<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109101156/636b79a29c7e80680e064713jpeg.jpg" alt="" width="1000" height="577"/><figcaption>Sunday's cabinet meeting at the prime minister's resident in Baluwatar, the first since Prime Minister Oli had his second kidney transplant two weeks ago. Photo: PMO</figcaption></figure>Nepal’s Cabinet decided on Sunday to close all land border crossings with neighbouring China to the north and India to the south for one week starting Monday.The move came after unconfirmed reports that a Nepali businessman who had gone to Patna for treatment had been diagnosed with a <a href="https://www.nepalitimes.com/opinion/what-is-novel-about-the-novel-coronavirus/" target="_blank" rel="noopener">coronavirus infection</a> at a hospital there.The businessman had recently got a kidney transplant in Sri Lanka and had returned to the border town of Birganj last week via New Delhi and Kolkata. He was sent to Patna after suffering from a cold, but Department of Health Services spokesperson Mahendra Shrestha said it was not confirmed if he indeed has <a href="https://www.nepalitimes.com/editorial/this-is-a-test/" target="_blank" rel="noopener">COVID-19</a>.Family sources also confirmed that the businessman, J Rungta had in fact tested negative for <a href="https://www.nepalitimes.com/opinion/global-thinking-and-local-action-on-coronavirus/" target="_blank" rel="noopener">coronavirus</a>, and that media reports were “fake news”.Read also: <a href="https://www.nepalitimes.com/banner/kathmandu-under-semi-lockdown/" target="_blank" rel="noopener">Kathmandu under semi-lockdown</a>, Alisha Sijapati<a style="font-size: 15px; letter-spacing: 0.01em;" href="https://www.nepalitimes.com/latest/nepal-quarantines-passengers-on-singapore-flight/" target="_blank" rel="noopener">Nepal quarantines passengers on Singapore flight</a>Meanwhile, the Cabinet decision came hours before Sunday midnight when <a href="https://www.nepalitimes.com/latest/all-nepal-flights-cancelled-22-31-march/" target="_blank" rel="noopener">all international flights from Kathmandu will be banned till 31 March</a>  Ferry flights by Etihad, Qatar Airways and others will still be landing in Kathmandu till Wednesday to fly out tourists and expatriates stranded in Nepal.Prime Minister Oli had also announced that all intercity long-distance buses will stop plying in Nepal from Monday. This has sent people scrambling to get out of Kathmandu Valley to their home districts in overcrowded buses and even lorries. Local public transport will be allowed to operate.Cabinet also decided to set up a Rs500 million fund to help medical personnel in Nepal acquire personal protective equipment including masks and gowns. The ministers agreed to donate one month salary each towards the fund.Meanwhile, towns in the central Tarai in Siraha, Saptari, Dhanusha, Parsa and other districts along the Indian border have closed border checkpoints in consultation with authorities on the other side. This is important because the Cabinet decision would have closed only the main border checkpoints.

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Nepal closes land border with India, China

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171132/636933d09c7e80680e03dfbejpeg.jpg" alt="" width="996" height="1500"/><figcaption>Raghu Thakur is a barber from Bihar who has been cutting the hair of Nepalis for the last 20 years. Photo: MONIKA DEUPALA</figcaption></figure>In the town of Kasara outside Chitwan National Park, the paddy was being harvested last week. The contract labourers had come across the Nepal-India border at Thori, and were busy manually slicing rice stalks with their sickles. The Nepali farmers who had hired them could afford to do so because their three sons were all <a href="https://archive.nepalitimes.com/article/nation/nepalis-from-chitwan-to-chidoya,4110">working in Japan</a> and sending money home.Across the country, including Kathmandu and on trek routes, there are skilled and semi-skilled workers from northern India and Bangladesh doing the same work that Nepalis have gone abroad to do. In some cases, in districts along the <a href="http://archive.nepalitimes.com/blogs/kundadixit/2015/05/27/a-month-that-felt-like-a-year/">2015 earthquake</a> zone, Indian workers earn as much as Nepali carpenters and masons earn in Qatar.In jewelry shops that line Kathmandu’s New Road, very little of the work is done by the local Newar owners, most of it has been passed on to hired Indians. Every time Nepalis get a haircut, there is a fair chance they are sending money to India as out-flowing remittance.Last week during Tihar, like all recent Tihars, the demand for marigold boomed, but there is no one to pluck them and make garlands to sell in the cities. So, we imported the garlands from India instead. In the past ten years Nepal received nearly $40 billion in <a href="http://archive.nepalitimes.com/article/editorial/Nepal-economy-supported-by-remittance-money,2874">remittances from its workers abroad</a>. But Nepal is also the sixth largest source of remittance for India, from its workers in Nepal.With infrastructure reaching saturation, most Gulf countries will now require managers, and service sector workers, and fewer menial workers. <a href="http://archive.nepalitimes.com/article/Nepali-Times-Buzz/Korean-kafala-migrants-in-Korea,4025">Korean</a> language institutions are in high demand because many Nepali workers believe that this is a market that will them to move up the social ladder, and hard work really pays. <a href="https://www.nepalitimes.com/banner/migration-certificate/">USA and Australia still draw the young who are strong academically</a> and have families willing to pay for their education.Qatar is asking the Nepal Police to help secure its venues during the upcoming World Cup in 2022. Malaysia wants Nepali workers, and is willing to cover all fees  associated with them under <a href="https://www.nepalitimes.com/latest/nepal-malaysia-labour-pact/">a new G2G deal</a>. The USA diversity visa lottery is attracting hundreds of thousands of Nepali applicants.Soon, there may be more Nepalis working outside Nepal than in Nepal. Terrace farms are lying fallow, or are being farmed by contract labourers from India. There is really no other way but for Nepali farms to mechanise production and consolidate fragmented family plots.There used to be a time when Nepalis performed funeral rites for relatives if they did not come home for the paddy planting season. We may need to revive this tradition to get young Nepalis to come home during Dasain and stay home till the harvest is stored for the winter.One of the reasons why many Nepalis do not face extreme poverty in difficult economic times is because they have the option to go back to subsistence farming. This has been the insurance policy during the <a href="http://archive.nepalitimes.com/article/editorial/autopsy-of-a-blockade%20,2863">Indian Blockade</a>, and the demonetisation of the INR which hit poor Nepali workers hardest by destroying their savings.Nepal’s main imports include machinery, <a href="https://www.nepalitimes.com/banner/from-a-fossil-past-to-an-electric-future/">fossil fuel</a> and raw materials for processed goods for export. No one keeps count of how much money goes out in haircuts, farm contract labourers, and construction workers from India in hydropower, and rebuilding of earthquake-damaged houses. Many CEOs and senior managers in Kathmandu are foreigners, probably because there are no Nepalis left who can do the job.Nepalis are said to work hard, but only when they are outside Nepal. At home, manual work is regarded as shameful. The jagir culture thrives because salaried government jobs demand little, but assure a pension for life. You see young men playing cards or carom but not helping in the farm. Success in Nepal means not having to work.But things are changing. Nepali youth today run many businesses that require manual labor and good academic qualifications. From vegetable farming to animation studios, from raising rainbow trout to meat processing, Nepalis are launching businesses closer to home.Nepal is now exporting more IT products than money earned from tourism. Families and communities need to respect those who refuse to go abroad and seek work within Nepal. We are proud people, sometimes too proud to work and get our hands dirty. We need more of us to do manual work and tell the world proudly of what we do.Upward mobility in Nepal should not mean not having to do any work.Anil Chitrakar is President of Siddharthinc

Anil Chitrakar

Success in Nepal means not having to work

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107161116/6369214b9c7e80680e03a0c1jpeg.jpg" alt="" width="640" height="581"/><figcaption>TWITTER</figcaption></figure>There is growing public outrage about the <a href="https://www.nepalitimes.com/banner/four-fold-increase-in-reported-rape-in-10-years/" target="_blank" rel="noopener">recent rise in reported rape cases across the country</a>. The victims of these appalling crimes can be the elderly or babies, and the daily headlines numb us with their cruelty.What is even more shocking is that these are just what is reported to the police, <a href="https://www.nepalitimes.com/banner/justice-for-sale/" target="_blank" rel="noopener">there are many times more which we will never know about</a>: physical abuse, mental torture, threats, molestation, harrassment in the workplace, incest.Women have to bear the insults silently: being told they are dumb, stupid, good for nothing. But rage against rape has exploded on social media. The most important change that is needed is in the mindset of Nepal’s men, who use arguments like nationalism and social harmony to perpetuate patriarchy.Read also: <a href="https://www.nepalitimes.com/banner/nepals-suffragette-moment/" target="_blank" rel="noopener">Nepal's suffragette moment</a>, Om Astha RaiRecently, a photograph on social media showed an activist who had pinned a slogan on her back that read in Nepali: ‘Our father is the rapist of our mother’. It was intended to highlight the plight of <a href="http://archive.nepalitimes.com/regular-columns/Between-the-lines/citizenship-clause-should-be-national-issue-not-just-gender-issue,517" target="_blank" rel="noopener">single mothers trying to get citizenship for their children</a>.That is when the trolling began. The pundits were outraged that women were so outspoken, and the backlash was unrelenting. Women activists were at the receiving end of vitriolic comments accusing them of being “dollarbadi” and trying to turn Nepal into Fiji. That particular accusation has to do with the <a href="https://www.nepalitimes.com/banner/nepals-suffragette-moment/" target="_blank" rel="noopener">xenophobic paranoia</a> that Indian men are lining up to marry Nepali women so they can gain Nepali citizenship.Read also: <a href="https://www.nepalitimes.com/editorial/stateswomanship/" target="_blank" rel="noopener">Statewomanship</a>, Editorial<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107161116/6369214d9c7e80680e03a0c2jpeg.jpg" alt="" width="650" height="433"><figcaption> </figcaption></figure>My own support for the defence of <a href="http://archive.nepalitimes.com/regular-columns/Comment/stateless-daughters-in-nepal,863" target="_blank" rel="noopener">women’s rights and citizenship through the mother</a> has been greeted with widespread personal attacks. This virtual abuse in cyberspace is an extension of the physical and verbal abuse that Nepali women face every day. The attackers do not even need to hide behind an anonymous account, they are brazen and open — as if misogyny is socially sanctioned and is nothing to be ashamed about.Women can be crushed, smashed and ripped off their dignity, rights and independence without any repercussions to the perpetrators. To survive in this society women either become submissive, and learn not to rock the boat. Or, they fight back.If a wife is facing abuse from in-laws, she is blamed for the trouble. Even if she is married by the choice of her parents, and the in-laws and husband treat her badly, there is no support from her own parents who fear the social stigma.When <a href="http://archive.nepalitimes.com/regular-columns/Comment/stateless-daughters-citizenship-through-mothers,859" target="_blank" rel="noopener">I made a birth registration for my daughters</a> after supreme court's verdict, Ward secretary filled our ‘Daughter of’ with 'Mr Thegan Nabhaeko’ (Unknown father). I asked why <a href="http://archive.nepalitimes.com/article/nation/citizenship-in-the-name-of-the-mother,2076" target="_blank" rel="noopener">I couldn’t put my father's name as my daughter's grandfather</a> and I was told that officially grandfathers can only be from the father's side, and have no connection with the mother’s parents.I have seen a son's endorsement for his mother to acquire a citizenship at the age of 60 to be very easy — in order that the sons could enjoy the elderly pension from their mother. However another 60-year-old mother was denied citizenship for her grown up, educated and able sons after her husband committed suicide. She was mocked by the CDO, calling her Mother Mary who could give birth without a father, and humiliated.The recent revisions in the Muluki Ain state that to acquire citizenship through the mother, she has to present detailed information about why it cannot be through the  father, and for her explain<a href="https://www.nepalitimes.com/editorial/stateswomanship/" target="_blank" rel="noopener"> why she does not know who the father is</a>. This provision is now being challenged by MP Binda Pandey in Parliament.The argument of last resort about why women should not have the right to confer citizenship to children, usually pertains to national security. If you think it is the open border that allows Indians to swarm across to wed our women, then close the border.Men and women who have married across the border can easily be prevented from getting double citizenship through bilateral negotiations. India can do the same with the people who have citizenship of Nepal. Let us agree to a point where both countries will have equal benefits by sharing a strict rules.It is only when women are treated equally in law and practice that men will think twice about inflicting harm on them.A country where the state itself denies the identity of women makes them vulnerable to abuse and rape. The state's policy has been first seek permission from a male member of the family to find out if a women is eligible for migration. This is not empowering women, it is enslaving them.Read also:<a href="http://archive.nepalitimes.com/regular-columns/Between-the-lines/citizenship-clause-should-be-national-issue-not-just-gender-issue,517" target="_blank" rel="noopener">#Citizenshipthroughmothers</a>, Tsering Dolker Gurung<a href="http://archive.nepalitimes.com/article/nation/The-right%20-to-have-rights,2656" target="_blank" rel="noopener">The right to have rights</a>, Sangita Thebe-LimbuOUTRAGE OVER OUTRAGEA selection of Twitter posts from the debate generated by the image of an activist carrying the slogan: 'My mother's rapist was my father' at a demonstration against the Citizenship Bill that was criticised for being discriminatory towards women. Many activists started adding 'Dosro Darja' (second Class) to their Twitter handles:<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107161116/636921509c7e80680e03a0c3jpeg.jpg" alt="" width="640" height="459"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107161116/636921529c7e80680e03a0c4jpeg.jpg" alt="" width="640" height="252"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107161116/636921549c7e80680e03a0c5jpeg.jpg" alt="" width="640" height="126"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107161116/636921569c7e80680e03a0c6jpeg.jpg" alt="" width="640" height="195">

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Perpetuating patriarchy in Nepal

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.