The 7 October Hamas attack on southern Israel near the Gaza border killed 1,139 people, 764 of them civilians, 251 were taken hostage, with Nepali student Bipin Joshi possibly among them.&nbsp;
Of the 17 work-study Nepalis at Kibbutz Alumim, 10 were mercilessly murdered by Hamas. This newspaper covered the tragic deaths, profiled the students describing their hopes and dreams, and spoke to their grief-stricken families in western Nepal.&nbsp;
Although the conflicts in West Asia may seem distant, the deaths proved that they directly impact Nepalis. There are thousands of Nepali caregivers and students in Israel, and at least 2.5 million others employed in the Gulf region who will be affected in case the conflict spreads. A larger conflagration would affect food and fuel prices, and further harm Nepal’s struggling remittance-driven economy.
The Israel-Palestine conflict is rooted in history that goes back to the British mandate by the League of Nations and the establishment of the state of Israel in 1948 following the Holocaust. Although the Jewish people were granted a national home, they were also supposed to protect the rights of the Arab majority in the land.
The conflicts in Gaza, Yemen, Lebanon, Syria, Iraq today are essentially proxy wars between Saudi-UAE vs Iran. And because an enemy of an enemy is considered a friend, Israel patched up with Saudi-Emirates which explains the muted response from Gulf governments (and the West) about what is happening in Gaza.&nbsp;
Since 7 October, the world has watched the unending horror of Israel’s asymmetric and disproportionate retaliation against Palestinian civilians. Nearly 38,000 people have been killed in Gaza alone, more than 15,000 of them babies and children.&nbsp;
The Israeli state cannot use Hamas terrorism as an excuse for its own war crimes. The air time and column inches the Western media devoted last week to the freeing of four Israeli hostages was much more than the collateral killing of 274 Palestinians during the rescue.&nbsp;
More journalists (mostly Palestinians) have been killed in 8 months than in all the six years of World War II. Nearly all schools and hospitals have been destroyed. Journalists in Gaza are risking their lives to bring the humanitarian catastrophe to the world's attention. Without them, we would not know the truth.&nbsp;
But even as a military strategy this is not smart. Israel does not have an exit plan.This is not war, it flouts all international conventions on the rules of warfare. A genocide perpetrated 80 years ago cannot justify another one today.&nbsp;
The Israeli government must know what it is doing is wrong because it is thin-skinned about any reference to ‘genocide’ and label everyone from student protesters at US universities to world leaders who speak out ‘anti-Semites’.&nbsp;
When António Guterres only obliquely said the Hamas attack “did not happen in a vacuum”, it was intolerable for the Israelis. The government lashed back at the United Nations Secretary-General. Israel has also hit back at South Africa for filing a genocide case at International Court of Justice in The Hague for its conduct of the war.&nbsp;
After nearly eight months of relentless bombardment, many Gazans are so fed up that there is reported to be growing resentment against Hamas for using them as human shields. It is clear Hamas does not care much about civilian lives either.&nbsp;
But there is also deep distress among ordinary Israelis about how Prime Minister Benjamin Netanyahu has sullied their country’s international image.&nbsp;
Netanyahu himself is not fighting Hamas, he is fighting for his political longevity by appeasing extremist coalition partners.
On Monday he dissolved the war cabinet after former general and opposition leader Benny Gantz resigned, Netanyahu is replacing it with a smaller war council made up of hard-right members who now want to go after Hezbollah in Lebanon.
During his acceptance speech at this year’s Oscars in March, Jonathan Glazer, the Jewish director of the movie Zone of Interest set in Auschwitz during the Holocaust, said: “Right now, we stand here as men who refute their Jewishness and the Holocaust being hijacked by an occupation which has led to conflict for so many innocent people. Whether the victims of October 7 in Israel or the on-going attack on Gaza — all the victims of this dehumanisation, how do we resist?”
Nepal recognised the Palestinian state in 1988, and was only the second Asian country to establish bilateral relations with Israel in 1960 at a time when the Jewish state was regarded as a pariah by most of the world. B P Koirala’s friendship with David Ben Gurion was an important factor behind the move.&nbsp;
We wonder what B P would say today of the annihilation of Gaza.
Sonia Awale

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Crime against humanity in Gaza

This is the 44th instalment of <a href="https://www.nepalitimes.com/diaspora-diaries">Diaspora Diaries</a>, a regular series in Nepali Times with stories of Nepalis living and working abroad.&nbsp; Waiting outside the operation theatre in Jerusalem, I was getting restless as Prabin Dangi, one of the Learn and Earn students who miraculously survived the Hamas attack was getting surgery inside. I learnt from a Nepali community social media group chat that he had been brought to a hospital in Jerusalem where I live, so I rushed over. He had been shot in both the legs. Read also: <a href="https://nepalitimes.com/here-now/war-in-israel-earthquake-and-grief-in-nepal">War in Israel, earthquake and grief in Nepal</a> Other bullets that would have killed him, just like his friends in the bunker, ricocheted off the wall dislodging a piece of stone which fell on his head requiring Prabin to get stitches. I was worried sick as I waited restlessly hoping for another miracle. It took six hours for the surgery to be over. Reading the news about <a href="https://nepalitimes.com/news/nepalis-confirmed-killed-in-hamas-attack">fellow Nepalis getting killed</a> had broken me, perhaps a common emotion experienced by Nepalis everywhere.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20231012111044_711d3b75c0ee1fd78d42478cd5265e57ce38c87d305aca61a42415c63af565e6.jpg" data-media-id="editor_3" data-image-id="20231012111044_711d3b75c0ee1fd78d42478cd5265e57ce38c87d305aca61a42415c63af565e6" data-rendition-name="original" width="1200" height="1600" loading="lazy" alt="Nepalis in Israel Hamas attack NT 1"> <figcaption>Prabin Dangi after his surgery. </figcaption> </figure>  A video of him hiding in his bunker saying “My mother is very sick. Please save her. I think I will die” had gone viral and yet, despite the odds, he made it out alive. I found myself cheering on a stranger in a foreign land. But then again, he was not really a stranger. When you are abroad, just coming across a Nepali makes you instantly bond, and somehow there is a close connection. And in this horrific situation, knowing about what he had been through, and realising that he was my son’s age, I had to help. He was definitely not a stranger. We were family. And perhaps the whole of Nepal is now wishing him a speedy recovery. Read also: <a href="https://nepalitimes.com/here-now/a-nepali-s-lucky-escape-from-hamas">A Nepali's lucky escape from Hamas</a>, Nischal Pandey Finally, after six hours, the surgery ended successfully. I convinced the medical staff to let me see him, appealing to their conscience. In that chaos, rules did not matter, and they allowed me in. I introduced myself to him as his sister. He asked me if he still had his legs. I assured him that he did. Despite the injuries, much to his relief, his legs did not have to be amputated. With therapy and healing, he will be back on his in time. I tried my best to keep his morale high, to steer the conversation away from the nightmare. I had to remind him that despite the situation in that crowded hospital ward where beds were all taken up by other wounded, he was very lucky. Other Nepalis have come together to help Prabin. We are all here to work, and have long duty hours, but we have set up a schedule to make sure that there is a Nepali at the hospital to take care of him at all times. Nepalis also collected money to buy him a phone so he can stay connected with his family. As he builds an appetite, which he currently does not have, we will take turns to take Nepali food for him and make sure that he does not feel alone while he recovers. He knew his father’s number by heart, so I called him during our first meet. His father cried but was also relieved to hear about his son’s health. With him, I cried as well. What must be going through the family’s mind when your son, who had just recently gone overseas with big dreams, met with such a freak incident? Read also: <a href="https://nepalitimes.com/news/trapped-in-ukraine">Trapped in Ukraine</a> He narrowly escaped death, and the road to recovery is long. Unexpected long-distance bad news is perhaps one of the most difficult realities for transnational families like us. You are going by your normal day, and suddenly, your life just turns upside down. With the news of a death, sickness, accident and in Prabin’s case, a terrorist attack. I myself went through a similar experience of finding out crushing news from home when my husband passed away seven years ago suddenly, unexpectedly, of a heart attack.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20231012111056_95273056de34598ec25704573e0e71ff8f9a98f7c5da236b9d32a89e8ed60308.jpg" data-media-id="editor_6" data-image-id="20231012111056_95273056de34598ec25704573e0e71ff8f9a98f7c5da236b9d32a89e8ed60308" data-rendition-name="original" width="720" height="480" loading="lazy" alt="Nepalis killed in Israel Hamas attack NT"> <figcaption>Prabha Ghimire with her late husband who passed away due to a heart attack.</figcaption> </figure>  He was a loving husband, and I never got over the loss. I do not know how I made it to Nepal, neither do I know how I made it back to Israel. It is all a blur. But once I returned, the caregiver in me needed care myself. I was sick, and used to faint. I had lost my appetite and was weak. My blood pressure was low and I had to be escorted back to my room as I would pass out unexpectedly. I relied on medicines. I would break down unexpectedly and constantly. Grief hits you in different ways, and I struggled to cope. Luckily, the Israeli family I work for was understanding. They let me grieve and gave me all the space I needed. They even offered to let me go so I could be with my family. I insisted on staying on. I had to get myself out of that deep hole. In the end, it was the thought of my sons back home in Nepal that gave me the strength to try harder. With my husband gone, I was their sole guardian. I had to pull myself together for their sake. Read also: <a href="https://nepalitimes.com/here-now/nepali-family-spread-across-kuwait-cyprus-uae">Nepali family spread across Kuwait, Cyprus, UAE</a>, Tsering Lama and Pasang Lama Fifteen years abroad is a significant part of your life. The caregiver job has had its ups and downs, gains and losses. The earnings are good, and I have invested in educating my sons. They are now in Canada and the US, well-educated and doing well for themselves. But how do you weigh that against not knowing what it is like to be close to your children -- watching them grow up. They too do not know what it is like to have their mother around. But had I not come to Israel to work, they probably would not have made it as far as they have.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20231012111048_16388368274c2812ee2d60296b229b0129243aeaed6f6bb9a0dff0d97090c3a1.jpg" data-media-id="editor_8" data-image-id="20231012111048_16388368274c2812ee2d60296b229b0129243aeaed6f6bb9a0dff0d97090c3a1" data-rendition-name="original" width="1600" height="776" loading="lazy" alt="Nepalis in Israel Hamas attack NT 1"> <figcaption>Prabha Ghimire with her son and his friends in the US. </figcaption> </figure>  How do you measure this tradeoff, especially given the loss of my husband in the midst of our long-distance marriage? We were married in Nepal when I was just 14, just a child myself. My mother-in-law had passed, and even as a teenager I had to assume the role of guardian of my husband's eight younger siblings. They too treated me like their mother. At first I was unsure of what I was doing as I learnt to cook, chase and clean after them. Perhaps this trained me well for my later <a href="https://archive.nepalitimes.com/article/Nepali-Times-Buzz/nepali-caregivers-in-israel,3809">caregiver role</a> here in Israel when I came in 2007. Since then I have changed three employers. Sadly, the reason the last two times has been the passing of my elderly patients. It’s easy to get attached to these frail seniors who become more and more dependent on you. Keeping them company and having conversations is also a huge part of my job. They remember their younger days, share interesting snippets or give life advice. When I go home to Nepal on yearly breaks, the substitute who usually is a Nepali calls me to tell me to come back as soon as possible as savta (grandmother) is missing me and asking for me. &nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20231012111048_2ea77043e2069c6facc4e846fffa529995d98da03d17d60ed34aa3a5d42b2d3f.jpg" data-media-id="editor_10" data-image-id="20231012111048_2ea77043e2069c6facc4e846fffa529995d98da03d17d60ed34aa3a5d42b2d3f" data-rendition-name="original" width="1500" height="1000" loading="lazy" alt="Nepalis in Israel Hamas attack NT 1"> <figcaption>Prabha Ghimire with her elderly patients in Iarael. </figcaption> </figure>  I carry a little bit of each of these patients with me. I have had one employer who till her last day made it a point to put make up on every morning and look dolled up. She loved to eat outside and had a zest for life that was infectious. She introduced me to Turkish drama that she loved. My first employer who died within the first year I had come to Israel taught me how to make new recipes like yalanchi. Everytime I prepare or eat those dishes, I think about her. My current employer who I have been working with for 11 years has been hospitalised since the last few years, and my only role is to keep company throughout the day. Her health has deteriorated, and she relies on machines to keep her alive including for food, so I do not have any caregiving role as such, other than to provide her moral support and company. Read also: <a href="https://nepalitimes.com/here-now/caring-for-her-own-and-others-ho4nidzs">Caring for her own and others</a>, Shyam Kala Rai I tell her about what is going on, and I know she understands me based on her gestures. The hospital provides all the care she needs, but her family has insisted that I stay because they say my companionship makes a visible impact on her health and morale. She turns 99 next week. She will be my last employer. After this, I will be spending time with my own family. I have visited my son in the US for a month, and it felt like I had really laughed from the heart for the first time since his father’s passing. We talked, and I cooked for him. I plan to do more of that in the coming days, as we have to make up for lost time. &nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20231012111044_93b1cb9cc3b3643bfa05c635fe364a09e87395f05b364ac52c2c9a2a7c773189.jpg" data-media-id="editor_12" data-image-id="20231012111044_93b1cb9cc3b3643bfa05c635fe364a09e87395f05b364ac52c2c9a2a7c773189" data-rendition-name="original" width="1200" height="1600" loading="lazy" alt="Nepalis in Israel Hamas attack NT 1"> <figcaption>Prabha Ghimire spent some time with her in the US. </figcaption> </figure>  In my years in Israel, sirens have been common. You rush to the bunker to hide every time it goes off. But this week was unlike anything I have experienced before. In life, you can never say what will happen next. The fact that a young man from Nepal in his 20s is lying in a hospital thousands of miles away from family after surviving such a horrific attack that killed his friends shows just how unpredictable life can be.&nbsp; Diaspora Diaries is a regular column in Nepali Times providing a platform to share experiences of living, working, studying abroad. Authentic and original entries can be sent to <a href="mailto:editors@nepalitimes.com">editors@nepalitimes.com</a> with Diaspora Diaries in the subject line.

Bringing Nepal to Israel

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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