https://www.youtube.com/embed/SCmfLUwnPKM?fbclid=IwAR3h1k_eTwFhVoE8SrMAO8kKO15azOH-_Kmr4uQSrfQ0WUpu3iDAPPajf0IA domesticated elephant used for safaris in Chitwan National Park which was being illegally transported to India in contravention of the <a href="https://cites.org/sites/default/files/eng/cop/17/WorkingDocs/E-CoP17-57-01-A5.pdf">CITES</a> (Convention on International Trade in Endangered Species) is being tracked by Nepal police at the border. The 50-year-old female elephant belongs to Jungle World Resort, and is named ‘Ashakali’. A video of the truck showed its number to be: ना ४ ख २८२७.  Wildlife activists say more elephants have been sold to buyers in India for up to Rs9 million each since the pandemic began, and safari tourism in Nepal’s national parks collapsed. Jungle World Resort director Tokraj Khatiwada admitted he had rented Ashakali from India at Rs80,000 a month, and since there had been no tourists upkeep of the animals was difficult and he was sending her back. “You are now all raising the issue of elephant rights protection, but did any of you help feed these animals during the lockdown? The national park did not help either,” Khatiwada told us on the phone from Sauraha. He warned: “We were allowed to send back two rented elephants to India before this, so it is legal. If we are stopped, there will be an agitation here." <a href="https://www.nepalitimes.com/banner/set-the-elephants-free/">Set the elephants free</a>, Michelle Szydlowski According to CITES, endangered wild elephants cannot be domesticated, and it cannot be traded across borders. Many of the 216 captive elephants used in Nepal’s tourism industry are imported from India in contravention of Indian law. It is an irony that some of these elephants are now being sold back to India.  Hari Acharya, spokesperson of the <a href="https://tmmnepal.com/package-details/department-of-national-parks-and-wildlife-conservation">Department of National Park and Wildlife Conservation</a> says, “No one has filed for an application on transporting Ashakali, so the process is illegal. We have written to the authorities at the border to increase vigilance.” <img width="800" height="401" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110111156/636cd8f49c7e80680e092e6fjpeg.jpg" alt=""/>According to the convention, the CITES Management Authority in both countries have to give permission for the cross border transport for endangered species. For example, 16 captive elephants were brought from India in 1986, and 4 Nepali rhinos sent to India in exchange.CITES does not allow the export of captive elephants for commercial purposes. Sources said the elephants were being sold to a new zoo in Gujarat. Up to five elephants have been sent to India since the lockdown went into effect last March, sources said.“We think the collapse of tourism due to the pandemic has made it expensive for private owners of captive elephants to maintain them which is why they have an excuse to sell them to India,” said one conservationist at Chitwan National Park who did not want to be named because of the sensitivity of the issue.After finding out about the illegal trade, the group Pro Public this week wrote to officials in India and Nepal, including the prime minister’s office in the two countries, embassies, and Interpol to stop the transport of captive elephants from Nepal to India.CITES rules say that captive elephants need to be registered, but the national park says very few of the domesticated <a href="https://www.nepalitimes.com/latest/speaking-for-elephants/">elephants</a> in Nepal are registered. Nepal stopped capturing wild elephants to domesticate them 40 years ago. There are an estimated 200-227 wild elephants in Nepal.<a href="https://archive.nepalitimes.com/article/Nepali-Times-Buzz/nepal-elephant-chitwan-national-park,762">Working elephants rise up, you have nothing to lose but chains</a>, Lucia De Vries <img width="326" height="496" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110111156/636cd8f69c7e80680e092e70jpeg.jpg" alt="">Association Moey first posted information about the elephants being transported to India, which was later shared by Wildlife activist Shristi Singh Shrestha on her Facebook page one Thursday morning. She says safari lodges in Sauraha regard elephants only as profit generators, and she is working with other groups to let them roam in nature. Sanjeevani Yonjan of Wildlife Conservation Nepal (WCN) who has conducted sting operations to apprehend wildlife traffickers, says: “It is not just trans-border transport of elephants that is illegal, it is also illegal to domesticate wild elephants. Lodge owners cannot say they don’t want to follow the law.”Praveen Pokhrel of Rupendehi Police used to be head of Wildlife Crime Division of Nepal’s Central Investigation Bureau (CIB), and says that he had received information about the elephants being transported, and was acting on it. But deputy conservationist at Chitwan National Park Shiva Gaire says he only heard about captive elephants being transported to India on Thursday. “We warned lodge owners that it is illegal to do this, and told them that they may face action,” he added.Wildlife crime researcher Kumar Poudel says owners of captive elephants had been given one year to register their animals, but did not. He adds: “They are openly selling elephants across the border illegally, this has to be stopped immediately.”

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Police track India-Nepal elephant trafficking

https://www.youtube.com/watch?v=i_v2WvLvdGE&amp;feature=youtu.beThe discovery that the 12th-century deity stolen from his neighbourhood had turned up in Dallas, Texas, was a bittersweet one for Bhai Raja Shrestha.The statue of Laxmi-Narayan was stolen 30 years ago at a time when Kathmandu Valley was being plundered of gods and goddesses by western art collectors. It was recently tracked to the Dallas Museum of Art by American artist <a href="https://archive.nepalitimes.com/article/nation/Narratives-of-Faith-and-Memory-Remembering-the-Lost-Sculptures-of-Kathmandu-exhibition,987" target="_blank" rel="noopener">Joy Lynn Davis</a>, who has documented Kathmandu’s missing deities through striking works of visual art.The 700-year-old stone figure was once an integral part of the intangible heritage of Patan’s Patkutole neighbourhood. After it was stolen in 1984 Shrestha says the community also started falling apart.Read also: <a href="https://archive.nepalitimes.com/article/nation/Nepal-needs-to-be-prepared-for-the-return-of-stolen-religious-figures,986">Back where they belong</a>, Bhrikuti Rai<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109101136/636b75219c7e80680e0623d3jpeg.jpg" alt="" width="1500" height="787"/><figcaption>The original 12th-century Laxmi-Narayan stolen in 1984. Photo : LAIN SINGH BANGDEL In Sotheby's catalogue in 1990. Photo : ERIN L. THOMPSON The deity in the Dallas Art Museum in 2014. Photo : ERIN L. THOMPSON</figcaption></figure>“We are glad our god has been located in Dallas. We will try our best to bring it back, but we must also ask ourselves whether we are up to taking good care of it,” says Shrestha, 77, a social activist in the Patkutole neighbourhood of Patan.Shrestha recalls that the theft was a heart-wrenching moment for the community and especially for those for whom Laxmi-Narayan is a patron deity. “People used to come in large numbers every day to this temple for puja, but after the god was stolen this changed. Now it is a whole generation later and the temple has suffered from the god’s absence.”Even though the figure was replaced by a poor replica in 1993, and the temple itself renovated in 2006, the neighbourhood does not attach the same importance to it. “God is god regardless of it being a replica or not. However, it does pinch you that the original piece is among foreigners who could not care less about its religious significance,” Shrestha adds.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109101136/636b75249c7e80680e0623d4jpeg.jpg" alt="" width="1500" height="1125"><figcaption> </figcaption></figure>After it was stolen, the rare androgynous composite deity was sold by the Sotheby's auction house (it was sighted in the Sotheby's catalogue in 1990), and it was later loaned for 30 years to the Dallas Museum of Art by a collector named David T Owsley. After the figure on display at the museum was found to be the stolen Laxmi-Narayan, this was pointed out to the museum by art crime scholar <a href="https://hyperallergic.com/author/erin-l-thompson/" target="_blank" rel="noopener">Erin L. Thompson</a>. In response, the <a href="https://twitter.com/DallasMuseumArt/status/1197212359003197441" target="_blank" rel="noopener">Dallas Museum of Art tweeted on 20 November 2019</a>, “The Dallas Museum of Art takes these matters very seriously and we are currently looking into this.” The deity has since been removed from display.The figure, also called Vasudeva-Kamala, is one of those many Kathmandu Valley deities that find themselves in museums or at <a href="https://archive.nepalitimes.com/article/nation/Narratives-of-Faith-and-Memory-Remembering-the-Lost-Sculptures-of-Kathmandu-exhibition,987" target="_blank" rel="noopener">auction houses</a> in Europe and the United States. Although the government abides by UNESCO’s international laws on import and export of cultural properties, and has its own Ancient Monument Preservation Act, the process of repatriating stolen antiquities is legally cumbersome.“The Dallas Museum has to return our cultural property. It is proven that it’s ours, and we are working to get it back,” acting director of the Department of Archaeology Damodar Gautam, told Nepali Times. He admitted the process is tedious: his department has to write to the Ministry of Culture, which will forward the request to the Ministry of Foreign Affairs, the US Embassy and the Nepal Embassy in Washington, DC, the last of which will take it up with the US government and finally the Dallas Museum of Art.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109101136/636b75289c7e80680e0623d5jpeg.jpg" alt="" width="1500" height="1083"><figcaption> </figcaption></figure>The Department of Archaeology has a scanty inventory of stolen deities, and does not keep a record of <a href="http://archive.nepalitimes.com/news.php?id=5021#.Xkz2vhoza70" target="_blank" rel="noopener">artifacts that have been returned</a>. Its records of the latter say merely that 32 stolen <a href="archive.nepalitimes.com/blogs/thebrief/2017/06/18/religious-figures-returned/" target="_blank" rel="noopener">figures have been returned since 1996</a> (mainly from <a href="archive.nepalitimes.com/blogs/thebrief/2017/06/18/religious-figures-returned/" target="_blank" rel="noopener">museums in Europe</a>), from the thousands that have been trafficked by art thieves.The government’s responsibility to protect Nepal’s living heritage is being filled by people like Roshan Mishra, curator of the Taragaon Museum, who has documented many of the stolen artefacts on his website, <a href="https://globalnepalimuseum.com/" target="_blank" rel="noopener">Global Nepali Museums</a>. Mishra’s data shows that most of the smuggling has occurred since the 1970s, and <a href="http://archive.nepalitimes.com/article/nation/Nepal-needs-to-be-prepared-for-the-return-of-stolen-religious-figures,986" target="_blank" rel="noopener">41 museums all over the world</a> exhibit stolen stone, bronze, terracotta and wooden religious artefacts from Kathmandu. These institutions include the <a href="http://collections.vam.ac.uk/item/O139371/relief-panel-relief-panel-unknown/" target="_blank" rel="noopener">Victoria and Albert Museum</a> in London, the <a href="https://denverartmuseum.org/collections/asian-art" target="_blank" rel="noopener">Denver Art Museum</a> and the <a href="http://collection.sdmart.org/Obj11073?sid=349&amp;x=5515&amp;sort=9" target="_blank" rel="noopener">San Diego Museum</a> in the United States, the <a href="https://www.rom.on.ca/en/exhibitions-galleries/galleries/world-cultures/sir-christopher-ondaatje-south-asian-gallery" target="_blank" rel="noopener">Royal Ontario Museum</a> in Canada and many others.“Our idols are auctioned for millions of dollars abroad and we cannot do much about it because of the long and slow bureaucratic process. The government needs to be more resolute in getting them back, otherwise they will remain abroad,” says Mishra.Read also: <a href="http://archive.nepalitimes.com/news.php?id=2710#.Xk59PjIzbIU" target="_blank" rel="noopener">Here today, in Europe tomorrow</a>, Janki Gurung<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109101136/636b752b9c7e80680e0623d6jpeg.jpg" alt="" width="1500" height="754"><figcaption> </figcaption></figure>In 2010, a bronze Garuda water spout, <a href="http://archive.nepalitimes.com/blogs/kundadixit/2010/08/17/good-job/" target="_blank" rel="noopener">a centrepiece of the Sundari Chok</a> in Patan Darbar Square, was stolen. It was <a href="http://archive.nepalitimes.com/blogs/thebrief/2011/09/10/stolen-treasure-found-2/" target="_blank" rel="noopener">retrieved by police a year later</a> in Kathmandu. Currently, the exquisitely carved 120-year-old figure is on display at the National Museum at Chhauni. A replica bronze created by artisans at the <a href="http://archive.nepalitimes.com/news.php?id=17399#.Xk55RYjBXIV" target="_blank" rel="noopener">Kathmandu Valley Preservation Trust</a> (KVPT) is now at Sundari Chok.“It was essential that we come up with a solution rather than wait for the statue to return to the original place,” explains <a href="https://www.nepalitimes.com/banner/learning-from-nepals-past-to-rebuild-its-future/" target="_blank" rel="noopener">Rohit Ranjitkar, director of KVPT</a>, who says that putting the original back would have risked another theft.Read also: <a href="http://archive.nepalitimes.com/blogs/kundadixit/2010/08/17/good-job/" target="_blank" rel="noopener">Good job</a>, Kunda Dixit<a href="http://archive.nepalitimes.com/news.php?id=11342#.Xk58uDIzbIU" target="_blank" rel="noopener">Return of the gods</a>, Sujata TuladharLain Singh Bangdel’s <a href="http://archive.nepalitimes.com/news.php?id=5250#.Xk55d4jBXIU" target="_blank" rel="noopener">Stolen Images of Nepal</a> (1989) and Jürgen Schick’s <a href="https://www.amazon.ca/The-Gods-are-Leaving-Country/dp/9748299201" target="_blank" rel="noopener">The Gods are Leaving the Country</a> (2006), both written by art historians, document the stolen artefacts, and they catalogue what Nepal has lost in past decades. Many of the pieces have been traced to western museums and collectors.Whether or not to replace the originals with replicas, and where the originals should be housed if they are returned from museums and art collectors abroad, are hotly debated subjects. Some temples in Kathmandu now have replicas, and original deities are protected by iron grills, or are bolted to walls.Nepal is not the only country that is putting pressure on western museums to return antiquities. Greece and the British museum are haggling over the Parthenon Marbles stolen by Lord Eglin in 1806.The British Museum is also under pressure to return the stolen Benin bronzes from Nigeria, but is saying that the artifacts are too “fragile and delicate” to travel.<h2>A museum of copies</h2><figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109101136/636b752e9c7e80680e0623d7jpeg.jpg" alt="" width="1500" height="1382"><figcaption> </figcaption></figure>Bhaktapur architect <a href="https://www.nepalitimes.com/banner/learning-from-nepals-past-to-rebuild-its-future/" target="_blank" rel="noopener">Rabindra Puri</a> has come up with another way of documenting Nepal’s stolen deities. As part of his Mission Panauti Project, he is working on the Museum of Stolen Arts, set to open in 2022 <a href="https://www.nepalitimes.com/banner/ancient-panautis-french-connection/" target="_blank" rel="noopener">in this town that has lost many of its religious objects</a>.The museum will initially have 50 stone replicas of sacred statuary that have been trafficked abroad. So far, artisans have hewn 36 of them.“All the replicas in our display are of stolen idols that are Nepal’s property and we have clear evidence of this. We need to raise awareness of the theft. It is public pressure and not the lengthy government process that will help us retrieve our heritage,”Puri says. Puri hopes that the museum will raise awareness among Nepalis and build pressure on western museums and auction houses to return statuary to Nepal.While appreciative of the effort, KVPT’s Rohit Ranjitkar is not entirely convinced that a museum of replicas will help in the struggle for repatriation. He says: “It is easy to copy them, but there is little chance that international museums will agree to repatriate our deities. Also, even if they are returned, how will we preserve them in their original location?”If the security of returned statuary cannot be guaranteed in their original locations, returned deities will find themselves in Nepali museums. Ranjitkar sees little value in this.

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Replicating Nepal’s stolen gods

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.

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