Towing hooks.
Fire extinguisher (on certain vehicles)
Glass hammer (on public passenger transport vehicles).
Figure 5.1: Check for engine nomenclature at ZTO, Ekantkuna

Road Worthiness testing guidelines details are provided in the Annex III of this report. The road
worthiness testing should be undertaken using techniques and equipment available but without
the use of tools to disassemble or remove any part of the vehicle. Where the motor vehicle is
found to be defective with regard to the test items below, the competent authority must set
specific conditions under which the particular vehicle may be used before passing another

5-2
roadworthiness test. The test must cover the items listed in the Annex III, provided that these are
related to the equipment of the vehicle being tested.
Figure 5.2 Vehicle components for road worthiness testing

Following items are tested by DoTM:
vehicle identification;
braking equipment;
steering;
visibility;
lighting equipment and parts of electric system;
axles, wheels, tyres and suspension;
chassis and chassis attachments;
other equipment safety belts, fire extinguisher, locks and anti-theft device, warning
triangle, first-aid kit, speedometer, etc;
nuisance noise, exhaust emissions, etc;
supplementary tests for public transport vehicles emergency exit(s), heating and
ventilation systems, seat layout, interior lighting;
To safeguard the interest of the vehicle operator/driver, the vehicle operator or driver must be
informed in writing of any defects, the result of its test and the legal consequences.
5.3
ANALYSIS OF OPERATIONAL DIFFICULTIES/DELAYS OF VFTC IN TEKU

It is indeed a matter of concern that VFTC, though established some time back has not been to
function as a regular Testing Center. Concerted effort to put this into regular use will definitely
add to the capacity of DOTM appreciably. It will replace the current subjective practice used

5-3
while checking the vehicle for fitness and road worthiness test. One can notice some kind of
uneasiness amongst all when this current situation is discussed. Given below are some of the
issues which may be considered to put VFTC in operation.
1.
Institutional arrangement: There seems to be possibility of duplication of roles between

ZTO and VFTC once it comes into operation. Their roles will have to be better clearly
defined with separation of authority. Seemingly undercurrent competition reaching a state
of some kind of rivalry exists presently to have control on the checking of vehicles.
Vehicle fitness and road worthiness tests may better be assigned to VFTC.
2.
Above situation may be dealt by entrusting all the technical works regarding Vehicle
Testing to this center. His will then be completely technical unit.
3.
It has been quite some time since the machines have been lying idle. All equipment may
have to be retested to bring it into proper working order. Softwares may have to rechecked
and if necessary recalibrated. This may involve seeking the help of the previous supplier.
This may involve some additional expenditure. While doing it, technical personnel who
are expected to work there later may be better to be involved.
4.
Safety features may have to be better addressed. As things are, there is serious possibility
accident occurring during testing.
5.
Security features may have to be better addressed.
6.
Giving a reasonable lead time and setting a target date for operation will probably be
better. Preparation of action plan in details may be very helpful. Preparation of Operation
manual of all the testing units will be a part of it.
7.
Long Power Load shedding hours may have to be better addressed

5-4
CHAPTER 6
6.1
VEHICLE MAINTENANCE WORKSHOP
INTRODUCTION
Vehicle maintenance workshop is an important part of the vehicle safety strategy. These
workshops are regulated by the MVTMA-1993. These workshops should take license to conduct
the specific type of activities for running specific type of workshop. DoTM has implemented a
directives for the monitoring such workshops.
In the context of Nepal, vehicle maintenance workshops are categorized as: Government
workshop, Authorized workshop of vehicle manufacturer, and private workshops. Workshop
classification and respective requirements for the establishment are given in the Annex IV of this
report.
6.2
VEHICLE MAINTENANCE WORKSHOP ESTABLISHED BY GOVERMENT

Department of Roads has been playing a vital role in the development of the country by
constructing and maintaining the road network of the country. The use of construction
equipment has obviously made a big contribution to the DORs achievement in road
construction and maintenance. At the moment this Department is a largest construction
equipment fleet operator in this country.
Within the Department of Roads, the Mechanical Branch and its units are responsible for the
repair and maintenance of equipment and supervision vehicles, procurement of equipment, and
manpower training. This Branch is headed by a Deputy Director General (Mechanical) reporting
directly to the Director General. Under it, there are seven Heavy Equipment Divisions (HEDs) at
Kathmandu, Hetauda, Pokhara, Butwal, Itahari, Nepalgunj, and Godvari. The workshops are
located within the covered complex. These workshops consists of work bays, machine shops,
electrical, welding and fabrication shops and spare parts stores. They have the technical
capability of carrying out necessary maintenance, repair and overhaul of construction equipment
and supervision vehicles in their region.
In addition, there are ten Mechanical Offices (MOs) located at Lalitpur, Fidim, Birtamod, Lahan,
Janakpur, Bharatpur,Dumre, Dang, Surkhet and Budar. These are smaller workshops, which
carry out repair and maintenance of construction equipment and supervision vehicles in the
region.
6.3
VEHICLE MANUFACTURERS' AUTHORISED WORKSHOP

The major suppliers of vehicles in Nepal are TATA, HYUNDAI, MAHINDRA, EICHER,
ASHOK LEYLAND, NISSAN, SUZUKI, TOYOTA. These companies are managing
authorized vehicle maintenance workshops through their local dealers. They have the standards
of the respective manufacturer. A typical; example is that Sipradi Trading Pvt. Ltd is established
by the Tata Motors and follow their own norms and standards for maintaining the system. Other

6-1
dealers too have similar workshop facilities to maintain vehicles of their own make. For the
control of genuine parts there are authorized parts dealer for delivery of spare parts.
Figure 6.1 Tools storage system at Sipradi
Figure 6.2 Workplace and housekeeping at Sipradi

6-2
Figure 6.3 Safety awareness campaign at Sipradi

6.4
PRIVATELY OPERATED WORKSHOP

The increased vehicle fleet calls for more and more number of vehicle maintenance workshops
in Nepal. Vehicle maintenance and repair is a huge business sector. Thousands of workshops are
operating only in Kathmandu alone. As per the regulation these workshop should have operating
license issued by the DoTM. However, a quick survey showed only few are found registered
following required process.
Most of the workshops are operating with their sub-standard physical infrastructure and human
resources. At small confined places, without physical facilities those workshops are repairing
and carrying out most type of maintenance problems which may result improper fitting of parts
thus giving rise to possibility of severe problems on safety.
Figure 6.4 Conditions of local workshops at Dhungeadda, Kalanki

Housekeeping is particularly found very poor and storage of tools and equipment are very
vulnerable as regards to safer working environment as shown in above figure. The Directive for
Mechanical Workshop and Inspection checklist is provided in Annex V and Annex VI. Basic
layout requirement is given in the drawing with the Annex.

6-3
CHAPTER 7
CONCLUSION AND RECCOMENDATION
Vehicle condition is a very important component in road safety strategy. Vehicle manufacturing
standard their maintenance and repairing activities play vital role for keeping vehicles in
desirable operating condition. Therefore, all these steps are matter of regulation by the DoTM. A
system with regular and adequate vehicle inspection could be taken as an approach to improve
the situation regarding safer vehicle component of the 'five pillars of road safety'. The role of
vehicle maintenance workshops is also very important to keep the vehicle fleet in good condition
for providing safe services.
On the basis of rigorous study regarding the 'safer vehicle' the consultant came to the following
conclusion:
Serviceable conditions of the vehicle fleet are keys to improve the road safety. Road
safety regarding vehicle conditions and loading capacity is the matter of regulation by
DoTM.
The regulation on the vehicle safety could be managed by the approval of respective
directives and their effective implementation.
Existing Road Worthiness and Vehicle Fitness Testing procedures need to be revised for
more effective and efficient vehicle inspection system;
There are thousands of bus body building workshops operating in the country. However,
these workshops are not properly established as mentioned in the VTMA-1993.
Furthermore, these workshops are not being monitored by the respective authority for
their quality of works and materials for the bus body.
The well-documented standard for bus body building should be approved to improve the
situation.
School as well as public bus colour code is realized to standardize for the ease in traffic
management as well as safety implication.
A brief standard for school bus operation has been prepared in the study.
Vehicle maintenance workshops are important to keep the vehicle fleet in the desirable
service condition. Therefore, the proper guidelines for monitoring and inspection have
been prepared.
The consultant during the study period and preparation of safer vehicle guidelines has
experienced the greater role of DoTM for the road safety improvement by the stringent
monitoring on the vehicle fleet in the country. In this regard, the study recommends the
following:
DoTM should take initiation for the approval of the directives regarding safer vehicles for
the road safety improvement.
All the aspects regarding safer vehicles, such as bus body building, roadworthiness testing,
vehicle inspection and vehicle maintenance workshops should be closely monitored by
establishment of separate units within the DoTM and Transport Management Offices.

7-1
ANNEXURE
ANNEX -I
: BUS BODY BUILDING GUIDELINES
ANNEX- II
: SAFE SCHOOL BUS GUIDELINES
ANNEX -III
: ROAD WORTHINESS TESTING GUIDELINES
ANNEX- IV
: VEHICLE FITNESS GUIDELINES
ANNEX- V
: VEHICLE MAINTENANCE WORKSHOP STANDARD

(INCLUDING WORKSHOP INSPECTION CHECKLIST)
ANNEX- VI
: VEHICLE INSPECTION GUIDELINES
ANNEX I
: BUS BODY BUILDING GUIDELINES
ANNEX- II
: SAFE SCHOOL BUS GUIDELINES
ANNEX -III : ROAD WORTHINESS TESTING GUIDELINES
ANNEX- IV : VEHICLE FITNESS GUIDELINES
ANNEX- V
: VEHICLE MAINTENANCE WORKSHOP STANDARD

(INCLUDING WORKSHOP INSPECTION CHECKLIST)
ANNEX- VI
: VEHICLE INSPECTION GUIDELINE

Safer Vehicle Guidelines

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Government of Nepal

Ministry of Physical Infrastructure and Transport

Department of Transport Management

VOLUME II: TASK-WISE REPORTS

SAFE VEHICLE GUIDELINES

Katahira & Engineers International

Full Bright Consultancy (Pvt.) Ltd

RTS-1/Safe Vehicle Guidelines

INTRODUCTION .................................................................................................. 1-1

1.1 Background.............................................................................................................................. 1-1

VEHICLE ARCHITECTURE ............................................................................... 2-1

2.1 Vehicle Components ................................................................................................................ 2-1

Vehicle Engine ............................................................................................................ 2-3

Fuel System ................................................................................................................. 2-4

Lubrication System...................................................................................................... 2-5

Cooling System ........................................................................................................... 2-5

2.5 Transmission System ............................................................................................................... 2-5

PUBLIC TRANSPORT AND BUS BODY FABRICATION............................... 3-1

3.1 Introduction.............................................................................................................................. 3-1

Classification of Mode of Transport ............................................................................ 3-1

Route types for the Public Transport ........................................................................... 3-2

Public Transport Service Standard............................................................................... 3-2

3.3 bus Category and Transport Services ....................................................................................... 3-4

Bus Category ............................................................................................................... 3-4

Bus Operating Service ................................................................................................. 3-5

3.4 Recommended Bus Type for Specific Purpose ........................................................................ 3-6

VEHICLE CONDITION AND LOADING CAPACITY ..................................... 4-1

4.1 Introduction.............................................................................................................................. 4-1

Road Transport Safety and Axle Load Control Study in Nepal

RTS-1/Safe Vehicle Guidelines

Freight Vehicle Loading Condition ............................................................................. 4-2

Passenger Vehicle Loading Condition ......................................................................... 4-3

4.3 Vehicle Loading Capacity ........................................................................................................ 4-4

Effect of Overloading .................................................................................................. 4-5

4.4 Condition of Vehicle ................................................................................................................ 4-5

ROAD WORTHINESS TEST ............................................................................... 5-1

5.1 Introduction.............................................................................................................................. 5-1

VEHICLE MAINTENANCE WORKSHOP ........................................................ 6-1

6.1 Introduction.............................................................................................................................. 6-1

CONCLUSION AND RECCOMENDATION...................................................... 7-1

: BUS BODY BUILDING GUIDELINES ...............................................................1

: DIRECTIVES FOR SCHOOL BUS INSPECTION ..............................................1

: ROAD WORTHINESS TESTING GUIDELINES ................................................1

: VEHICLE FITNESS TESTING GUIDELINES ....................................................1

: WORKSHOP STANDARD AND WORKSHOP INSPECTION ..........................1

: VEHICLE INSPECTION MANUAL .....................................................................1

: BUS BODY BUILDING UIDELINES ....................................................................2

: DIRECTIVES FOR SCHOOL BUS INSPECTION ..............................................3

: ROAD WORTHINESS TESTING GUIDELINES ................................................4

: ROAD WORTHINESS TESTING GUIDELINES ................................................5

: VEHICLE FITNESS TESTING GUIDELINES ....................................................6

: WORKSHOP STANDARD AND WORKSHOP INSPECTION .......................7

KEI in association with FBC

Road Transport Safety and Axle Load Control Study in Nepal

RTS-1/Safe Vehicle Guidelines

KEI in association with FBC

Road Transport Safety and Axle Load Control Study in Nepal

RTS-1/Safe Vehicle Guidelines

Intelligent Transportation Systems

Comprehensive Automobile Traffic Control System

Road Automobile Communication System

Advanced Mobile Traffic Information and Communication System

Advanced Safety Vehicle