<figure><img width="1198" height="1227" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022111016114/636d13819c7e80680e0a9926jpeg.jpg" alt=""/><figcaption>Photo: BIKRAM RAI/ NEPALI TIMES ARCHIVES</figcaption></figure>Nepal could lose Rs142 billion a year in wasted surplus energy if the <a href="https://www.nepalitimes.com/editorial/just-do-it/" target="_blank" rel="noopener noreferrer">Millennium Challenge Corporation (MCC)</a> project designed to upgrade the electricity grid and highways is not endorsed by Parliament.
Nepal is currently generating 2,000MW of <a href="https://www.nepalitimes.com/editorial/manpower-and-hydropower/" target="_blank" rel="noopener noreferrer">hydroelectricity</a> with an additional 2,500MW under construction. This figure will soar to 7,300MW by 2025 as per Nepal Electricity Authority (NEA) estimates.Presently, Nepal consumes 1,500MW of electricity during the peak season, which is increasing by 20% every year. At this rate, in the next four years, the peak demand will be at 2,600MW, which means there will be an excess of 4,700MW.  
Nepal can export this surplus power to India and there are already agreements in place to facilitate trade between the two countries, but the existing Dhalkebar-Muzaffarpur cross border <a href="https://www.nepalitimes.com/latest/mcc-damned-if-we-do-damned-if-we-dont/" target="_blank" rel="noopener noreferrer">transmission line</a> can only handle 800MW each way. 
“If Nepal is unable to sell excess energy, we will be losing Rs142 billion every year. At a time when we are lagging in infrastructure, we shouldn’t stop the MCC from being approved,” says Dinesh Shrestha, chair of the Federation of Nepalese Chambers of Commerce and Industry (FNCCI).
FNCCI, Confederation of Nepalese Industries (CNI), Nepal Chamber of Commerce, Federation of Contractors’ Associations of Nepal, Independent Energy Producers’ Association and Nepal-US Chamber of Commerce and Industry have submitted a memorandum to Prime Minister Sher Bahadur Deuba urging the government to stop delaying <a href="https://www.nepalitimes.com/latest/missing-links-in-nepals-mcc-debate/" target="_blank" rel="noopener noreferrer">the five-year compact</a> and implement it soon. 
This is the private sector’s second memorandum to the government in a month. The group also states that some 7,000 Nepalis will be employed during the construction phase of the MCC, which also includes the upgrade of arterial highways to facilitate efficient transportation. The FNCCI memo comes just before the arrival in Kathmandu on Wednesday of US Assistant Secretary for South and Central Asian Affairs, Donald Lu during which he is expected to discuss the MCC ratification with Prime Minister Deuba and other party leaders.It is an indication of the importance the US attaches to the project that Deputy Assistant Secretary for South ans Central Asian Affairs Kelly Keiderling also arrives in Kathmandu on Thursday. Deuba met US President Joe Biden at the COP26 Glasgow summit two weeks ago, and revealed that he and Maoist leader Pushpa Kamal Dahal had written jointly to the US government saying the MCC would be ratified. But the project has become such a political hot potato in Nepal that Dahal quickly backtracked, clarifying that he had only said that it needed amendments before being passed. A large chunk of the US-aided $500 million grant project is set aside to build the Kathmandu-Hetauda-Butwal 400KVa transmission line which will distribute electricity from existing and new hydropower plants on the Budi Gandaki, Trisuli, Kali Gandaki, Marsyangdi, Kosi, and Tamakosi corridors, and also connect to a high-capacity line to Gorakhpur so Nepal can sell surplus monsoon electricity to India.  
In fact, in anticipation of the MCC project being completed, the NEA <a href="https://www.nepalitimes.com/latest/india-nepal-sign-power-exchange-deal/" target="_blank" rel="noopener noreferrer">signed an agreement</a> with the state-run Power Grid Corporation of India (POWERGRID) for the Butwal-Gorakhpur cross border transmission line extension two months ago in September, ahead of MCC vice president <a href="https://www.nepalitimes.com/banner/mcc-ball-in-nepals-court/" target="_blank" rel="noopener noreferrer">Fatema Z Sumar's visit to Nepal</a>.
But the MCC, the biggest grant aid Nepal has ever received has become the victim of intense power struggle and political infighting within the country. It was first weaponised to unseat K P Oli and now <a href="https://www.nepalitimes.com/latest/mcc-row-rocks-nepals-ruling-coalition/" target="_blank" rel="noopener noreferrer">threatens to split the ruling coalition</a> led by Prime Minister Sher Bahadur Deuba. 
The project is seen by the critics as part of America’s Indo-Pacific Strategy to counter China’s Belt Road Initiative. The anti-MCC rhetoric has gained such momentum that the public is convinced it supersedes Nepal’s Constitution and is anti-national, forcing even the staunch supporters from speaking in its favour.
Adds FNCCI’s Dinesh Shrestha: “The MCC is crucial for Nepal’s energy sector and <a href="https://www.nepalitimes.com/editorial/knowing-whats-good-for-nepal/" target="_blank" rel="noopener noreferrer">is to our benefit</a>. Moreover, this is a grant, not a loan. Further delaying and cancelling the compact will <a href="https://www.nepalitimes.com/latest/mcc-row-damages-nepals-credibility/" target="_blank" rel="noopener noreferrer">tarnish Nepal’s image and credibility</a> in the world community.”
MCC or no MCC, one thing is for sure. Nepal must build transmission lines and upgrade its electricity grid one way or the other so as not to waste surplus energy it is set to generate in the near future. 
Alternatively, experts say, the government must work immediately to <a href="https://www.nepalitimes.com/editorial/good-cop-bad-cop/" target="_blank" rel="noopener noreferrer">electrify transport and cooking</a> for domestic consumption of surplus power and reduce its import bill on petroleum products and LPG.

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The cost of no MCC

<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

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Nepal’s other pandemic: road fatalities

<img width="640" height="360" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109181112/636bdfe69c7e80680e083dc6jpeg.jpg" alt=""/><img width="640" height="360" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109181112/636bdfe89c7e80680e083dc7jpeg.jpg" alt="">Excavators at work on Thamdada, 24km south of Lukla, despite the fact that the Khumbu Municipality has run out of money to complete the Phaplu-Chaurikharka road. All photos: SURENDRA PHUYALExcavators are clawing through sheer cliff faces, rocks tumble down to the Dudh Kosi below, and once in a while the sound of dynamite echoes in the gorge. A new road linking the town of Chaurikharka just below Lukla to the rest of the country is due to open by December 2022, and work is going on despite the pandemic.Although the road will not enter the <a href="https://www.nepalitimes.com/banner/more-trekkers-more-trees/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/banner/more-trekkers-more-trees/&amp;source=gmail&amp;ust=1604554544964000&amp;usg=AFQjCNHgDnPyoWm5s33cFYmGv67Emd96qQ">Sagarmatha National Park</a> which is a UNESCO World Heritage Site, it will make trekking and climbing in the Everest region more accessible. But it will turn Lukla airfield largely redundant, while locals fear an erosion of the region’s Sherpa culture, architecture and lifestyle.On the Chinese side of Mt Everest, there is a <a href="https://www.nationalgeographic.com/adventure/adventure-blog/2016/05/04/how-the-everest-experience-is-different-in-china-versus-nepal/" data-saferedirecturl="https://www.google.com/url?q=https://www.nationalgeographic.com/adventure/adventure-blog/2016/05/04/how-the-everest-experience-is-different-in-china-versus-nepal/&amp;source=gmail&amp;ust=1604554544964000&amp;usg=AFQjCNEvh2A0em2QlpaKZ1Fq-HEk8HTALA">highway from Lhasa</a> right up to North Base Camp below the Rongbuk Glacier at 5,200m. Since 2016, it has become vital to transport goods and people for expeditions to the world’s highest mountain from the north. <a href="https://www.google.com/maps/dir/kathmandu/Phaplu+Airport,+Dudhakunda+56000/@27.5934293,85.6401045,9z/data=!4m13!4m12!1m5!1m1!1s0x39eb198a307baabf:0xb5137c1bf18db1ea!2m2!1d85.3239605!2d27.7172453!1m5!1m1!1s0x39e9155220d2b169:0xc7417bae421f2ebb!2m2!" data-saferedirecturl="https://www.google.com/url?q=https://www.google.com/maps/dir/kathmandu/Phaplu%2BAirport,%2BDudhakunda%2B56000/@27.5934293,85.6401045,9z/data%3D!4m13!4m12!1m5!1m1!1s0x39eb198a307baabf:0xb5137c1bf18db1ea!2m2!1d85.3239605!2d27.7172453!1m5!1m1!1s0x39e9155220d2b169:0xc7417bae421f2ebb!2m2!&amp;source=gmail&amp;ust=1604554544964000&amp;usg=AFQjCNFvCx5N59ljf6npdsMGi8vaV1RIww">Kathmandu is already linked through a 277km highway to Phaplu</a> of Solukhumbu district, which is a two-day trek below Lukla. Work started on the 77km road linking Phaplu to Chaurikharka six years ago, but progress has been slow due to difficult terrain, delays due to the 2015 earthquake and Blockade, and lack of money.This means that for at least the next two years, trekkers, climbers and local people will either have to trek from the nearest roadhead near Phaplu or Jiri-Shivalaya-Bamti Bhandar in Ramechhap district, or as many do, take a 30-minute flight to Lukla from Kathmandu. <img width="640" height="480" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109181112/636bdfea9c7e80680e083dc8jpeg.jpg" alt=""><img width="640" height="480" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109181112/636bdfec9c7e80680e083dc9jpeg.jpg" alt="">Sunkoshi Bridge at Harkapur on the highway from Kathmandu to Phaplu. Like all infrastructure projects in Nepal, completion of this road is delayed. Khumbu municipality has run out of money for the remaining 24km dirt track to Chaurikharka from Thamdada. The completion of the road was the pet project of the former Chair of Khumbu Rural Municipality, late Nim Dorje Sherpa who died in June. He believed that connecting Phaplu to Lukla would further <a href="https://archive.nepalitimes.com/article/Nepali-Times-Buzz/khumbu-then-and-now-global-warming-climate-change,4017" data-saferedirecturl="https://www.google.com/url?q=https://archive.nepalitimes.com/article/Nepali-Times-Buzz/khumbu-then-and-now-global-warming-climate-change,4017&amp;source=gmail&amp;ust=1604554544964000&amp;usg=AFQjCNHaP0o9BgraYJw55E9-sqlD8hMiSw">lift living standards</a>, bring down prices, and reduce the drudgery of his Sherpa people.  “It’s still our top priority project,” says Lhakpa Tsheri Sherpa of Khumbu Municpality, adding that the construction has been delayed somewhat by the Covid-19 crisis which has also devastated the region’s trekking and climbing income this year. Khumbu used to earn Rs200 million a year just from trekking and climbing fees, not counting the what visitors paid for lodging, food and portering. This year, the income is down to Rs60 million.“It is because of this loss of income that the construction of this last 24km stretch slowed down,” explained Binod Bhattarai, Chief Administrative Officer of Khumbu Municipality. “Now there is hardly any money to complete the project. We are struggling.”The Municipality has decided to <a href="https://www.nepalitimes.com/here-now/everest-trail-reopens-but-cautiously/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/here-now/everest-trail-reopens-but-cautiously/&amp;source=gmail&amp;ust=1604554544964000&amp;usg=AFQjCNHIPb7onJEzgigD7Fidduui2e5d4w">open Khumbu for trekking and climbing</a> even though <a href="https://www.nepalitimes.com/latest/everest-trek-closed-open-closed-open-again/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/latest/everest-trek-closed-open-closed-open-again/&amp;source=gmail&amp;ust=1604554544964000&amp;usg=AFQjCNGd0Y4ezsvNNewMfGjSwlz6S-chMw">nine Covid-19 cases</a> were detected in Namche Bazar last month, and it could have spread. Local people have stopped trekkers from going above Pangboche on the <a href="https://www.nepalitimes.com/here-now/everest-trail-reopens-but-cautiously/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/here-now/everest-trail-reopens-but-cautiously/&amp;source=gmail&amp;ust=1604554544964000&amp;usg=AFQjCNHIPb7onJEzgigD7Fidduui2e5d4w">Everest Trail.</a>South of Lukla on Thamdada, bulldozers are at work on the track, while flights to and from Lukla buzz overhead all morning. The road alignment then drops precipitously to the river and Surke helipad below Lukla, before a final ascent to Chaurikharka.   <img width="640" height="541" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109181112/636bdfee9c7e80680e083dcajpeg.jpg" alt=""><img width="640" height="405" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109181112/636bdff29c7e80680e083dcbjpeg.jpg" alt="">Bhattarai is not giving up, he says: “The Province 1 government has assured financial support for this project, and other officials and MPs, too, have said that the work need not stop. So, we are hoping that we can make up for lost time.”  Not everyone in Khumbu is happy with the road. They think it will spoil the region’s pristine beauty and fragile culture, as has happened when roads have reached other parts of remote Nepal in recent years. Sonam Gyalzen Sherpa from Namche, who is chair of the Sagarmatha National Park Buffer Zone Management Committee, says the economy has to be balanced with ecology. “The Road will enter the boundary of the national park from Surke and it will surely have some adverse impact on local culture and nature,” he said. "But since the Khumbu is remote and needs a road we are trying to ensure that the EIA is carefully done and its recommendations are strictly adhered to. It will be a big challenge for sure. We are currently discussing how we can mitigate damage." However, there are also strong voices in support of the road. A cylinder of cooking gas that costs Rs1,500 in Kathmandu is Rs15,000 in Gokyo or Lobuje in Upper Khumbu. The cylinders have to be taken on a 12 hour truck ride to Phaplu, then transferred to mule trains that take several days to get up to Namche. Sugar, salt and other food items cost several times more than in Kathmandu. <figure><img width="640" height="359" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109181112/636bdff59c7e80680e083dccjpeg.jpg" alt=""><figcaption> </figcaption></figure>“The road will surely make our life easier,” says Ang Jangmu Sherpa who runs a lodge in Debuje on the Everest Trail. “It will encourage more Nepalis to come trekking, and make certain goods such as cooking gas more affordable.” Says Ang Rita Sherpa of Lukla’s Numbur Hotel: “Even if there is a road, most foreign trekkers  are not going to travel to Lukla on a rough 14 hour road, but it will raise living standards in Khumbu.” “With careful planning to reduce environmental impact and maintain the quality of the trekking experience, tourism in Upper Khumbu can benefit from the new vehicular road access to Chaurikharka,” says Sonia Miyahara, Managing Director of Hotel Everest View. <figure><img width="640" height="359" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109181112/636bdff79c7e80680e083dcdjpeg.jpg" alt=""><figcaption> </figcaption></figure>Besides the lack of money, the road has several other terrain-related hurdles. A dozen bridges need to be built across the Dudh Kosi gorge with a big one in Orlang Ghat that will cost Rs80 million.Locals lament that despite the central government bragging about <a href="https://www.nepalitimes.com/from-the-nepali-press/khumbu-wants-its-share/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/from-the-nepali-press/khumbu-wants-its-share/&amp;source=gmail&amp;ust=1604554544964000&amp;usg=AFQjCNF89s3tjIo1yI1NcPwoLO9YCjANKQ">Mt Everest and Khumbu</a> as an adventure destination and collecting revenue from fees, it has not chipped in for the road project.“The federal government has done very little to help despite us knocking on doors of various ministries,” said the Municipality’s Lhakpa Tsheri Sherpa. Locals are hoping that even if the 10m wide highway is not fully completed, the track will allow trucks and jeeps to negotiate the final stretch by 2022. <figure><img width="640" height="359" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109181112/636bdff99c7e80680e083dcejpeg.jpg" alt=""><figcaption> </figcaption></figure>In Kathmandu, Infrastructure Minister Basata Kumar Nembang told Nepali Times that the federal government was committed to the project: “The Phaplu-Lukla road is one of the plans we have given high priority even in this pandemic situation. That road project will go ahead as demanded by local representatives.”Whatever the arguments for and against the road, one thing it will do is remove the need for travellers to be stuck, <a href="https://www.nepalitimes.com/banner/more-than-luck-in-lukla/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/banner/more-than-luck-in-lukla/&amp;source=gmail&amp;ust=1604554544964000&amp;usg=AFQjCNGf2wUGvgGL_IbTpxqvU1Q1NX-ayA">sometimes for weeks in Lukla</a>, due to bad weather.

Nepal building a highway to Everest

<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108151128/636a67809c7e80680e0599dfjpeg.jpg" alt="" width="3000" height="1252"/>Road-trips are not an established genre in Nepali films, like romance, action or comedy even though they may have all these elements. But in the last few years more than a few have made it to commercial cinema as a trend.Road trip movies tend to be mostly romantic and usually feature guy and girl trekking to Jomsom or Mustang with a gaggle of friends to bicker and eventually fall in love. Dollops of crude and convoluted sex jokes spice up the script, and keep the plot moving.There is usually a dead parent, a crazed brother or a failing orphanage in the mix as part of a thinly established back story or a point of conflict. The mountains always glisten in the backdrop as romance blossoms. It is a Nepali movie-goers have to suffer.However, there are a few memorable films within the sub-genre if we look at the last couple of decades. <a href="http://archive.nepalitimes.com/issue/344/Interview/13437#.XgSKDVUzaUk" target="_blank" rel="noopener">Caravan</a>, <a href="http://archive.nepalitimes.com/news.php?id=14366#.XgSKIlUzaUk" target="_blank" rel="noopener">Kaagbeni</a> and <a href="http://archive.nepalitimes.com/news.php?id=19506#.XgSJ5lUzaUk" target="_blank" rel="noopener">Highway</a> come to mind – adventure, horror, and the last a political drama.<a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="https://www.themoviedb.org/movie/631523-ama-khando?language=en-US" target="_blank" rel="noopener">Ama Khando</a> is an addition to this list. It is an intimate comedy-drama depicting the journey of two families from Lo Manthang in Mustang to Pokhara, as part of an annual trip. But this year is different, especially for the little boy who is co-lead with his mother in the film.https://www.youtube.com/watch?v=drOXmPvz2l8The eponymous Khando of the movie’s title is Ama, or mother, to a school-skipping, fight-picking 10-year-old who never seems to listen to her. Even though the film’s central relationship is between Khando and her son Dhondup, the family friends who are travelling with them also ebb and flow inside the story.The elder son Lobsang of the other family wrestles with his fate of having to abandon his studies for a lack of money, and has a terse relationship with his father because of this.Khando, a financially vulnerable single mother is also frustrated with her son as she worries for his future. The elders in the story are concerned for their children’s prospects in the difficult terrain of Mustang as the world closes in. Even though they are conflicted about the idea of the city, its bustle and pollution are a draw.For young adults like Lobsang the idea of remaining farmers is financially and socially unattractive. Much like most of our young migrants overseas, they can only be nostalgic for a homeland they are already moving away from.For children like Dhondup , who does not care for much beyond food, entertainment and his long lost father, these larger themes do not interfere in his small adventures, but will eventually decide his fate.Writer-director Tshering Dhondup is from <a href="https://nepalitimes.atavist.com/high-and-dry-upper-mustang" target="_blank" rel="noopener">Upper Mustang</a>, and drew from personal experiences to create this story. He plays himself in some portions of the film and so does his own mother, and his friends have roles too.The film is made up of little moments, small talk and chance encounters. There are no spectacles here, but much like the colossal mountains that make for the background in this journey, brooding themes of love, loss and identity are quietly visible under the surface.  Here at least, the mountains do stand for something. Here is a road movie where the characters are real and the emotional stakes highly resonant.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108151128/636a67839c7e80680e0599e0jpeg.jpg" alt="" width="990" height="756"><figcaption> </figcaption></figure>The film does occasionally falter (musical cues seem needlessly placed and expose a proclivity for forced sentimentality, and some handheld shots feel random) but in the larger scheme of things, Ama Khando works.And one reason it does is the lead actress Pema Dolker Gurung’s performance which is unencumbered by showiness and lends itself so beautifully to the screen. The score by Pushpa-Sangam, and the understated cinematography by Ali Rasheed and Manoj Panta blend well.Made by a skeletal crew and under the painful circumstances that come with filming in far off locations on a shoestring budget, the film nevertheless has heart enough to travel. The film was selected for the prestigious <a href="https://www.biff.kr/eng/html/program/prog_view.asp?idx=42642&amp;c_idx=332&amp;sp_idx=&amp;QueryStep=2">Busan Film Festival</a> and the <a href="http://pibarchive.nic.in/newsite/photoright.aspx?phid=149731">50th International Film Festival of India in Goa</a>, coming home in December to a warm reception at the Kathmandu International Film Festival, where it won the audience award for best film.

Ama Khando: a different road trip film from Nepal

<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108181144/636a95b49c7e80680e05dc22jpeg.jpg" alt="" width="960" height="720"/>In all the current media hubbub about proposed highway tunnels in Thankot, Sanga, and the Tarai Fast Track, it may be worth remembering that Nepal’s first ever highway tunnel was built as far back as 1917 in Hetauda.The 500m tunnel through the Chure ridge between Hetauda and Amlekhganj was constructed by army engineer Col Dilli Jang Thapa with local resources, and is still in good condition.“The tunnel was built on orders of Prime Minister Chandra Shumshere Rana, and was supposed to reduce the time taken by horse-drawn carriages and lorries to travel from the Indian border to Bhimphedi,” says Col Thapa’s grand-daughter Chanda Rana, who wants to turn the tunnel into a heritage site.Col Thapa himself was the great-grandson of Jang Bahadur Rana, and got his engineering degree at the Thomson College of Engineering in Rourkee in British India. He died at the age of 52 in 1946.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108181144/636a95b79c7e80680e05dc23jpeg.jpg" alt="" width="480" height="640">Although it is not clear how much the tunnel cost, historians say the military completed the job ahead of schedule and returned the unspent budget to the treasury.Read Also: <a href="https://www.nepalitimes.com/banner/which-way-will-the-tibet-nepal-railway-go/">Which way will the Tibet-Nepal railway go?</a>, Ramesh BhushalRana, who is researching her grandfather’s life, says the government at that time was looking at several options, including a serpentine road over the Chure, a longer option around the mountain and the tunnel. Col Thapa is understood to have argued that although the tunnel would be costlier, it would save money in the long run because of lower maintenance cost.The Chure is made up of soft sediment of sand and boulders, without bedrock, thus making it easier to drill. Parts of the tunnel that are still accessible and measure 2.7m wide and 3m high, just enough to allow vehicles at the time to pass.Pedestrians used the tunnel to cross over to the other side till recently, but the army blocked it during the conflict. Parts of the tunnel collapsed in the 2015 earthquake, but the entrance is still intact. Engineers say that after repairs it could still be used for one-way motor traffic.Built at a time when highway tunnels were a rarity in Asia, it cut travel time between Bhimphedi to the Indian railhead in Raxaul. Beyond Bhimphedi, it was possible to reach Kathmandu, three days away, by walking or on horseback.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108181144/636a95b99c7e80680e05dc24jpeg.jpg" alt="" width="450" height="600">In his book, Nepal, Swiss geologist Toni Hagen writes about seeing the tunnel during his walk to Kathmandu in 1950, expressing surprise at such a sophisticated tunnel in the largely underdeveloped country.Hetauda Municipality and the government of Province 3 have declared the tunnel a site of historic importance, and plan to preserve it as a monument. Col Dilli Jung Thapa had also established a temple at Churiyamai, which is now an important religious site in Hetauda.Besides the tunnel, Col Thapa was also involved in the construction of the first cargo ropeway between Kathmandu and Hetauda, the Chandra Irrigation Canal in Saptari, the Dharara tower in Kathmandu reconstructed after the 1934 earthquake, the sanatorium in Tokha, and the Janakpur-Jayanagar Railway.Read Also: <a href="http://archive.nepalitimes.com/article/Nepali-Times-Buzz/a-tunnel-vision,3265">Tunnel vision</a>, Sonia Awale<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108181144/636a95bb9c7e80680e05dc25jpeg.jpg" alt="" width="600" height="377">Says Col Thapa’s grandson Janak Jung Thapa: “If only Nepal’s planners had seen the potential and built more tunnels like this one, the country would have seen much more rapid development.”Chanda Rana is annoyed that the Nepali media is describing the 2.5km Nagdhunga-Naubise tunnel to be built with Japanese assistance as Nepal’s first highway tunnel.She says: “There is an attempt to airbrush history. My grandfather’s contribution should be duly acknowledged.”

Nepal’s first, and forgotten, tunnel

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110815110/636a61059c7e80680e056eadjpeg.jpg" alt="" width="1500" height="1012"/><figcaption>Photo: KUNDA DIXIT</figcaption></figure>The first thing one notices these days while travelling by road in the Tarai are hundreds of cattle blocking the East-West Highway, mainly at intersections like Atariya or Kohalpur.The ‘cow emergency’ hit the headlines in September, when 24 cows were found dead below the highway in Surkhet and hundreds of others were wandering in the jungles. Police investigation revealed that the cattle were being transported from Nepalganj to Dailekh as part of an effort by the municipality to reduce the population of street livestock.Read also:<a href="https://www.nepalitimes.com/?p=35036&amp;preview=true" target="_blank" rel="noopener">Creatures of culture</a><a href="https://www.nepalitimes.com/?p=35062&amp;preview=true" target="_blank" rel="noopener">In an animal farm,</a> EditorialWhat few people know is that dozens of cattle had died earlier this year when Sukla Phanta Municipality near Dhangadi spent Rs5.5 million to round up cattle and put them in shelters, where most of them died of starvation and lack of care.There is no estimate of the number of cattle on the <a href="https://www.nepalitimes.com/banner/east-west-city/" target="_blank" rel="noopener">highways near border towns of the western Tarai</a>, but on a recent trip reporters counted hundreds just on the stretch between Dhangadi and Atariya. Locals said there were a lot more street cattle previously, and the numbers had actually gone down.https://www.youtube.com/watch?v=hF0y09GnNVwLocal officials said the main reason for the cattle crisis was the ban on beef in north Indian states, especially after the election of high priest and Hindu nationalist politician <a href="https://archive.nepalitimes.com/article/nation/saffron-surge-politics,3619" target="_blank" rel="noopener">Yogi Adityanath</a> as Chief Minister of Uttar Pradesh in 2017. Media reports of lynchings by religious extremists of Muslim traders suspected to be transporting cows put a stop to the unofficial ‘export’ of cattle from Nepal to India.Read also:<a href="https://www.nepalitimes.com/?p=35133&amp;preview=true" target="_blank" rel="noopener">Saving Nepal's last wild dogs,</a> Yadav Ghimirey<a href="https://www.nepalitimes.com/?p=35155&amp;preview=true" target="_blank" rel="noopener">A dog with altitude,</a> Sonam Choeyki LamaThere used to be a thriving crossborder trade in aged oxen and cows that had stopped giving milk. But sensitivity about cow slaughter in India after the rise of the BJP, as well as the new border fence on the India-Bangladesh border, has meant that the cattle are abandoned on the streets.<a href="https://www.nepalitimes.com/here-now/rana-regime-restored-in-nepalganj/" target="_blank" rel="noopener">Nepalganj Mayor Dhawal Rana</a> thought he had solved the problem by finding communities in the mountains willing to take the cows, however the transporter contracted to take the cattle to Dailekh let the cattle loose in the jungle near Surkhet in September.https://www.youtube.com/watch?v=45vQlWqfPW8https://www.youtube.com/watch?v=gD4iyOyafOcThere are other factors at play: increased <a href="http://archive.nepalitimes.com/article/nation/productivity-empowerment-and%20job-with-mechanization-and-cooperative-in-agriculture,2378" target="_blank" rel="noopener">mechanisation of agriculture</a> and the use of threshing machines, disc ploughs and the replacement of ox carts with tractors means that bulls are no longer in high demand in the Tarai.“Ten years ago I sold my bulls for Rs50,000 — now there are no buyers. I can’t even pay someone to take the bulls away,” says Biru Ram Chaudhari of Lalitpur village of Kailali.Read also:<a href="https://www.nepalitimes.com/opinion/guy-jatra/">Guy Jatra</a>, The Ass<a href="https://www.nepalitimes.com/opinion/kathmandu-traffic-faqs/">Kathmandu traffic FAQs</a>, The AssThe <a href="https://www.nepalitimes.com/here-now/nepal-and-malaysia-rewrite-rules-for-migrant-labour/" target="_blank" rel="noopener">outmigration of Nepali youth</a> to India, the Gulf and Malaysia has meant that <a href="https://nepalitimes.atavist.com/back-to-the-land" target="_blank" rel="noopener">agriculture</a> in general has seen a downturn, and there are fewer households keeping water buffalos and cattle at home. The urban expansion of Dhangadi and Nepalganj municipalities has also forced households to abandon home dairies.The stray cattle are now grazing in jungles by the highways, munching away at the undergrowth. Forests planted for flood control have also been affected. Sugarcane and paddy farmers have lost their entire crops as the cattle move through the fertile farms of the western Tarai.Says local farmer Gayadin Chaudhari: “It used to be <a href="https://www.nepalitimes.com/here-now/how-humans-can-live-with-wild-elephants/" target="_blank" rel="noopener">elephants and wild animals</a> that destroyed our crops, now it is the cattle. In Mohanpur they lost 8 bigha (1.5 hectares) of sugarcane to stray cows.”In Attariya, police say there has been an increase in highway accidents and fatalities because of collisions of vehicles with stray cows at night. They say the only solution is to tag cows so that they can be traced back to their owners, who will then be forced to be more responsible.

Kunda Dixit

Waiting till the cows come home

Nepal has notched notable successes in conserving nature: five years of <a href="http://archive.nepalitimes.com/blogs/thebrief/2017/01/29/1000-days-of-the-rhino/" target="_blank">zero poaching of rhinos</a> and tigers in national parks, the <a href="https://www.nepalitimes.com/banner/how-many-tigers-in-nepal/" target="_blank">doubling of the wild tiger population</a> in 10 years and protection of plant species. However, roads, irrigation canals, transmission lines and even railways are now threatening to undermine these achievements. Conservationists say that balancing the need for economic growth with ecological protection will be even more challenging than combating poaching. As the country marks National Wildlife Week from 14-20 April, Nepal’s planners need to find ways to build new infrastructure without irreversibly harming the country's biodiversity. Read also: <a href="https://www.nepalitimes.com/?p=24334&amp;preview=true" target="_blank">Protecting the last home of the Spiny Babbler</a>, Carol Inskipp and Rupendra Karmacharya <div class="embed-block"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108111152/636a35359c7e80680e048299jpeg.jpg" alt="" width="1400" height="933"></div> Now that Nepal has domestic poaching under control, it needs to focus on controlling the transit of wildlife smuggling. Nepal is a hub for trafficking of tiger, rhino and <a href="https://www.nepalitimes.com/banner/protecting-pangolins-from-being-eaten-to-extinction/" target="_blank">pangolin parts</a> from India and Africa. Even live chimpanzees and birds have been found at Kathmandu airport. Nepal is now a victim of its own success in conservation. With poaching controlled, protected areas are now getting overcrowded with wildlife, leading to the threat of disease and an increase in <a href="https://archive.nepalitimes.com/article/Nepali-Times-Buzz/more-rhinos-means-more-encounter,4045" target="_blank">human-animal conflict</a>. Read also:&nbsp; <a href="https://archive.nepalitimes.com/article/nation/habitat-destrcution-of-tiger-in-Tarai,3423" target="_blank">Allow tigers to roam more freely</a>, Om Astha Rai <a href="https://www.nepalitimes.com/banner/its-a-jungle-out-there/" target="_blank">It's a jungle out there</a>, Kunda Dixit <a href="https://archive.nepalitimes.com/article/Nepali-Times-Buzz/more-rhinos-means-more-encounter,4045" target="_blank">More rhinos means more encounters</a>, Alex Dudley <div class="embed-block"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108111152/636a35389c7e80680e04829ajpeg.jpg" alt="" width="1500" height="1083"></div> <div class="embed-block"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108111152/636a35359c7e80680e048299jpeg.jpg" alt="" width="1400" height="933"></div> In addition, climate change is leading to weather extremes that have aggravated the problems of water scarcity, flash floods and prey decline. Even though rhinos are no longer poached, for example, there has been a sharp increase in fatalities, with 41 dead in the last 9 months alone in Chitwan. Besides old age, most have died of disease, fights with other rhinos, or poisoning. Last month, a rhino died in Sauraha after falling into the septic tank of a hotel. There has also been an increase in <a href="https://www.nepalitimes.com/here-now/how-humans-can-live-with-wild-elephants/" target="_blank">wild elephants</a> and tigers entering human settlements in search of food due to habitat encroachment in their migration corridors. Last year, <a href="http://archive.nepalitimes.com/article/editorial/deep-water,3883" target="_blank">flash floods in Chitwan</a> washed away rhinos: 12 of them had to be rescued and brought back from India. However, the biggest threat to Nepal’s wildlife in the post-poaching era is new infrastructure crisscrossing nature reserves. Major transmission lines have been built or are planned through national parks, the new postal highway slices through nature reserves, new irrigation canals such as Babai, Sikta and Ranijamara have bifurcated areas frequented by wildlife, and the new East-West railroad running parallel to the E-W Highway will fragment many national parks. <div class="embed-block"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108111152/636a35389c7e80680e04829ajpeg.jpg" alt="" width="1500" height="1083"></div> Nature reserves and national parks make up one-fourth of Nepal’s area. With infrastructure building spree currently underway, experts say the country will soon lose 200,000 hectares of forests. This will result in rampant habitat destruction, and increase in road kills and deaths of animal that fall into irrigation canals, which account for the highest number of wildlife fatalities. New roads have also brought haphazard urbanisation and pollution: a growing number of ungulates and carnivores have been found to have died after ingesting plastic or chemicals. One of the biggest sources of habitat destruction will be the much talked about <a href="https://www.nepalitimes.com/banner/does-nepal-need-a-4th-international-airport/" target="_blank">Nijgad airport near Parsa National Park</a>, which will decimate one of the last remaining hardwood forests in the eastern Tarai, removing a major migratory corridor for wild elephants. “The government has always prioritised infrastructure, which while essential for development, is a major threat to conservation,” says Bishnu Prasad Shrestha of the Department of National Parks and Wildlife Conservation (DNPWC). “Our preoccupation therefore is with mitigation measures on the existing roads and finding out ways to make new infrastructure safer for wildlife. If we do not act now, it will be too late. Our tourism industry and economy depend on our conservation efforts.” <div class="embed-block"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108111152/636a353b9c7e80680e04829bjpeg.jpg" alt="" width="800" height="1200">The Sikta Irrigation Canal has several overpasses for wild animals</div> DNPWC and WWF Nepal organised a regional workshop this month in Kathmandu to find ways to promote sustainable green infrastructure. Some of the key recommendations include the study of wildlife movement before mapping the alignment of linear infrastructure, like roads, railways, canals and transmission lines. The good news is that planners at the Department of Roads think the country does not need too many more roads, the existing strategic highways and feeder roads need to be upgraded. There have been initiatives like installing CCTV cameras to monitor vehicles, enforcing time cards on highways that traverse national parks, as well as building over and under-passes so wildlife can cross highways, irrigation canals or train tracks. DNPWC is now planning five canopy bridges for arboreal species in Banke, and contractors have agreed to build new underpasses while widening the Daune-Narayangad section of the East-West Highway. The route for the proposed <a href="http://archive.nepalitimes.com/article/nation/planned-new-east-west-railroad-and-expressway-threaten-the-Chitwan-National-Park,1079" target="_blank">E-W Electric Railway</a> that would have cut through Chitwan National Park has been changed after protests from activists. But these isolated cases will not be sufficient to minimise the nationwide threat to nature reserves from infrastructure in the long run. Experts say wildlife friendly infrastructure based on biodiversity assessment and species movement is a must. Nabin Gopal Baidhya of the non-government Wildlife Conservation Nepal thinks there may be too much emphasis on the impact of roads on national parks. He says: “We have to go beyond the protected areas and study the condition of forests outside parks. How can villages and community forests work with road contractors to protect trees? Ultimately we have to find a way for humans and nature to safely co-exist.”