<img width="640" height="481" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022111016110/636d12869c7e80680e0a98dcjpeg.jpg" alt=""/>Youth climate activist Greta Thunberg calls COP26 in Glasgow the ‘Global North Greenwashing Festival.’ But it is also developing countries like Nepal that are using the occasion to make wild promises they are not serious about.
As a country that has taken a lead in championing the mountain agenda at climate summits, <a href="https://uk.nepalembassy.gov.np/statement-by-the-rt-hon-prime-minister-sher-bahadur-deuba-at-the-world-leaders-summit-during-the-26th-conference-of-parties-cop-26/" target="_blank" rel="noopener noreferrer">Nepal</a> put forth three targets this week:
<ul><li>Remain 'cumulatively net zero carbon’ from 2022-2045' and become carbon negative after that. </li>
<li>Halt deforestation and increase forest cover to 45% by 2030</li>
<li>Ensure all vulnerable people are protected from climate change by 2030</li>
</ul>Individually and collectively, these targets do not mean anything. What is more, the Nepali delegation commended itself as the ‘highest climate ambition country’. Even if that was true, it would be for someone else to say that, not us.
The <a href="https://www.nepalitimes.com/latest/nepal-can-up-forest-cover-to-45-by-2030/" target="_blank" rel="noopener noreferrer">forestry target</a> is more realistic: increasing the current 37% forest cover to 45% in the next nine years is attainable. But how can Nepal justify clearing the last tract of native tropical forest in the eastern Tarai that is a migration corridor for wild elephants by building a white elephant <a href="https://www.nepalitimes.com/banner/does-nepal-need-a-4th-international-airport/" target="_blank" rel="noopener noreferrer">airport at Nijgad</a>?
Read Also <a href="https://www.nepalitimes.com/banner/nepal-must-save-nijgad-forest-to-receive-climate-funds/" target="_blank" rel="noopener noreferrer">Nepal must save Nijgad Forest to receive climate funds</a>, Kashish Das Shrestha
Other infrastructure projects are undermining the success of community forestry, and Nepal is still reluctant in allowing private capital into climate action, and consequently the inclusion of private sector project developers.
Consumption and a throwaway plastic culture is growing in Nepal, recycling is almost non-existent, domestic aviation is flying high, and petroleum import is <a href="https://www.nepalitimes.com/latest/nepal-doubles-its-carbon-footprint/" target="_blank" rel="noopener noreferrer">doubling</a> every few years.  Black carbon deposits from factories, vehicles and cooking are accelerating Himalayan melting and exacerbating a public health crisis from pollution. 
And the third point about Nepal’s claim that it will ensure all vulnerable people are ‘protected from climate change by 2030’ has dumbfounded most experts I have spoken to. How exactly are we going to protect them in the next nine years, from what? And what is the criteria by which we can judge that they have been ‘protected’?   
A footnote in Nepal’s press statement in Glasgow is that these targets are conditional upon financial support and Nepal’s goal to raise Rs250 billion. Oops. Given Nepal’s history of unwillingness to allow the flow of private capital into climate projects, this is very unlikely.
As COP26 host, the UK has gone into overdrive with media hype about the successes: the Global Methane Pledge, Glasgow Leaders’ Declaration on Forest and Land Use.
Every day brings forth a new declaration. Countries are picking up on this convenient way to make pledges they know they will not have to fulfill on reducing carbon emissions.  From Saudi Arabia to Israel, India to China, ‘net-zero’ has become the next big thing. 
Read Also <a href="https://www.nepalitimes.com/latest/net-zero-is-not-zero/" target="_blank" rel="noopener noreferrer">Net Zero is not zero</a>, Maureen Santos and Linda Schneider
As a youth environmentalist, I am appalled by <a href="https://www.nepalitimes.com/banner/blueprint-for-a-net-zero-nepal/" target="_blank" rel="noopener noreferrer">empty and reckless promises</a> being made at this make-or-break conference -- our last chance to save the planet from heating that will lead to societal upheaval, mass extinction, overflowing oceans and other calamities. 
While some see these commitments as a welcome sign that leaders are committed to transitioning to a carbon neutral world and implementing the Paris Agreement, the reality is different.
We need to phase out all fossil fuels by 2030 if we are to cap global temperature rise to 1.5. But national emission reduction ambitions do not reflect this. The fossil fuel lobby is prominently present in Glasgow, and national delegates have turned net-zero into political sloganeering, while ignoring the roadmap on net-zero put forth by the International Energy Agency. 
Climate change is a political agenda, but it is also a technical one. Ensuring a just and affordable transition to net-zero requires a global overhaul of the energy system while adopting a cross-sectional and integrated approach to addressing poverty. 
Sadly, COP26 presidency seems to have forgotten or completely ignored this. The newfound energy in enhancing climate ambition has dwarfed the real agenda of climate negotiations. Britain, as the cradle of the industrial revolution, has made dramatic national cutbacks, and wants desperately for Glasgow to deliver meaningful and realistic targets.
Read Also <a href="https://www.nepalitimes.com/banner/climate-change-is-a-disaster-in-the-nepal-himalaya/" target="_blank" rel="noopener noreferrer">Climate change is a disaster in Nepal Himalaya</a>, Sonam Choekyi Lama
But negotiations on Article 6 are still contested and it seems unlikely that the Paris Rulebook will be adopted. Coal financing continues, negotiations on public climate finance and the $100bn target has not materialised.
Civil society plays a crucial role in ensuring climate action, ambition, and accountability. But twisting the truth about Nepal, and creating illusions is detrimental to action on climate that we must start taking. Inviting civil society to Glasgow and pretending to listen to them is a scam.
It is working: climate activists on Facebook are lauding the COP Presidency for helping Nepal make a bold pledge on an ambitious sets of targets. And when there is so much doom and gloom, even critics do not seem to want to speak against this ray of hope. 
This is not a COP to feel good about yourselves. It is not a COP to pawn our youth climate activists in <a href="https://www.nepalitimes.com/latest/think-globally-in-glasgow-and-act-locally/" target="_blank" rel="noopener noreferrer">Glasgow</a> to create the illusion of inclusion. It is not a COP for industrialised countries to now pin the blame for the climate crisis on the developing world, without putting their money where their mouths are.  
The hearts of the delegates in Glasgow may be in the right place, but their actions are not. This is not your COP. It is my future, so stop messing with it.
Read Also
<a href="https://www.nepalitimes.com/opinion/back-to-glasgow-where-it-all-began/" target="_blank" rel="noopener noreferrer">Back to Glasgow where it all began,</a> Ajaya Dixit

original

674x448

610x380

500x500

400x266

400x240

400x203

301x200

1250x600

1084x550

Nepal’s greenwashing in Glasgow

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110141156/636d03419c7e80680e0a36c1jpeg.jpg" alt="" width="1400" height="1190"/><figcaption>Illustration: DIWAKAR CHETTRI</figcaption></figure>In 1763, Scottish inventor James Watt was given a steam engine to repair. Developed by Thomas Newcomen, it would turn water into steam to run a water pump. The Newcomen pump used the same chamber for heating and cooling steam, and was slow and consumed lots of coal. It was expensive.Dagogo Altraid in his book New Thinking: From Einstein to Artificial Intelligence, the Science and Technology That Transformed Our World tells us that Mr Watt conceptualised an improvement during a Sunday afternoon walk in Glasgow. He proposed a separate chamber that would condense the steam. It would improve efficiency and reduce cost.Subsequently his steam-run piston connected to levers and cogs would move wheels in locomotives, ships and textile factories. James Watt took a walk, and the world changed forever -- the first industrial revolution was set in motion.About eighty years later the mass extraction, processing and commercial use of petroleum to fuel these engines began in the United States. The second industrial revolution was on its way. The availability of petroleum products helped develop the internal combustion engine, improving mobility on a far greater scale than steam power – later revolutionising the use of automobiles, ships and aircraft.Energy generated from coal, petroleum, diesel and gas thus industrialised the West, and became the prime mover of its socio-economic system, and subsequently spread to every country in the world which followed the same development path.Human beings had unprecedented mobility, the world achieved progress, but use of fossil fuels over the next two centuries and half accumulated carbon dioxide in the atmosphere increasing its concentration from less than 300 parts per million (ppm) in the pre-industrial era to 418 ppm today. This and other greenhouse gases trapped more heat and amplified anthropogenic climate change.In the early 19th century scientists were already examining the relation between the sun, earth and atmosphere. French physicist Joseph Fournier in the 1820s postulated that the Earth's atmosphere might face a ‘greenhouse effect’. British physicist John Tyndal later explored this idea further, and in 1859 demonstrated that a greenhouse effect would trap the sun’s reflected radiation in the earth’s atmosphere – increasing the average surface temperature of the planet.The First World Climate Conference organised by the World Meteorological Organisation in 1979 had formally identified increased atmospheric concentrations of greenhouse gases as the leading cause of global warming. The <a href="https://www.nepalitimes.com/banner/un-climate-report-declares-planetary-emergency/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/banner/un-climate-report-declares-planetary-emergency/&amp;source=gmail&amp;ust=1632793832912000&amp;usg=AFQjCNG5KO1XmWfvCd3JQIreEIvlrvl09w">Intergovernmental Panel on Climate Change (IPCC)</a> established in 1988 to study climate change and its impact has been warning for the past three decades that a hotter planet posed a threat to humans and other life forms.It has been known for decades that a warming earth will disturb the water cycle resulting in frequent heavy precipitation, floods, and drought, cyclonic storms, and coastal inundation. Heat waves and forest fires would be more devastating. In fact, the IPCC’s Assessment Report 6 (AR6) issued in August 2021 reported that from 2011-2020 the global surface temperature was already ~1.1oC higher than the baseline of 1850-1900.The Paris Accord of 2015 aimed to limit average temperature rise from 1.5 to 2 oC  warmer compared to pre-industrial levels to minimise the risk of <a href="http://archive.nepalitimes.com/article/editorial/climate-climax,3651" data-saferedirecturl="https://www.google.com/url?q=http://archive.nepalitimes.com/article/editorial/climate-climax,3651&amp;source=gmail&amp;ust=1632793832912000&amp;usg=AFQjCNGg1f7MjDygQNSsOoABK_DhRH9UBw">a planetary climate disaster</a>. Member countries agreed to work on Nationally Determined Contributions (NDCs) that would set their own targets for reducing greenhouse gas emissions by cutting coal and petroleum use.Even these pledges will not meet the 1.5 to 2oC Paris target, warned the United Nations Framework Convention on Climate Change (UNFCCC) in a synthesis report on NDCs. In fact, at the current rate of emission reduction, global average temperature is unlikely to be limited to 2oC increase by 2050. The report warned that national emission reductions pledged in the NDCs should increase by an additional 80% if the target is to be met.If the current level of emission continues, by 2100 the world will be at least 2.7oC warmer. Earlier, the IPCC had predicted that the 1.5o C threshold would actually be exceeded in 2040. Sadly, institutional barriers, path dependencies, lack of actions, and denying of climate change science in developed countries act as barriers to faster decarbonisation.For Nepal, as elsewhere in the world, the loss and damage from the climate emergency is already a part of daily life. <a href="https://www.nepalitimes.com/banner/first-drought-then-downpour/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/banner/first-drought-then-downpour/&amp;source=gmail&amp;ust=1632793832912000&amp;usg=AFQjCNFpzE9obZKPOn8iozib-zgjtAvfKA">Droughts</a> leading to unprecedented <a href="https://www.nepalitimes.com/banner/wildfires-ravage-nepal-mountains/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/banner/wildfires-ravage-nepal-mountains/&amp;source=gmail&amp;ust=1632793832912000&amp;usg=AFQjCNFAZV0Kauf850haiih8DYv_r_QDxQ">wildfires</a>, record-breaking rainfall, <a href="https://www.nepalitimes.com/banner/disasters-in-nepal-come-in-waves/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/banner/disasters-in-nepal-come-in-waves/&amp;source=gmail&amp;ust=1632793832912000&amp;usg=AFQjCNG1DVkUqSSJ15kG7LZ_omJrvp0M0Q">extreme weather events</a>, <a href="https://www.nepalitimes.com/banner/on-thin-ice-in-the-khumbu/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/banner/on-thin-ice-in-the-khumbu/&amp;source=gmail&amp;ust=1632793832912000&amp;usg=AFQjCNGFcAtH18vGuvAx8RPbhAWSOV431Q">receding snowlines</a>, shrinking glaciers, and <a href="https://www.nepalitimes.com/opinion/nepals-silent-emergency-springs-going-dry/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/opinion/nepals-silent-emergency-springs-going-dry/&amp;source=gmail&amp;ust=1632793832912000&amp;usg=AFQjCNFsextCf2VRpjOw-ROgboe7cUZvKg">springs going dry.</a> In Glasgow, world leaders have to commit to drastic reductions in greenhouse gas emissions, and pledge help to countries like Nepal to cope with the climate crisis.It is indeed symbolic that the UN’ Climate Change summit (called COP26) in November is being held in Glasgow, the same city where James Watt took a walk during which he came up with the idea that made more efficient coal fired steam engine 258 years ago. Perhaps world leaders should also take a walk while in Glasgow to come up with an urgent plan to undo the planetary crisis unleashed by Watt’s steam engine. Time has run out.<a href="https://www.nepalitimes.com/opinion/nepals-silent-emergency-springs-going-dry/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/opinion/nepals-silent-emergency-springs-going-dry/&amp;source=gmail&amp;ust=1632793832912000&amp;usg=AFQjCNFsextCf2VRpjOw-ROgboe7cUZvKg">Ajaya Dixit</a> is Senior Advisor of Kathmandu based ISET-Nepal. He contributes this regular commentary Climate for Change in Nepali Times.

Ajaya Dixit

Back to Glasgow, where it all began

At 6 feet and one inch, Hira Bahadur Ghalan was exceptionally tall for a Nepali. In 1936, when people came to his Tamang village near Tistung looking for porters, they recruited him on the spot. This was no ordinary job, Hira Bahadur would lead gangs of 30 or more porters to carry cars bought by Rana rulers from Bhimphedi to Kathmandu.&nbsp; Those were the days when the only motorable roads in Nepal were in Kathmandu, but the capital was not connected to anywhere else by road. So, before cars could carry people, people had to carry cars. More Nepalis had carried cars than ridden in one. The porters were paid Rs5 for the job, and sometimes the Rana owners gave Hira Bahadur a Rs25 baksheesh. One of the cars his community helped carry was a 1939 Daimler Benz gifted by Adolf Hitler to King Tribhuvan to woo Nepal away from the British. The rusted dusty vehicle is now in the Narayanhiti Palace Museum.&nbsp; Hira Bahadur hauled cars for 25 years until his knees gave way, he died at age 90 eight years ago — the last surviving car porters of Nepal from Chitlang Valley.&nbsp; Hira Bahadur Ghalan had three sons and three daughters, one of them is Maila Kaji Lama, who at age 68, is a chauffeur in Kathmandu. His son, Manjil Lama is a pilot with Summit Air, flying to remote Himalayan airstrips. Three generations of one family worked in professions that followed a century of transportation history in Nepal. &nbsp; After the <a href="https://nepalitimes.com/multimedia/the-long-and-winding-road-to-india">Tribhuvan Rajpath was finished in 1957</a> and the ropeway upgraded, Hira Bahadur was out of a job. He tilled the family farm, watching trucks and buses headed to and from Kathmandu on the hairpins.&nbsp; As a child, Maila Kaji was fascinated by cars and wished one day to be able to drive one. After he failed Grade 8, he came to Kathmandu in 1975 and got a Rs20/month job at a petrol station in Maiti Devi. “I watched King Birendra’s coronation and was impressed by the glamour of Kathmandu, and decided to stay here,” Maila Kaji says.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041816040_a1a41e47dec8500727702f700e43af625f059043cbcd283f13b247344b3a20aa.png" data-media-id="editor_1" data-image-id="2026041816040_a1a41e47dec8500727702f700e43af625f059043cbcd283f13b247344b3a20aa" data-rendition-name="original" width="1974" height="1608" loading="lazy" alt="car carriers"> <figcaption>Maila Kaji</figcaption> </figure>  Former minister Ramesh Nath Pandey used to bring his Volkswagen Beetle to the station, and Maila Kaji started taking care of his car. Later, he drove a Russian Jeep for former minister and geographer Harka Gurung. Along the way, he fell in love with the daughter of a Brahmin colleague, and married her. “My father back in Tistung did not approve of our inter-ethnic marriage, and not speak to me for five years,” Maila Kaji recalls. Manjil Lama grew up in Kathmandu, and did well in science in school. He had wanted to go the US to become a pilot like his friends, but was denied a visa.&nbsp; “The visa officer told him I did not earn enough,” says Maila Kaji, “so I sold some property and sent Manjil to flying school in the Philippines.”  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041816040_e9091162840baa6d182de2d7cc6f09e43ec9cfd9a9b6e71e7e7b14bc72da3537.png" data-media-id="editor_2" data-image-id="2026041816040_e9091162840baa6d182de2d7cc6f09e43ec9cfd9a9b6e71e7e7b14bc72da3537" data-rendition-name="original" width="1434" height="1754" loading="lazy" alt="car carriers"> <figcaption>Manjil Lama</figcaption> </figure>  After returning to Nepal, Manjil Lama now flies Let 410s of Summit Air to difficult air strips like Lukla and Simkot, and has logged over 2,000 hours. He has to go to the Czech Republic regularly for simulator training. Says Maila Kaji Lama: “My father worked hard carrying cars to raise us, I started from scratch to become a driver to support my family, and my son is now a pilot with experience in flying in the world’s toughest terrain.” &nbsp; Watch <a href="https://www.youtube.com/watch?v=lvT3iTi8yw4" target="_blank">video clip from S Dillon Ripley here</a>.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260419020448_40f8b1bdaace08106ca5c24819b6e7a34fb2109a9a3ec5c6ac179b3309e686ed.png" data-media-id="editor_4" data-image-id="20260419020448_40f8b1bdaace08106ca5c24819b6e7a34fb2109a9a3ec5c6ac179b3309e686ed" data-rendition-name="original" width="900" height="1582" loading="lazy" alt="car carriers"> </figure>

Grandfather carried cars, son drives cars, grandson flies planes

Nepalis are insured but not covered

Only 70 years ago, Kathmandu was the isolated capital of a country that had no modern surface transport link with the rest of the world.&nbsp; The idea of building a road to connect Nepal with India actually first came up during the last years of the Rana regime, after the British had left India. Construction actually began in 1952, and the serpentine route took five years to complete.&nbsp; Named Tribhuvan Rajpath, after the reigning king who initiated it, the alignment was from Thankot (1,301 m) at the western edge of the Kathmandu Valley to Nagdunga, Naubise, Tistung, Palung, Daman, Sim Bhanjyang (2,504m), Lamidanda, and Bhainse.&nbsp; At Bhainse, the highway joined the existing road to Bhimphedi and it was another 31km to Hetauda and Amlekhganj. There was a railway line between Amlekhganj and Birganj.&nbsp; After regular bus and truck service from Raxaul to Kathmandu began in 1961, the entire road popularly became known as the Tribhuvan Rajpath.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_a11b48a75c7877a0f68634f8be07d26a3f354e78ebd9adddc7d17252fddf1d1b.jpg" data-media-id="editor_0" data-image-id="2026041610044_a11b48a75c7877a0f68634f8be07d26a3f354e78ebd9adddc7d17252fddf1d1b" data-rendition-name="original" width="4608" height="3072" loading="lazy" alt="Highways NT"> <figcaption>The village of Chitlang on the main route to Kathmandu before the Rajpath was built. In the distance is the Chandragiri ridge above Thankot. Photo: DAN EDWARDS</figcaption> </figure>  <h2>Chronology&nbsp;</h2> (Based on US State Department cables and media reports) November 1945: Gen Bahadur SJB Rana asked an American official if a road could be constructed from the Indian border to Kathmandu. Nepal wanted such a road built across the mountains after first constructing an East-West artery road in the Tarai, and the government was interested in purchasing US surplus war equipment. Gen Rana inquired if there were US firms who could conduct a survey. April 1947: The Nepal government told a US official it was important to upgrade the 20-mile trail from Bhimphedi over the mountains to the Kathmandu Valley into an all-weather road and sought an estimate from the US for doing so. May 1948: Bijaya SJB Rana informed a US official that a survey for a one-lane motor road between Kathmandu and the Tarai had been completed. The road was to follow the Bagmati River to Makwanpur, then connect at Bhimphedi with the road to Amlekhgunj. The road from Tripureswor to Bhainse along the Bagmati River and via Bhimphedi would have been about 60km. (The distance from Kathmandu on the Tribhuvan Rajpath is 122 km.)  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_bb531baf5d73e00d2032814ac8abb86979a87d781abc066fcb984997aad930e6.jpg" data-media-id="editor_1" data-image-id="2026041610044_bb531baf5d73e00d2032814ac8abb86979a87d781abc066fcb984997aad930e6" data-rendition-name="original" width="4608" height="3072" loading="lazy" alt="Highways NT"> <figcaption>The road climbing the hills toward its destination of Kathmandu. Photo: DAN EDWARDS</figcaption> </figure>  July 1948: The government decided to go ahead and build a motorable road from Amlekhganj to Thankot and complete it in two years. December 1948: Construction of the motor road from Kathmandu to Amlekhgunj via the Bagmati River corridor was started. April 1949: Gen Singha SJB Rana told a US official that the motor road from Kathmandu to the Tarai and the Indo-Nepal border would be completed by the spring of 1950. February 1950: Nepal sanctioned Rs300,000 to make the 6-foot-wide road from Kathmandu along the Bagmati River to Hetauda. Of this, Rs100,000 was allocated for road-building material and machinery. Subsequently, the road would be developed into a broader motorable road at a cost of Rs7.5 million. February 1952: Nepal’s budget speech noted that a plan was underway for a road between Bhainse and Kathmandu. PM Matrika Prasad Koirala laid a foundation stone near Teku for construction of the ‘Kathmandu Hetauda Roadway’.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_e66d3b81848ec19da48be8b41cacfa8b8e2bad093719b39eda27755c9616ea9a.jpg" data-media-id="editor_2" data-image-id="2026041610044_e66d3b81848ec19da48be8b41cacfa8b8e2bad093719b39eda27755c9616ea9a" data-rendition-name="original" width="4608" height="3072" loading="lazy" alt="Highways NT"> <figcaption>Rajpath winding its way north of Bhainse. Photo: DAN EDWARDS</figcaption> </figure>  February 1952: A party of Indian engineers came to Nepal to determine the best route for a road from Raxaul to Kathmandu. March 1952: Prime Minister Jawaharlal Nehru told Parliament: “So far as India’s security is concerned, we consider the Himalayan mountains as our border.” Ministry of External Affairs official (S.N. Hakar) told a US official that the Indian government was willing to proceed with constructing the Raxaul-Kathmandu road and had sent a survey party to determine the most suitable mountain route. May 1952: Swiss experts had made surveys for a proposed new road between Bhimphedi and Thankot. Nepal government requested financial help to build the road, and India was considering the project.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_35e390c1a4812f45af7892d681230e04c63727d9006b6614ed79aaa7c22c1ece.jpg" data-media-id="editor_3" data-image-id="2026041610044_35e390c1a4812f45af7892d681230e04c63727d9006b6614ed79aaa7c22c1ece" data-rendition-name="original" width="4608" height="3072" loading="lazy" alt="Highways NT"> <figcaption>With a constant stream of trucks, buses and jeeps, the narrow Rajpath once was Nepal's busiest highway. Photo: DAN EDWARDS</figcaption> </figure>  Summer 1952: Work on a new road was at a standstill, so Nepal asked India for assistance. Indian engineers surveyed two routes: one following the Bagmati River, the other road through Daman that was later adopted. July 1952: Nepal’s Ministry of Planning decided to construct a road between Kathmandu and Raxaul, awaiting Cabinet approval soon. Prime Minister Matrika Koirala said the proposed road was longer than necessary, but it was a better route ‘for strategic reasons’, because it did not require many bridges. August 1952: King Tribhuvan said road construction from Kathmandu to Bhimphedi would “begin soon”. September 1952: An Indian Military Team began construction of the Kathmandu-Bhainse road without a formal agreement being signed with the Nepal government.&nbsp; February 1953: The Indian Ambassador said the road would be hard surfaced within a year. September 1953: Prime Minister Matrika Koirala inspected the completion of a ‘jeepable track’. December 1953: The road was named ‘Tribhuvan Rajpath’. April 1954: Reports circulated that Swiss engineers criticised the alignment, arguing it would have been easier, faster, and cheaper to build over the existing foot trail between Bhimphedi and Thankot through Kulekhani. July 1954: Heavy monsoon rain damaged much of the roadway that had been built.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_b5b2a1833f1366e532f1629f47c124d877df7b6f8a34b6c83f6c21ec3e4415dd.jpg" data-media-id="editor_4" data-image-id="2026041610044_b5b2a1833f1366e532f1629f47c124d877df7b6f8a34b6c83f6c21ec3e4415dd" data-rendition-name="original" width="855" height="1123" loading="lazy" alt="Highways NT"> <figcaption>Crown Prince Mahendra inspecting construction progress on the Tribhuvan Rajpath in October 1954. Photo: ROYAL PALACE</figcaption> </figure>  November 1954: The Indian ambassador said flood damage was so great that the road would be delayed by two years. May 1955: Twenty military trucks brought rice from Amlekhganj to Kathmandu on the Tribhuvan Rajpath. King Tribhuvan died in Zurich. December 1956: A gravel road was completed, with trucks and buses plying between Amlekhganj and Kathmandu. December 1956: Nepal government abolished regulations that required Nepali nationals to carry permits for travel within Nepal, except for women below the age of 45. 1957: Reduction in price of goods carried to Kathmandu by truck: Sugar, Rs0.13 per kg. Wheat flour Rs0.13 per kg. Kerosene Rs0.25 per litre. February 1957: An article in The Motherland newspaper in Kathmandu noted urgent action was needed to avoid Kathmandu being cut off from the Tarai during the monsoon. The correspondent wrote, ‘In a recent journey from Amlekhganj I found that almost all the bridges are in a very bad state…Now, because of the dry rivers the scores of vehicles that ply the road cross the rivers on the water level. But during monsoons… these rivers will be impossible to cross without bridges. On the road itself, landslides and big holes have made the journey a great undertaking.” April 1957: The first regular passenger bus left Amlekhganj at 12:30PM and arrived in Kathmandu completing a journey of 14 hours.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_60807e067f2d0b80bdc5e59860e9bc240b495ef606efc9301ef54ea5731d42df.jpg" data-media-id="editor_5" data-image-id="2026041610044_60807e067f2d0b80bdc5e59860e9bc240b495ef606efc9301ef54ea5731d42df" data-rendition-name="original" width="5211" height="4000" loading="lazy" alt="Highways NT"> <figcaption>Daman, one of the highest points on the Rajpath, often saw snow in winter. Photo: DAN EDWARDS</figcaption> </figure>   <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_baac4747267c751ab7b0e5ef24697fb5001c4c55e04a82d92c89282bd01a325c.jpg" data-media-id="editor_6" data-image-id="2026041610044_baac4747267c751ab7b0e5ef24697fb5001c4c55e04a82d92c89282bd01a325c" data-rendition-name="original" width="648" height="960" loading="lazy" alt="Highways NT"> <figcaption>Travelers could view the Himalayas from a view tower at Daman. Photo: DAN EDWARDS</figcaption> </figure>  June 1957: Eight thousand Nepali workers and about 500 Indian Army personnel were at work on the road.&nbsp; 30 June 1957: India officially handed the road over to Nepal. India had spent INR32.5 million on the project.&nbsp; January 1958: The road from Amlekhganj to Bhainse was upgraded. July 1961: The gravel road from Raxaul to Birganj was blacktopped. Trucks began transporting goods from Raxaul directly to Kathmandu, avoiding the need for transshipment from train to truck in Amlekhganj, or use the ropeway from Bhimphedi. 1961: Passengers could travel from Raxaul to Kathmandu in a day, whereas it took a week by train to Amlekhganj, bus to Bhimphedi and then on foot. September 1962: Nepal’s 3-Year Plan aimed at broadening and black-topping the road between Bhainse and Raxaul, bypassing the Chure tunnel, and constructing several bridges along the route. 1963: Travelers going to Kathmandu by land: Road, 158,000, Nepal Government Railway, 66,500. Railway passenger service ended in June 1965.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_2a95eb144dad74271a0fa3a27fab6b45bbab0a1c4be59d21120ad14c08e258fd.jpg" data-media-id="editor_7" data-image-id="2026041610044_2a95eb144dad74271a0fa3a27fab6b45bbab0a1c4be59d21120ad14c08e258fd" data-rendition-name="original" width="2048" height="1344" loading="lazy" alt="Highways NT"> <figcaption>A bus providing ‘deluxe service’ in 1963 is ready to leave Amlekhganj for Kathmandu. Note the railway tracks of the Nepal Government Railway. Photo: RON ELLIOTT</figcaption> </figure>   <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_d02013692e84d6add7a6e0ce66c2b552cd53bb084db2aa8df0593bbcf84c2c04.jpg" data-media-id="editor_8" data-image-id="2026041610044_d02013692e84d6add7a6e0ce66c2b552cd53bb084db2aa8df0593bbcf84c2c04" data-rendition-name="original" width="2048" height="1352" loading="lazy" alt="Highways NT"> <figcaption>Vehicles found it difficult to pass on many parts of the Rajpath in 1963. Photo: RON ELLIOTT</figcaption> </figure>  1965: Tribhuvan Highway was considered a useful addition to Nepal’s economic infrastructure, but it could not act as a prime mover in the nation’s economic development. It did play a major role in the 1960s in transporting material and equipment needed to implement development projects in the Kathmandu Valley. September 1966: Nepal took over maintenance of the Tribhuvan Rajpath from the Indian Aid Mission.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_5488ba1e92f6395ff882392ccbaef2270622632682eccb412d8de7b128f6f397.jpg" data-media-id="editor_9" data-image-id="2026041610044_5488ba1e92f6395ff882392ccbaef2270622632682eccb412d8de7b128f6f397" data-rendition-name="original" width="1764" height="1184" loading="lazy" alt="Highways NT"> <figcaption>Trees still lined the Rajpath near Thankot in 1967. Photo: DAN EDWARDS</figcaption> </figure>  1971: A UN-Nepal study said the best alignment for an alternative road was from Kathmandu, Pharping, Kulekhani, Bhimphedi to Bhainse. 1975: Nepal's Department of Roads’ engineer concluded: ‘The Tribhuvan Rajpath has been built without design speed consideration… The pavement was not constructed to any designed standard… irrespective of quality of material, and later the road was black topped without consideration of traffic intensity and load-bearing capacity of sub-base… utilisation of low-quality material in the Bhainse-Thankot section… Quality control was neither maintained in Bhainse-Thankot nor the Bhainse-Raxaul section. Local materials were used irrespective of their quality to complete the work in the earliest possible time and in the cheapest possible manner. Brick work was done in negligible quantity. Cement used was ordinary portland cement…’ &nbsp;&nbsp;&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_26c74f45991efb3dc29d616e8acafb3163661ae6573c5314538e59c54d5ca0a5.jpg" data-media-id="editor_10" data-image-id="2026041610044_26c74f45991efb3dc29d616e8acafb3163661ae6573c5314538e59c54d5ca0a5" data-rendition-name="original" width="2368" height="1365" loading="lazy" alt="Highways NT"> <figcaption>Bhainse in 2017. The road divided here, one going to Bhimphedi on the right, the main road proceeding to Kathmandu on the left. Photo: DAN EDWARDS</figcaption> </figure>   <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260416100416_4d9321abf4d912796842fe963a493501e1aceff462300ecdd9bd5e0b8ba7f294.jpg" data-media-id="editor_11" data-image-id="20260416100416_4d9321abf4d912796842fe963a493501e1aceff462300ecdd9bd5e0b8ba7f294" data-rendition-name="original" width="649" height="1667" loading="lazy" alt="Highway info NT"> </figure>  Even 70 years after it was built, there is still speculation about India's security concerns vis-a-vis China, and how Indian Army engineers purposely made the road longer than it needed to be over the 2,500 Sim Bhanjyang pass instead of following the river route.&nbsp; There is also some evidence that although the Rana regime had first requested the US for help with the highway, Nehru did not want the Americans involved in Nepal. Which is why the Tribhuvan Highway became an Indian military project.&nbsp; There was similar concern from India about the Kodari Highway linking Kathmandu to China, and King Mahednra is famously supposed to have said: "Communism will not come here in a taxi."&nbsp; Geopolitics still affects Nepal's strategic highways. After decades, links to China are still rough and often blocked. Kathmandu-Tarai Fast Track is delayed by years, and not expected to be completed during this decade. Trucks and buses still bypass the Tribuvan Highway with a 200km detour via Mugling because the other alternative routes like the Tika Bhairav or Chhaimale routes are not suitable for heavy vehicles.&nbsp; The shortcut through Chitlang that the Swiss proposed in the 1950s is still too difficult. And a 25km section of the Japanese-built BP Highway to the eastern Tarai has been knocked out by the 202 flood. Dan Edwards was a Peace Corps volunteer in 1966 and is the author of several books on Nepal. This is the fourth instalment in a new limited series in Nepali Times on the historic transportation infrastructures of Nepal.

The long and winding road to India

The series Nepal Made profiles Nepali products and the people who make them possible. Named after the mythical bird-like creature, GarudX is Nepal’s first precision manufacturer of UAV platforms. They offer a wide range of drone products and services. Last month, GarudX won first place at the US-Nepal Startup Weekend Challenge, a three-day accelerator-style program that gathered 25 of Nepal’s most promising early-stage companies. These include custom drones, cinematography, virtual tours, first-person-view (FPV), drone racing, 3D reconstruction, ground control software, and drone light shows. “I think they liked that we pitched the company as a Drone Enterprise System, as a company providing large-scale, integrated drone services,” says Dipawoli Malla, an AI software engineer with GarudX. The company sees a lot of potential in AI-based aerial computer vision, which is already used for infrastructure planning and land surveys, and could be vital in tracking wildlife poachers and assisting search and rescue during disasters. “Our vision for the company has always been to be the one stop solution for every drone problem,” says GarudX CEO Avash Thapa, who also oversees video production. Drones have gained high profile in the past five years due to their widespread adoption in war. While they do work with the Nepali army, GarudX wants to focus on the idea of drone for good. For Nepal, the potential is great for civilian applications especially because of the country’s terrain. Past efforts have been experimental, like a project to deliver tuberculosis treatment in Piuthan in 2019, and for wildlife censuses in Chitwan. Journalists now regularly use drone footage to get a bird’s-eye view for investigative stories on illegal sand-mining or delays in infrastructure projects. Drones were vital during the GenZ protests last September, in which aerial videos provided clues about what actually happened when the crowd surged towards Parliament. They also captured the dramatic aftermath of the destruction of government buildings featured in this paper. “A lot of people do not know or appreciate that drones are also made in Nepal,” notes Malla. “We export a lot of technology as software. It is a big achievement that we can also export hardware.” GarudX was informally started and active on social media since 2018, and officially registered as GarudX Multipurpose in 2024. Founder and Managing Director Adarsha Raj Bhusal had experience working with robotics and FPV drones when he launched the company, as an engineering group interested in custom-built high-performance aerial robotics. “I design our products,” says Bhusal. “We send designs to China where they are manufactured as individual parts. Costs are low when importing from China. Then we assemble and sell them here. It's a system that works well for us.” Among the UAVs GarudX makes include the Skyreaper, which is a long-range drone with advanced obstacle sensing; the GX8 Pyro which is Nepal’s first cinema-grade cinelifter; and the Aether Zoom which is a 4K UAV camera designed for tactical, industrial, or reconnaissance missions.  <figure><img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260417150440_d9f36b32e0b4d65dedded3e705aa7bf8769fd72417fc53669e77ce7a32f8ccd1.webp" data-media-id="editor_0" data-image-id="20260417150440_d9f36b32e0b4d65dedded3e705aa7bf8769fd72417fc53669e77ce7a32f8ccd1" data-rendition-name="original" width="960" height="1280" loading="lazy" alt="garudx"></figure>  NO CERTIFICATION The main obstacle to GarudX's growth has been the lack of a national certification system. Permits to use drones are convoluted and require applications to various government agencies. “We miss out on so many international projects, for national park footage for example, since there is no way to get our drones registered — even after the army thoroughly checks our craft,” says Adarsha Raj Bhusal. GarudX says it now has the capacity to export its drones overseas at competitive prices, but Nepal does not have a registration system in place. “We can’t legally ship them,” says Avaya Pokharel, Chief Operating Officer who oversees service and repairs. With a new RSP government in place with an ambitious blueprint for digitisation, things could soon change. Relevant bodies are the Home Ministry, the Civil Aviation Authority and the Ministry of Defence because of privacy, aviation safety and national security issues. “There are meetings going on, and there is hope that progress will be made. Of course we want certification to be easy, but it is hard for the government as they have to understand the technology and what is coming in future,” says Bhusal. Legislation could look like a Remote ID system to register every drone. It could also specify pilot verification, placing limitations on what a pilot can do based on their skill level. It could also look at revising drone policies in the capital. Most of Kathmandu Valley is technically a no-fly zone for drones at present because of the concentration of government buildings, army bases and the international airport flight path. To comply with current regulations, GarudX has focused on lightweight FPV drones: small, nimble craft that can be maneuvered at high speed in tight spaces, operated by a pilot wearing immersive goggles. This results in exciting fast-paced footage, particularly useful for clients like Redbull or vehicle companies. “It feels like you are flying,” testifies Bhusal, who has flown FPV for commercials and movies, and ranks way ahead of runner ups in drone races. His work can be seen @adars_fpv on Instagram. The company has built a community of FPV drone racers, and is working with the government to certify it as a sports competition. It holds race events at colleges in Kathmandu and also consults for FPV events in in India.  <figure><img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260417150440_43b27b1b6890e47028c5e780c2ed0147a057f625d9d551221ddbd504dc03a356.png" data-media-id="editor_1" data-image-id="20260417150440_43b27b1b6890e47028c5e780c2ed0147a057f625d9d551221ddbd504dc03a356" data-rendition-name="original" width="923" height="619" loading="lazy" alt="garudx"></figure>  MULTIPURPOSE Drones can be versatile tools, but they are particularly helpful in Nepal and the Himalaya. Powerful drones have been used for the last two years to transport ropes and ladders up Mt Everest to reduce the dangers on the Khumbu Icefall, and to bring trash down. If scaled with many pilots and drones, this could be a complete solution to the Everest trash problem while massively reducing risk to human lives. GarudX has also tested its products in the mountains. A recent blog entry on their website is titled, ‘Flying at 6,120m: What We Learned Testing Drones on Lobuche Peak’. They document the process of using different battery tricks and propellers to see what combination allows for more flight time in the thin, cold air. It is refreshing to see a Nepali company making such progress in a unique industry while also documenting advances.

glasgow-climate-summit

Nepal’s greenwashing in Glasgow

Back to Glasgow, where it all began

Grandfather carried cars, son drives cars, grandson flies planes

Nepalis are insured but not covered

The long and winding road to India

Nepal drone startup takes off