Government of Nepal

Ministry of Physical Infrastructure and Transport

Department of Transport Management
NEPAL INDIA REGIONAL TRADE AND TRANSPORT PROJECT (NIRTTP)
SUB-PROJECT OFFICE

Road Transport Safety and Axle Load Control Study in Nepal

Part B: Axle Load Control

TASK-B6

ECONOMIC IMPACT ANALYSIS OF VEHICLE OVERLOADING AND PUBLIC

AWARENESS CAMPAIGN MATERIALS
Submitted by:

Katahira & Engineers International

in association with

Full Bright Consultancy (Pvt.) Ltd

June 2015
 TASK B-6/Economic Impact of Vehicle Overloading and Public Awareness Campaign Materials

TABLE OF CONTENTS

TABLE OF CONTENTS
LIST OF TABLES
LIST OF FIGURES
ACRONYMS AND DISAMBIGUATION
EXECUTIVE SUMMARY

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

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

1.2 Scope and Objective ................................................................................................................ 1-1
1.3 Definition ................................................................................................................................. 1-1
1.4 Structure of the Report ............................................................................................................. 1-2

CHAPTER 2 ECONOMIC IMPACT OF VEHICLE OVERLOADING .................................. 2-1

2.1 Introduction.............................................................................................................................. 2-1

2.2 Impacts of Vehicle Overloading............................................................................................... 2-1
2.3 Previous Studies on Economic Impact of Vehicle Overloading ............................................... 2-3
2.3.1 AASHTO Study............................................................................................................. 2-3
2.3.2 Vehicle Overloading Costs in US .................................................................................. 2-4
2.3.3 Road Transport Service Efficiency in India ............................................................... 2-5
2.3.4 Overloading Issues in South Africa ............................................................................ 2-6
2.3.5 Overloading Cost in East African Community .......................................................... 2-6
2.4 Estimation of Economic Impacts of Vehicle overloading......................................................... 2-7
2.4.1 Traffic Volume and Level of Overloading ..................................................................... 2-7
2.4.2 Increase in Road Pavement Maintenance Costs ............................................................. 2-8
2.4.3 Increase in Vehicle Operating Costs (VOC)................................................................. 2-10
2.4.4 Increase in Road Accident Costs .................................................................................. 2-13
2.4.5 Increase in Environmental Pollution ............................................................................ 2-14

CHAPTER 3 PREPARATION OF PUBLIC AWARENESS MATERIALS ............................ 3-1

3.1 General .................................................................................................................................... 3-1

3.2 Current Practcies of Public Awareness Activities .................................................................... 3-1
3.3 Contents and Design Guidelines .............................................................................................. 3-2
3.3.1 Poster/Pamphlet Concepts, Contents and Designs .......................................................... 3-3
3.3.2 Audio Script Concepts and Contents ............................................................................ 3-14
Concept 1: On Axle Load Control.......................................................................................... 3-14
Concept 2: On Negative Impacts of Overloading ................................................................... 3-14
Concept 3: On Overload Accidents ........................................................................................ 3-14

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Concept 4: On Overriding/Overloading Public Transport. ..................................................... 3-15

Concept 5: On overloading legal actions and penalties........................................................... 3-15
3.3.3 Video Script Concepts and Contents ............................................................................ 3-16
Concept 1: On Axle Load Control.......................................................................................... 3-16
Concept 2: On Negative Impact of Overloading .................................................................... 3-17
Concept 3: On Overloading Accidents ................................................................................... 3-17
Concept 4: On Overriding/Overloading Public Transport ...................................................... 3-17
Concept 5: On Overloading Legal Actions and Penalties ....................................................... 3-18

Appendix -1: Contents and Design Guidelines in Nepali

Appendix-2: Sample Design of Posters and Pamphlets

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LIST OF TABLES

Table 2.1 Damaging Effect of Overloading and Its Effect on Pavement Life ................................ 2-3
Table 2.2 Pavement Damage and Operator Saving of Trucks........................................................ 2-4
Table 2.3 Responsibility of Overloading Axle Group Units for RTRN Maintenance Cost per 100
km by Overloaded Weight..................................................................................................... 2-7
Table 2.4 Level of Overloading in Naubishe/Dharke (Dhading) Station ....................................... 2-8
Table 2.5 Equivalent Standard Axle (ESA) for With and Without Overloading Cases .................. 2-9
Table 2.6 Increase in Road Maintenance Cost (With Overloading Case) ...................................... 2-9
Table 2.7 Impact of Overloading on VOC Consumption (Two axle) .......................................... 2-10
Table 2.8 Impact of Overloading on VOC Consumption (Multi-axle)......................................... 2-11
Table 2.9 Impact of Overloading on Fuel Consumption (Two axle) ............................................ 2-11
Table 2.10 Impact of Overloading on Fuel Consumption (Multi-axle) ........................................ 2-11
Table 2.11 Impact of Overloading on Tyre Consumption (Two axle) ......................................... 2-13
Table 2.12 Impact of Overloading on Tyre Consumption (Multi-axle)........................................ 2-13

LIST OF FIGURES

Figure 2.1 Road Maintenance Cost and Vehicle Axle Load .......................................................... 2-5
Figure 2.2 Traffic Composition in Naubishe/Dharke (Dhading) .................................................... 2-8
Figure 3.1 Public Awareness on Vehicle Overloading .................................................................. 3-2

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ACROYNMS AND DISABIGUATION

AADT : Annual Average Daily Traffic

AASHTO : American Association of State Highway and Transport Officials
CRRI : Central Road Research Institute
DoR : Departments of Roads
DoTM : Department of Transport Management
EAC : East African Community
ESA : Equivalent Standards Axle
ESAL : Equivalent Standards Axle Load
GVW : Gross Vehicle Weight
HDM-4 : Highway Development and Management -4
IAMS : Integrated Annual Road Maintenance Plan
IARMP : Integrated Annual Road Maintenance Programme
IFTRT : Indian Federation of Transport Research and Training
MTD : Metropolitan Traffic Department
MVTMA : Motor Vehicle Transport Management Act
MVTMR : Motor Vehicle Transport Management Regulation
NRs : Nepalese Rupees
RED : Road Economic Decision
RTSES : Road Transport Service Efficiency Study
RTRN : Regional Trunk Road Network
ToR : Terms of Reference
TV : Television
US$ : United States Dollar
VOC : Vehicle Operating Costs

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EXECUTIVE SUMMARY

The vehicle overloading control will not be effective unless the impacts of overloading are
disseminated to transport regulator, vehicle driver, vehicle owner, freight forwarder and general.
The dissemination of information would be effective only if the impacts of overloading are
scientifically investigated. Vehicle overloading has both direct and indirect impact to the nation,
to the vehicle owner, to the driver and to the general public. However, these kinds of impact
studies have seldom carried out in Nepal. Therefore, the efforts of controlling vehicle
overloading are not effective as expected because any statements / awareness messages against
overloading are not supported by any technical studies in Nepalese context

The main scope and objective of this task is to assess the economic impact of axle load and or vehicle
overloading on road pavement, road life cycle costs, traffic accidents, and vehicle operation cost and
vehicle life. On the basis of economic impact report, this task aims to prepare materials for the public
awareness campaign. The awareness materials are to be: pamphlets/posters, audio material for radio
programs and script for video clips.

The study is based on the review of available various literatures study reports in this area both within the
country and elsewhere. The economic impact reflected in terms of increase in the cost of road
maintenances (routine, recurrent and periodic) due to premature aging of the road surfaces and its
structures. Another impact reflected in terms of wear and tear of vehicles and associated cost was found
to be incurring the higher Vehicle Operating Cost (VOC). The overloaded vehicle requires high
maintenance costs such as repair of tyres, brakes and engine thereby reducing the life of vehicle. Also,
overloaded vehicle consumes more fuel in comparison to normally loaded vehicle. Overloading of
vehicles also reflected in the increase of road accident costs and higher level of environmental pollutions.
Examining the past data on annual road maintenance cost of roads, road maintenance cost, vehicle
operating cost, vehicle maintenance cost, etc. were calculated by using HDM-4 modules. Similarly, road
accident and pollution costs were also calculated using professional software available in the respective
field.

A number of public awareness materials for educating various target groups have been drafted. The
target groups are typically driver, vehicle owner, freight forwarder, and general public. These materials
include posters, pamphlets audio and visual clips targeting various groups of the society.

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 TASK B-6/Economic Impact of Vehicle Overloading and Public Awareness Campaign Materials

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wgL, ;fdfg 9'jfgL stf{, / ;j{;fwf/0fnfO{ nlIft ul/ tof/ tof/ ul/Psf] 5 , o:tf ;fdfu|Lx?df kDKo]6 kf]i6/
/ >Ao b[iosf] ;fdfu|Lx? 5g .

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CHAPTER 1 INTRODUCTION

1.1 BACKGROUND

Overloading of fright transport vehicles has detrimental effects on the economy of operation of
national road networks. These effects are reflected in terms of premature road surface
deteriorations and adverse impacts on its structures which call for early maintenances,
overlaying and rehabilitations of roads. This is a case of economic loss to the country.
Overloading has another detrimental effect due to road traffic accidents thereby causing loss of
lives and properties. Yet another factor in consideration can be the premature aging of vehicles
by wear and tear causing financial loss to the truck owner. Another adverse effect occurs in
terms of fumes of un-brunt fuels causing environmental hazard for health of the public in general
and emitting toxic gases. Overloading may also cause slowing down the speeds of vehicles
which may cause traffic congestion on the roads. This report in its one part has put an effort to
evaluate the economic impact due to overloading of vehicles.

The practice or rather tendencies of overloading cannot be overcome through rules regulations
and enforcements only, but it can be reduced if not totally stopped by making aware of all the
stakeholders in particular and all population in general. For this a strong and effective public
awareness campaign has to be devised. A public awareness concept and materials has been
drafted for fulfilling these objectives in another part of this report.

1.2 SCOPE AND OBJECTIVE

The scopes and objectives of this task in accordance with the ToR are to assess economic impact
of axle load and or vehicle overloading on road pavement, road life cycle costs, traffic accidents,
and vehicle operation cost and vehicle life. Further, the task aims to prepare materials for the
public awareness campaign based on results of economic impact analysis. The awareness
materials are to be:
i. Pamphlets/posters with clear and effective messages on axle load control;
ii. Audio material for radio programs: Scripts for at least five audio program (about one
minute each) that could be used to aware the public and road users on axle load control
measures;
iii. Script for at least five video clips (about one minute duration for TV Channels) which could
be used to enhance the axle load overloading control.

1.3 DEFINITION

Audio Script: The text message that will be used in producing audio materials to be broadcasted
from Radio, etc.

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Axle: The common axis of rotation of one or more wheels, whether power driven or freely
rotating, and whether in one or more segments and regardless of the number of wheels carried
thereon.

Axle Load: The axle load of a wheeled vehicle is the total weight felt by the roadway for all
wheels connected to a given axle. Viewed another way, it is the fraction of total vehicle weight
resting on a given axle. Axle load is an important design consideration in the engineering of
roadways and railways, as both are designed to tolerate a maximum weight-per-axle (axle load);
exceeding the maximum rated axle load will cause damage to the roadway or rail tracks.

Equivalent Standard Axle Load (ESAL): Most commonly accepted indicator to equate
damage from wheel loads of various magnitudes and repetitions to damage from an equivalent
number of “standard” axle loads, one of which is a 8.2 tones (18,000 pound) single axle (the
equivalent standard axle or ESA).

Infographic: An infographic (information graphic) is a representation of information in a

graphic format designed to make the data easily understandable at a glance.

Gross Vehicle Weight: It is the total weight of the vehicle (including pay load) as specified by
the manufacturer

Overload: An axle load, a load from a group of axles, or gross vehicle mass on a vehicle that
exceeds the prescribed legal limits for the vehicle or for any particular part of public roads.

Overloading Fine / Charges: An amount of penalty that is enforced by the regulator against the
vehicle overloading.

Truck: A motor vehicle designed, used or maintained primarily for the transportation of goods.

Traffic Volume: Number of vehicles of different categories plying on the road and it depends
on duration of counting.

Vehicle Operating Cost (VOC): A cost required for operating vehicle, which includes fuel cost,
crew cost, tyre cost, cost of vehicle spare parts, lubricant cost, vehicle depreciation cost, etc.

Video Script: The text message that will be used for producing video clips to be telecasted by
television, etc.

Weighbridge: A mechanical device or facility designed and installed to weigh a vehicle and its
laden mass.

1.4 STRUCTURE OF THE REPORT

This report consists of three (3) chapters. Details of each chapter are as given below:

Chapter 1: This chapter provides background, scope and objectives and structures of the report:

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Chapter 2: This chapter provides a detailed analysis of the economic impacts of overloading the
vehicles, by various literature reviews maintenance cost, vehicle operating cost, accident cost
and the results of the analysis.

Chapter 3: This chapter provides the awareness campaign materials with suggested posters,
pamphlets, audio and visual clippings.

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CHAPTER 2 ECONOMIC IMPACT OF VEHICLE OVERLOADING

2.1 INTRODUCTION

The movements of freight transportation have a strategic role to support economic growth of a
country. Compared to passenger transportation, freight transportation has a special characteristic.
Character of freight transportation through road modes have high flexibility and capable to
externalize door to door service and also have a role as a feeder as well as successor for the other
modes of transportation. Since, Nepal has no railway and water transportation road
transportation is the only one mode which has to transport most of the freight in the country. Air
transport and cattle transport are used in rural area where road transport is not accessible. The
cost for transportation through road modes is lower than the other available modes of transport.
Road modes transportation tend to have independent characteristics and not so dependent to the
other modes, both in operational or regulatory aspects

The ever increasing number of vehicle and heavy axle loads has caused substantial damage to
roads in Nepal. Trucks carry loads much in excess of legal limits and are largely responsible for
poor road conditions in addition to the inadequate structural capacity of pavements and
diminishing allocation of funds year after year for maintenance and rehabilitation. Very huge
capital investments are now needed to upgrade and rehabilitate the existing road network to
make it capable to withstand high stresses and tyre pressures caused by heavy wheel loads.

Most of the goods vehicles in Nepal are two-axle rigid chassis and constitute about 75 % of the
total fleet of freight vehicles. Overloading of trucks is a common scene on the roads and it is not
surprising to find heavy vehicles with high tyre pressures than normal values and carrying as
high as 18 to 20 tonnes axle loads against the legally permissible Gross Vehicle Weight (GVW)
of 16.2 tonnes. There are also standards available of size, weight and dimensions of the truck as
specified by manufacturers’ specification but these are, in general, not largely followed.

It is now very urgent to take specific precautions to minimize effects of overloading. One way is
to make sure that pavements are designed using a realistic assessment of the expected traffic
loading because incorrect estimates of vehicle loading would seriously affect its behavior. The
other option is to strictly enforce the legal axle limits to obtain increased pavement's service life
and performance.

2.2 IMPACTS OF VEHICLE OVERLOADING

Implications of overloading on overall transport costs have been examined worldwide and it is
evident that vehicle overloading seriously affects the improvements of road network in many
developing countries including Nepal largely because of increased demands for maintenance and
rehabilitation due to pavement's damage caused by heavy axles.

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The cost of operating a road transport system consists of two main components, namely the
operating cost of vehicles fleet using the facility and the cost of constructing and maintaining the
roads. It is now a well-known fact that the transport cost of a particular freight tonnage decreases
quite rapidly with increase in amount of freight carried by vehicles and also that the cost of
providing and maintaining the roads increases as the vehicle axle load increases. The magnitude
of these component costs varies with extent of axle loads carried by vehicles.

Most of the modern truck engines are capable of hauling much heavier loads than the legal upper
limit. The vehicle manufacturers, for reasons of competition, provide engine capacity more than
the normal higher capacity needed for negotiating difficult gradient situations. Thus, this idle
engine capacity leads truck owners and operators to overload their trucks enabling them to get
more returns for the same investment and manpower. Overload is condition where the axle loads
of vehicles exceed the maximum allowable load limit (Iskandar, 2008).

The truckers normally resort to increases in vehicle dimensions, mostly height, sometimes length
and rarely width, both temporarily and permanently to be able to carry the extra load. They
strengthen the chassis of the truck, add some more leaf springs and use higher-ply tyres which
are over- inflated to help carry the overload.

In order to maintain the heavy gross vehicle weight and still stay within the legal axle load limits,
the trucking industry has also devised the multiple axle configurations, which include rear
tandem axle trucks.

Most of the truckers in Nepal are small time business people who have small fleets of one or two
trucks and don’t have the benefit of economy through numbers. With the prevailing situation of
limited strength of rolling stock, a trucker who has to meet delivery schedules has no option but
to overload. On the other hand transporters also tend to overload for the desire to enhance their
profits by economizing on the cost of transportation, and to meet the schedules with a smaller
rolling stock fleet. Overloading helps the truckers and operators to save on transportation costs
and thereby maximize their profits.

Also for the reason of meeting schedules the driver tends to over speed. Over speeding an
overloaded vehicle is a potent recipe for serious accidents. It is found that truckers put profit
before safety when resorting to overloading.

There have been a number of problems caused by overloaded vehicles. A well documented
problem is that of the considerable damage caused to the road pavement and other road
infrastructure such as bridges and tunnels. It is due to the overloaded large goods vehicles road
infrastructure deteriorates 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.

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Other issue which is caused by the movement of overloaded large goods vehicles is the increases
in operating expenses and reduction in road safety. Overloading in vehicles significantly
increases fuel consumption, wear and tear of tyres and frequency of replacements of operating
parts. Overloaded large goods vehicles put pressure on road safety because of their reduced
vehicle handling characteristics which makes them more likely to be involved in accidents, with
the possible result of more severe injuries because of their higher vehicle mass. The overload of
freight vehicle also bring out new problems such as traffic jam because the overload freight
vehicle aren’t capable of running with average velocity and the degradation of ambient air
quality caused by increased emission.

2.3 PREVIOUS STUDIES ON ECONOMIC IMPACT OF VEHICLE OVERLOADING

2.3.1 AASHTO Study

AASHTO road tests carried out on a large range of pavement thickness and vehicle loads
revealed that overloading due to the intense stress that the overloaded vehicle imposes on the
pavement inflicts damage that is proportional to the fourth power of the overload. A damaging
effect to the road pavement due to the vehicle that carries twice the permissible load brings about
the damage to the road pavement that 16 repetitions of the normally loaded vehicle axle would
have imposed. An exponential relationship between axle loads and damaging power of vehicle
overloading is shown in Table 2.1.

Table 2.1 Damaging Effect of Overloading and Its Effect on Pavement Life

1. Damaging Effect of Overloading (AASHTO Road Tests)

( )

Where,
LEF: Load Equivalence Factor
P= Axle Load
Ws = Standard Axle (8.2 tonnes)
n = power law exponent
(typically assumed to be 4.2)

2. Effect of Axle Loads on Pavement Life (AASHTO Road Tests)

Design Axle Carried Equivalence Factor Payment life (years) for varying
Load Axle Load power exponent
(Tons) (Tons) n=4 n=4.5 n=5.0 N = 4.0 N = 4.5 N = 5.0
10.0 10.0 1.0 1.0 1.0 20.0 20.0 20.0
10.0 11.0 1.5 1.5 1.6 12.9 12.9 12.4
10.0 12.0 2.1 2.3 2.5 8.8 8.8 8.0
10.0 13.0 2.9 3.3 3.7 6.1 6.1 5.4
10.0 15.0 5.1 6.2 7.6 3.2 3.2 2.6

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3. Impacts of Overloading on Pavement Performance

Pavement life is reduced

significantly thereby
increasing pavement
maintenance cost

2.3.2 Vehicle Overloading Costs in US

During the 1977-1978 congressional hearings on the impact of overloads on the Highway Trust
Fund, it was reported that the interstate system was deteriorating fifty percent faster than it could
be replaced due to a number of factors, one of which were overloaded trucks. A federally funded
study undertaken in the United States in 1990 indicated that overloaded truck axle costs between
US$ 160 million and $ 670 million per year in pavement damage.

Table 2.2 presents the results of an economic analysis performed in Washington State in 1992.
The table shows the economic benefit to the truck operator, compared to the additional pavement
damage caused for various levels of overloading and distances hauled. It is important to note that
in all cases, the damage to the pavement is far in excess of the economic benefit enjoyed by the
operator. In fact, at higher load levels, and longer haul distances, there is a nearly a 350%
difference.
Table 2.2 Pavement Damage and Operator Saving of Trucks
Overload
Miles (100’s of Pounds and %age of 80,000 pounds
Travelled 3 5 10 30
4% 6% 13% 38%

Operator Saving $2.20 $3.60 $7.30 $21.80

30
Pavement Damage $2.50 $4.40 $11.20 $74.40

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Overload
Miles (100’s of Pounds and %age of 80,000 pounds
Travelled 3 5 10 30
4% 6% 13% 38%
Operator Saving $7.30 $12.10 $24.20 $72.60
100
Pavement Damage $8.30 $14.60 $37.20 $248.00
Operator Saving $21.80 $36.30 $72.60 $217.80
300
Pavement Saving $24.80 $43.90 $111.60 $744.10
Ratio of Pavement Damage to the 1.14 1.21 1.54 3.42
Operator's Saving
Source: The Importance of Commercial Vehicle Weight Enforcement in Safety and Road Asset Management, Brian
Taylor, Art Bergan, Norm Lindgren, Curtis Berthelot, Traffic Technology International, Annual Review, 2000

2.3.3 Road Transport Service Efficiency in India

Under Road Transport Service Efficiency Study (RTSES), road maintenance cost has been
estimated for optimizing the axle load limit. The study has rigorously analyzed the road
maintenance cost required in the existing road network and traffic composition pattern. The
HDM-4 model was used to determine the optimum axle-load. The model was calibrated for each
of the two cases to simulate the progression of pavement deterioration to reflect actual
experience. The model was then used to determine the optimum maintenance policy to minimize
the total cost for each case. The number of vehicles were calculated for the total tonnage using
the axle-load distribution subject to varying axle load limits. The numbers of 2-axle trucks which
carried less than 10 tonnes were kept constant. Similarly all MAV which carried less than 20
tonnes were kept constant. For all other vehicles the remaining tonnage was distributed equally
among vehicles based on the defined axle-load limit to determine the number of 2-axle and
MAV in the stream for the given axle-load limit (10.2 tonnes). The results of the simulation for
total transportation cost (road agency costs, vehicle operating costs and total system cost) for
various axle-load limits are shown Figure 2.1.

Source: Road Transport Service Efficiency Study, 2005, the World Bank

Figure 2.1 Road Maintenance Cost and Vehicle Axle Load

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2.3.4 Overloading Issues in South Africa1

Overloading issues have been considered in South Africa since 1977. Between 1977 and
1996, the gross combination mass increased from 38 to 56 tonnes and the payload
increased from 24 to 45 tonnes. In 1998, the Automobile Association Report revealed that
the overloading heavy vehicles had cause South Africa about US$ 90 million damage a
year in terms of road maintenance. Furthermore, there is an estimated backlog of US$ 3.6
billion required for road repairs arising from the combined effects of extreme climate
factors coupled with overloading practices.

2.3.5 Overloading Cost in East African Community

Vehicle overloading problem in East African Community (EAC) country is very much serious
and many cross-border freight vehicle ply on their Regional Truck Road Network (RTRN).
Under JICA Study on harmonization of vehicle overload control in East Africa Communities
(Kenya, Tanzania, Burundi, Rwanda and Uganda) in 2011, road maintenance cost due to
overloading in Regional Trunk Road Network (RTRN) has been estimated for all four (4)
countries by using HDM-4. The responsibility for overloading per 100 km by different
overloading levels was calculated as shown in Table 2.3. It should be noted again that these
percentage figures indicate the pattern of increase in road maintenance cost due to overloading.

1
Truck Overloading Study in Developing Countries and Strategies to Minimize Its Impact; Master Thesis, Ying
Chuen Chan, Queensland University of Technology, Australia

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Table 2.3 Responsibility of Overloading Axle Group Units for RTRN Maintenance Cost
per 100 km by Overloaded Weight
Responsibility for RTRN Maintenance Cost (0.000,000 %)
Kenya Tanzania Burundi Rwanda Uganda
Tandem, Tridem, Axle Tandem, Axle Tridem, Tandem, Axle Tridem, Axle Tandem, Axle Tridem, Axle Tandem, Tridem, Axle
Overloading Avg. Weight
Axle Limit Limit: Limit: Axle Limit: Limit: Limit: Limit: Limit: Axle Limit: Limit:
Weight (kg) (kg)
18,0000 kg 24,000 kg 18,0000 kg 24,000 kg 18,0000 kg 24,000 kg 18,0000 kg 24,000 kg 18,0000 kg 24,000 kg
0 –500 250 3.864 2.125 0.219 0.12 5.024 2.763 0.137 0.075 0.297 0.163
500–1,000 750 12.045 6.551 0.681 0.371 15.661 8.518 0.427 0.232 0.925 0.503
1,000–1,500 1,250 20.855 11.216 1.18 0.634 27.118 14.583 0.739 0.398 1.601 0.861
1,500–2,000 1,750 30.326 16.128 1.716 0.912 39.431 20.971 1.075 0.572 2.328 1.238
2,000–2,500 2,250 40.486 21.296 2.29 1.205 52.643 27.69 1.435 0.755 3.108 1.635
2,500–3,000 2,750 51.369 26.727 2.906 1.512 66.794 34.752 1.821 0.947 3.944 2.052
3,000–3,500 3,250 63.006 32.43 3.564 1.835 81.924 42.167 2.234 1.15 4.837 2.49
3,500–4,000 3,750 75.429 38.412 4.267 2.173 98.078 49.946 2.674 1.362 5.791 2.949
4,000–4,500 4,250 88.672 44.683 5.016 2.528 115.297 58.1 3.143 1.584 6.808 3.431
4,500–5,000 4,750 102.769 51.25 5.814 2.899 133.627 66.638 3.643 1.817 7.89 3.935
5,000 –5,500 5,250 117.754 58.122 6.661 3.288 153.111 75.574 4.174 2.06 9.041 4.462
5,500–6,000 5,750 133.662 65.307 7.561 3.694 173.796 84.917 4.738 2.315 10.262 5.014
6,000–6,500 6,250 150.529 72.815 8.515 4.119 195.727 94.679 5.336 2.581 11.557 5.59
6,500–7,000 6,750 168.39 80.654 9.526 4.563 218.952 104.871 5.969 2.859 12.928 6.192
7,000–7,500 7,250 187.284 88.832 10.595 5.025 243.519 115.505 6.639 3.149 14.379 6.82
7,500–8,000 7,750 207.247 97.359 11.724 5.508 269.476 126.593 7.347 3.451 15.911 7.475
8,000–8,500 8,250 228.317 106.244 12.916 6.01 296.873 138.146 8.094 3.766 17.529 8.157
3,500–9,000 8,750 250.533 115.496 14.173 6.534 325.759 150.176 8.881 4.094 19.235 8.867
9,000–9,500 9,250 273.934 125.124 15.496 7.078 356.187 162.695 9.711 4.436 21.031 9.606
9,500–10,000 9,750 298.559 135.138 16.889 7.645 388.206 175.715 10.584 4.791 22.922 10.375
10,000 –10,500 10,250 324.449 145.546 18.354 8.233 421.87 189.248 11.501 5.159 24.91 11.174
10,500–11,000 10,750 351.645 156.358 19.892 8.845 457.232 203.307 12.466 5.543 26.998 12.004
11,000–11,500 11,250 380.188 167.584 21.507 9.48 494.346 217.904 13.477 5.941 29.189 12.866
11,500–12,000 11,750 410.12 179.234 23.2 10.139 533.265 233.051 14.538 6.354 31.487 13.761
12,000–12,500 12,250 441.484 191.316 24.975 10.823 574.047 248.762 15.65 6.782 33.895 14.688
12,500–13,000 12,750 474.323 203.842 26.832 11.531 616.746 265.049 16.814 7.226 36.416 15.65
13,000–13,500 13,250 508.68 216.82 28.776 12.265 661.419 281.924 18.032 7.686 39.054 16.646
13,500–14,000 13,750 544.6 230.261 30.808 13.026 708.124 299.401 19.306 8.163 41.812 17.678
14,000–14,500 14,250 582.127 244.175 32.931 13.813 756.92 317.492 20.636 8.656 44.693 18.747
14,500–15,000 14,750 621.307 258.572 35.147 14.627 807.864 336.212 22.025 9.166 47.701 19.852

Note: Maintenance cost here is defined as the sum of: (i) routine maintenance cost, (ii) periodic maintenance cost, (iii) rehabilitation cost, and (iv) reconstruction cost. Because the
damage exponent value of single axle under this assumption for tandem axle unit and tridem axle unit is around 4.0 (3.89), suggested level per ESAL in the power 4.0 Case was
applied The calculation formula may also be applied in case of overloading above 15 tonnes.

2.4 ESTIMATION OF ECONOMIC IMPACTS OF VEHICLE OVERLOADING

Vehicle overloading has number of direct and indirect economic impacts. The following
economic impacts are considered while analyzing the economic impacts of vehicle overloading;

1. Increase in pavement maintenance costs

2. Increase in vehicle operating costs

3. Increase in road accident costs

4. Increase in environmental costs

2.4.1 Traffic Volume and Level of Overloading

The traffic volume and axle load surveys carried out by the Study Team in Naubishe/Dharke
(Dhading) is taken as the traffic volume and level of overloading. Traffic volume survey was

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conducted for 24 hours and the result of classified survey count is shown in Figure 2.2.
Similarly, axle load survey was conducted for 12 hours from 6:00 to 18:00 and result of the
survey is shown in Table 2.4.

Figure 2.2 Traffic Composition in Naubishe/Dharke (Dhading)

Table 2.4 Level of Overloading in Naubishe/Dharke (Dhading) Station

S Heavy Truck Multi Axle Truck Remarks

Particulars
N Average Max. Average Max.
1. Gross Vehicle Weight (tonne) 17.41 20.3 32.44 35.5
2. Legal Load Limit (tonne) 16.2 25
3. % of Overloading Trucks 39 66
4. Freight Weight (tonne) 8.38 11 21.21 24.27
5. Overloaded Weight (tonne) 1.21 4.1 7.44 10.5
6. % of Overload 7.46 25.3 4.16 42

2.4.2 Increase in Road Pavement Maintenance Costs

Road maintenance cost “With and Without Overloading Cases” were estimated. In order to
compute the maintenance cost, Annual Average Daily Traffics (AADT) and Gross Vehicle
Weights (GVW) were calculated based on results of the traffic volume and axle load surveys.
The same traffic volume and GVW were used for the maintenance cost estimation. The traffic is
projected for ten years with 7.0 % annual growth rate to cover design life of the road. Based on
traffic compositions and GVW of two axle vehicle, three axles and more axles trucks weighted
average Equivalent Standard Axle (ESA) per vehicle is calculated as shown in Error! Reference
source not found.. Similarly, weighted average (ESA) per vehicle is calculated for the same
traffic compositions but for normal allowed GVWs. Based on the ESAs and annual traffic, total

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ESAs for overloaded as well as for normal traffic were estimated. Details of calculations are
shown in Error! Reference source not found..

Three types of maintenance, namely routine maintenance, recurrent maintenance and periodic
maintenance were considered while estimating the road maintenance cost. In case of “Without
Overloading”, unit road maintenance cost provisioned in DoR norms and Integrated Annual
Road Maintenance Plan (IARMP), DoR, 2013/14. The pavement routine maintenance, recurrent
maintenance and periodic maintenance cost are estimated at NRs 50,000.00 per kilometer per
year, NRs 70,000.00 per kilometer per year and NRs 2,800,000.00 per kilometer in every 6th
year respectively. The functional overlay is considered for periodic maintenance in every 6th
year after the starting point at the cost of NRs 2,800,000.00 per kilometer.

Table 2.5 Equivalent Standard Axle (ESA) for With and Without Overloading Cases

Annual Loaded Maint. Cost due

Loaded Normal Normal
Year AADT Traffic (Wtd. to Overload
(Million ESA) (Wtd. ESA/Veh) (Million ESA)
(Million) ESA/Veh) (Million NRs/Km)

2015 2978 1.09 6.83 7.425 1.651 1.794 0.12

2016 3186 1.16 6.83 7.945 1.651 1.920 0.12

2017 3410 1.24 6.83 8.501 1.651 2.054 0.12

2018 3648 1.33 6.83 9.096 1.651 2.198 0.12

2019 3904 1.42 6.83 9.732 1.651 2.352 0.12

2020 4177 1.52 6.83 10.414 1.651 2.517 2.80

2021 4469 1.63 6.83 11.143 1.651 2.693 0.12

2022 4782 1.75 6.83 11.923 1.651 2.881 0.12

2023 5117 1.87 6.83 12.757 1.651 3.083 0.12

2024 5475 2.00 6.83 13.650 1.651 3.299 0.12

PV 7.970 54.443 13.156 2.036

PV/Day 0.0022 0.0149 0.0036 0.0006

Maintenance Cost due one (1) tonne Overload = 0.000362

Source: The Study Team

The annual maintenance expenditures required during next ten years and total ESAs of ten years
are converted to their present worth in the year 2015 and annualized to obtain an unit base values.
The increase in pavement maintenance cost per tonne increment in overloaded weight is shown
in Table 2.6.

Table 2.6 Increase in Road Maintenance Cost (With Overloading Case)

SN Overloaded Weight (tonne) Increase in Maintenance Cost (NRs/Km)

1 0-1.0 362

2 1,0-2.0 852

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3 2.0-3.0 1,504

4 3.0-4.0 2356

5 4.0-5,0 3,451

6 6.0-7.0 4,839

7 7.0-8.0 6,573

8 8.0-9.0 8,716

9 9.0-10.00 11,332

10 10.0-11.0 14,495

11 11.0-12.0 18,285

12 12.0-13.0 22,786

13 13.0-14.0 28,092

14 14.0-15.0 34,303

2.4.3 Increase in Vehicle Operating Costs (VOC)

Overloading of vehicles shortens a truck's service and increases operating expenses. In fact, fleet
maintenance surveys consistently show that overloading is the main cause of unscheduled
maintenance of roads and the freight vehicles. Vehicle Operating Costs (VOC) are usually
includes expenses such as fuel consumption costs, lubricants cost, crew cost, cost of spare parts
and maintenance cost.

Vehicle speed is the dominant factor affecting vehicle operating costs. Typically operating costs
are higher when speed is slower and decreases with increasing speed. Overloading of vehicles
decreases its speed which in turn increases operating costs.

HDM-4 Vehicle Operating Costs Module calibrated to Nepali condition, the widely used model
in Nepal was used to predict values for different vehicle operation cost components. This
module is included in Road Economic Decision (RED) model also. The RED model requires
various input data for predicting VOC. The input data comprise prices of items such as vehicles,
tires, fuel and oil etc. The prices of the items prevailed in Kathmandu in early 2015 are used.

Table 2.7 and Table 2.8 show vehicle operating costs in typical Nepali road. Vehicle operating
costs are found to increase with the increase in loads.

Table 2.7 Impact of Overloading on VOC Consumption (Two axle)

Vehicle Weight Cost of VOC Consumption/Vehicle

(tonne) NRs/Vehicle-km NRs/100 Km Increase/Trip (NRs)
Normally Loaded (16.2) 103.64 29,226.48
Overloaded (16.2+1) 108.72 30,659.04 1,432.56
Overloaded (16.2+3) 118.64 33,456.48 4,230.00
Overloaded (16.2+5) 128.66 36,282.12 7,055.64

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Overloaded (16.2+8) 143.96 40,596.72 11,370.24

Overloaded (16.2+10) 154.32 43,518.24 14,91.76

Table 2.8 Impact of Overloading on VOC Consumption (Multi-axle)

Vehicle Weight Cost of VOC Consumption/Vehicle

(tonne) NRs/Vehicle-km NRs/100 km Increase/Trip (NRs)
Normally Loaded (25) 144.18 40,658.76
Overloaded (25+1) 148.22 41,798.04 1,139.28
Overloaded (25+3) 156.33 44,085.06 3,426.30
Overloaded (25+5) 164.48 46,383.36 5,724.60
Overloaded (25+8) 176.75 49,843.5 9,184.74
Overloaded (25+10) 184.53 52,037.46 11,378.70

(1) Costs of Fuel Consumptions

Fuel consumption constitute highest portion of VOC of a vehicle. When vehicles are overloaded
engine comes under stress and more power is needed to carry the load. These increase the effort
of engine performance and significantly increase fuel consumption. Table 2.9 and Table 2.10
show the increase in fuel consumptions with the increase in the load above normal loadings of
two axle and multi axle vehicles:

Table 2.9 Impact of Overloading on Fuel Consumption (Two axle)

Vehicle Weight Cost of Fuel Consumption/Vehicle

(tonne) NRs/km NRs/100 km Increase/Trip (NRs)
Normally Loaded (16.2) 73.97 7,397.00 -
Overloaded (16.2+1) 78.21 7,821.00 424.00
Overloaded (16.2+3) 86.78 8,678.00 1,281.00
Overloaded (16.2+5) 95.47 9,547.00 2,150.00
Overloaded (16.2+8) 108.76 10,876.00 3,479.00
Overloaded (16.2+10) 117.79 11,779.00 4,382.00
Source: RED-Model, 2015

Table 2.10 Impact of Overloading on Fuel Consumption (Multi-axle)

Vehicle Weight Cost of Fuel Consumption

(tonne) NRs/Vehicle-Km NRs/100 km Increase/Trip (NRs)
Normally Loaded (25) 101.17 10,117.00
Overloaded (25+1) 104.48 10,448.00 331.00
Overloaded (25+3) 111.12 11,112.00 995.00
Overloaded (25+5) 117.78 11,778.00 1,661.00

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Overloaded (25+8) 127.83 12,783.00 2,666.00

Overloaded (25+10) 134.22 13,422.00 3,305.00
Source: The Study Team

Table 2.9 reveals that the cost of fuel consumption is increased by NR.424.0 per trip of 100 km
when a two axle truck is overloaded by 1 tonne whereas fuel consumption increases to
NRs4,382.0 if the truck is overloaded by 10 tonne.

Table 2.10 reveals that the cost of fuel consumption is increased by NRs 331.0 per trip of 100
km when a multi axle truck is overloaded by 1 tonne whereas fuel consumption increases to
NRs3,305.0 if the truck is overloaded by 10 tonne.

These increases are significant when looked at actual benefit of the overloading.

(2) Increase in Costs of Tyre Consumptions

Different studies have shown that even a slight overload results in reduced tyre performance.
This leads directly to a higher cost per tonne-kilometer. Overloading leads to premature tyre
failure. If inflation pressure is not adjusted to heavier loads, tires will become unserviceable due
to:
 Tread and ply separation.
 Disintegration of the carcass and inner liner (fatigue).
 Radial sidewall cracking.
 Excessive bead chafing.

Overloads with the inflation adjusted to compensate may exceed the carcass strength. This will
result in:
 Impact breaks and cuts
 Rapid wear
 Fabric fatigue (loss of nylon cord or steel cables strength).

Tyres which are overloaded cause excessive heat to build up inside the tyre, which significantly
increases the likelihood of experiencing a dangerous blowout, particularly on high speeds.

Studies have also revealed that overloading reduces tyre life as follows:

1. Overloading a tyre by 10% reduces its tread life by 15%.

2. Overloading a tyre by 20% reduces its tread life by 30%.

3. Overloading a tyre by 30% reduces its tread life by 50%.

Note: a 50% decrease in tread life means that the tyre consumption is doubled and therefore the
tyre costs are doubled.

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The RED model have predicted increases in costs of tyre consumptions with the increase in the
loads above normal loadings of two axle and three axle trucks as presented in Table 2.11 and
Table 2.12.

Table 2.11 reveals that the cost of tyre consumption is increased by NRs174.84 per trip of 100
km when a two axle truck is overloaded by 1 tonne whereas tyre cost increases to NRs 1,762.40
if the truck is overloaded by 10 tonne.

Table 2.11 Impact of Overloading on Tyre Consumption (Two axle)

Vehicle Weight Cost of Tyre Consumption

(tonne) NRs/Vehicle-Km NRs/100 km Increase/Trip (NRs)
Normally Loaded (16.2) 12.48 3,519.36
Overloaded (16.2+1) 13.1 3,694.2 174.84
Overloaded (16.2+3) 14.35 4,046.7 527.34
Overloaded (16.2+5) 15.66 4,416.12 896.76
Overloaded (16.2+8) 17.48 4,929.36 1,410.00
Overloaded (16.2+10) 18.73 5,281.86 1,762.50
Source: The Study Team

Table 2.12 Impact of Overloading on Tyre Consumption (Multi-axle)

Vehicle Weight Cost of Tyre Consumption

(tonne) NRs/Vehicle-Km NRs/100 km Increase/Trip (NRs)
Normally Loaded (16.2) 20.18 5,690.76
Overloaded (16.2+1) 20.83 5,874.06 183.30
Overloaded (16.2+3) 22.12 6,237.84 547.08
Overloaded (16.2+5) 23.41 6,601.62 910.86
Overloaded (16.2+8) 25.35 7,148.7 1,457.94
Overloaded (16.2+10) 26.66 7,518.12 1,827.36
Source: The Study Team

Similarly Table 2.12 reveals that the cost of tyre consumption is increased by NRs183.30 per trip
of 100 km when a multi-axle truck is overloaded by 1 ton whereas tyre cost increases to NRs
1,827.36 if the truck is overloaded by 10 ton. These increases are significant when looked at
actual benefit of overloading.

2.4.4 Increase in Road Accident Costs

The manufacturer of the truck sets the maximum GVW according to what the vehicle can safely
stop, carry, and perform at an acceptable level. Failure to consider payload and weight
distribution may result in failure of equipment, personal injuries, and possible liabilities.

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Statistics show that overloaded and improperly loaded trucks are among the leading causes of
truck accidents. When a vehicle is overloaded its emergency handling capability is reduced,
which results in an accident.

Vehicles react differently when the maximum weights which they are designed to carry are
exceeded. The vehicle will be less stable, difficult to steer and take longer time to stop. The
overloaded vehicle cannot accelerate as normal making it difficult to overtake. At night, the
headlights of an overloaded vehicle tilt up blinding oncoming drivers to possible debris or
obstructions on the roadway. Due to overloading brakes have to work harder and get overheated
and lose their effectiveness to stop the vehicle leading to accident. For example, braking
distance will increase, which causes drivers to misjudge stopping distances. In addition, a raised
center of gravity adds to the risk of a rollover.

There is no recent data on accident costs in Nepal. But during the study of Road Connectivity
Sector I Project, vehicle accident costs for fatal, serious injuries and minor injuries as well as
average truck damage were estimated. The report shows 8% of total accidents in urban areas and
30% of total accidents in rural areas were those of truck accidents. The estimated costs were as
follows:

1. Fatal accident: NRs 609,236.0/person/time

2. Injury accident: NRs138,479.0/person/time

3. Net vehicle damage cost of a truck: NRs 180,308.45/vehicle/time

The costs show the extent of economic costs of accidents if occurred due to overloading.

2.4.5 Increase in Environmental Pollution

Overloading on vehicles increases the effort of engine performance which causes the increase of
fuel consumption. That increase in fuel consumption also would affect the concentration of gas
emission.

According to reports of transport research organizations, overloaded vehicles have become one
of the worst offenders when it comes to pollution. As per data from the Central Road Research
Institute (CRRI) and the Indian Federation of Transport Research and Training (IFTRT) a
vehicle carrying goods beyond its payload capacity emits exponentially more toxic gases than
the one that is not overloaded. According to CRRI at standard loading a vehicle emits 3.17 g/km
of nitrogen oxide, which jumps to 119.2 g/km if the vehicle is overloaded by 30 per cent.
Similarly, particulate matter increases from 104.13 g/km at standard loading to 611.75 g/km at
30 per cent overloading.

Economists have estimated the economic cost of carbon pollution by linking together a global
climate model and a global economic model. The resulting models are called Integrated
Assessment Models (IAMs). With the integration models economists have estimated the cost of

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the impact that emissions have on our health, well-being, and quality of in terms of dollars. It is
estimated that an additional tonne of carbon emitted in 2015 would cause $37 worth of economic
damages.

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CHAPTER 3 PREPARATION OF PUBLIC AWARENESS

MATERIALS

3.1 GENERAL

Public awareness activities play an important role in enhancing the awareness of the various
target groups. The successful implementation of any measure through the awareness activities is
a soft measure and it becomes very much effective. However, the effectiveness depends greatly
on the contents and method of dissemination. In the recent years, vehicle overloading is
becoming a critical problem in Nepalese road network also particularly in some trade corridors.
DoTM, the regulating agency for vehicle overloading in Nepal, is adopting few public awareness
activities also however such activities are being conducted without any technical study. If
contents of the awareness materials are fully supported by technical studies, it is more effective
in achieving the ultimate goal. The overloading control would be further effective if hard and
soft measures are taken simultaneously.

Three types of public awareness materials, namely posters/pamphlets, audio and video materials
are considered. The different types of designs are considered and designed from the perspective
of vehicle overloading control in Nepal. The poster and pamphlets are to be kept in vehicle,
public places and along the roads in the form of signboard, etc. The audio materials are to be
broadcasted from the radio services whereas the video materials are to be telecasted from the
television channels.

3.2 CURRENT PRACTCIES OF PUBLIC AWARENESS ACTIVITIES

In Nepal, public awareness on vehicle overloading has been inadequate but the interest has been
steadily heightened in the recent years as more of the public have been concerned about the
damaging effects of overloading on pavement life of the road, on the bridge structure and on
vehicles. So far public awareness on vehicle overloading or axle load control has been conducted
mostly as a part of the road safety awareness. Separate rigorous public awareness campaigns on
vehicle overloading or axle load control have not been conducted because impacts of vehicle
overloading are not only on pavement deterioration but also in bridge structure, vehicle life itself
and vehicle operation cost. In order to discourage vehicle overloading, DoTM need to conduct
more public awareness campaigns for truck operators and freight forwarders.

DoTM has been conducting some public awareness campaigns including posters and signboards
with message of impacts of overloading and regulatory provisions. But information and
knowledge on the impacts of such campaigns is lacking. Figure 3.1 shows the signboard
currently used by DoTM to discourage the vehicle overloading.

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Figure 3.1 Public Awareness on Vehicle Overloading

The MTPD has prepared guidelines for Bus and Truck Drivers regarding towing and loading and
has made available online on it’s website. The MTPD guideline for bus and truck drivers (or
heavy vehicles) regarding towing and loading stipulates drivers:

 must not tow more than your license permits you to;

 must not overload vehicle or trailer; should not tow a weight greater than that
recommended by the manufacturer of the vehicle;

 must secure the load and it must not stick out dangerously; and

 should properly distribute the weight in respective caravan or trailer with heavy items
mainly over the axle(s) and ensure a downward load on the tow ball. This should avoid
the possibility of swerving or snaking and going out of control. If this does happen,
should ease off the accelerator and reduce speed gently to regain control.

According to the Station Manager of the Metro Traffic FM 95.6 they have broadcast few PSAs
on vehicle overloading or axle load control. But they have not produced or broadcasted more
rigorous participatory and interactive radio programs such as radio magazines or public or
stakeholder discussions programs on vehicle overloading or axle load control.

3.3 CONTENTS AND DESIGN GUIDELINES

The following sub-chapters provide guidance on designing public awareness materials for
various target groups by using posters/pamphlets, audio and video scripts. This design guidelines
is prepared in Nepali language and included in Appendix-1. Different kinds of posters/pamphlets
are designed and presented Appendix-2. The audio and video materials shall be produced by a
separate team who are specialized in producing such audio-video programs. In order to make

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audio-video program more effective, a team of professionals comprising of actors, comedians,

renowned figure of the public society, etc.

3.3.1 Poster/Pamphlet Concepts, Contents and Designs

A number of posters and pamphlets regarding the adverse effects of overloading are drafted
considering the target group of audiences as follows:
1. Target audience: School Children
2. Target audience: Pedestrians/Adult Passengers
3. Target audience: Vehicle Drivers (general public transport and private)
4. Target audience: Public Transport Drivers (truck, bus, taxi etc.)
5. Target audience: Two Wheeler and Pillion Riders

(1) Material 1

Concept 1: Poster, Pamphlet or Infographics

Target Audience: Transport Entrepreneurs/Operators/Associations

WHAT HAPPENS WHEN A VEHICLE IS OVERLOADED?

1. Vehicles speed will be reduced and delays the delivery. Vehicle Operating Cost for 10 tonne
overload is 300% more than that of transporting 1 tonne overload.

Picture of vehicle with overload or illustration showing how the vehicle’s speed reduces and delays the
delivery. e.g.

2. Overloaded vehicles can cause brake failures and lead to accidents. Overloaded vehicles have
higher chances of causing brake failures and accidents.

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Picture of vehicle with overload or illustration showing how the overloaded vehicle can cause brake
failures and accidents. e.g.

3. Overloaded vehicles cause massive strain on tyres. Overloading tyres by just 10% more than
the indicated load capacity shortens tyre life by an average of 20%.

Picture of vehicle with overload or illustration showing how the overloaded vehicle can cause strain
on the tyre and shortens the tyre life.

4. Fuel consumption increases when carrying overload and thus increasing the overall cost of
transportation. It is estimated that fuel consumption by an overloaded vehicle (1 tonne) is
increased approximately by 6%.

Picture of vehicles or illustration showing the difference in fuel consumption by an overloaded vehicle
and a non-overloaded vehicle.

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5. Overloading causes higher wear and tear of engine and axle thus reducing the overall life of the
vehicle and increase the running cost.

Picture of vehicles or illustration with overload and non-overload and the affects on the engines,
leading to the affect on the life of the vehicle.

6. Overloading of vehicle is not safe. 30% of road accidents are due to truck accident in rural area
of Nepal.

Pictures or illustration showing overloaded and non-overloaded vehicles and which one is safe.

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(2) Material 2

Concept 2: Poster, Pamphlet, or Infographics

Target Audience: Public Transport Drivers (bus, taxi, truck etc.)

WHAT HAPPENS WHEN A VEHICLE IS OVERLOADED?

1. Vehicles speed will be reduced and delays the delivery. Vehicle Operating Cost for 10 tonne
overload is 300% more than that of transporting 1 tonne overload.

Picture of vehicle with overload or illustration showing how the vehicle’s speed reduces and delays the
delivery. e.g.

2. Overloaded vehicles can cause brake failures and lead to accidents. Overloaded vehicles have
higher chances of causing brake failure and accidents. Overloading of vehicle is not safe. 30%
of road accidents are due to truck in rural area of Nepal.

Picture of vehicle with overload or illustration showing how the overloaded vehicle can cause brake
failures and accidents. e.g.

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3. Overloaded vehicles cause massive strain on tyres. Overloading tyres by just 10% more than
the indicated load capacity shortens tyre life by an average of 20%.

Picture of vehicle with overload or illustration showing how the overloaded vehicle can cause strain
on the tyre and shortens the tyre life. e.g.

4. Fuel consumption increases when carrying overload and thus increasing the overall cost of
transportation. It is estimated that fuel consumption by an overloaded vehicle (1 tonne) is
increased approximately by 6%.

Picture of vehicles or illustration showing the difference in fuel consumption by an overloaded vehicle
and a non-overloaded vehicle. e.g.

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5. Overloading causes higher wear and tear of engine, and reduces the overall life of the vehicle.

Picture of vehicles or illustration with overload and non-overload and the affects on the engines,
leading to the affect on the life of the vehicle.

6. Overloading a vehicle is a crime and liable to penalties of up to NRs 2000 and legal action
leading to cancellation of driving license.

Pictures or illustration showing overloading leading to penalties and cancellation of license.

(3) Material 3

Concept 3: Poster, Pamphlet or Infographics

Target Audience: General Public

DO NOT RIDE PUBLIC TRANSPORTS OVERLOADING

1. Overloaded public transport can cause brake failures and lead to accidents.

Picture of public transport (bus, Tata Sumo etc.) vehicle with overloads (passengers and luggage) or
illustration leading to accidents. e.g.

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2. Do not ride a public transport hanging or on the roof.

Picture of public transport (Bus, Tata Sumo etc.) vehicle or illustration with passengers hanging and
on the roof. e.g.

3. Riding a public transport overloading is a crime and liable to legal action.

Picture of public transport (bus, Tata Sumo etc.) vehicle with overloads (passengers and luggage) or
illustration leading to legal action. e.g.

4. Be a responsible citizen and protest overloading by the drivers or public transports.

Picture or illustration of passengers protesting overloading in public transports. e.g.

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(4) Material 4

Concept 4: Poster, Pamphlet or Infographics

Target Audience: Department of Transport Management (DoTM)

AXLE LOAD CONTROL ISSUES

1. Overloaded vehicles cause excessive wear and tear, and damage to roads, bridges, and
pavements.

Relevant pictures or illustration.

2. Studies show that overloaded vehicles can increase pavement costs by more than 100%
compared to the same vehicle with legal loads, at the expense of the taxpayers.

Relevant pictures or illustration.

3. Due to overloading and resultant poorer road surfaces, overloaded vehicles are more difficult
to control.

Relevant pictures or illustration.

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4. Overloading leads to higher rate of road accidents that also implies more societal costs.

Relevant pictures or illustration.

5. In controlling axle load controls it is important to raise awareness of the transport

entrepreneurs, associations and the drivers.

Relevant pictures or illustration.

6. Legal provisions regarding axle load control should be communicated to transport

entrepreneurs, associations and the drivers.

Relevant pictures or illustration.

7. Public also should be made aware of accidents caused by overloading in public transports like
bus, taxis, and other passenger vehicles.

Relevant pictures or illustration.

8. Due to overloading of vehicles higher chances of accidents and resulted a huge loss of lives and
property in Nepal. Data shows as below;

(i) Fatal accident:NRs.609,236.0/person/time

(ii) Injury accident: NRs.138,479.0/person/time

(iii) Net vehicle damage cost of a truck: NRs.180,308.45/vehicle/time

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Relevant pictures or illustration.

(5) Material 5

Concept 5: Poster, Pamphlet or Infographics

Target Audience: Metropolitan Traffic Police Division (MPTD)

AXLE LOAD CONTROL ISSUES, AIMS AND LEGAL PROVISIONS

1. Vehicle overloading is one of the major contributors for early deterioration of the pavement
condition and bridge fatigue damage.

2. Overloading leads to higher rate of road accidents and loss of properties and lives, also implies
more societal and economic costs.

3. The ultimate goal of the vehicle overloading fine charging or penalty is to discourage the
vehicle overloading.

4. As per Sub-article 160 (2) of MVTMA 1993, the penalties for exceeding the load limit
currently range from Rs. 500 to Rs. 2000. As per the act, vehicles violating the
permissible load limit need to off-load the excess freight and pay the fine.

5. Charges/Fees/Fines: Rs. 500 – 2,000 (Article 160(2); MVTMA 1993); Up to Rs. 2,000
(Article 30, Public Road Act); Rs. 500 – 2000 (Article 9.1, Cargo Carries Load
Regulating Directive, 2014)

6. DOTM is responsible for collection of overloading charges. However, DOTM has

granted the authority to traffic police (MTPD) to collect overloading charges up to
NRs.1,000. If the overloading fine is more than NRs.1,000 DOTM collects the charges
by themselves.

7. Payment Modalities: Cargo Carries Load Regulating Directive 2014 stipulates that
overloading charges shall be paid in the nearest Zonal Transport Management Office or
traffic police office in the equal amount as indicated in the load sheet received from the

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weighbridge station.

8. Without paying overloading charge and offloading the overloaded weight, vehicles are
not to be allowed to ply on the road.

Note:

 For producing print awareness materials it is important for the designer to understand
the objective, concept and target audience.
It is important to use language and pictures/illustrations or characters that the targeted
audiences can easily understand and relate to.
Nowadays infographics, which creatively combines factual information (data) with
visuals or graphics (pictures), are popularly used to inform, disseminate message and
raise awareness on various issues. Inforgraphics can be used for Axle Load Control
awareness also and can be disseminated through daily newspapers or other print media.
See below for a sample of an infographics on Axle Load Control.

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3.3.2 Audio Script Concepts and Contents

Apart from posters and pamphlets a number of audio clips for creating awareness to various
target audiences on various aspects of overloading control have been suggested as given below:

CONCEPT 1: ON AXLE LOAD CONTROL

Target Audience:

Transport Entrepreneurs/Operators/Associations; Public Transport Drivers

(bus, taxi, truck etc.); General Public

Script/Content:

Male and Female Narration: Carry a legal load on a vehicle. Only carry
passengers in public transport that is legal. To overload a vehicle with loads
and passenger is a crime. It could lead to legal action and fine.

Key Message: “Overloading is a Crime.”

CONCEPT 2: ON NEGATIVE IMPACTS OF OVERLOADING

Target Audience:

Transport Entrepreneurs/Operators/Associations; Public Transport Drivers

(bus, taxi, truck etc.)

Script/Content:

Overloading a vehicle reduces the life of the vehicle. It wears and tears the
tyres and strains the engine. Overloaded vehicles consume more fuel. Don’t
overload and save your vehicle running cost.

Key Message: “Do not Overload to Save Your Vehicle Running Cost.”

CONCEPT 3: ON OVERLOAD ACCIDENTS

Target Audience:

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Transport Entrepreneurs/Operators/Associations; Public Transport Drivers

(bus, taxi, truck etc.); General Public

Script/Content:

Overloaded vehicles do not only waste your money but can cause accidents
and resulted in loss of properties and lives. Adhere to legal load in vehicles
and avoid accidents and loss of lives.

Key Message: “Do not Overload and Avoid Accidents and Loss of Properties and Lives.”

CONCEPT 4: ON OVERRIDING/OVERLOADING PUBLIC TRANSPORT.

Target Audience:

Transport Entrepreneurs/Operators/Associations; Public Transport Drivers

(bus, taxi, truck etc.); General Public

Script/Content:

Riding on the roof and hanging on a public transport is a crime. You are not
only risking your life but of others also. Do not hang or ride on the roof and
overload a public transport. Tell the public transport drivers not to overload.

Key Message: “Do not Hang or Ride on the Roof and Overload a Public Transport.”

CONCEPT 5: ON OVERLOADING LEGAL ACTIONS AND PENALTIES

Target Audience:

Transport Entrepreneurs/Operators/Associations; Public Transport Drivers

(bus, taxi, truck etc.)

Script/Content:

Do not overload a public transport vehicle whether trucks or buses.

Overloading can cause accidents and damage roads. Overloading is a crime
and can be penalized with fines. It can lead to cancellation of your transport

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and driving license.

Key Message: “Overloading is a Crime.”

Note:

● For producing the audio materials for radio programs it is important for the producer to
understand the objective, concept and target audience.

 The concept and content provided here are just guidelines for Public Service
Announcements (PSAs) of approximately 1 minute duration. The producers should be
able to use their creative acumen to give the message as much creatively and effectively
as possible.
In using the actors or characters, it is important to have voices that are friendly and
pleasant to listen to.

 The Key Message narrator for each of the audio episodes should be different from the
actors and the voice should be clear and commanding.

3.3.3 Video Script Concepts and Contents

Apart from above posters, pamphlets and audio clips another most effective way of awareness
program is video clips that are to be transmitted through local televisions are to be given due
consideration. For fulfilling these objectives the following video concept with the suggested
target groups has been given.

CONCEPT 1: ON AXLE LOAD CONTROL

Target Audience:

Transport Entrepreneurs/Operators/Associations; Public Transport Drivers

(bus, taxi, truck etc.); General Public

Script/Content (Visual Narration):

Visual 1 shows an overloaded truck and a bus (could be micro buses in

Kathmandu). Visual 2 show such an overloaded vehicle being stopped and
interrogated by a traffic police and the license is being seized. Narration:
Overloading a vehicle is a crime. One can be penalized for overloading.
“Overloading vehicles is a crime and can be penalized.” Key Message.

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CONCEPT 2: ON NEGATIVE IMPACT OF OVERLOADING

Target Audience:

Transport Entrepreneurs/Operators/Associations; Public Transport Drivers

(bus, taxi, truck etc.); General Public

Script/Content (Visual Narration):

Visual 1 show an overloaded truck or a bus moving slowly. Visual 2 show a

truck or bus breaking down on the road. Narration: Overloaded vehicles slow
the coverage of distance and can break down also. “Overloaded vehicles not
only slows the speed and breaks down but reduces the life of the
vehicles.”- Key Message.

CONCEPT 3: ON OVERLOADING ACCIDENTS

Target Audience:

Public Transport Drivers (bus, taxi, truck etc.); General Public

Script/Content (Visual Narration):

Visual 1 show vehicles with overloaded truck and bus) plying on a road.
Transit to blank visual with sounds of screeching and accident. Show visuals
of overloaded truck or bus accidents. Narration: Overloading a vehicle causes
accidents and loss of lives. So do not overload. “Overloading vehicles causes
accidents and loss of lives.”- Key Message.

CONCEPT 4: ON OVERRIDING/OVERLOADING PUBLIC TRANSPORT

Target Audience:

Public Transport Drivers (bus, taxi, truck etc.); General Public

Script/Content (Visual Narration):

Visual 1: shows passengers hanging on a vehicle or riding on the roof. Visual

2 shows after a blank transition and sounds of falling, blank transition shows a
person lying on the road after falling from a vehicle. Narration: Hanging on a
vehicle and riding on the roof can cost your life. “Do not hang or ride on the

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roof of a vehicle.” -Key Message.

CONCEPT 5: ON OVERLOADING LEGAL ACTIONS AND PENALTIES

Target Audience:

Transport Entrepreneurs/Operators/Associations; Public Transport Drivers

(bus, taxi, truck etc.)

Script/Content (Visual Narration):

Visual 1 show vehicles with overloads (truck, pick-up and bus). Narration on
what is the legal provision for Axle Load Control and the penalties.
“Overloading is punishable by law.” -Key Message.

Note:

 For producing the video materials for television programs, it is important for the
producer to understand the objective, concept and target audience.

 The concept and content provided here are just guidelines for Public Service
Announcements (PSAs) of approximately 1 minute duration. The producers should be
able to use their creative acumen to give the message visually as much creatively and
effectively as possible.
Actors or characters should be used to which the targeted audience can relate.

 The Key Message should be clear and commanding visually and in sound.

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APPENDIX -1: Contents and Design Guidelines in Nepali

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Appendix-2: Sample Design of Posters and Pamphlets

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