<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022111410118/637205999c7e80680e0b28c6jpeg.jpg" alt="" width="1920" height="1080"/><figcaption>When the only ambulance in Diprung Chuichumma could not attend to all the emergencies, Chair Bhupendra Rai himself drove the infected to health centres.</figcaption></figure>KhotangLast year, as Nepal plunged headlong into <a href="https://www.nepalitimes.com/banner/the-real-cost-of-nepals-second-wave/" target="_blank" rel="noopener noreferrer">the second wave</a> of Covid-19, cities around the country including Kathmandu Valley announced lockdowns, and people of Diprung Chuichumma Rural Municipality of Khotang streamed back home.The people were home, but they also brought the virus with them. The only ambulance in the municipality could not attend to all the emergencies, so Chair Bhupendra Rai donned a PPE and started driving the infected to the health centre in his own car. Sometimes, he would go door-to-door carrying patients on his back to the car.The municipality set up a 25-bed isolation centre, ramped up awareness campaigns, and carried out antigen tests. Vice-chair Sapana Rai was equally involved. Those who couldn’t be treated inside the municipality were taken to hospitals in Kathmandu and  Biratnagar.“We entered politics for the people. So, when they were suffering, we couldn’t just sit back and relax, we had to be hands-on in serving them and taking the lead from the front,” Bhupendra Rai told us on the phone from Khotang as he waits for word on <a href="https://www.nepalitimes.com/banner/dance-of-democracy/" target="_blank" rel="noopener noreferrer">the date for local elections slated for April</a>.This <a href="https://www.nepalitimes.com/latest/nepals-local-governments-lead-from-the-front/" target="_blank" rel="noopener noreferrer">local government team was proof</a> that elected grassroots politicians understand the need of their area, are more accountable, and are willing to serve their constituents.The Omicron surge is spreading, but this time there are not as many cases of Covid-19 in the village. But the Rais are not taking any chances. The municipality has increased the number of antigen tests and encouraged the infected to isolate at home.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022111410118/6372059c9c7e80680e0b28c7jpeg.jpg" alt="" width="2048" height="1152"><figcaption> </figcaption></figure>Kathmandu may have a shortage of cetamol painkillers, but there is plenty stockpiled here to meet villagers’ needs. And the municipality has deployed health volunteers to accelerate the vaccination drive.“Whoever could walk to the centre are all vaccinated, now we need to reach those who cannot come on their own,” says Rai.As schools nationwide remained closed during the lockdown, the municipality deployed more than 200 teachers with masks on who went house-to-house tutoring students. It also bought produce from local farmers who could not take it to market due to the lockdown and distributed to needy families. This ensured food security as well as income for the local farmers.When Bhupendra Rai was elected in 2017, there were not enough roads in his rural municipality. Every monsoon, the constituency would be locked in as the Sunkosi and Sapsi river flooded. Today, a motorable bridge connects this remote village to the rest of the country. Every household has electricity and access to drinking water.“All this would not have been possible without the local elections and local representatives in place, it forced us to perform,” says Rai.Tehrathum<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022111410118/6372059f9c7e80680e0b28c8jpeg.jpg" alt="" width="2048" height="1149"><figcaption> </figcaption></figure>To the east in Laligurans Municpality, Tehrathum Mayor Arjun Mabuhang also worked on connectivity as soon as he got elected five years ago. Having seen <a href="https://www.nepalitimes.com/uncategorized/elected-contractors/">rampant corruption in road contracts</a>, Mabuhang got the municipality to buy its own excavators to build roads with the help of locals, cancelling out middlemen.“Now all the wards have roads and there is ownership amongst the people because they themselves were involved in building them,” says Mabuhang.He also introduced a program to upgrade agriculture by supporting dairy farmers and offering grants for vegetable and fruit farming, poultry, and pig farms. The roads helped get the produce to market.Says the mayor: “Because I am from here and I myself have seen the ground reality and know what the people here need, I work in the areas that benefit the people most. We did what we could with the budget we were given, but we need to work more on improving schools.”Sindhupalchok<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022111410118/637205a39c7e80680e0b28c9jpeg.jpg" alt="" width="960" height="720"><figcaption> </figcaption></figure>In Sindhupalchok’s Jugal Rural Municipality, Deputy Chair Srijana Tamang has been single-mindedly working on improving education. As a child, she remembers walking for hours from home to school and back. In winter night fell quickly on her way home, and during the monsoon she would be covered from head to toe in leeches.When she was elected five years ago, one of the first things Tamang and Chair Hom Narayan Shrestha worked on was to appoint new teachers and upgrade school buildings, some of them destroyed in the earthquake.Having worked as a social worker in the past, Tamang recognised the priority areas for her rural municipality, and her background and familiarity with the people helped her not only gain an edge during the elections but prepared her to deal with the problems of her community.“When I was elected, I really wanted to prioritise roads and education, but <a href="https://www.nepalitimes.com/latest/rural-nepal-fights-back-covid-19/" target="_blank" rel="noopener noreferrer">the pandemic meant we had to address more urgent issues</a>,” adds Tamang, who offered RT PCR testing and monitored the spread of the disease, turning a local school into an isolation centre. With Omicron, Tamang believes the people are more aware, and better prepared.“The pandemic was the first big challenge for me as a local representative,” says Tamang. “But knowing that we are working for our people and our families, there is always a greater sense of responsibility.”In 2020, while Tamang was away on official business, a <a href="https://www.nepalitimes.com/here-now/deadly-monsoon-in-nepal-turns-deadlier/" target="_blank" rel="noopener noreferrer">massive landslide at Lidi</a> killed 39. She travelled overnight to help with the rescue and relief effort and got support to rehabilitate those made homeless. She got geologists to prepare a disaster risk map of her municipality to prevent future disasters, and prepare for them.Jhapa<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022111410118/637205a69c7e80680e0b28cajpeg.jpg" alt="" width="2048" height="1536"><figcaption> </figcaption></figure>Jhapa’s, Kamal Rural Municipality has the distinction of being among <a href="https://www.himalkhabar.com/news/125595?fbclid=IwAR1g00nElAMlIzStd-FiN7M-f6PZ1H3KQXE6V0f8Y4ztDNxclOSJ9KWQPZs" target="_blank" rel="noopener noreferrer">four of the 753 municipalities around the country ranked cleanest</a> in budget disbursement by the Office of Auditor General. It is a well-deserved recognition for Chair Menuka Kafle for whom tackling leakage and corruption was a priority.For any project with a budget over Rs5 million, the municipality went through a strict tender process. It also stopped giving out advances for projects and kept track of expenditure.“For the others to follow the rules, we had to lead by example, so we made sure that we were meticulous about accounting,” says Kafle.Over the last five years, the rural municipality has constructed more than 70km of roads, upgraded bridges, and ensured that all wards have electricity. Kafle distributed carts to women fruit and vegetable vendors and launched income generation activities for women.“When women are economically independent, they don’t have to depend on others and can make their own decisions,” says Kafle.The municipality offered cash incentives to encourage pregnant women to visit health centres for regular check-ups and registration of new-borns. When Kafle first got elected, many people in the community <a href="https://www.nepalitimes.com/latest/is-democracy-too-expensive-for-nepal/">did not believe that a woman could run the office</a>.During important meetings people would ignore her and seek out the male Deputy Chair. These days Kafle is in high demand.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022111410118/637205a99c7e80680e0b28cbjpeg.jpg" alt="" width="1080" height="486">Says Kafle: “We women who are in power have to work hard to build trust in the community and do everything within our power so that women who come after us don’t face so much difficulty.”

Sahina Shrestha

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All politics is local

May 2017 was a milestone in Nepal’s transition from a unitary system to a federal state, but a year since <a href="http://archive.nepalitimes.com/page/political-power-of-the-ballot-local-elections-nepal" target="_blank" rel="noopener">locally elected representatives took office</a>, the process of devolution to sub-national governments has been slow. New administrative requirements have created confusion over the roles and responsibilities in the three tiers of government. Despite this, elected local governments remain determined to govern while managing public expectations to deliver campaign commitments. How well local leaders negotiate and handle pressures of unmet expectations will impact the political ecology of this transition, either leading to a favourable outcome or running the risk of failure.While the constitutional mandate is clear, competing roles and the absence of consistent political will have caused uncertainties to persist. Mechanisms designed to settle disputes between layers of government have not yet been fully utilised, leaving room for bitter contestation. The continuation of this policy and structural vacuum means that chief ministers, mayors and ward chiefs use decentralisation to negotiate for more power, while lacking knowledge and capacity to govern effectively.Conversely, the exercise of legislative powers at the sub-national level has led to a backlash, delimiting the actual authority given to local governments. The series of federal directives sent to elected local governments discouraging drafting of local legislation is proof of this.Meanwhile, priorities and needs have begun to expand and multiply, signaling an end to the honeymoon period for elected representatives. Local governments are now under increasing pressure to administer their responsibilities and provide essential services to constituents. Read also: <a href="https://www.nepalitimes.com/?p=13560&amp;preview=true" target="_blank" rel="noopener">Grassroots democracy is delivering development</a> <a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="http://archive.nepalitimes.com/article/nation/trial-error-democracy,3713" target="_blank" rel="noopener">Trial and error democracy</a>, Om Astha Rai Coalitions within local executives have fostered democratic practices in local governments in some areas. In others, conflict and collusion have plagued the system, chipping away at the quality of service delivery. There are conflicts of interest, nepotism, arbitrary decision-making and misappropriations of grants. There is an ongoing struggle to exercise autonomy as local governments attempt to establish new lines of power. A clear example is the recent controversy over the <a href="https://www.nepalitimes.com/from-the-nepali-press/taxman-cometh/" target="_blank" rel="noopener">tax increase by provincial and local governments</a>, which want to assert their powers defined in Schedule 8 of the Constitution to raise revenue. With the current budget allocations insufficient to meet the mandate to govern, elected representatives are looking to other avenues. The taxes have created an uproar in the private sector, however, which is concerned about double taxation and misuse of power. Tax hikes ultimately affect the public, which has to bear the additional costs of goods and services. Although the Federal Parliament has directed the government to look into tax increases, the National Natural Resources Fiscal Commission (NNRFC) is yet to be formally established. Nonetheless, Nepal’s first <a href="https://www.nepalitimes.com/latest/privatisation-failed-khatiwada/" target="_blank" rel="noopener">federal budget 2018-2019</a>, presented in May, represents a significant departure in budgeting and planning processes carried out under the previous unitary system. This important policy instrument illustrates priorities of the elected government and the decisions taken to fulfill constitutional responsibilities. More importantly, it now includes resource allocations to sub-national governments. For the first time, local assemblies took part in the formulation of budgeting and planning needs. Other important markers of progress include the completion of the Organisation &amp; Management (O&amp;M) Survey to recommend the necessary requirements of Federal and Provincial government civil service needs. The O&amp;M survey for local governments is ongoing and once finished, it will establish organisation structures and staffing needs for local governments not yet fully functional. However, to what extent this will restructure the bureaucracy to adopt a bottom-up approach to service the three-tiered federation remains to be seen. Read also: <a href="http://archive.nepalitimes.com/article/editorial/political-cartel-trying-to-back-pedal-on-devolution,3813" target="_blank" rel="noopener">Devolution Revolution</a>, Editorial<a href="http://archive.nepalitimes.com/blogs/thebrief/2017/08/01/federalism-in-jeopardy/" target="_blank" rel="noopener">Federalism in jeopardy</a>, Iain Payne and Binayak BasnyatThe merger of the <a href="https://www.nepalitimes.com/here-now/one-body-two-heads/" target="_blank" rel="noopener">UCPN and UML</a> marked a significant milestone in political restructuring and consolidation of power across three levels of government. The realignment of political positions and interests signals a shift towards adaptation to a new architecture of a federal republic. Despite this, the current structure still exhibits and reinforces a patronage culture reminiscent of a unitary state. While a strong national majority government does provide significant benefits in terms of stability and decision-making power, the results of devolution will depend on the transformation of political parties. Institutional growth and reform are a prerequisite if there is to be a departure from the traditional decentralisation of the 1990s. This is critical to re-engineer accountability channels that were previously centralised and hierarchical.Elected representatives heading judicial committees are trying to meet the high expectations of their constituents on one hand, while navigating the complexities of deciding on a just result amid competing economic, social, political and legal forces on the other. This raises fears that the poor and marginalised will continue to be ostracised, politicisation and corruption will continue to persist, and access to justice will continue to be difficult. Having an elected representation in a federal system after two decades is a real opportunity to deepen and institutionalise democratic practice in the 753 local governments. Institutional arrangements between the multi-tiered forms of government will determine the relationships, which will have to endure as power struggles define the boundaries of shared rule and self-rule. State and non-state actors, which have little history of cooperation, and who are suspicious of each other, must forge new ways of working together. Read also: <a href="http://archive.nepalitimes.com/regular-columns/The-gadfly/ensuring-proportional-representation-without-federalism,435" target="_blank" rel="noopener">Devolution without federalism</a>, David Seddon<a href="https://www.nepalitimes.com/here-now/share-rule-and-self-rule/" target="_blank" rel="noopener">Shre rule and self rule</a>, George VargheseAshray Pande and Namit Wagley are Program Officers at the Asia Foundation in Kathmandu.The views and opinions expressed here are those of the authors and not those of The Asia Foundation or its funders.

Federalism's birth pangs or death rattle?

<img width="1400" height="1050" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107161120/6369229f9c7e80680e03a13bjpeg.jpg" alt=""/>In the three decades after 1960 when political parties were banned, there were Village Panchayats. After the democratic changes in 1990, they were called Village Development Committees (VDCs) of which there were nearly 4,000 all over the country. In the new Constitution, VDCs have been merged into 460 Rural Municipalities (Gaunpalika).Whatever the name they go by, elected village councils in Nepal have been at the grassroots of democracy and development. After last year's elections, the new municipalities are asserting themselves.Dhan Bahadur Thapa Magar is 87, and old enough to remember the time he was elected to head the Village Panchayat of Chure village of Kailali in Province 7. He says: “There is now a lot more development budget than in the past. Combined with local surplus budget, villages can speed up their own development provided the budget is not misused.” VDCs used to get annual grants of Rs2 million for development from Kathmandu. Today, rural municipalities get up to Rs200 million and it includes three types of budgets provided by the central and provincial governments: conditional, lump-sum and matching funds. If the development budget of three former VDCs combined was Rs 6million, as a single rural municipality, it would now gets up to five times more.Read also: <a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="https://www.nepalitimes.com/?p=13549&amp;preview=true" target="_blank" rel="noopener">Federalism's Birth pangs or Death Rattle?</a><a href="http://archive.nepalitimes.com/news.php?id=6256#.W6N5VM4zbIU" target="_blank" rel="noopener">Devolution, not revolution</a>, Alok Bohara <img width="1400" height="1050" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107161120/636922a29c7e80680e03a13cjpeg.jpg" alt="">“In my Gaupalika, in the last fiscal year, the total budget received was about Rs300 million. Of this, one third went into overheads,” says Hem Raj Joshi, Chief Administrative Office of Chure village. “The rest was development budget, and the municipality could not spend the conditional budget because it could not come up with specific projects.” The main challenge for village councils has been the lack of capacity for participatory development planning as demanded by constituents. Additionally, the inability to spend the allocated conditional development budget has made it difficult to allocate resources for health, education, energy, or for women or marginalised groups. “In my village, I set aside money for women’s income generation activities last fiscal year, and informed the women to make use of it by coming up with a project proposal, but did not get a single proposal,” says Urmila Thami KC of the Jugu Village. She is vice chair of Gaurishankar rural municipality in Dolakha district. The question now is: are local governments really equipped to deliver development?  “The people have to be active and make the local authorities accountable, and development will definitely happen,” says Dhan Bahadur Thapa Magar, the former Village Panchayat head. Read also: <a href="http://archive.nepalitimes.com/regular-columns/guest-editorial/radio-sagarmatha-anniversary-resuscitating-democracy-guest-editorial,912" target="_blank" rel="noopener">Revolution through devolution</a>, Bharat Dutta Koirala<a href="http://archive.nepalitimes.com/article/nation/power-centre,4041" target="_blank" rel="noopener">Power Centre</a>, Om Astha RaiIn remote <a href="https://www.nepalitimes.com/banner/from-nowhere-to-nowhere/?utm_source=rss&amp;utm_medium=rss" target="_blank" rel="noopener">Bajhang district</a> in western Nepal, there are still rural municipalities like Saipal where the nearest road head is two days walk away. On a recent flight from Dhangadi to Kathmandu, the chair of Saipal Rajendra Dhami said proudly: “With the development budget we got last fiscal year, we built two micro-hydros of 22 kilowatts, each which has electrified two wards in the municipality. We promised it to the people, and we delivered.”In the first fiscal year 2017/18 since rural municipality councils were elected, an estimated 90% of the budget has been spent on infrastructure, mainly roads. There have been media reports of the roads being the result of misuse of funds and corruption, but it is also true that people want roads and there is pressure on elected officials to deliver.“As farmers in remote gaupalika, we need roads and irrigation first,” says Jogendra Thakur in Sarlahi district of Province 2. Indeed, a road to Dalit communities in the village opened up the area to development and provided access to market. It is better than distributing a goat or sewing machine.Several generations of Nepalis have been made guinea pigs to test out development fads by donors, experts, scholars, NGOs and INGOS. Yet, after more than 60 years, there was still no clear path to development. Under federalism, however, locally elected officials have found a way to give citizens a voice in spelling out their priorities directly to elected officials. Finally, they can identify and demand the kind of development they need, and force elected officials to be accountable and deliver on promises. Read also: <a href="http://archive.nepalitimes.com/news.php?id=15160#.W6N5aM4zbIU" target="_blank" rel="noopener">Power to the people</a>, Mallika Aryal<a href="http://archive.nepalitimes.com/regular-columns/GUEST-COLUMN/Syndicated,108" target="_blank" rel="noopener">Syndicated federation</a>, Bihari K Shresth

Grassroots democracy is delivering development

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.