Nearly 24,000 people died on Nepal’s roads in the last 10 years. In comparison, 17,000 people were killed in the 10 years of the Maoist armed conflict. Covid killed about 12,000 Nepalis.
Nepal’s highways are deadlier than war or pestilence.&nbsp;
Numbers are numbing. But although this epidemic of fatalities is now one of the biggest causes of death nationwide, it gets scant attention from governments, the public and media.
Nepalis have come to accept death on roads as a part of life. All three levels of government shirk from responsibility, <a href="https://nepalitimes.com/here-now/highway-accidents-are-no-accident-in-nepal">calling them ‘accidents’</a>. And road mortality has become so commonplace that the mainstream press buries the news.The relentless slaughter on our roads is the result of political disinterest, governance malfunction, and public apathy. Nepalis are not dying on roads, they are being killed.
“Road traffic accidents are getting more frequent and there is a direct correlation with the failure of national governance,” says transport expert Chandra B Shrestha. “Local and provincial governments have neither the capacity, nor clarity of their roles. Budgets are poured into building substandard roads.”
Shrestha analysed the tragedy this month on the Chandragiri road that killed a doctor, his parents and two children. Only his wife, a physician, survived because she got out of the car to put a rock behind the wheel of their hatchback that stalled on a steep section.
He says the incline was too steep, the rough surface did not allow it to gather enough speed for the gradient, and the thick dust did not provide adequate traction for the tyres.
Most of the euphemistically called ‘roads’ in Nepal are similar <a href="https://nepalitimes.com/editorial/dying-to-travel">death traps</a>. They are not wide enough, do not have the required radius on excessively steep curves, no attention is paid to drainage, and houses are allowed to be built without the required set-back.
“There is no design or planning to begin with, there is a total absence of any engineering,” says Shrestha. “This should be criminal. These are not accidents, but almost deliberate deaths.”&nbsp;
And like all crimes, the perpetrators can be tracked by following the money. Inevitably, it leads to corruption linked to infrastructure budgets to build roads regardless of priority or quality for kickbacks or votes. And when a bus falls off a road, there is <a href="https://archive.nepalitimes.com/article/nation/traffic-accidents-continue-to-increase-worryingly-in-Nepal,2799">no political will </a>to investigate the root cause in the political economy and lack of accountability.&nbsp;
Apart from faulty highway engineering and absence of safety features, the other factors in <a href="https://archive.nepalitimes.com/article/nation/Nation-road-kill,621">road fatalities</a> include driver negligence, carelessness, over-speeding, overloading, and lack of maintenance of vehicles.&nbsp;
Two-wheelers, which used to be confined to cities, have now added a new challenge to highway safety. Motorcycles are involved in 68% of road traffic accidents in Nepal.
“Young people over-speeding in their heavy 600cc bikes are a danger to themselves and others. Moreover, we have found a notable increase in youths driving under substance abuse,” says DIG of Police Bhim Prasad Dhakal, explaining that strict monitoring of drinking and driving has led to an increase in drug use.
Highway deaths make news, but injuries are a major cause of physical disability in Nepal. The numbers are shocking: just last year more than 30,000 people were injured in road crashes. Nearly 6,000 of them had severe spinal or brain trauma needing complicated surgery, rehabilitation and lifelong care.
As Nepal’s road network expands, and with inadequate attention to highway safety as well as lack of timely treatment of trauma victims and rehabilitation, it will be the <a href="https://archive.nepalitimes.com/article/editorial/cartel-carnage-highway,3233">poorest Nepalis who will pay the price</a>. And they are the section of society already marginalised and excluded by governments, the public and the media.
“Road crashes perpetuate the vicious cycle of poverty,” says Raju Dhakal of the Spinal Injury Rehabilitation Centre in Sanga. “From expensive medical bills to rehabilitation to lost years of productivity, it represents a huge loss for the nation. Our health system needs to be revamped, and investment is needed for preventive, curative, palliative and rehabilitative care.”
<h2>The main cause of highway deaths: corruption</h2>
The epidemic of fatalities and injuries on Nepal’s highways are no accident, they are a criminal offence
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It is ironic that for something that is considered a vote bank, there is no accountability when it comes to the maintenance of roads to ensure their safety. All 77 districts in Nepal are now connected to the road network but bad roads are a given in this country.&nbsp;
Under federalism, <a href="https://nepalitimes.com/news/federal-express">true devolution of power is yet to be exercised</a> but heavy earth-movers are clawing through the mountains in a misguided notion of ‘development’. A fatalistic society accepts road ‘accidents’ as a price to be paid.&nbsp;
This is one case where corruption kills, yet rarely is power held to account, or wrongdoing punished.&nbsp;
“Road maintenance is not sexy or attractive enough, there is no political or monetary incentive, and there is no budget allocated either for road maintenance,” says transport expert Chandra B Shrestha.
Shrestha was a district transport planning adviser in the 1990s, and says Nepal expanded its road network but left sustainability out of the equation. “Asset maintenance is not even an afterthought,” he says. “What this means is that our roads are non-functional and not cost-effective, among other things.”
Every 14 deaths per 100,000 are caused by road fatalities, which is now the <a href="https://www.nepjol.info/index.php/HPROSPECT/article/view/5666/4664">third biggest cause of death in the 15-29 age group</a>. Three times more men die on the roads than women.
Last year alone, there were nearly 2,500 fatalities on the country’s highways and streets. Yet, the 79 who died in two tragic aviation mishaps in 2023 got vastly more attention in the public sphere.&nbsp;
Every year in Nepal, highways take more lives than floods, landslides, lightning strikes and other disasters put together. An average of 7 people die every day on the roads, and 19 were killed in three separate bus and car crashes in a 24-hour period last week.
As per the UN’s Sustainable Development Goals, Nepal was committed to halving road traffic deaths and injuries by 2020 and providing safe, affordable, accessible, and sustainable transport systems by 2030. We missed the first target. The second is not likely to be met.
Twelve people lost their lives when an over-speeding bus plunged into the Rapti River in Dang in the evening of 12 January. The very next day, a jeep travelling to Dhorpatan in Baglung overturned and killed two. This was followed by the private car that fell 500m from the road on Chandragiri, killing five passengers including two children.&nbsp;
And this is not even the peak season for highway fatalities, which <a href="https://nepalitimes.com/news/deadly-dasain-on-nepal-s-highways">sees a spike during the Dasain-Tihar festival </a>or during the monsoon. In the last 10 years, there have been a total of 137,395 highway and road crashes in Nepal. A majority of these took place in Kathmandu, and in the Tarai where straighter stretches of road tend to lead to overspeeding. Gandaki and Kosi Provinces are next because of their wider network of mountain roads. &nbsp;
Nepal’s topography and weather are contributory factors, making roads difficult to build and maintain. In addition to being substandard, switchbacks wrap around mountain or roads that follow narrow gorges, traverse treacherous cliffs. During the monsoon, entire sections of arterial highways such as Mugling-Narayanghat are in a permanent state of disrepair.
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The fact that vehicles are regularly falling down mountains on the same section of highways over and over means <a href="https://nepalitimes.com/here-now/the-other-global-pandemic-road-fatalities">lessons are never learnt</a>, no one is accountable. We do not take corrective actions when there are cost-effective solutions readily available.
“Driver carelessness on poorly built and maintained roads is the biggest cause of accidents. So our licensing system must be improved to allow only the qualified people to drive, even then we have to differentiate between heavy and light vehicle licensing,” says DIG Bhim Prasad Dhakal.
He adds: “Equally important are regular tests of public vehicles, better signage, as well as monitoring and patrolling where even the traffic police have areas to improve on.”&nbsp;
Traffic police has introduced time card for long-distance drivers and vehicle owners need to employ two drivers on such routes. New roads like the Midhill Highway are better engineered, have improved signage and guardrails.
Still, because roads with poor safety features are being built all over Nepal, the country needs trauma centres along every stretch of highway and ambulances with emergency equipment pre-positioned at health posts. The government has mandated one trauma centre in each province, and even though more are required even that target has not been met.
“Management of crash sites is of utmost importance, but first responders are often untrained locals who add to the severity of the injuries or even cause the wounded to die during rescue due to mishandling,” says Raju Dhakal of the Spinal Injury Rehabilitation Centre (SIRC) in Sanga.&nbsp;
Trained trauma teams are often too late to arrive, and most victims and their families cannot afford long-term rehabilitation.
A four-month pregnant 20-year-old woman sustained brain injury after a motorbike hit her on the Sindhuli Highway last year. She lost her baby, and her husband had to quit his job to look after her 24/7 after being trained at the Sanga centre.
Many patients that receive rehabilitation therapy at SIRC after highway mishaps are paralysed and require a caretaker round-the-clock. If the person is the sole support, their families become destitute as well. Many children drop out of school, and end up in the streets.&nbsp;
The public must refuse to accept Nepal’s <a href="https://archive.nepalitimes.com/page/maps-showing-increase-in-road-accident-fatality-rates#google_vignette">poor road safety record</a>. There should be rallies and sit-in’s outside government offices just like there are for other crimes to push the government to take this life-or-death issue more seriously.&nbsp;
Given that road accidents are the biggest killers of children in the 9-15 age group, traffic rules and discipline should be taught in school. Pillion riders should refuse to get on two-wheelers if there is no helmet available for them, cars and bikes should be restricted on pedestrian streets.
Some surveys have also found that using local vehicles reduces accidents. But more often than not, the older less conditioned buses and jeeps operate on rural roads.
The use of CCTVs on highways and major junctions as well as dashcams on public vehicles can help in post-accident investigation and deter reckless driving in the very first place.
“Most of all, it is the government that has the biggest responsibility here,” says Raju Dhakal of the Spinal Injury Rehabilitation Centre in Sanga. “It must seriously revamp everything from licensing, making vehicle tests mandatory, stricter traffic patrolling and actually holding culprits accountable.”
He adds: “The fact that most of the cost for treatment and rehabilitation of road traffic accidents is borne out of pocket by patients’ families has left the government off the hook. The public should refuse to accept this anymore.” &nbsp;

Sonia Awale

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<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110161152/636d1e7a9c7e80680e0af40fjpeg.jpg" alt="" width="1000" height="550"/>City life and the many benefits it represents, including better healthcare, reliable transport and quality education, are the main pull factors for migration. The social networks of cities continue to be one of the principal drivers of economic productivity across the globe.Yet <a href="https://www.nepalitimes.com/latest/dirty-kathmandu-air-gets-dirtier/" target="_blank" rel="noopener noreferrer">cities can also harm</a>. Air pollution, traffic congestion, over-crowding and noise are some of the defining features of the lives of many city-dwellers across the world today -- and not everyone is affected equally.We often dismiss these negative ‘externalities’ as the unavoidable consequences of economic development, and of city life. But if we understand them well enough, both the good and bad aspects of city life can be disentangled and addressed.One of the emerging areas of interest in cities is <a href="https://www.nepalitimes.com/here-now/a-green-city-is-a-smart-city/" target="_blank" rel="noopener noreferrer">how much public space is allocated to motorised traffic</a>. Who benefits? Who is impacted? How do motorised vehicles affect society?Are there better ways to design urban transport systems and traffic flows? Kathmandu Valley, with its exponential growth, must address these questions.The <a href="https://www.nepalitimes.com/banner/traffic-jam-again-in-kathmandu/" target="_blank" rel="noopener noreferrer">city’s old narrow streets</a> are crammed with cars, motorbikes, and people, as man and machine contest for space. Metre-wide paths have become rat-runs for motorbikes to try to avoid congestion. This allocation of public space to cars and motorbikes raises important questions of what value authorities and inhabitants place on <a href="https://www.nepalitimes.com/banner/making-nepal-accessible-to-all/" target="_blank" rel="noopener noreferrer">inclusivity and equality</a>.It is vitally important to understand how this plays out from the point of view of individual citizens. Consider, for instance, the perspective of a child playing on the street outside the house, or a senior citizen walking to the shop, or a woman carrying her baby while taking her first child to school.We also know well that <a href="https://archive.nepalitimes.com/page/wide-open-spaces-kathmandu" target="_blank" rel="noopener noreferrer">open community spaces</a>, preferably incorporating nature, are vital components of any vibrant, just and social city system. Cities need places where people, regardless of social status, can mix, meet and connect. Yet in many cities, <a href="https://www.nepalitimes.com/here-now/open-spaces-and-open-society/" target="_blank" rel="noopener noreferrer">this is not factored sufficiently</a> into often haphazard urban design.In Kathmandu, while people do value open space and nature, that value has not yet been reflected in urban design. A case in point is the steady <a href="https://www.nepalitimes.com/opinion/let-tundikhel-be-what-tundikhel-was/" target="_blank" rel="noopener noreferrer">encroachment of Tundikhel</a> and planned re-development of Rani Pokhari and <a href="https://www.nepalitimes.com/banner/our-kamal-pokhari/" target="_blank" rel="noopener noreferrer">Kamal Pokhari</a> by the municipality office. It is not just private companies but agencies of the state that are also trying to build up green spaces for commercial purposes.Such plans are detrimental especially to the people with the least resources. Recent research by UNOPS found that the ‘lack of open space negatively affects the poor, who live in very crowded conditions, with no <a href="http://archive.nepalitimes.com/news.php?id=16442#.Yb6xN9NBzOQ" target="_blank" rel="noopener noreferrer">recreational areas, parks or open spaces</a> nearby; while the lack of green space, the high amount of dust, and high pollution all impact the small amount of public space that does exist’.Local leaders in some parts of the world are responding to these connected issues with innovative solutions. In Barcelona, the Superblock concept of urban design seeks to recover space for the community, improve biodiversity and move towards sustainable mobility. It carves out ‘islands’ of traffic-free space by routing traffic around multi-block areas.These ‘superblocks’ have better cycling and public transport links, to help replace car journeys. They also seek to create a more democratic, fairer city, with more participatory spaces and one in which children can play safely in all its squares without risk from cars.In Bogota, where development has historically occurred without planning just like in Kathmandu, inclusivity and empowerment of women through public spaces and urban mobility are now key objectives, supported by a clear plan. Municipal leaders are framing roads as manifestations of inequality, occupying a disproportionate amount of public space set against the number of people who use them. Accordingly, the city aims to redistribute road space towards use by public transport and pedestrians.Barcelona and Bogota provide just two examples of how cities are grappling with important sustainability issues today. But even if problems are well understood, how, practically, should cities move forward? Transitions to a more sustainable design are long-term processes. They are typically guided by inspiring visions of desirable, sustainable systems and deep engagement with communities.In both Barcelona and Bogota, the creation of such a vision, informed by community perspectives, was a vital step. To get started, pilot projects by innovative and forward-looking municipalities can be used to act as seeds of transformation. If benefits and outcomes are shared and communicated, pilot projects that produce innovations can be expanded and aligned with future national policy interests.Lalitpur is branding itself as the first <a href="https://www.nepalitimes.com/here-now/re-cycling-kathmandu/" target="_blank" rel="noopener noreferrer">cycle friendly</a> municipality of Nepal and its mayor Chiri Babu Maharjan has designated bicycle lanes in the city. Chitwan is also taking a lead to make its streets people-centric, not cars and motorcycles. These examples can be models for other municipalities.The central government, on the other hand, can develop policies to promote public transport and incentivise <a href="https://www.nepalitimes.com/banner/nepals-electric-transport-future-is-here/" target="_blank" rel="noopener noreferrer">electric mass transit</a>, which will clean up Kathmandu’s air pollution, utilise Nepal’s <a href="https://www.nepalitimes.com/banner/nepals-precious-electricity-going-waste/" target="_blank" rel="noopener noreferrer">surplus hydroelectricity</a> and cut its petroleum import bills.Cities are places of complexity, involving multiple actors, interests, interactions and processes. The meaning of sustainability is contested, especially in cities. Transport and public space-related issues such as those highlighted here compete for policy attention alongside other often equally important agenda. So it is crucial to communicate their implication on the economy and public health.In a city like Kathmandu, however, where cyclists, pedestrians and <a href="http://archive.nepalitimes.com/news.php?id=19658#.Yb63bNNBzOQ" target="_blank" rel="noopener noreferrer">electric trolley buses</a> used to once roam, and where local shopping is the norm, a serious look at how to reduce the impact of vehicles and motorbikes on city dwellers would likely find fertile ground for beneficial change.Mark Perrin is a Senior Fellow at Nepal Economic Forum (NEF) and Technical Lead at Himalayan Circular Economy Forum (HiCEF).

Cars vs people in Kathmandu

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110161124/636d18449c7e80680e0ac7b6jpeg.jpg" alt="" width="960" height="640"/><figcaption>Chinese electric two-wheeler company Yadea's electric mountain bicycle, the Yadea SS800.</figcaption></figure>Even as <a href="https://www.nepalitimes.com/latest/e-vehicles-prepare-for-post-lockdown-boom/" target="_blank" rel="noopener noreferrer">importers try to meet increased demand</a> for electric cars following the <a href="https://www.nepalitimes.com/latest/new-nepal-budget-sparks-electric-comeback/" target="_blank" rel="noopener noreferrer">reinstated tax rebates </a>on battery-operated vehicles, electric two-wheelers remain relatively on the sidelines.Now, here come electric bicycles which purists have problems with, but are catching on despite the steep price tag.In 2018, Nepal’s oldest bicycle shop <a href="https://pancbike.com.np" target="_blank" rel="noopener noreferrer">Pancha Asta Narayan Cycles</a> (Panc) began to roll out Electric Conversion Kits (ECKs) that turn regular bicycles into e-bikes. Now the shop is also importing battery powered bicycles.This year, Kuzu Nepal, the distributor of the Chinese electric vehicle company Yadea’s two-wheelers, introduced four of its all-terrain electric mountain bicycles in Nepal: the Yadea SS1000, SS800, YS500, and YT500.<a style="font-size: 15px; letter-spacing: 0.01em;" href="https://yadea.com.np" target="_blank" rel="noopener noreferrer">Yadea Nepal</a>’s customer base has grown steadily since then. It has sold 30 electric bicycles in recent months. Interestingly, the higher-end SS1000 and SS800 are bestsellers, says Ritesh Shrestha of Yadea Nepal. Most customers are avid Kathmandu-based long-distance cyclists, doctors, and expats.However, the company recognises that the reach of e-bikes is limited and that they may not be for everyday Nepali users.“Our customer base is largely people who know their bicycles, and people over age 35 who want a less taxing mode of a healthier lifestyle,” says Shrestha.He recalls some recent feedback from a young client who purchased an e-bike recently, but his father has been using it to commute to and from work:“The Dad told us that despite not being in top form, the rides are not stressful or tiresome, and his commute is helping him to exercise.”The primary objective of an electric bicycle is to enable a healthy way of travelling and enhance one's performance. Cyclists need not exert nearly as much energy pedalling, and can ride further without taxing their bodies.Among the four all-terrain e-bikes, the Yadea SS1000 and SS800 mountain bikes are for Nepal’s off-roads, while the YS500 and YT500 models are more suited to urban and city roads. The high-end Yadea SS1000 is the most expensive at Rs430,000, while the two city bikes are priced at Rs250,000 each.Yadea e-bikes use a Samsung lithium-ion battery attached to the down tube of the bicycle frame, which takes four-and-a-half hours to fully charge for the SS1000 and SS800 bicycles, while the YS500 and YT500 models take six-and-a-half hours to charge fully.The bicycles are equipped with the company’s independently developed 350W Fusion mid-motor located near the bicycle’s bottom bracket, which provides a maximum torque of 85NM.The controls of the bike, which allow the rider to manage the motor input according to levels, are on the left handlebar, with a display monitor at the front. The bikes have 11 gears that can be changed using a tab along the right handlebar.Nearly 80% of all registered vehicles in Nepal are privately owned two-wheelers, most of them polluting fossil fuel guzzlers, and contribute 8% to total emissions from transportation.And while battery-powered electric scooters and motorcycles significantly reduce greenhouse gas emissions, some point to the “redundancy” of e-bikes, as bicycles require no fossil fuel to begin with.“Electric bicycles, and electric two-wheelers in general, haven’t made an impact in Nepal like electric four-wheelers,” says Lokesh Oli of Olizstore, who has tested and reviewed several electric vehicles, including Yadea’s SS1000 e-bike, and posted videos on YouTube.The expensive price tag is a drag. Many viewers commented on Oli’s review of the Yadea SS1000 that they would rather buy new motorcycles than spend so much on electric bicycles.Other companies that promote e-bikes in Nepal agree with the public consensus and sell the bicycles without much exposure or promotion.“Considering the costs as well as exposure, e-bikes in Nepal, whether they be for the daily commute or more long-distance off-road travel, are currently for hobbyists,” he adds.However, Oli, who grew up cycling to and from school and around his village, as well as for a few years after he relocated to Kathmandu, is optimistic about the future of battery-operated bicycles.“This is true especially as bicycles remain the primary mode of transport for much of Nepal’s population outside the Valley,” he adds.People across Nepal own bicycles for travel and business, and access to e-bikes would reduce their effort as well as make them more efficient.

Shristi Karki

Electric bicycles in Nepal terrain

<figure><img width="1419" height="630" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3df9c7e80680e09667ajpeg.jpg" alt=""/><figcaption>FISHING OUT: Armymen try to pull out the bus that fell into the Madi River in Tanahu in 2013. Photo: PAWAN PAUDEL</figcaption></figure>At 5AM on 12 December 2019, residents of Khadichaur of Sindhupalchok district woke up to a loud crash. A bus had careened off a hairpin bend and plunged 500m down the mountain, killing 17 and wounding 18 passengers.They were pilgrims on the way back from the Kalinchok shrine. A little over a year later, the tragedy has become part of the deadly statistics of <a href="https://www.nepalitimes.com/latest/how-covid-19-saves-lives-in-nepal/" target="_blank" rel="noopener noreferrer">Nepal’s highway accidents</a> in which an average of seven people die every day.“There was a pile of bodies, some with their limbs severed. I had never before seen such a horrendous sight,” recalls Mithu Mijar. “All we could do was help lift the bodies and place them in ambulances.”Tara Bahadur Karki is still traumatised by the sight, and cannot walk past the site without recalling that fateful day: “The entire slope was covered with bodies and there were more under the bus. After a while, we lost count, as we kept pulling them out of the wreckage.”https://www.youtube.com/watch?v=bqRS60ctCj4 <figure><img width="1500" height="844" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3e29c7e80680e09667bjpeg.jpg" alt=""><figcaption> </figcaption></figure>Most of the accidents are preventable, and the causes are mainly poor road condition and reckless driving. The <a href="https://www.nepalitimes.com/here-now/its-an-emergency-nepal-needs-to-improve-trauma-care/" target="_blank" rel="noopener noreferrer">pandemic of highway accidents</a> kills as many Nepalis every year as all the natural disasters combined. In fact they are so common that most Nepalis are desensitised by the numbers. From July 2014-July 2019, there were a total of 54,000 road accidents in Nepal resulting in 12,000 deaths of people mostly in the age group 15-40 years. This number <a href="https://www.nepalitimes.com/latest/how-covid-19-saves-lives-in-nepal/" target="_blank" rel="noopener noreferrer">went down sharply during the Covid-19 lockdown</a>. Highway fatalities declined by half to less than 700 in March-August 2020, compared to the same period the previous year. By the Dasain-Tihar festival in November 2020, with restrictions removed, the number of deaths on the roads again spiked to 242 after falling to 52 in May. <figure><img width="1263" height="752" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3e49c7e80680e09667cjpeg.jpg" alt=""><figcaption> </figcaption></figure>“In developing country like ours we have fewer accidents but more casualties because of our mass transport. But we often forget about those wounded, they are sentenced to a life of economic hardships and trauma beyond our imaginations,” says former Superintendent of Police Jagat Man Shrestha.On average, 40 people are injured on roads across the country each day.In 2019, there were nearly 13,000 highway and road accidents in which 2,736 people lost their lives and 10,731 were seriously injured. Those who survive often have a <a href="https://www.nepalitimes.com/here-now/injured-use-internet-to-reach-physiotherapists/?preview_nonce=aefd82ecbe" target="_blank" rel="noopener noreferrer">traumatic brain and spinal cord injuries</a>, requiring long-term or life-long rehabilitative care. <figure><img width="1636" height="942" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3e79c7e80680e09667djpeg.jpg" alt=""><figcaption> </figcaption></figure>Journalist Gajendra Budathoki was on his way home one rainy night when the blinding headlight of an oncoming bus from the wrong side at Bhadrakali turn caused his motorcyle to skid off the road. A spinal cord injury has paralysed him from the waist down. “I would never go faster than 50km/hour and my friends used to poke fun at me for being slower than a bicycle but now I’m forced to leave the rest of my life bound on a wheelchair,” he laments.According to the WHO Global Status on Road Safety 2018, only 8 in 100,000 people die of highway and road accidents in developed countries, but the number soars to 27.5 in low-income nations like Nepal.A Ministry of Physical Infrastructure and Transport study has found that 76% of <a href="https://www.nepalitimes.com/here-now/the-other-global-pandemic-road-fatalities/" target="_blank" rel="noopener noreferrer">highway accidents</a> are caused by drivers who do not follow traffic rules, or are speeding.“Tipper truck drivers get Rs1,000 per trip so they try to make as many roundtrips as possible. I have seen them make five per night, driving even as they doze off at the wheels. If they don’t kill people, who will?” asks the chief of Lalitpur Metropolitan Police Sitaram Hachhethu.Traffic police have now deployed speed guns to check speeding at the accident-prone Satdobato-Gwarko road. They penalise up to 100 commuters a day, many of them in motorcycles that are going at 90km/hour in the road with a speed limit of 50km/hour.  Road maintenance or lack thereof is another major cause of traffic accidents. Local governments need to wait for the budget to maintain road safety while the Department of Roads is unable to add crash barriers on highways.“Our roads are narrow, bad, and frankly not the kind we should have built,” accepts Arjun Thapa, head of the Department. “Priority on road construction without proper infrastructure planning is to blame.”Roads are synonymous with development in Nepal. Every election, politicians promise highways to boost their vote banks. There are <a href="https://archive.nepalitimes.com/article/nation/accident-prone-Mugling-Narayangadi-highway,3828" target="_blank" rel="noopener noreferrer">excavators clawing away at the mountains</a> all over the country. <figure><img width="1500" height="1000" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3ea9c7e80680e09667ejpeg.jpg" alt=""><figcaption> </figcaption></figure>Says road safety analyst Kamal Panday: “Well-constructed roads prevent accidents, but we have made ours ignoring technical and engineering aspects because new roads bring in votes, and maintenance doesn’t.”All automobiles are subjected to mechanical inspection tests every six months, those that fail are not allowed on the streets. But testing centres across the country are not functional as vehicles are certified based on manual (visual) inspection alone.The design of vehicles can also factor in crucial life and death situations. For example, tipper truck drivers have blind spots on the sides which prevent them from seeing motorcyclists. Moreover, the bumpers of these heavy load vehicles is 1.5m above the ground making them lethal in a collision. Many countries including China, Brazil and Japan have now added 360degree cameras for tipper drivers.“Our tippers are not fit for highway and city traffic, their only purpose is to carry raw material from mines to construction site,” says Namraj Ghimire of the Department of Transport Management. <figure><img width="1536" height="850" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3ed9c7e80680e09667fjpeg.jpg" alt=""><figcaption> </figcaption></figure>An important aspect when it comes to traumatic road traffic accidents is the transportation of the wounded to the hospitals without further aggravating their condition. “We have seen many cases of careless handling leading to unnecessary damage to the spine resulting into deaths,” says Raju Dhakal of the Spinal Injury Rehabilitation Centre in Sangha.The traffic police and the Department of Transport Management are responsible for implementing rules and regulations. The Department of Roads has to build safe infrastructure. But when asked, they all pass the blame to each other. Traffic police complain that they do not have enough human resources. The Department of Roads states that most roads in Nepal are now under the purview of local governments. The Transport Service Department simply does not bother about vehicular inspections. <figure><img width="1400" height="1050" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3f09c7e80680e096680jpeg.jpg" alt=""><figcaption> </figcaption></figure>It is therefore up to the public to make their voice heard, and make government agencies feel more responsible, says activist Anandaraj Joshi, who used to be a truck driver in Western Nepal. “Civil society, media and investigators must continue to pursue this issue, start a discourse to wake up the uncaring state and together eradicate this calamity from its roots,” Joshi says.There is a consensus among experts that the implementation of road engineering suited to the geography of the place and mechanical knowledge among drivers is crucial to reducing road accidents. Similarly, traffic education goes a long way in preventing road fatalities and must start at homes and schools.Says former SP Jagat Man Shrestha: “Traffic enforcement gives us a quick result but it will be temporary. To prevent as many road accidents as possible, we must revamp our education system and upgrade engineering.”

Anita Bhetwal

Nepal’s other pandemic: road fatalities

<img width="1500" height="997" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109101132/636b73cd9c7e80680e06235bjpeg.jpg" alt=""/>In this impressively detailed and visually arresting study, Mohan Pant makes a convincing scholarly case for why social and cultural traditions should be considered fundamental structures in shaping<a href="https://www.nepalitimes.com/here-now/a-breath-of-fresh-air-in-thimi/" target="_blank" rel="noopener"> Thimi</a>, a historic Newar settlement situated in the central-eastern segment of the Kathmandu Valley that dates to the early medieval period. In addition, the reader is shown both why and how Newar towns like Thimi should be appraised as planned settlements of historical consequence.Part ethnography, part archaeology, geography, history, architecture and planning, <a href="https://www.amazon.in/Thimi-Community-Structure-Kathmandu-Valley/dp/9937065917" target="_blank" rel="noopener">Thimi: Community and Structure of a Town</a> is an updated and refashioned version of Pant’s 2002 doctoral dissertation, whose stated objective was to provide a developmental account of Thimi in service of the conservation of the settlement’s heritage.Pant integrates ancient inscriptions and chronicles with contemporary oral histories, observations of ritual, household surveys, meticulous maps and elegant floor plans to create a complex and composite understanding of Thimi, one of 31 significant <a href="https://www.nepalitimes.com/banner/our-land-is-us-we-are-our-land/" target="_blank" rel="noopener">Newar settlements in the Valley</a>.Thimi is also the 15th publication in the Himalayan Traditions and Culture Series by the Saraf Foundation that supports <a href="https://archive.nepalitimes.com/article/Nepali-Times-Buzz/taragaon-museum-boudha,1609" target="_blank" rel="noopener">the Taragaon Museum</a>, the Nepal Architecture Archive (NAA) and associated heritage activities of profound consequence and value to our understanding of the <a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="http://archive.nepalitimes.com/news.php?id=16164" target="_blank" rel="noopener">cultural history of the Kathmandu Valley.</a>A central message that comes across loud and clear from Pant’s study is that in the case of Thimi, the nani — a Newar term to describe the socio-spatial unit of clan clusters — is the ‘urban tissue’ that bound the town together. Only by appreciation of the roles of desha, tole, nani and chhen can the configuration of dwellings and development of Thimi be properly understood.Pant argues that while <a href="https://www.nepalitimes.com/banner/learning-from-nepals-past-to-rebuild-its-future/" target="_blank" rel="noopener">the 2015 earthquake</a> didn’t substantially damage the historical parts of Thimi, the <a href="https://www.nepalitimes.com/here-now/deconstructing-reconstruction/" target="_blank" rel="noopener">reconstruction</a> that followed has rapidly changed the ‘medieval townscape’. This <a href="https://www.nepalitimes.com/here-now/bhaktapur-shows-the-way-by-rebuilding-itself/" target="_blank" rel="noopener">rebuilding</a>, together with the settlement’s changed status from village development committee to municipality, is resulting in a great transformation.The deliberate and ritually-circumscribed planning of ancient Thimi stands in stark contrast to the haphazard and mostly <a href="https://www.nepalitimes.com/banner/new-high-way-to-dolpo/" target="_blank" rel="noopener">unregulated construction of roads across the nation</a>. When you next find yourself in a traffic jam in Madhyapur Municipality, in that ever-expanding urban strip that links Kathmandu to Bhaktapur with barely a field in between, spare a thought for the intentional town of Thimi and it historic importance to the diverse and creative communities that have lived there for centuries.Thimi: Community and Structure of a Town (Kathmandu Valley) by Mohan Pant Saraf Foundation for Himalayan Traditions and Culture 2019 Distributed by Himal Books 181 pages Rs2,000 <img width="640" height="419" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109101132/636b73d09c7e80680e06235cjpeg.jpg" alt="">Mark Turin teaches at the University of British Columbia in Vancouver. He has lived and worked in Nepal for many years.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109101132/636b73d39c7e80680e06235djpeg.jpg" alt="" width="150" height="125">

Thimi’s urban tissue

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108181148/636a96ef9c7e80680e05dc96jpeg.jpg" alt="" width="1500" height="1044"/><figcaption>Police fire water cannons at people of Khokana protesting against the road-expansion drive in Kathmandu</figcaption></figure>Consider these events:<ul><li>In May, residents and traders burned tyres to block the Chabahil-Jorpati road, signalling their frustration at long-delayed construction on the dusty, crater-filled stretch. They succeeded in sparking action, but after upgrading work stalled, protests erupted again last week in a bid to force the contractor to finish the job.</li></ul><ul><li>The road blocking trend morphed into poster protests, where the faces of delinquent road contractors were plastered to poles and vehicles. This included Nagarkot, where contractor Sharada Prasad Adhikari, also the landlord of Nepal Communist Party Co-chair Pushpa Kamal Dahal, was targeted. The tactic spread further, with Mayor Bhim Parajuli of Biratnagar being publicly shamed last week.</li></ul><ul><li>Residents attempting to stop road-building in Baitadi in October were turned on by an excavator operator, whose shocking attack with the machine injured eight people. Attempted murder charges are pending.</li></ul><ul><li>In Udaypur last week, locals clashed with police after seizing more than a dozen dump trucks and an excavator that were being used to gouge sand and rocks out of a local river.</li></ul><ul><li>Residents of Charikot of Dolakha District took to the streets last week to protest the lack of progress in repairing the Jiri Highway. They blocked the main intersection to vehicular traffic for hours.</li></ul>When local government elections were held in 2017 after a 20-year gap, <a href="https://www.nepalitimes.com/editorial/trickledown-corruption/" target="_blank" rel="noopener">hopes were high</a> for improved service delivery at the community level. Anecdotally, at least here in the Kathmandu Valley, that hasn’t happened. But asked in a survey last year about local service delivery, Nepalis in general were ‘broadly favourable, with cautious optimism’ about infrastructure development.Read also: <a href="https://www.nepalitimes.com/here-now/survey-is-wakeup-call-for-nepal-government/" target="_blank" rel="noopener">Survey is wakeup call for Nepal Government</a>, Rameshwor BohoraThe public opinion poll, conducted by Kathmandu University School of Arts, Interdisciplinary Analysts and The Asia Foundation, found that the number of people who believed that the new federal system improved the capacity of local government to deliver services like health, education, access to justice and information, and local infrastructure development rose to 45.20% in 2018 compared to 34.8% in2017. More than 70% of respondents said they felt that their local government representatives ‘strongly care’ or ‘care’ about them.No doubt, roads and bridges are being built, but these works, long seen by many as the measure of the country’s development, are proving controversial. During the recent monsoon, sloppily built local roads were said to be the cause of many landslides, destroying homes, temporarily obstructing access to commercial centres and in some cases killing local people. Partially built bridges collapsed when <a href="https://www.nepalitimes.com/editorial/flood-of-recrimination/" target="_blank" rel="noopener">flood waters</a> swirled around their foundations.Given the lack of action -- or in some cases oversight -- by elected governments, it appears that local people have stepped in to fill the gap. Or could it be that the process of electing local officials also emboldened residents themselves to get active?Both factors play a part, said Meghan Nalbo, Nepal Country Representative at The Asia Foundation and Bishnu Adhikari, governance project lead, in a joint email interview.“The recent instances of citizen activism appear to be a sign of filling a gap that is not being effectively met by their local governments or any other higher authorities in the country. Citizens are now more aware of the <a href="https://www.nepalitimes.com/editorial/own-worst-enemy/" target="_blank" rel="noopener">performance, or lack thereof</a>, by their federal, provincial, and local governments as a result of free media reporting and an increasing access to and use of <a href="https://www.nepalitimes.com/editorial/new-news/" target="_blank" rel="noopener">social media</a>,” they wrote.Those information sources are also revealing “increasing collusion of political interests with local or national <a href="https://www.nepalitimes.com/editorial/bulldozing-democracy-2/" target="_blank" rel="noopener">contractors</a>”, say Adhikari and Nalbo.In many cases local governments are not acting because there is confusion over which level of government is supposed to regulate such things as water and land, says Khem Raj Nepal, who was secretary in the former ministry of local development. The jurisdiction is shared among the three levels of government but there is a lack of clarity about the roles of each one, resulting in inertia and inaction.“Governments commit to completing a particular project within a certain timeframe and budget, but when they do not deliver, and appear to be favouring other interests, people get frustrated,” adds Nepal.Adhikari and Nalbo note that residents in some municipalities have been effective in convincing local governments to stop some plans, such as hiking local taxes and service fees, a trend that should grow. “Local governments would need to be more accountable and responsive,” they added.

Marty Logan

Think locally, act locally

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108181144/636a95a69c7e80680e05dc1cjpeg.jpg" alt="" width="1500" height="1053"/><figcaption>Photo: MADAN PURASKAR PUSTAKALAYA</figcaption></figure>Nepal’s development dilemma has always been that we have got things backwards. <a href="http://archive.nepalitimes.com/article/Nepali-Times-Buzz/Nepal-last-car-carrier,1216">Cars were carried over the mountain passes</a> on porter back to Kathmandu before it even had roads.The people of Pokhara saw aircrafts before they saw automobiles. We set up a university before we built a network of schools. We make plans to distribute wealth before we have found ways to create wealth.That is perhaps why Nepal’s rulers and politicians are great with populist slogans, but not so great on delivering them. And the media reports unquestioningly on these grandiose plans. King Birendra’s Panchayat Era goal was for Nepal to reach the ‘Asian Standards’ by 2000. We boasted of Nepal’s 83,000 MW hydropower potential over candles and kerosene lamps.Read also: <a href="https://www.nepalitimes.com/opinion/can-nepal-be-the-powerhouse-of-asia/" target="_blank" rel="noopener">Can Nepal be the powerhouse of Asia?</a>, Anil ChitrakarThere was nothing wrong with the slogans, what was missing was the homework, the technical expertise, managerial skills and a real understanding of the market. Today Nepal has many of these ingredients for success in place.The recent financial closure of the Upper Trishuli Hydroelectric Project hopefully sends out the message that it takes nine domestic and international agencies to work together to build a 200+ MW hydropower plant. Unless we show real growth in the domestic and regional markets, no one will invest, and if no one invests, we cannot open up new energy markets. Both have to be managed like two side of the same coin.The energy sector is highly compartmentalized -- there are too many agencies that take too long to analyse projects and provide necessary approvals. Nepal’s energy system from idea to market is in the hands of too many people. We need to complete each part of the process, but much more efficiently.We require a level playing field to scale up the production of affordable and clean hydropower, and the Nepali state needs to step up to use our tax money to absorb  many of the costs that have been unfairly piled up on every unit of power generated.Access roads to potential sites, the evacuation of the generated power and distribution to demand centres are the obvious costs. There are the unjustified costs of building schools, health post, mitigating environmental impacts as well as ‘donations’ to all the ‘gold earring wearing’ political cadre in the locality.In the same way, the <a href="https://www.nepalitimes.com/opinion/look-whats-cooking-in-nepal/">subsidy given to LPG and other fossil fuels</a> must be removed and a pollution tax imposed to support hospitals to take in more people with respiratory health problems. These are all different facets of the energy market. We can start by replacing cooking and driving fuel that pollute and contribute to climate change.Nepal has a <a href="https://www.nepalitimes.com/banner/from-a-fossil-past-to-an-electric-future/" target="_blank" rel="noopener">huge fossil fuel import bill</a> that sends money to oil producing economies. The current balance has been maintained by sending young people to work in those countries who send money back home. Hydropower can help break this vicious cycle. We need our young men and women back home.It will not be easy because it seems that the happiest day in a Nepali’s life is when a visa to the US or Australia gets approved. The government is happy because it does not have to create jobs at home, the banks are glad with the cut they make from all the transactions, and the airlines are happy. Even the person selling plastic covers for passports gets business.Having <a href="https://www.nepalitimes.com/here-now/nepal-turns-to-solar-and-batteries-to-meet-peak-demand/">readily available and affordable clean source of energy</a> and a young, dynamic population is the best thing going for Nepal. When history books are written a hundred years hence, this could be the milestone when Nepal went from being a poorly-managed country to one of the best-run emerging economies. Norway and Nigeria both have oil, and yet look at where the two countries are: the real variable is governance, not oil.There is a global trend to elect rich people into public office because they are rich and presumably know how to become rich. In the USA, Chile, Lebanon, Hong Kong and Spain people are sending a clear message from the streets that wealth is important, but is not everything.Democratic values and principles should not be sidelined by simply pointing at the rising numbers in the stock market. As the <a href="http://www.nepalenergyforum.com/power-summit-2019/">Independent Power Producers  Association of Nepal (IPPAN)</a> hosts the <a href="https://www.nepalitimes.com/opinion/can-nepal-be-the-powerhouse-of-asia/">Power Summit 2019 from 21-29</a> November in Kathmandu, let us all take this long term and broader view.https://www.youtube.com/watch?v=lvT3iTi8yw4Anil Chitrakar is President of <a href="http://www.siddharthinc.com/">Siddarthinc</a>, and his fortnightly column in Nepali Times, ½ Full, looks  at Nepal’s potentials.

Anil Chitrakar

Cars before roads in Nepal

<figure><img width="800" height="1200" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a53759c7e80680e052351jpeg.jpg" alt=""/><figcaption>Photos: BIKRAM RAI</figcaption></figure>If this is the state of the streets in the capital, imagine what it is like in the rest of the country.Exactly a year ago this week, Home Minister Ram Bahadur Thapa assured Parliament’s Good Governance Committee that the government would “coordinate with stakeholders” to fix <a href="https://archive.nepalitimes.com/article/nation/Sinkhole-politics-in-Nepal,3837" target="_blank" rel="noopener">roads in the capital</a>. “Due to the negligence of contractors, development projects have not moved ahead and efforts have been made to get them going in coordination with concerned ministries to improve the conditions of roads in Kathmandu,” Thapa was quoted as saying by state news agency RSS on 14 August 2018.A year has passed. And like most government promises, it was never kept. Kathmandu’s roads this monsoon are in an even worse state than <a href="https://www.nepalitimes.com/here-now/political-quagmire/" target="_blank" rel="noopener">last year</a>. Streets dug up for laying water mains or sewers are abandoned like booby traps, like this pit in Sanepa (above). After locals along the Boudha-Jorpati stretch blocked the street earlier this year in protest, the government hurriedly started repairs. But the monsoon turned the road into a quagmire again.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a53779c7e80680e052352jpeg.jpg" alt="" width="1000" height="1500"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a537a9c7e80680e052353jpeg.jpg" alt="" width="1000" height="1500"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a537d9c7e80680e052354jpeg.jpg" alt="" width="1500" height="1000"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a53819c7e80680e052355jpeg.jpg" alt="" width="1500" height="1000"> <figure><img width="1400" height="933" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a53849c7e80680e052356jpeg.jpg" alt=""><figcaption>A scene at Teku bridge this week.</figcaption></figure><figure><img width="2000" height="1500" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a53899c7e80680e052357jpeg.jpg" alt=""><figcaption>A landslide this week on Sanfe-Martadi road is preventing big four wheel vehicles from travelling in and out of Martadi. The road is the main connection to the remote mountain district of Bajura. Photos: MONIKA DEUPALA</figcaption></figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a538c9c7e80680e052358jpeg.jpg" alt="" width="2000" height="1500"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a53909c7e80680e052359jpeg.jpg" alt="" width="2000" height="1500"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a53949c7e80680e05235ajpeg.jpg" alt="" width="2000" height="1500"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a53989c7e80680e05235bjpeg.jpg" alt="" width="2000" height="1500">It is worse in the hinterland, where not only are the roads never repaired but new ones are being dug through the mountains <a href="https://www.nepalitimes.com/opinion/nepals-fatalistic-ke-garne-culture/" target="_blank" rel="noopener">just to spend budgets</a>, unleashing rockfalls on farms and settlements below.Read also: <a href="https://www.nepalitimes.com/?p=31532&amp;preview=true" target="_blank" rel="noopener">Driving Nepal deeper into debt</a>, Ramesh KumarGovernment SUVs drive along roads that are in poor shape because the budgets to repair them have been spent on expensive cars. Our investigation shows that in the past three years, federal and provincial governments spent a massive Rs250 million on buying SUVs. This may be an absolute majority government, but it has been an <a href="https://www.nepalitimes.com/editorial/own-worst-enemy/" target="_blank" rel="noopener">absolute failure in service delivery</a>. Meanwhile, the federal government this fiscal year spent 2.45% of its total budget on buying vehicles even though most infrastructure is abandoned or half complete after private contractors with political protection absconded with money.

Disrepair

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a539b9c7e80680e05235cjpeg.jpg" alt="" width="1400" height="933"/><figcaption>Photo: BIKRAM RAI</figcaption></figure>In the past three years, federal and provincial governments spent a massive Rs216.5 million on vehicles. If we add the budget allocated to vehicles this fiscal year, it adds up to more than Rs250 million, not including the budgets for cars of local governments and projects.All three spheres of government are ignoring their own declaration to minimise expenses, and are wasting money on frivolous items. And the irony of it all is that the <a href="http://archive.nepalitimes.com/article/Nepali-Times-Buzz/SUV-nada-auto-show-2015,2586" target="_blank" rel="noopener">SUVs are driving along roads that are in advanced stages of disrepair</a> because the money has all gone for expensive cars.Read also: <a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="https://www.nepalitimes.com/?p=31531&amp;preview=true" target="_blank" rel="noopener">Disrepair</a>Though the government has been <a href="https://www.nepalitimes.com/banner/dangerous-driving/" target="_blank" rel="noopener">slow to provide development and service delivery</a>, vehicle-related expenses have grown six-fold since 2013. The federal government is the biggest spender: provincial governments accounted for just Rs20 million spent on cars in the past three years.This fiscal year the federal government spent 2.45% of its development budget on vehicles. While it is perennially unable to fully disburse that budget, it spent four times more on vehicles than the amount allocated, even transferring money from other budget lines to do so.“Using <a href="https://www.nepalitimes.com/opinion/nepals-fatalistic-ke-garne-culture/" target="_blank" rel="noopener">unspent development budget</a> to buy vehicles is just an unnecessary expense,” says former government secretary Purna Chandra Bhatttarai. Other experts say that it is not just elected representatives, bureaucrats are also draining state resources.According to the 56th report of the auditor-general, among the 800 vehicles in the 22 Singha Darbar-based ministries, only 622 are operational. Some are not being used even though they are in running condition — new vehicles are being bought before old ones are phased out. After an order from the PM’s office, 201 vehicles were handed over to various organisations this year, including many that were still in working order.Read also: <a href="https://www.nepalitimes.com/here-now/no-shame/" target="_blank" rel="noopener">No shame</a>“Buying new vehicles involves kickbacks, so the tendency to buy new vehicles is increasing,” says former finance secretary Rameshwar Khanal.Four new Scorpios were bought for deputy attorney-generals last July, not because they were necessary but because the existing five-year-old vehicles were considered too old. At the end of the last fiscal year, 16 Scorpios were purchased for the chiefs of the House of Representatives and National Assembly, displacing 10-year-old vehicles.The National Inclusion Commission bought five vehicles costing at least Rs4 million for its chief and 4 members. But to date the commission has only one member — the others have not yet been appointed. The vehicles are covered and stored on the office premises. Many other new commissions have already bought vehicles for their yet-to-be appointed members.Read also: <a href="https://www.nepalitimes.com/editorial/a-klepto-republic/" target="_blank" rel="noopener">A klepto republic</a>, Editorial<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a539c9c7e80680e05235djpeg.jpg" alt="" width="809" height="442">According to the auditor-general’s report, there are 1,323 officer-level officials in the Ministry of Agriculture, and 1,577 vehicles in operation. There are 174 vehicles for 90 officers in the Finance Ministry and 151 vehicles for 94 officials in the Prime Minister’s Office (PMO). Many senior officials are accused of having separate vehicles for home and office use.According to a guideline issued by the Finance Ministry, new vehicles should be bought only for newly-established organisations. Other offices should buy new vehicles only every 15 years. This guideline is considered legally binding, so ministries and other bodies are actually breaking the law. Only officials at joint secretary level and above are supposed to get vehicles, but today deputy secretaries and even junior officers are riding in government vehicles. Some officials have even acquired the habit of buying a new vehicle immediately after they are promoted or transferred.Joint Secretary Binod Kunwar of the PMO says the office has made efforts to have an inventory of vehicles in working order, but hasn’t succeeded because of lack of cooperation from government entities.Read also:<a href="https://www.nepalitimes.com/here-now/the-business-of-politics-undermines-nepals-democracy/" target="_blank" rel="noopener">The business of politics undermines Nepal's democracy</a>, Ramesh Kumar<a href="https://www.nepalitimes.com/here-now/nepal-has-to-curb-corruption-before-wooing-investors/" target="_blank" rel="noopener">Nepal has to curb corruption before wooing investors</a>, Ramesh KumarThe Ministry of Finance does have guidelines on the capacity of vehicles that can be bought, but they are routinely ignored. Even money allocated to build public infrastructure is being spent on vehicles.Repair and maintenance of vehicles is another area full of irregularities, including money being allocated for the upkeep of vehicles that have been in storage for years. Kunwar says the vehicles have become a long-term burden on the state.The Ministry of Finance continues to dole out huge sums of money to keep officers happy, and the government has taken no steps to regulate it, despite the fact that the Finance Ministry has issued guidelines to reduce operating costs. This includes a rule that government vehicles should not have private license plates, but this is also ignored.The government also has a <a href="https://www.nepalitimes.com/banner/20-electric-by-2020/" target="_blank" rel="noopener">policy of going electric</a>, but continues to buy fossil fuel vehicles. Former Finance Secretary Rameswhor Khanal, who himself drives an <a href="https://www.nepalitimes.com/banner/electri-city-cars/" target="_blank" rel="noopener">electric Kia Soul</a>, explains:  “There are fewer dealers of <a href="https://www.nepalitimes.com/banner/nepals-electric-transport-future-is-here/" target="_blank" rel="noopener">electric vehicles</a> in the market, so there are less kickbacks in their purchase. Besides, you cannot make up fake bills of repair and maintenance of electric cars, which is why they are less popular.”

Driving Nepal deeper into debt

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110813114/636a45bb9c7e80680e04d39ejpeg.jpg" alt="" width="1250" height="938"/><figcaption>Photos: ACHYUT RAJ BHANDARI</figcaption></figure>- Achyut Raj BhandariWomen may be treated unfairly by society in one of Nepal’s most conservative districts, but it is they who are at the forefront in linking roadless Humla to the rest of the country.It is mostly women in yellow hard hats you see on the 76km stretch of the Mugu-Humla road that is presently under construction. Humla is the last district in Nepal not yet connected to the country’s road network, and the remote Himalayan district remains economically behind its neighbours.After many years of delays, building of the road is speeding ahead. Construction of the 5.5m-wide road started in Gamgadi of Mugu district in January, and more than half of the 76km stretch is now motorable. At this pace, it will reach Deuli of Humla by the end of the year, ahead of the completion of the other road linking Humla, the Karnali Corridor (see adjoining article).“Our idea is not just to build a road, but create jobs during its construction and uplift the economy of the areas it is serving when completed,” explains Sunil Tandukar, field manager of the Rural Access Programme (RAP) which is supported by the British aid group, DfID.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110813114/636a45be9c7e80680e04d39fjpeg.jpg" alt="" width="892" height="511">Some 52% of the workforce is made up of women. This is because RAP has a policy to empower women with employment, but also because many of the villages along the way have seen an outmigration of menfolk to the cities or to India for work.Unlike the indiscriminate road-building spree elsewhere in Nepal, RAP’s other emphasis is to minimise the use of excavators and dozers so as to create more rural jobs. There are now more than 1,500 women workers on the road that is being built at a cost of Rs1.7 billion. Women of Rara Municipality and other villages along the way in Mugu have been earning up to Rs700 a day for the past six months.“Me and my mother-in-law received Rs21,000 each in the first instalment,” says a beaming Jaula Baduwal, 42, of Baam village, who explains that she finishes household chores in the morning and devotes the rest of the day to road work. The money has come in handy to buy clothes, food and school stationery for her children.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110813114/636a45c19c7e80680e04d3a0jpeg.jpg" alt="" width="1500" height="1125">The road-building work has also persuaded Ramkala Baduwal’s husband from migrating to work in India this year. Four members of her family work on the road, earning Rs80,000 since January. “Our men used to migrate to India for work due to poverty. But this year me and my husband are working and earning together. I am happy about that,” says Baduwal. “We women were confined to the kitchen, but this road has given us the chance to come out and earn an income.”Read also: <a href="https://www.nepalitimes.com/banner/life-and-livelihood-in-remote-nepal/" target="_blank" rel="noopener">Life and livelihood in remote Nepal</a>, Jocelyn PowelsonLocal elders are overjoyed to see rapid progress on the road. “I had never even dreamed that a road would reach my home, but now it is actually happening. And the villagers got employment too,” says Krishna Bahadur Buda, 64, of Baam. He says he will celebrate the completion of the road by getting on the first bus out to visit Kathmandu.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110813114/636a45c59c7e80680e04d3a1jpeg.jpg" alt="" width="1500" height="1125"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110813114/636a45c89c7e80680e04d3a2jpeg.jpg" alt="" width="1500" height="997">RAP was started in 2000 with the Hile-Bhojpur road, but work stalled during the war. Resuming in 2006, it has provided employment to tens of thousands of farmers as it built roads in Bhojpur, Khotang, Sankhuwasabha and Terathum, and helped organise farmers into cooperatives. In 2011 the successful road-building model was extended to the remote mountain districts of western Nepal.Gori Khadka, 63, is convinced the road will make the lives of next generations much easier. “When we are sick, we can be taken to hospital, and we can take our produce to market,” she says.RAP has ensured that the road also provides long-term income to villagers by providing access to markets. Rara rural municipality has introduced the concept of ‘One Home, One Garden,’ helping villagers to set up apple orchards and vegetable plots.Nandalal Baduwa, elected chair of Ward 14, cannot hide his delight when he says: “Our village has a new slogan, ‘Visit Baam and eat apples for free’.”Read also: <a href="https://www.nepalitimes.com/banner/the-karnali/" target="_blank" rel="noopener">The Karnali</a>, Ramesh Bhushal<h2>Cars in the Karnali</h2><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110813114/636a45cb9c7e80680e04d3a3jpeg.jpg" alt="" width="1400" height="663">- Prakash Singh in BajuraHumla is the only district not yet linked to Nepal’s national road network, but not for long.The Karnali Corridor and another road from Mugu district will soon bring the motor car to the Karnali. But even before the road, plastic trash and other detritus of consumerism has already arrived in this pristine yet neglected region.Construction crews are hard at work blasting through solid rock faces along the gorge of the Karnali River, opening up a region that used to take weeks of hard trekking to reach.The Nepal Army has been building the 145km Karnali Corridor stretch that connects Kalikot’s Khulalu with Salli Salla in Humla district. More than 70km of the road has already been opened to traffic even though it is still rough and unpaved.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110813114/636a45ce9c7e80680e04d3a4jpeg.jpg" alt="" width="640" height="425"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110813114/636a45d19c7e80680e04d3a5jpeg.jpg" alt="" width="640" height="425">Once a bridge is built over a river separating Bajura and Humla by October, the Corridor will have reached roadless Humla for the first time from the south. The district already has a road from Tibet in the north.Meanwhile, a 24km section from Pilichaur of Bajura to Kawadi of Humla has been opened, bypassing the trail through the notorious Rangebhir, which used to be dangerous even for those on foot.There is a great sense of excitement along the Karnali as locals await the completion of the Rs3-billion road. Previously to reach Humla, they had to walk for weeks, or travel to Bajura and Kalikot districts on flimsy buses along dangerous roads, or pay a hefty airfare.Locals were also forced to pay much higher price for goods, and many have lost their lives unable to access medical facilities on time.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110813114/636a45d49c7e80680e04d3a6jpeg.jpg" alt="" width="1500" height="997">“For generations we struggled to bring basic needs, take our sick to hospital; those days are thankfully over — the door to development has opened,” says the jubilant chair of Himali Rural Municipality in Humla, Govinda Malla.Jeeps and tractors have already started operating on the half-completed, 50km-section of the road from Bajura’s Martadi to Pilichaur. Tourism destinations in Karnali and the Far West, such as Khaptad, Ramaroshan, Badimalika and Rara will now be easily accessible, and hopefully boost the economy and create jobs.Read also: <a href="https://www.nepalitimes.com/banner/faith-to-reality/" target="_blank" rel="noopener">Faith to reality</a>, Ramesh BhushalHowever, the arrival of the road has already started to impact the landscape of the Karnali, which had so far been untouched by modernity.New roadside markets have sprung up every 2-3km along the Corridor in Bajura where vehicles have started operating. Waste from these marketplaces, including plastic and liquor bottles, is being dumped on the riverbank, polluting the clear, green water of the Karnali.

In Nepal women hold up more than half the sky

Born in Khandbari in eastern Nepal, Parashuram Pathak helped his family around the farm, sold what they grew in the market and lent a hand in the kitchen.&nbsp; After working as a chef in Dubai, San Francisco, Denmark, Australia, and on cruise ships, Pathak has now brought back what he has learnt to the Tusa Restaurant in Bhaktapur that opened on Nepali New Year on 13 April. Tusa uses fresh indigenous ingredients from various parts of Nepal, and fuses them with international methods to produce unique dishes. Pathak is a global Nepali, and is introducing global Nepali cuisine to his homeland. Pathak left an executive chef job to intern at three-Michelin-starred Noma in Denmark, named the best restaurant in the world five times. Noma runs on a philosophy of foraging to rediscover wild local ingredients, and Tusa’s mission is similarly noble: preparing dishes with Nepali ingredients using modern techniques and equipment. “We are taking Nepali food beyond dal-bhat and momo, we are taking it international,” Pathak said on the phone from Sydney. Read also: <a href="https://nepalitimes.com/here-now/nepali-baker-rises-to-the-top-in-denmark">Denmark’s best baker is a Nepali</a>, Vishad Onta  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240419180424_1312bc016cbb2fe59c6d4a78d1f8b463af4a10b3f79559a2405fd54ea5b3197a.jpg" data-media-id="editor_1" data-image-id="20240419180424_1312bc016cbb2fe59c6d4a78d1f8b463af4a10b3f79559a2405fd54ea5b3197a" data-rendition-name="original" width="801" height="802" loading="lazy" alt="The return of the natives Page 12 NT #1208"> <figcaption>Photo: PARASHURAM PATHAK/FACEBOOK</figcaption> </figure>  Pathak’s team in Nepal includes chefs Rupesh Bohara and Sagar Shrestha who have also worked extensively in Dubai and Australia, and share his vision. The three realised they shared the same dream, and over the past five years have travelled across Nepal to research their menu, collecting ingredients and ideas from homestays, food carts, and nature. The team then scouted for Nepal’s best architect, and zeroed in on Bhaktapur-based heritage conservationist Rabindra Puri who designed the Malla-era house for Tusa in the Nag Pokhari neighbourhood. Bohara and Shrestha have moved back to Nepal for good, and Pathak arrives in September. “I made dishes from all over the world, but when someone asked what Nepali food was like, I had no answer,” says Bohara, “I came back to find out.” &nbsp;“You can get citizenship, a green card, big houses and cars, but where is the self-satisfaction?” asks Shrestha, who has a red-and-blue chef’s knife with the sun and moon of the Nepali flag tattooed on his right forearm.&nbsp; Read also:<a href="https://nepalitimes.com/diaspora-diaries/the-return-of-a-master-baker"> The return of a master baker</a>, Raju Pakhrin  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240419180424_c601264463e5a28d4e71a46781f340a53619a08d00949a7aaebfef84e75a319d.jpg" data-media-id="editor_3" data-image-id="20240419180424_c601264463e5a28d4e71a46781f340a53619a08d00949a7aaebfef84e75a319d" data-rendition-name="original" width="6000" height="4000" loading="lazy" alt="The return of the natives Page 12 NT #1208"> <figcaption>Photos: TUSA</figcaption> </figure>  Bohara and Shrestha passionately recount stories of their trips across Nepal, speaking of generous lodge owners who introduced them to local ingredients. Tusa can seat 28, and dining here is a sensory experience with a live kitchen. The chefs cook and place dishes on a large granite countertop with induction sections built in. Behind the counter is a grill on an indoor fire with pulley control to adjust the fire. Everything that can be made in Nepal — chairs and tables, ceramic dishes, the grill — is locally sourced. The executive kitchen/laboratory is downstairs. It is spacious, spotless, and contains appliances rarely seen in restaurants here: a sous vide machine that cooks vacuum-sealed packets at consistent temperatures, and a dehydrator for sisnu nettles. A fresh batch of deep purple kimbu (mulberry) muffins has just come out of the oven. Fridges have dry-aged fish and marigold kombucha. Fermentation seems to be the theme at Tusa, and Pathak explained: “Fermentation takes away the natural sugars in food, leaving behind a true, umami taste.”&nbsp; Read also: <a href="https://nepalitimes.com/here-now/vikings-khukri-passion">Viking's khukri passion</a>, Alisha Sijapati  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240419180424_c59e2b4230864f646bc36108adb951e95ec85da6156740294b1ec715b86acf89.jpg" data-media-id="editor_5" data-image-id="20240419180424_c59e2b4230864f646bc36108adb951e95ec85da6156740294b1ec715b86acf89" data-rendition-name="original" width="5895" height="3930" loading="lazy" alt="The return of the natives Page 12 NT #1208"> </figure>  Tusa itself means ‘shoot’ in Nepali, and can be a dish of fermented bamboo shoots. The restaurant serves a tasting menu with six courses, plus surprises. It starts with a fermented potato and millet roti with charred green garlic and tomato chutney. The bread tastes like a mix of alu paratha and kodoko roti with a satisfying, mild flavour. The chefs do not show off, and overdo it. Dishes are tastefully simple and faithful, a theme that runs through the meal. The second course is a filet of fish charred on one side and placed in a broth. It is delicate and smokey, and does not mask the character of the fish.&nbsp; The next is Batuk Chukauni, a Magar dish with a lentil snack and a yoghurt-based potato achar. The batuk, made of lentil batter, is light and the chukauni has potatoes and peas. Read also: <a href="https://nepalitimes.com/here-now/money-is-not-everything-but-you-need-money-for-everything">"Money is not everything, but you need money for everything"</a>, Rohit Shrestha  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240419180424_e3f51228ff792e8d4297f81f8e67d138584e922ae035d131977494219e5e85c5.jpg" data-media-id="editor_7" data-image-id="20240419180424_e3f51228ff792e8d4297f81f8e67d138584e922ae035d131977494219e5e85c5" data-rendition-name="original" width="1333" height="1000" loading="lazy" alt="The return of the natives Page 12 NT #1208"> <figcaption>Batuk Chukauni. Photo: VISHAD ONTA</figcaption> </figure>  Next is a skewer of jackfruit with a tamarind and mustard glaze that has the texture of a slice of sausage and melts in the mouth. Then comes the first off-menu item: a steak of watermelon, glazed and grilled, tasting sweet, sour and smokey. After that a palate cleanser sorbet made with laligurans syrup adorned with a frozen candied rhododendron petal. Finally the main course: barbeque chicken and chyakla coarse corn grits. The chicken has been brined, marinated, cooked sous-vide and seared on the grill. The delicate consistency of the chicken stands out. Desert is a smooth, creamy cheesecake that uses the local juju-dhau yoghurt. And the last course is a moist, moss-green sisnu cake laced with mulberry jam and cream.&nbsp; There is nothing gimmicky about Tusa. It is the coming together of skilled Nepalis with international exposure who have mixed what they have learnt abroad with the flavours of home.&nbsp; The tasting menu is Rs3,500, and it may take some time before Nepalis develop a predilection for some of its items. The chefs are excited, vindicated, and relieved. Coming back to Nepal, uprooting successful careers abroad to take a chance on Nepal must not have been easy.&nbsp; Tusa had a soft launch on New Year’s day with Kathmandu-based diplomats. Australian Ambassador Felicity Volk was one of them, and wrote on a Facebook post: ‘Chefs who honed their skills in Australia and returned to Nepal to give back. We call it fine dining, they call it #cominghome.’ Read also: <a href="https://nepalitimes.com/multimedia/the-baker-of-barpak">The baker of Barpak</a>, Tara Aryal Pandey

The return of the natives

For a year or two after the 25 April 2015 earthquake, the residents of Kathmandu were too terrified to return to their high-rise apartments. None of them collapsed in the 7.8 disaster, but many sustained serious structural damage. &nbsp;
Fast forward nine years, and they have all but forgotten that frightful day. Kathmandu is back to building substandard structures, even as land prices drive developers to build taller.&nbsp;
With no more space to spread horizontally, Kathmandu is going vertical. But structural engineers say most of the high rises do not take into account seismicity, soil condition, construction methods, quality of raw materials, fire hazard, and search and rescue in collapsed concrete structures.
“Much of our focus since the 2015 earthquake has been on building and construction, but not as much on where we are building,” warns Sangeeta Singh, Professor of Urban Planning and Deputy Director of Centre for Disaster Studies at the Institute of Engineering.
Read also: <a href="https://nepalitimes.com/banner/in-a-disastrous-state">In a disastrous state</a>, Sonia Awale
She adds: “Kathmandu is not really suited for high-rises. We have to first test the condition of the soil, but building permits are being issued without this fundamental step.”
Kathmandu Valley is a former lakebed with soft topsoil prone to liquefaction and excessive shaking, as seen during the 1934 megaquake. Many ruptures tore up the surface in 2015. &nbsp;
During an earthquake, the rock layers below Kathmandu ring like a bell and the vibrations on the surface take between 0.5 to 2 seconds for one oscillation. Buildings also vibrate, but at different frequencies depending on their height, construction material, and arrangement of their structural components.
At five floors, the vibration period of a building is 0.5 seconds, which is the same as that for Kathmandu Valley, and this could cause more damage, says structural engineer Surya Narayan Shrestha at the National Society for Earthquake Technology - Nepal (NSET).
“Building anything that is five storeys or higher in Kathmandu needs special design and structural considerations,” says Shrestha.
Read also: <a href="https://nepalitimes.com/editorial/shaking-things-up">Shaking things up</a>, Editorial
Technologies exist to reduce seismic risk in high-rises, and these are used in earthquake-prone cities like Tokyo, Los Angeles, Jakarta or Mexico City.&nbsp;
Base isolation, for example, separates the vibration of the land and the building, reducing damage from soil-building resonance. Base isolators move and stretch under pressure, absorbing much of an earthquake's impact by reducing swaying and shaking. &nbsp;
Seismic dampers change the pattern of vibration altogether, dissipating energy as vibrations move across a structure. But these are all expensive technologies, and none of the high-rises in Kathmandu use them.
However, Nepali engineers who can help with technology transfer are working in the field in Nepal and overseas. Kathmandu’s high-rises are already very expensive, and making them seismic-resistant would be an incremental cost.
Read also: <a href="https://nepalitimes.com/opinion/comment/learning-from-jajarkot-what-we-didnt-after-2015-695vpzle">Learning from Jajarkot what we didn't after 2015</a>, Sushil Gyewali
The shape of high-rises also matters. Reinforced concrete buildings with asymmetric designs of the kind that are seen in newer structures in Kathmandu experience more torsion and shear during quakes. High-rises with regular geometry are stronger. &nbsp;&nbsp;
An even bigger concern is that of emergency evacuation and rescue in case of fire or earthquake. Kathmandu fire services do not have ladders that reach the higher floors of most new structures.
“High-rises mean more people and potentially higher casualties,” explains Shrestha. “We need immediate evacuation routes, fire escapes, emergency ladders, and fire trucks that can reach higher. Right now, safety features are voluntary and not mandatory.”
The street access, shelters, open spaces, and evacuation routes are integral to disaster preparedness and the safety of neighbourhoods and not just buildings. Most new high-rises in Kathmandu have narrow access roads.
Read also: <a href="https://nepalitimes.com/opinion/rebuilding-resilience-7-years-later">Rebuilding resilience 7 years later</a>, Anil Pokhrel
Since most of the buildings that survived the 2015 disaster were reinforced concrete structures, it fed the misconception that they are safer. But Himalayan seismologists say that if the intensity and duration of the shaking had been just a little higher, many substandard concrete structures would have collapsed.&nbsp;
And that is the final gap: Nepal’s limited expertise and equipment for search and rescue inside collapsed concrete structures. Kathmandu’s high-rises need to be better prepared for the next Big One.
“Structural safety and design were at the front and the centre after the 2015 earthquake, we also revised some building codes but we are back to square one with contractor-driven construction, especially in peri-urban areas,” says Sangeeta Singh, who is also with the National Planning Commission. “We need to monitor construction as much as design.”&nbsp;
Shrestha at NSET agrees there have been improvements in building practices in the past nine years, but adds, “We have both learnt and unlearnt lessons from 2015. The awareness hasn’t yet translated into action on safety.”
Read also: <a href="https://nepalitimes.com/here-now/lessons-not-learned-from-2015-o2etq6zu">Lessons not learned from 2015</a>, Sonia Awale

The rise of high-rises

Midway along the stretch of the ancient trade route between Tibet and India lies the Kel Tol neighbourhood. The name is derived from the original Koligrām, and it is believed the Koli people, who were originally from Rāmagrām in present-day southern Nepal near the Indian border, settled here. The Koli were the maternal ancestors of none other than the Buddha. Kel Tol is famous for the Buddhist monastic complex of Kanak Chaitya Mahāvihar, featuring the majestic two-tiered gilded temple of the white god Karunāmaya.&nbsp; This elaborately decorated courtyard is a bustling centre of the Vajrayāna sect of Buddhism, practised widely by the indigenous Newā people of Kathmandu Valley. Karunāmaya, also known as Ārya Avalokiteshwor, is defined in great detail in the 1st century CE Buddhist text Sadharmapundarikā where he liberates all sentient beings from suffering. He helps rid the eight external fears metaphorically equated with their equivalent internal states of mind: lions (pride), wild elephants (ignorance), fire (anger), snakes (jealousy), floods (attachment), imprisonment (miserliness), thieves (wrong views) and cannibals (doubt).  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240418130432_fe370cbee75003cd3eb5dccc7c3b2671630da193b0744db2aeac1bab3ff4a85c.jpg" data-media-id="editor_0" data-image-id="20240418130432_fe370cbee75003cd3eb5dccc7c3b2671630da193b0744db2aeac1bab3ff4a85c" data-rendition-name="original" width="1338" height="2000" loading="lazy" alt="Seto Machhindranath"> </figure>  In the Pancha Rakshyā Sutra, a Buddhist scripture from 200 CE, Ārya Avalokiteshwor was counted among the eight major deities. Followers of the Brāhminical god Shiva worship Ārya Avalokiteshwor as Seto Machhindranāth. For Shaivites, Machhindranāth is the Indian saint who founded the Nāth cult in the 10th century CE. He is the guru of saint Gorakhnāth. During the reign of Yakshya Malla (1428–1482 CE), a beautiful image of Ārya Avalokiteshwor was dug up by a farmer in present-day Jamal, which was then a cultivated area outside the city. The farmer, known as a Jamami (meaning the one from Jamal) took the image home for safekeeping. That night, Ārya Avalokiteshwor appeared in the farmer’s dream and told him that the proper place for him to reside is at the confluence of two rivers. The nearest confluence was at present-day Wongha (Indrachok) and the image was installed in the Kanak Chaitya Mahāvihar complex in Kel Tol near Wongha. This made it easier for city residents to pay homage to Ārya Avalokiteshwor and spread compassion. Soon, the deity came to be revered highly as Jamaleshwor, the one found in Jamal. Eventually, the name got corrupted, as happens often in Nepāl Bhāsā, to Janabahā Dyo. The courtyard where his temple is located is now popularly known as Janabahā.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240418130432_5c9b219530e400445ef4e7f64856b43e7cdb756be26d9ed4565c84044c178a7e.jpg" data-media-id="editor_1" data-image-id="20240418130432_5c9b219530e400445ef4e7f64856b43e7cdb756be26d9ed4565c84044c178a7e" data-rendition-name="original" width="2500" height="1668" loading="lazy" alt="Seto Machhindranath"> </figure>  The gilded temple of Janabahā Dyo, first built in the early 16th century CE, is adorned with wooden and metal artefacts that symbolise 108 forms of Ārya Avalokiteshwor. It stands out as the most decorated temple of its kind in Kathmandu. Today, Janabahā is a living heritage site where many ancient customs and rituals are widely practised as per Vajrayāna Buddhist tradition. Devotees throng the Janabahā Dyo shrine for daily worship and to receive Karunāmaya’s blessings. Being the compassionate one, Ārya Avalokiteshwor goes around town every year in his tall wooden chariot to allow sick and physically disabled devotees to pay homage to him from the comfort of their homes. One could say it is a door-to-door visit by the Compassionate One.&nbsp; For the pragmatic minded, the chariot festival is an annual renewal of communal harmony, validation of our ancient mathematical supremacy and demonstration of the need to keep practical skills alive, including the craft of building earthquake resilient houses.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240418130432_fc8b234ceca87dee4b99e897a485cef121fb953857fb61492a413fbfcc48360c.jpg" data-media-id="editor_2" data-image-id="20240418130432_fc8b234ceca87dee4b99e897a485cef121fb953857fb61492a413fbfcc48360c" data-rendition-name="original" width="2500" height="1667" loading="lazy" alt="Seto Machhindranath"> </figure>  The Janabahā Dyo chariot is pulled from Jamal, where his image was found by the farmer, through the historic heart of Kathmandu in a gala parade every year. The procession, accompanied by folk music ensembles and revellers, starts on the eighth day of the bright half of the month of Chaitra, and lasts up to a week (ending on Saturday this year). Hundreds of devotees pull the chariot along the streets as a way of expressing their gratitude to lord Karunāmaya for blessing them with compassion and well-being. Purna Ratna Vajrāchārya is an ordained priest who belongs to the clan responsible for taking care of Janabahā Dyo. He has been studying the design and architecture of the chariot for the past 40 years, and overseeing its construction for the past 15. He has learnt that the engineering principles of building the chariot are based on the mathematical system in which Buddhism is taught. For example, 365 pieces of wood are used in the chariot, each representing a day of the year. Each of the four wheels consist of 25 pieces of wood, totalling 100, representing completeness or fulfilment. The chariot is vertically divided into 13 sections, a parallel to the Buddhist concept of Trayodashi Bhuvana that describes the 13 steps that one must take to achieve the state of Nirvana.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240418130432_36d9964c9845f6d9a074786361fc5ab7d49138503ad162086998b731349b0ec0.jpg" data-media-id="editor_3" data-image-id="20240418130432_36d9964c9845f6d9a074786361fc5ab7d49138503ad162086998b731349b0ec0" data-rendition-name="original" width="2500" height="1668" loading="lazy" alt="Seto Machhindranath"> </figure>   <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240418130432_2662753a9514a682ccdfd17bf05e2be3771183a68dc86b717ab67d9aad894563.jpg" data-media-id="editor_4" data-image-id="20240418130432_2662753a9514a682ccdfd17bf05e2be3771183a68dc86b717ab67d9aad894563" data-rendition-name="original" width="1668" height="2500" loading="lazy" alt="Seto Machhindranath"> </figure>  &nbsp;Exactly nine types of wood are used, which is the sum of the four base elements that make up the universe (earth, water, fire and air) and the five human senses. The height and length of the chariot is 32 arm’s length (hāt in Sanskrit), 14.8m. The number 32 represents the maximum number of auspicious and physical qualities one could possess to be considered an outstanding human being.&nbsp; Says Vajrācharya, “Observing how the chariot is built helps one learn the fundamental pillars of the Buddha’s teachings, and find an easier path to Nirvana.” The structural design of the nearly 15m wooden chariot is not only awe-inspiring but also gravity-defying. It leverages the pliancy of the materials used in its construction -- flexible joints tied with cane soaked in water for several days. The precise proportions of the chariot ensure great manoeuverability in the narrow streets along the route of the chariot procession that include some 90° bends, without colliding into houses.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240418130432_9f5c2943f5d6b3f0010d3d5213697549945e87a6f7d3d8cbadd69f0dea6c6e2c.jpg" data-media-id="editor_5" data-image-id="20240418130432_9f5c2943f5d6b3f0010d3d5213697549945e87a6f7d3d8cbadd69f0dea6c6e2c" data-rendition-name="original" width="2500" height="3750" loading="lazy" alt="Seto Machhindranath"> </figure>  Driving and steering the chariot with brute muscle power of the mirthful crowd is a seemingly impossible task. But this has been achieved year after year, despite the fact that the devotees who tug wildly at the ropes lassoed to the two front wheels, are most likely in high-spirits (pun intended). Sanjay Manandhar, a US-based technology entrepreneur, recounts how his high school physics teacher from Canada asked his students to go observe the locals build the chariots of Karunāmaya if they were interested in becoming engineers in the future.&nbsp; “That made no sense to me then, but, after all these decades, I now see clearly how the structural design of the chariot, adopted early on by our ancestors is full of earthquake-resilient properties that need to be applied in building houses in an earthquake-prone zone like Nepal,” says Manandhar. A highlight of the chariot festival is that human goddess Kumari makes an appearance at the final destination in Lagan, usually on the third day. This is only one of the 13 times that people get to see the Kumari outside her temple abode.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240418130432_08aa39f3f004a212b33c60a2840d6013110de15dd34a0288f699dd5fda8957ab.jpg" data-media-id="editor_6" data-image-id="20240418130432_08aa39f3f004a212b33c60a2840d6013110de15dd34a0288f699dd5fda8957ab" data-rendition-name="original" width="2500" height="1667" loading="lazy" alt="Seto Machhindranath"> </figure>  On the last day of the festival (Saturday), the image of lord Karunāmaya is carried on a palanquin by priests from Janabahā in a gala procession and brought back to his permanent residence at the temple in Kel Tol.&nbsp; The chariot festival is thought to have started during the reign of King Pratap Malla of Kantipur in the 17th century CE. For close to four centuries, the construction of the chariot and its operation has proven to be a phenomenal engineering feat, and the people’s faith in divinity means the tradition is alive.&nbsp; The essence of the colourful rituals and the religious beliefs of this ancient chariot festival is now all but lost. The logic, technology and practicality must be brought back to light, as they reflect the high civilisation and wisdom of our ancestors that we can leverage in modern times and into the future. &nbsp; Alok Tuladhar is a culture and heritage documentarian.

Kathmandu’s gravity-defying chariot festival

In the run-up to the third Nepal Investment Summit this weekend, there have been seminars, conferences and workshops where the discourse has revolved around the economy and the investment climate.
The consensus that Nepal needs foreign direct investments (FDI) to grow was repeated, and the familiar litany of reasons about why it has not been able to was discussed.&nbsp;
Policy advocates and regulators have understood that the lack of urgency is compounded by procedural inconsistencies, on top of the already deficient investment environment in the country.
It is a welcome change from what used to be flippantly accepting matters as given. There now seems to be a sense of urgency, with procedural inconsistencies and lack of harmonisation between various Acts and regulations openly discussed.&nbsp;
Government stakeholders also appear more willing to learn and attempt to be part of the solution. Whatever policy changes have been introduced in the past have been piecemeal and address the few rather than the entire industry. This left dual regulatory approaches aimed at similar players.&nbsp;
Read also: <a href="https://nepalitimes.com/opinion/killing-investment-in-nepal-in-10-easy-steps">Killing investment in Nepal in 10 easy steps</a>, Dibesh Karmacharya
This time, unlike in the past two Summits, the government seems to be committed to amending 9 Acts, a positive step towards showing commitment to change. However, the deadline to do so during the winter session of Parliament is over. The option mooted has been to have it passed through ordinance, a lesser appealing step; albeit, a positive one moving forward.&nbsp;
To attract FDI in a competitive global market means that Nepal has to demonstrate that it is serious about bringing in investments with a more consultative and collaborative approach with investors. A departure from procedural to a result-oriented focus is needed.&nbsp;
To put issues in perspective, Nepal needs US$20 billion in investments to meet the UN’s Sustainable Development Goals (SDG) targets by 2030. If net-zero decarbonisation targets are to be met by 2045, another US$7 billion will be required annually.&nbsp;
Looking at our investment history and poor government capital expenditure, the gap is long and wide. In fiscal year 2022-23 Nepal booked a lamentable ~$59 million in FDI (equity). Nepal is in fact the lowest market in South Asia for FDI with 0.3% of the regional average.&nbsp;
What is it that we can do to fill the gap?&nbsp;
First, we need to move away from the notion that Nepal only needs large investments. This has proven to be a mistake, and time series data have proven that smaller investments, in aggregate, make a larger impact on economies.&nbsp;
Read also: <a href="https://nepalitimes.com/news/poor-cash-rich-nepal">Poor cash-rich Nepal</a>, Sonia Awale
We talk about an ‘enabling environment’ but without the right tools. We place restrictions on interest on debt ceiling (SOFR +5.5), without risk premium adjustments, we do not have an active secondary market for bond trading, nor do we have a yield curve, an integral part of the bond market, which is inhibiting us from tapping into the trillion dollar green bond market.&nbsp;
In order to attract green financing, Nepal needs to develop its bond market. Sovereign risk rating has been mooted and was expected to be operationalised before the Investment Summit.&nbsp;
However, to be rated in an adverse economic environment could further deteriorate investment potential due to a lesser-than-expected rating.&nbsp;
Hedging is another instrument that needs further research on. A commercial bank last year showcased the first risk-hedging mechanism for an investment of $8 million. This can be the beginning to expand on its modality. &nbsp;
Subordinated debt instruments have been introduced, but on a special nod basis, this now needs to be institutionalised as it is the most applicable form of investment after equity in a market that has volatile forex reserves.&nbsp;
Read also: <a href="https://nepalitimes.com/editorial/invest-in-investment">Invest in investment</a>, Nepali Times
Viability Gap Funding has been introduced by multilateral development agencies implemented in solar installations. It is a tool to incentivise the private sector to invest in projects that are not financially lucrative initially, but have potential for profitability in the long run. This needs to be scaled up and replicated in sectors like infrastructure, where returns may not be immediate.
Moving forward, to attract FDI, Nepal needs to tap into the funds that are available for the growth of small and medium enterprises (SMEs) and climate change. Alternative investments such as Private Equity Venture Capital (PEVC) have been around in a structured manner in Nepal for nearly a decade now.
These funds have blended finance components and have attracted climate funding as well. PEVC is a new asset class and can address the issues of penetrating into SME financing by incorporating environment, social and governance issues into their investment process.&nbsp;
SMEs are the backbone of any economy, PEVC comes with the ability not only to scale up the enterprise with risk capital, but with the ability to bring technical knowhow to enhance not only the enterprise but also the entrepreneur.&nbsp;
Read also: <a href="https://nepalitimes.com/opinion/success-in-nepal-means-not-having-to-work">Success in Nepal means not having to work</a>, Anil Chitrakar
A differentiator from all other forms of financing available till date in Nepal. Blended finance is a way of de-risking investments, especially in frontier markets. Business Oxygen (BO2) is an example of blended finance with subordinated debt investments of IFC (World Bank Group) taking the lead and Climate Investment Funds along with FCDO as co-investors.&nbsp;
On a larger scale, the 216MW Upper Trisuli 1 is another example of blended finance with IFC, a Korean consortium and local investments. So far, we see that development finance Institutions have been taking the lead in Nepal as their risk appetite is greater than commercial investors and they are eager to help develop the financial markets.&nbsp;
In order to be sustainable, we need to step on this and attract commercial capital from all over the world. To do this there has to be political will to make that pivot.&nbsp;
Instead of being a means to an end, the two previous Investment Summits turned out to be intermittent and cosmetic, providing hardly any results. The third one’s success will depend on how the event will be implemented as a platform for continuous marketing for the country and facilitation for investors in future.&nbsp;
Nepal has outdone many countries in its macro-economic indicators, with sound forex reserves and a stellar history of debt payments to its creditors. This story needs to be propagated along with the drive for change to attract potential investors.
Read also: <a href="https://nepalitimes.com/opinion/comment/alternative-investments-to-attract-fdi">Alternative investments to attract FDI</a>, Siddhant Raj Pandey

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