Shyam Lama had just fallen asleep on the early morning of 28 September when he heard a loud bang outside his shop on the side of the highway in Dhading, 15km from Kathmandu. It had been r<a href="https://nepalitimes.com/news/60-dead-64-missing-in-nepal-floods">aining incessantly for two days</a>, landslips and fallen trees had blocked the Kathmandu-Mugling highway. Many buses were stranded, and some of them were parked at a bend on the road in Jhyaple Khola, waiting for the debris to be cleared. The bang that Lama heard was another landslide from the mountain above falling near his shop and covering the highway with 4m of mud and stones. Some of the buses were damaged, and injured passengers were running for safety in the darkness and pouring rain. In the light of dawn, they could see the damaged buses heading to Kathmandu from the west. But it was not till later in the day that Lama and some of the other rescuers saw the top of another bus sticking out of the mud.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241008141044_a0b528829a4230da6b7b26102a42f0a061de6c26a4fb1d1e201dabfcfc647519.jpg" data-media-id="editor_1" data-image-id="20241008141044_a0b528829a4230da6b7b26102a42f0a061de6c26a4fb1d1e201dabfcfc647519" data-rendition-name="original" width="5726" height="3817" loading="lazy" alt="jhyaple khola landslides"> <figcaption>Photos: SUMAN NEPALI(Photo: suman)</figcaption> </figure>  They dug through the slush to find 11 bodies. But then they spotted the tyre of another vehicle, then a van. Altogether 35 passengers perished that night in the three buses heading to Kathmandu from Chitwan, Butwal and Gorkha.&nbsp; “The buses were all stuck because the highway was blocked, and the landslide fell and buried them with the passengers sleeping inside,” Lama says. “If the debris up the road had been cleared in time, the buses would have been able to continue on to Kathmandu.” Read also: <a href="https://nepalitimes.com/multimedia/a-flood-of-tears-on-the-rosi">A flood of tears on the Rosi</a>, Archana Darji Archana Koirala runs a convenience store nearby, and was also awoken by muffled shouts for help almost drowned out by the sound of the rain on the tin roof. “In the darkness, I saw people escaping from two buses, some of them injured and covered in blood,” recalls Koirala. “I gathered up my little girls and ran for my life.”  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241008141044_ec79cc7198b54bad77c3f03bc1420ea64cb6776eaaec29581209614194b862fa.jpg" data-media-id="editor_3" data-image-id="20241008141044_ec79cc7198b54bad77c3f03bc1420ea64cb6776eaaec29581209614194b862fa" data-rendition-name="original" width="5680" height="3787" loading="lazy" alt="jhyaple khola landslides"> </figure>  Another shop owner Ajita Tamang, heard the landslide coming down and nearly burying her house. She ran with her mother to the nearby woods. Her shop did not survive. Krishna Tamang heard the sound of a bus windshield shattering, and went outside to check. &nbsp;He saw one of the buses half-buried in debris before it disappeared before his eyes, swallowed up by a fresh wave of mud. Unable to do anything to help, he ran up the mountain to save his own life.&nbsp; Shop owners and residents in Jhyaple Khola say that the landslide was so massive and came down so suddenly that the passengers in the vehicles probably did not even know what hit them. A week later, the mangled mass of the three buses are all that remain on the roadside, and excavators were trying to open the road for the expected heavy Dasain traffic on the arterial highway that connects Kathmandu to western Nepal. A visit to the site shows the mountain above scarred by open red wounds of landslides. The biggest slope failure originates in a local road about 100m above the highway and has brought down debris that was just dumped over the edge by bulldozers. <a href="https://nepalitimes.com/opinion/flood-of-despair">When the record-breaking rain came</a>, the mud turned into paste and raced down the mountain carrying tree trunks and large stones. &nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241008141044_64f6af7e300ed517f6bd161491a69d85706caed35839cfeee7c87e6671a8fdc3.png" data-media-id="editor_5" data-image-id="20241008141044_64f6af7e300ed517f6bd161491a69d85706caed35839cfeee7c87e6671a8fdc3" data-rendition-name="original" width="1320" height="1346" loading="lazy" alt="jhyaple khola landslides"> <figcaption>The bend on the highway where the landslide, triggered by a sub-standard road up the mountain buried three buses, killing 35 people on the night of 28 September. Other buses also blocked by another landslide further up the road were also damaged. Photo: SOCIAL MEDIA(Photo: Sonia Awale)</figcaption> </figure>  Typically, Dasain is the busiest time of year for businesses along the highway in Jhyaple Khola as people leave Kathmandu by busloads to get home for the festival. “We do not stay here for long anymore, we are already home before the sun sets,” says Krishna Tamang. “We fear another landslide will hit us at any time.” In July, a debris flow <a href="https://nepalitimes.com/here-now/100-101-102-hh5uvzf9">swept two intercity buses into the Trisuli River</a> along the Mugling-Narayangad Highway 60km west of here. Of the 62 passengers on the two buses, only three were able to swim to safety. Search and rescue teams recovered 27 passengers from the river in the aftermath of the landslide, but neither the buses nor the rest of the passengers have been found.&nbsp; A committee formed by the government to investigate the Simaltal disaster concluded that a new local road constructed farther up the mountain was <a href="https://nepalitimes.com/opinion/managing-the-monsoon">mainly responsible for the debris flow</a>. The Jhyaple Khola mudslide was a repeat of the July disaster. Locals in Dhading say that the Department of Roads had just completed the retaining wall, and the debris from the excavation done to construct the road had piled up, which the rain swept down to the highway below.&nbsp; Similar unplanned roads constructed further above in Nagdhunga have also clogged up the culverts, which remain uncleared.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241008141044_d46e7f612ce53b0c3133219a36ab81c5ef8f7494dc002452580c086d70028652.jpg" data-media-id="editor_8" data-image-id="20241008141044_d46e7f612ce53b0c3133219a36ab81c5ef8f7494dc002452580c086d70028652" data-rendition-name="original" width="2340" height="1560" loading="lazy" alt="jhyaple khola landslides"> <figcaption>Photo: SUMAN NEPALI(Photo: Sonia Awale)</figcaption> </figure>  “This disaster occurred because of the locally elected representatives, the Road Department and the contractors,” says local business owner Shyam Kumar Lama. “<a href="https://nepalitimes.com/editorial/when-it-rains-it-pours-ksqprbu3">You cannot blame it on a natural disaster</a>." “They keep tearing down the retaining walls to build haphazard roads, and replace them with brick walls,” adds Lama. “How is a barely one-foot-thick wall going to stop a landslide?” Geologist Sri Kamal Dwivedi says that the Department of Roads has not heeded the geological risks in excavations for road expansion across the country. “The soil above Jhyaple Khola was loosened by torrential rain, causing a high-speed debris flow onto the highway below,” &nbsp;explains Dwivedi. “Additionally, the possibility of disasters like landslides increases when slopes are cut to make way for road expansion.” Transport expert Kamal Pandey says that disasters like the ones in Simaltal and Jhyaple Khola happen frequently because environmental risks are ignored during investments in road expansion. Read also: <a href="https://nepalitimes.com/news/the-revenge-of-the-rivers">The revenge of the rivers</a>, Shamshad Ahmad “New roads are dug up like it is some kind of competition,” says Pandey. “But as long as unmanaged excavation continues without plans in place to mitigate landslides, disasters like the one at Jhyaple Khola will continue to happen.” Indeed, this is not the first time a disaster of this scale has struck in Jhyaple Khola. In 2001, a similar debris flow from higher up the hill buried a vehicle on the highway below, killing nine people.&nbsp; Landslides of smaller scales occur in the area every monsoon, but they do not make it to the news. But even as they are used to the frequent landslides, there is now a new kind of fear among residents.&nbsp; “I am overcome with terror every time I look up to the overcast sky,” says Shyam Lama. “We will never be safe in this place as long as the mountains keep falling on top of us.” &nbsp;

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"The mountain fell on top of us"

<ul>
 <li>BREAKING: Seven people were killed and 30 injured when a bus collided with a parked truck on the East-West Highway in Banke at 9pm on Friday night.</li>
 <li>A Beni-bound bus veered off the Prithivi Highway on 23 August and plunged into the Trisuli River, killing eight passengers and injuring many more (pictured above).&nbsp;</li>
 <li>Less than 24 hours later a bus carrying Indian pilgrims from Kathmandu to Janakpur swerved off the road in Bara district, killing seven passengers.</li>
 <li>A week earlier a jeep heading towards Butwal was hit by a rockslide in Palpa. Three people were killed.</li>
 <li>On 3 September, a jeep heading to Mugu from Jumla fell off the road, and rolled 300m down the steep mountainside. The driver and a passenger were killed.&nbsp;</li>
</ul>
These deadly accidents all took place within a fortnight across Nepal, and do not include pedestrians killed by vehicles. They have become so frequent that the mishaps do not even make headlines anymore.&nbsp;
Road Traffic Accidents (RTAs) <a href="https://archive.nepalitimes.com/article/nation/nation-nepal-highways,622">take more lives annually in Nepal </a>than floods, landslides, plane crashes, and other accidents and natural disasters combined.
A total of 2,320 people lost their lives in road traffic accidents between April 2022 and April 2023, while 28,856 people were injured, many of them impaired for life. &nbsp;
In that same time frame, floods killed 19 people and injured 17, while landslides took the lives of 96 people and injured 88. There were two aircraft accidents in that period that killed 79 passengers and crew. &nbsp;
Most RTA are concentrated in the Kathmandu Valley and the Tarai, where urbanisation and better quality roads and expressways have led to over-speeding and reckless driving. But in accidents in the rural mountains it is usually the poor condition of the roads that is the main factor. &nbsp;
Read also: <a href="https://nepalitimes.com/editorial/dying-to-travel">Dying to travel</a>, Editorial
Nepal’s topography and weather make it difficult to build and maintain roads. Highways and rural roads wrap around mountains, traverse cliffs, follow narrow river gorges. Entire sections of Nepal’s arterial highways are in a permanent state of disrepair during the monsoon, like the landslide-prone Mugling-Narayanghat Highway.&nbsp;
Poor highway engineering is a major factor in deadly accidents, says transport expert Chandra B Shrestha, now a consultant with the Asian Infrastructure Investment Bank. The rockslide in Palpa, he notes, was caused by an inability to properly stabilise the slope.
“Most accidents happen when the curves on the road and the speed of vehicles do not match,” adds Shrestha. “We also have a lot of blind spots along our highways which makes driving difficult.” &nbsp;
Nepal’s <a href="https://nepalitimes.com/banner/the-women-connecting-nepal">motorable roads</a> are classified into Strategic Road Networks, which include major highways under the purview of the Department of Roads, and Local Road Networks which are built and maintained by local governments.&nbsp;
While the main highways have to follow engineering parameters to be approved for construction, local roads are built without adequate engineering, making them more dangerous.&nbsp;
“Local governments have taken charge of the construction of rural roads without fulfilling any of the required technical criteria,” says transport expert Madhu Sudan Acharya, adding that they are built without an understanding of road geometry or slope geology.&nbsp;
Read also: <a href="https://nepalitimes.com/news/deadly-dasain-on-nepal-s-highways">Deadly Dasain on Nepal’s highways</a>, Nepali Times
<div class="embed-block"><iframe title="Deaths on the roads and injuries between 16 July 2021-17 July 2023" aria-label="Multiple Donuts" id="datawrapper-chart-xI5Rd" src="https://datawrapper.dwcdn.net/xI5Rd/1/" scrolling="no" frameborder="0" style="border: none;" width="600" height="339" data-external="1"></iframe></div>
Shrestha agrees that rural road networks are not only <a href="https://nepalitimes.com/banner/from-nowhere-to-nowhere">sub-engineered</a>, but are being dug across fragile slopes by excavators at breakneck speed on a massive scale without oversight. “Such roads have become death traps,” he warns.
Political interference and collusion between local contractors and their governments (in many cases the same person) to haphazardly build roads near private property has not helped matters.
Some major highways face similar problems. The Nepal Road Standard 2013 stipulates that highways, feeder roads, and district roads must have a Total Right of Way of 50m, 30m, and 20m respectively, but that rule has not been followed. &nbsp;
As land value increases, encroachment along Prithivi, Siddhartha and Arniko Highways by buildings is rampant and that increases the chances of human-vehicle collisions.
“Nepal’s highway network does not have Right of Way, and the concept is not even discussed during the construction of projects,” says Shrestha. “There should be extensive study into the road and land-use interface, and guidelines must be followed.”
Yet, driver negligence and poor vehicle maintenance play a bigger role in road accidents than climate, weather, or the way Nepal’s highways are constructed. Reckless driving on poorly built roads then turn things deadly.
Read also: <a href="https://nepalitimes.com/here-now/nepal-s-deadly-roads-take-their-toll">Nepal’s deadly roads take their toll</a>, Gopal Gartaula
Acharya is part of a seven-member task force created by the Ministry of Physical Infrastructure and Transport earlier this year to study vehicular pollution, safety and accident reduction.
He says, “Nepal’s highways would be much safer if drivers were properly trained or if vehicles were better maintained. But they have little understanding of highway traffic rules, reading signage or basic mechanical knowledge.”&nbsp;
The Land Transportation agency has also been lax in licensing and training drivers, especially those who seek to operate trucks, buses and long-haul four-wheelers. Fines for speeding and other traffic infractions, especially for two-wheelers, have not brought down the fatality rate. Motorcycles cause most of the road accidents in Kathmandu Valley and the Tarai.&nbsp;
In a recent example in Kathmandu, two people died and several were injured when a speeding bus collided with a Bolero as it swerved to avoid a motorbike coming from the opposite direction.&nbsp;
“Nepal’s existing road safety practices and protocols make it pretty clear that transport management authority is unable to govern properly, and needs massive overhaul,” Shrestha explains.&nbsp;
Acharya adds: “The result is that the wrong people are behind the wheel.” &nbsp;
Read also: <a href="https://archive.nepalitimes.com/page/maps-showing-increase-in-road-accident-fatality-rates">6 years of road traffic accidents</a>, Sunir Pandey
<div class="embed-block"> <iframe title="Road accident deaths and injuries between 16 July 2021-17July 2023" aria-label="Map" id="datawrapper-chart-E9O4w" src="https://datawrapper.dwcdn.net/E9O4w/1/" scrolling="no" frameborder="0" style="border: none;" width="600" height="441" data-external="1"></iframe></div>
<h2>Treating trauma</h2>
A motorcycle was hit by a car along the East-West Highway one recent evening, and the driver was writhing on the road, bleeding profusely.&nbsp;
Bystanders gathered, taking videos of the injured man with their mobiles to post on TikTok. No one helped for fear of being involved. Police took an hour to arrive. The driver bled to death while being taken to hospital.
In a similar case, a motorcyclist was hit by a car on his way to work and he felt pain in his arms, legs, and neck but it did not seem too severe. Bystanders gathered and carried him to hospital on their back.&nbsp;
Well-meaning as they were, they were not trained in handling the injured. The patient was eventually examined by Raju Dhakal of the Spinal Injury Rehabilitation Centre in Sanga, but the rescue attempt itself worsened the trauma and he will now suffer life-long physical complications.&nbsp;
<a href="https://nepalitimes.com/here-now/it-s-an-emergency-nepal-needs-to-improve-trauma-care">Trauma care</a> is inaccessible to a larger number of Nepalis as the road network expands across the country. Specialised surgery and emergency treatment are centralised in Kathmandu or main cities, and the cost of rescue, ambulance, airlifting and treatment are too costly for most.
But even at hospitals, there is a lack of trained rescue and emergency first responders, which means untrained bystanders step in and inadvertently make injuries worse.&nbsp;
Read also: <a href="https://nepalitimes.com/multimedia/nepal-s-other-pandemic-road-fatalities">Nepal’s other pandemic: road fatalities</a>, Anita Bhetwal
“There is a weakness in the life-saving mechanism that brings patients from accident sites to hospitals, and there are not many trained emergency responders,” says Dhakal. “Even not-critical injuries become life-threatening because police and rescuers do not reach accident sites on time.”&nbsp;
Traffic authority Sitaram Hachhethu agrees that the<a href="https://archive.nepalitimes.com/news.php?id=18715"> role of traffic police and police personnel</a> in case of road accidents on highways is limited to reaching the site which itself takes time due to distance and road conditions, adding to the number of casualties.&nbsp;
Moreover, the police do not even have proper equipment to rescue those who have been in accidents, such as metal and seat cutters. Says Hachhethu: “We use whatever we have to get them out, all the while not knowing the protocol of rescuing an injured person.”
He adds: “90% of RTA deaths would be prevented if we had proper emergency and first response services and trained medical professionals on standby. Until then traffic police, police and rescue personnel need to be trained to provide first aid and basic emergency medical care.”
The state needs to identify which hospitals are primary, secondary, or tertiary to help doctors to direct trauma patients to relevant hospitals. That way, first responders can triage so that the resources of tertiary hospitals can be directed towards the critical patients. Additionally, basic first aid and emergency training can also be provided at the local levels so that people seeking to help accident victims have a basic knowledge of what to do and what not to do.
Read also: <a href="https://archive.nepalitimes.com/article/nation/lack-of-trauma-centres-along-nepal’s-highways-worsened-fatality-rate,1383">Highways of death</a>, Sunir Pandey
A 2023 study by the Emergency Department of the College of Medical Sciences and Teaching Hospital over a six-month period from January to June 2022 revealed that 9.58% of the 7,654 patients had been admitted to the emergency unit for Road Traffic Accidents, and 65% of the cases had occurred along highways.
The study in the Journal of the Nepal Medical Association found that 38% of total patients admitted for RTA had soft tissue injuries, while 31% had suffered head injuries.
The situation is dire in the remoter parts of Nepal where medical facilities are few and far between, and the roads are all sub-standard. At <a href="https://nepalitimes.com/here-now/nepal-s-rural-lifeline">Achham’s Bayalpata Hospital</a>, orthopaedic surgeon Mandeep Pathak has seen an increase in mass casualties from bus and tractor accidents.
“Hospitals along highways need trauma centres and ICUs so serious patients do not need to be referred to the city,” Pathak says, adding that many do not survive the long bumpy journeys in poorly equipped ambulances. &nbsp;
People are also not aware that the healing process does not end after hospital treatment. Rehabilitation is just as crucial to ensuring there are no long-term complications.&nbsp;
Says Dhakal: “Deaths, critical injuries and long-term disabilities can be prevented provided emergency services and trained professionals reach accident sites on time, identify what level of care victims require, and there is rehabilitation after hospital treatment.” &nbsp;
Read also: <a href="https://archive.nepalitimes.com/article/nation/Nation-road-kill,621">Road kill</a>, Duncan Maru

Shristi Karki

Highway accidents are no accident in Nepal

<figure><img width="1419" height="630" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3df9c7e80680e09667ajpeg.jpg" alt=""/><figcaption>FISHING OUT: Armymen try to pull out the bus that fell into the Madi River in Tanahu in 2013. Photo: PAWAN PAUDEL</figcaption></figure>At 5AM on 12 December 2019, residents of Khadichaur of Sindhupalchok district woke up to a loud crash. A bus had careened off a hairpin bend and plunged 500m down the mountain, killing 17 and wounding 18 passengers.They were pilgrims on the way back from the Kalinchok shrine. A little over a year later, the tragedy has become part of the deadly statistics of <a href="https://www.nepalitimes.com/latest/how-covid-19-saves-lives-in-nepal/" target="_blank" rel="noopener noreferrer">Nepal’s highway accidents</a> in which an average of seven people die every day.“There was a pile of bodies, some with their limbs severed. I had never before seen such a horrendous sight,” recalls Mithu Mijar. “All we could do was help lift the bodies and place them in ambulances.”Tara Bahadur Karki is still traumatised by the sight, and cannot walk past the site without recalling that fateful day: “The entire slope was covered with bodies and there were more under the bus. After a while, we lost count, as we kept pulling them out of the wreckage.”https://www.youtube.com/watch?v=bqRS60ctCj4 <figure><img width="1500" height="844" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3e29c7e80680e09667bjpeg.jpg" alt=""><figcaption> </figcaption></figure>Most of the accidents are preventable, and the causes are mainly poor road condition and reckless driving. The <a href="https://www.nepalitimes.com/here-now/its-an-emergency-nepal-needs-to-improve-trauma-care/" target="_blank" rel="noopener noreferrer">pandemic of highway accidents</a> kills as many Nepalis every year as all the natural disasters combined. In fact they are so common that most Nepalis are desensitised by the numbers. From July 2014-July 2019, there were a total of 54,000 road accidents in Nepal resulting in 12,000 deaths of people mostly in the age group 15-40 years. This number <a href="https://www.nepalitimes.com/latest/how-covid-19-saves-lives-in-nepal/" target="_blank" rel="noopener noreferrer">went down sharply during the Covid-19 lockdown</a>. Highway fatalities declined by half to less than 700 in March-August 2020, compared to the same period the previous year. By the Dasain-Tihar festival in November 2020, with restrictions removed, the number of deaths on the roads again spiked to 242 after falling to 52 in May. <figure><img width="1263" height="752" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3e49c7e80680e09667cjpeg.jpg" alt=""><figcaption> </figcaption></figure>“In developing country like ours we have fewer accidents but more casualties because of our mass transport. But we often forget about those wounded, they are sentenced to a life of economic hardships and trauma beyond our imaginations,” says former Superintendent of Police Jagat Man Shrestha.On average, 40 people are injured on roads across the country each day.In 2019, there were nearly 13,000 highway and road accidents in which 2,736 people lost their lives and 10,731 were seriously injured. Those who survive often have a <a href="https://www.nepalitimes.com/here-now/injured-use-internet-to-reach-physiotherapists/?preview_nonce=aefd82ecbe" target="_blank" rel="noopener noreferrer">traumatic brain and spinal cord injuries</a>, requiring long-term or life-long rehabilitative care. <figure><img width="1636" height="942" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3e79c7e80680e09667djpeg.jpg" alt=""><figcaption> </figcaption></figure>Journalist Gajendra Budathoki was on his way home one rainy night when the blinding headlight of an oncoming bus from the wrong side at Bhadrakali turn caused his motorcyle to skid off the road. A spinal cord injury has paralysed him from the waist down. “I would never go faster than 50km/hour and my friends used to poke fun at me for being slower than a bicycle but now I’m forced to leave the rest of my life bound on a wheelchair,” he laments.According to the WHO Global Status on Road Safety 2018, only 8 in 100,000 people die of highway and road accidents in developed countries, but the number soars to 27.5 in low-income nations like Nepal.A Ministry of Physical Infrastructure and Transport study has found that 76% of <a href="https://www.nepalitimes.com/here-now/the-other-global-pandemic-road-fatalities/" target="_blank" rel="noopener noreferrer">highway accidents</a> are caused by drivers who do not follow traffic rules, or are speeding.“Tipper truck drivers get Rs1,000 per trip so they try to make as many roundtrips as possible. I have seen them make five per night, driving even as they doze off at the wheels. If they don’t kill people, who will?” asks the chief of Lalitpur Metropolitan Police Sitaram Hachhethu.Traffic police have now deployed speed guns to check speeding at the accident-prone Satdobato-Gwarko road. They penalise up to 100 commuters a day, many of them in motorcycles that are going at 90km/hour in the road with a speed limit of 50km/hour.  Road maintenance or lack thereof is another major cause of traffic accidents. Local governments need to wait for the budget to maintain road safety while the Department of Roads is unable to add crash barriers on highways.“Our roads are narrow, bad, and frankly not the kind we should have built,” accepts Arjun Thapa, head of the Department. “Priority on road construction without proper infrastructure planning is to blame.”Roads are synonymous with development in Nepal. Every election, politicians promise highways to boost their vote banks. There are <a href="https://archive.nepalitimes.com/article/nation/accident-prone-Mugling-Narayangadi-highway,3828" target="_blank" rel="noopener noreferrer">excavators clawing away at the mountains</a> all over the country. <figure><img width="1500" height="1000" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3ea9c7e80680e09667ejpeg.jpg" alt=""><figcaption> </figcaption></figure>Says road safety analyst Kamal Panday: “Well-constructed roads prevent accidents, but we have made ours ignoring technical and engineering aspects because new roads bring in votes, and maintenance doesn’t.”All automobiles are subjected to mechanical inspection tests every six months, those that fail are not allowed on the streets. But testing centres across the country are not functional as vehicles are certified based on manual (visual) inspection alone.The design of vehicles can also factor in crucial life and death situations. For example, tipper truck drivers have blind spots on the sides which prevent them from seeing motorcyclists. Moreover, the bumpers of these heavy load vehicles is 1.5m above the ground making them lethal in a collision. Many countries including China, Brazil and Japan have now added 360degree cameras for tipper drivers.“Our tippers are not fit for highway and city traffic, their only purpose is to carry raw material from mines to construction site,” says Namraj Ghimire of the Department of Transport Management. <figure><img width="1536" height="850" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3ed9c7e80680e09667fjpeg.jpg" alt=""><figcaption> </figcaption></figure>An important aspect when it comes to traumatic road traffic accidents is the transportation of the wounded to the hospitals without further aggravating their condition. “We have seen many cases of careless handling leading to unnecessary damage to the spine resulting into deaths,” says Raju Dhakal of the Spinal Injury Rehabilitation Centre in Sangha.The traffic police and the Department of Transport Management are responsible for implementing rules and regulations. The Department of Roads has to build safe infrastructure. But when asked, they all pass the blame to each other. Traffic police complain that they do not have enough human resources. The Department of Roads states that most roads in Nepal are now under the purview of local governments. The Transport Service Department simply does not bother about vehicular inspections. <figure><img width="1400" height="1050" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3f09c7e80680e096680jpeg.jpg" alt=""><figcaption> </figcaption></figure>It is therefore up to the public to make their voice heard, and make government agencies feel more responsible, says activist Anandaraj Joshi, who used to be a truck driver in Western Nepal. “Civil society, media and investigators must continue to pursue this issue, start a discourse to wake up the uncaring state and together eradicate this calamity from its roots,” Joshi says.There is a consensus among experts that the implementation of road engineering suited to the geography of the place and mechanical knowledge among drivers is crucial to reducing road accidents. Similarly, traffic education goes a long way in preventing road fatalities and must start at homes and schools.Says former SP Jagat Man Shrestha: “Traffic enforcement gives us a quick result but it will be temporary. To prevent as many road accidents as possible, we must revamp our education system and upgrade engineering.”

Anita Bhetwal

Nepal’s other pandemic: road fatalities

This is the first instalment in a new limited series in Nepali Times on the historic transportation infrastructures of Nepal. Nepal’s Forest Railways As<a href="https://nepalitimes.com/here-now/india-s-border-trains-that-connected-nepal"> India’s railway network </a>expanded in the 1890s and 1900s, the demand for wooden railway sleepers, called ‘ties’ in America, likewise increased. The <a href="https://archive.nepalitimes.com/article/Nepali-Times-Buzz/the-rana-reign-a-recap-of-history,3751">Rana regime</a> realised that western Nepal’s dense forests, from which sal trees could be extracted and sold, represented a valuable source of revenue. There was a problem of accessing large tracts of <a href="https://nepalitimes.com/here-now/the-tarai-s-shrinking-forests">Tarai forests</a>. However, once Indian railway lines are extended to Nepal’s border in several places, this issue could be resolved by constructing logging railways, also known as ‘tramways’ or ‘light railways’. The Nepal Government awarded a contract to Punjabi timber contractors to supply 15,000 sal sleepers to Chandan Chauki station of India’s Oudh &amp; Rohilkhand State Railway in 1908. The contractors also received a concession to construct a steam tramway to run 48km into <a href="https://nepalitimes.com/banner/reviving-nepals-community-forestry-success-story">Nepal’s forests</a> for cutting and transporting trees. The author found no records, however, indicating that such an ambitious tramway was built in 1908. The hewn logs were probably carried into India by bullock carts or <a href="https://nepalitimes.com/news/elephants-become-white-elephants">elephants</a>. The earliest known forest railway in Nepal was built in 1914 in the southwestern corner of the present-day Parsa district. A British engineer went to the Indian border town of Bikna Thori to plan a 4-mile portable light railway for the transport of timber from <a href="https://nepalitimes.com/here-now/on-the-tri-junction-of-wildlife-conservation-conflict-and-co-existence">the forest of Chitwan </a>to the Thori depot on the Bengal &amp; Northwestern Railway. This short line was laid upon wooden sleepers, and its rails could be taken up and repositioned when logging in one section of the forest was completed. This forest railway was in operation at least through 1917.&nbsp; A few year down the line in 1923, J V Collier of the Indian Forest Service built a narrow-gauge railway in Kailali district also to export of timber to India. This line, the Nepal Government Forest Railway, departed Chandan Chauki in Uttar Pradesh and ran 48km northwest into Nepal.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250824150820_84ddef57433c2f847b2c7e56c2d9c924084b6e6a504bbca905d2c593fac8eabd.jpg" data-media-id="editor_6" data-image-id="20250824150820_84ddef57433c2f847b2c7e56c2d9c924084b6e6a504bbca905d2c593fac8eabd" data-rendition-name="original" width="1130" height="689" loading="lazy" alt="Nepal's little railways"> <figcaption>A Nepal Government Forest train in Kailali District hauling sal sleepers in 1925. Photo: DAVID CHURCHILL </figcaption> </figure>  It was a 2-foot railway supported by 11kg rails. The line was ‘temporary’ in that as sal trees were thinned out in one area, railway tracks were shifted to uncut areas of the forest. The railway crossed seven small <a href="https://nepalitimes.com/here-now/saving-what-is-left-of-himalayan-rivers">rivers</a>, but the bridges were taken down during the summer and monsoon. Trains ran only from November to April. This forest railway purchased four 4-6-0T ‘tank’ engines built in Leeds, England. Each bogie could carry 100 broad-gauge sleepers, and two engines were needed to haul a 21-car train loaded with 2,100 sleepers. This huge commercial forest operation once employed about 14,000 men, most of them Indians. During one season, nearly 800,000 broad and metre-gauge sleepers were exported to India. When India suffered a depression in 1930, large scale operations came to an end. Read also: <a href="https://nepalitimes.com/news/rust-in-peace?fbclid=IwAR1_eg88TCOS6RGRW1af7WvaWx5mzh_rY8-vT1MnJxSs41QtCpaA988oXk8">Rust in peace</a>, Daniel W Edwards  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250824150828_13a0b894b9ea0c478904d358028f0c976d84f284432ee25106787366598d38e5.jpg" data-media-id="editor_9" data-image-id="20250824150828_13a0b894b9ea0c478904d358028f0c976d84f284432ee25106787366598d38e5" data-rendition-name="original" width="6000" height="4000" loading="lazy" alt="Nepal's railways"> <figcaption>Rails extended north from this spot into the virgin sal forests of Bardia in western Nepal 100 years ago.  DANIEL W EDWARDS</figcaption> </figure>  A third railway was built in <a href="https://nepalitimes.com/here-now/the-big-bulls-of-bardia">Bardia </a>where some scattered rails and signs of an old roadbed were seen in the 1960s. It ran from Nishangada in India to Khairbhatti in Nepal. From there, stations heading south were Ranipur, Karmak, Taratal and Madhuwan. Collier likely <a href="https://nepalitimes.com/here-now/nepal-train-project-struggles-to-stay-on-track">built this railway </a>as well in the 1920s. An elderly man in Bardia in 2022, whose father had worked on this forest railway, was interviewed for this account. Kathmandu Valley’s Motor (Trolley) Railway Merchants importing goods from India via the<a href="https://archive.nepalitimes.com/article/business/ropeways-connecting-nepal,1749"> ropeway</a> Chandra Shamsher built in 1927 had to go to the ropeway’s terminus at Matatirtha near Thankot to claim their goods and then haul them 6km to the customs house Bhansar Adda at Teku for clearance and payment of customs duties. The Motor Railway was built to carry goods from the<a href="https://archive.nepalitimes.com/news.php?id=16839"> ropeway station </a>directly to the customs office, making it cheaper and more convenient for merchants to receive their shipments. In December 1931, Prime Minister Bhim Shamsher issued an order (sanad) putting Lt Gen Singha Shamsher Rana in charge of building this rail line to Teku and on to ‘Nabalak Khana’ in Tripureswar, a distance of 10km. The project was subdivided into four sections or ‘phant’, and for each, budgets and timelines were established. There was bato phant (constructing the roadbed), lik sleeper and jordne phant (laying sleepers and joining the rails), culvert phant (installing culverts) and pul phant (building bridges). Colonel Kishore Narsingh Rana was put in charge of the sleeper and rail section, while Colonel Dilli Jung Thapa, an engineer at Ghar Kaj Adda, also was involved. The Motor Railway was completed by the end of 1933. In the beginning, the railway’s small wagons may have been pulled and pushed by men and bullocks. However, in 1938 a British railway manufacturer sent Nepal a four-wheel, 5½ ton, 2-foot narrow-gauge diesel-powered locomotive with mechanical transmission, hence the name motor railway. Read also: <a href="https://nepalitimes.com/latest/nepal-railways-janakpur-test-drive?fb_comment_id=3554227181262227_4263866616964943">Nepal Railways Janakpur test drive</a> Leaving Matatirtha, the trains passed Satungal, Naikap, the Bishnudevi Temple, crossed an iron bridge over Balkhu Khola, then to Ghattepakha, Sunagau, through what is now a section of Kuleshwor (‘Lik Marg’) to the Customs Office at Teku.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250825020852_033f0cee9775d7dadde7811132f84da876f614c386e3677e560ba7aed79909d9.jpg" data-media-id="editor_15" data-image-id="20250825020852_033f0cee9775d7dadde7811132f84da876f614c386e3677e560ba7aed79909d9" data-rendition-name="original" width="2000" height="1333" loading="lazy" alt="railways in Nepal"> <figcaption>Lik Marg in Kuleswor, the former route of the Motor Trolley Railway. Photo: DANIEL W EDWARDS</figcaption> </figure>  In 1945, Motor Trolley had four engines, but spare parts was badly needed. The charge for transporting one maund (about 40kg) of cargo from Matatirtha to Teku was 50 paisa. Even though the trains ran slowly and only for a short distance, <a href="https://nepalitimes.com/news/fatalism-and-fatalities">accidents were not unknown</a>. A train loaded with rice, salt and cotton derailed on a curve in July 1946, and two railway employees were crushed under the cars and killed, five others were injured. Besides the driver and a brakeman, guards rode the trains to prevent theft of goods.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250824150836_63a327d4db3b067a23dd5c6cf17a31ffe811ffd4a8429bc31011d62298a90060.jpg" data-media-id="editor_17" data-image-id="20250824150836_63a327d4db3b067a23dd5c6cf17a31ffe811ffd4a8429bc31011d62298a90060" data-rendition-name="original" width="6000" height="4000" loading="lazy" alt="Nepal's railways"> <figcaption>The author by the remains of the Balkhu Khola bridge built in 1932 with American steel. Photo: JEEVAN NEPAL</figcaption> </figure>  By 1953, government budget estimates indicated the Motor Railway would break even with an income of Rs70,000 against Rs71,000 in expenditure. It appears the railway stopped service around 1957 with the opening of the Raj Path and the extension of the ropeway from Matatirtha to Bhansar Adda. Bent steel beams of the bridge across Balkhu Khola and two plaques recovered from the river a few years ago are the only remains of this railway today. Photos of the Motor Trolley Railway in operation are hard to come by.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250825020848_3a7cd17d0ffc36bbf5fdad404f5f6e91c7aa0e4f4ed729ed2c7e9c186f32ca9b.jpg" data-media-id="editor_18" data-image-id="20250825020848_3a7cd17d0ffc36bbf5fdad404f5f6e91c7aa0e4f4ed729ed2c7e9c186f32ca9b" data-rendition-name="original" width="5189" height="1979" loading="lazy" alt="railways in Nepal"> <figcaption>Steel plaque commemorating the construction of a Motor Trolley bridge across the Balkhu Khola. Photo: DANIEL W EDWARDS</figcaption> </figure>  The Kosi Project Railway (KPR) As early as 1941, India and Nepal considered building a dam on<a href="https://nepalitimes.com/here-now/the-kosi-s-sorrow-and-scope"> the Kosi River</a> to prevent destructive floods caused by <a href="https://nepalitimes.com/editorial/when-it-rains-it-pours-ksqprbu3">monsoon rains</a>. Floods in 1950 inundated 500 villages in Bihar and left 500,000 people homeless. The two governments signed an agreement in 1954 to build a barrage on the Kosi, and King Mahendra and Prime Minister Nehru laid the foundation stone in April 1959. To transport stones from a quarry near Dharan to use in mixing concrete at the construction site, the Indian government, in charge of building the barrage, made plans to build a narrow-gauge railway linking Bihar and its border town of Bhimnagar with Nepal’s settlements at Chakraghatti, Chatra and Ghopa, the outskirts of Dharan.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250824150816_fc5e13b01022c63c64f1e83589da0015eee7ecd002bdd3d97b88c98c1f3d45b7.jpg" data-media-id="editor_21" data-image-id="20250824150816_fc5e13b01022c63c64f1e83589da0015eee7ecd002bdd3d97b88c98c1f3d45b7" data-rendition-name="original" width="4011" height="2645" loading="lazy" alt="Nepal's railways"> <figcaption>Steel plaque commemorating the construction of a Motor Trolley bridge across the Balkhu Khola. Photo: DANIEL W EDWARDS</figcaption> </figure>  The section of the KPR in Nepal totaled 66km — the country’s longest railway to date. The stations south of Chakraghatti were Rajabas, Maduhuwan, Kushaha, Haripur and Bhantabari. The line built, operated and owned by the Indian Government, was opened in 1958 and known locally as Dhunge (stone) Rail. Procuring locomotives, wagons and other materials was a challenge. India’s Railway Board searched the country for old 41 lb rails, and located steam engines, most built around 1910, in poor condition, and stored in ‘retirement’. These decrepit locomotives were later cannibalised for parts to keep the remaining engines running, and six newer locomotives built in Yugoslavia were sent to the KPR in 1960 to prevent the railway from shutting down and halting construction of the barrage.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250824150832_fd644f9e2674c5047a531de5dfeb2c8860b0f93dddc7a2df3db867bf31b2c94b.bmp" data-media-id="editor_22" data-image-id="20250824150832_fd644f9e2674c5047a531de5dfeb2c8860b0f93dddc7a2df3db867bf31b2c94b" data-rendition-name="original" width="3171" height="2069" loading="lazy" alt="Nepal's railways"> <figcaption>KPR locomotives, water tank and staff at Chakraghatti in Nepal. Photo: JOHN BENSON</figcaption> </figure>  Used bogie-wagons (gondolas) came from <a href="https://nepalitimes.com/here-now/india-nepal-rail-diplomacy">Indian railways</a> that had been converted to metre-gauge, others were manufactured in Muzaffarpur without couplers due to the non-availability of steel. A hundred new wagons arrived from Japan, but only half could be put in service, as couplers from the other 50 were removed and attached to the Muzaffarpur wagons. This smorgasbord of equipment kept shop mechanics and work crews busy, but now-abandoned railways in Nepal always operated under less-than-ideal conditions. Although the purpose of the KPR was to transport gravel, stones and boulders to the site of the barrage, photographs show people riding in loaded wagons. Excluding Dharan, there was no bus service through the wild animal infested jungle between Dharan and Chakraghatti or along the dusty paths linking other small villages on the KPR, so patient locals sat in wagons at Dharan, waiting perhaps for hours for trains to depart.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250825020852_7d011dcc8e9b8cb0fe745b352486ebc4a84dac99419eadb35875333db20837c6.jpg" data-media-id="editor_24" data-image-id="20250825020852_7d011dcc8e9b8cb0fe745b352486ebc4a84dac99419eadb35875333db20837c6" data-rendition-name="original" width="3965" height="2659" loading="lazy" alt="railways in Nepal"> <figcaption>Ticketless riders on a train of gravel and stones in the forest between Dharan and Chakragatti in 1966. Photo: JOHN BENSON</figcaption> </figure>  Sons of former railway workers in Chakraghatti say that there were no fixed schedules, three or four trains ran both ways daily in the early 1960s. Southbound trains carried gravel, stones and boulders, while northbound trains would carry coal, cement and provisions, including sacks of coins to pay the workers. Trains even ran at night, and the crews worked long hours. Workers received free housing in project-built tenements but had to buy food supplies and items for personal use. The Babu Saheb or the superintendent lived at Chakraghatti, and at one time supervised more than 1,000 employees, nearly all of them from India. The barrage was completed in 1964, but by 1970, the Kosi Project Railway had passed into history. Daniel W Edwards was a Peace Corps volunteer in 1966 and is the author of several books on Nepal.

Nepal’s five little railways

The cost of preserving Nepal’s past

Turkish Airlines is official airline partner for the second edition of the Vatsalya Everest Women’s Volleyball League (EWV). The league, scheduled for 5-13 September, will take place in Pokhara and feature 18 international players alongside elite Nepali volleyball talent. The agreement was signed by Turkish General Manager Serkan Başar, and EWV CEO Snevy Chapagain. “Turkish Airlines’ support ensures a seamless journey and adds immense prestige to the league’s goal of women’s empowerment through sports as well as the agenda of sports tourism,” said Chapagain. “We are thrilled to partner with Vatsalya Everest Women’s Volleyball League as the official airline. With this association, we aim to support women role models in sports. We believe this association will connect countries to Nepali volleyball,” remarked Basar.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250825030844_36df66612152abbea71f15579358a2bb0fe797f21cbe7e7c7f28e3fe91655ae4.jpg" data-media-id="editor_0" data-image-id="20250825030844_36df66612152abbea71f15579358a2bb0fe797f21cbe7e7c7f28e3fe91655ae4" data-rendition-name="original" width="1920" height="1280" loading="lazy" alt="Turkish"> </figure>

Turkish to sponsor women’s volleyball league

India and China have a long-standing border dispute along their Himalayan border which has erupted in violent skirmishes. But Indian and Chinese officials last week agreed to ignore Nepal’s own border dispute with India to facilitate trade. The Indian Ministry of External Affairs this week flatly rubbished <a href="https://nepalitimes.com/editorial/territorialism">Nepal’s territorial claims</a> to the Lipulek Pass and the Kalapani Region, including Limpiyadhura, which Nepal considers as the source of the Mahakali River that forms Nepal’s western border with India. The latest episode in this dispute has come as Sino-Indian relations have thawed after US President Donald Trump slapped <a href="https://nepalitimes.com/news/nepal-and-the-us-india-tariff-tiff">sanctions on Indian exports</a>. The joint communiqué in Beijing said India and China had agreed to resume their border trade through the Nathu La, Sipki La and Lipulek during Chinese foreign minister Wang Yi’s visit to New Delhi. Lipulek is a pass 10 km north-east of <a href="https://nepalitimes.com/news/there-is-precedent-to-settling-kalapani">Kalapani</a> which has been disputed ever since the Survey of India published its 1879 map, where the source of the Mahakali was suddenly shifted from Limpiyadhura to Lipulek.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250826060824_4e68dd5964e0995b91148de9978a1de52b19691e1b01f52a405924fd130c22bd.jpg" data-media-id="editor_3" data-image-id="20250826060824_4e68dd5964e0995b91148de9978a1de52b19691e1b01f52a405924fd130c22bd" data-rendition-name="original" width="2000" height="2083" loading="lazy" alt="Lipulek dispute explainer"> </figure>  This tributary of the Mahakali was called the Kali on this map, and is a fordable tributary and not the main channel of the border river. The main Kali River was renamed Kuti Yangdi, and this happened while the British were still in India presumably to gain access to the Lipulek in contravention of the 1816 <a href="https://nepalitimes.com/banner/borderline-disorder">Sugauli Treaty</a>.&nbsp; This subterfuge continued even after India gained independence in 1947. Nepal has maintained that the main channel of the Kali is the border as per the 1816 treaty, when Nepal lost a third of its territory to British India. It is all well and good that India and China are now friendly enough to <a href="https://archive.nepalitimes.com/news.php?id=19447">open border trade</a> routes, but it should not be in violation of Nepal’s territorial integrity. Nepal should be called for diplomatic and political negotiations regarding the Lipulek pass and the Kalapani region comprising Limpiyadhura.&nbsp; Read also: <a href="https://nepalitimes.com/opinion/comment/when-xi-meets-modi-and-oli">When Xi meets Modi and Oli</a>, Kanak Mani Dixit China and India, but especially the latter, should invite Nepal to discuss these issues and iron out the disputes based on facts and evidence and maps. Nepal had sent seven diplomatic notes to India and three to China so far regarding the Lipulek and Kalapani. India has not responded to any of them. China replied once saying that Nepal and India should sort out their border disputes first before voicing their opinions. Nepal welcomes the recent talks between India and China that it hopes will positively impact on settling border disputes that are mostly stalled since the 1962 Sino-Indian war, the 73-day military standoff over the disputed Doklam region between China and Bhutan, and the 2020 Galwan clash in Ladakh. Nepal’s two large neighbours seem to have come to their senses and realised that it is in their interest to collaborate rather than confront each other when President <a href="https://nepalitimes.com/opinion/trump-s-first-month">Trump is acting erratically</a> with threats of sanctions and tariffs.&nbsp; Prime Minister K P Oli should bring up Nepal’s grave concerns about the Lipulek during his state visit to India next month when he will meet Prime Minister Narendra Modi in Bodh Gaya. The two are also expected to meet next week at the Shanghai Cooperation Organisation summit in Tianjin when Chinese President Xi Jinping will also be present. But even before that Nepal should send diplomatic notes to both the Indian and the Chinese governments regarding their agreement to resume border trade through the Lipulek.&nbsp; Here is a timeline of the developments regarding the Lipulek: Sino-Indian Agreement of 1954 This 8-year Agreement on Trade and Exchange between Tibet and India was signed in Peking on 29 April, 1954 by the Chinese Vice-Foreign Minister Chang Han Fu and the Indian Ambassador Nedyam Raghavan.&nbsp; There was no explicit mention on the border settlements either on the Line of Actual Control (LAC) or on Ladakh, although trade and pilgrimage through Lipulek and other 5 passes (Sipki La, Mana Pass, Niti Pass, Kungri Bingri Pass and Dharma Pass) were agreed upon.&nbsp; Trade between Uttar Pradesh state and the Tibet Autonomous Region was through ‘border &nbsp;point of the agreement states: ‘With a view to facilitating the visits of persons engaged in border trade and the exchange of commodities and means of transportation, (India and China) have decided that Lipulek (Qiangla) be the border pass for the entrance and exit of the said persons, commodities and means of transportation from the two sides.’ The agreement expired on 6 June 1962 during the Sino-Indian war, and the two sides did not renew it. Bilateral ties started to normalise only in the 1990s with the Indian decision in 1988 to abandon its policy of settling ‘territorial issue’ for ‘normalisation of relations’. India There was no reaction from Nepal to the 1954 agreement since Nepal did not have diplomatic relations with China yet at the time. Sino-Indian Agreement of 2005 The Political Parameters and the Guiding Principles for the Settlement of the Sino-Indian Boundary Question is detailed in 11 Articles, which outline the steps to be taken for a Peaceful and Tranquil Border. The agreement was a direct outcome of the Special Representatives mechanism that had been set up through a 2003 agreement. It also incorporated the Confidence Building Measures in Military Field along the Line of Actual Control (LAC) in the Sino-Indian Border Areas signed in 1996.&nbsp; A protocol on Modalities for the Implementation of Confidence Building Measures in the Military Field along the Line of Actual Control in the India-China Border Areas signed during Chinese Premier Wen Jiabao’s India visit, which stated in Clause 2 of Article 5: ‘Both sides agree to extend in principle to expand the mechanism of border meeting points to include Kibithu Dhamal in the Eastern Sector and Lipulek Pass (Qing La) in the Middle Sector. The precise locations of these border meeting points will be decided upon mutual consultations.’ Nepal’s Foreign Ministry issued a statement in 2005 stating that Nepal had asked China about the issue and the Chinese Embassy clarified that the agreement had nothing to do with Kalapani. This was perhaps the first time that Nepal had objected to the Sino-Indian agreement on Lipulek. King Gyanendra had staged a coup d’état on 1 February 2005, just two months prior to this agreement. The Nepali press voiced criticism of China in particular for disregarding the country’s sentiment.&nbsp; Sino-Indian Agreement of 2015 India and China signed several documents during the state visit of Chinese President XI Jinping to India on 18 September 2011. Number one on the list was: ’Opening a New Route for Indian Pilgrimage (Kailash Mansarovar Yatra) to the Tibet Autonomous Region of the People’s Republic of China’.&nbsp; The Indian foreign ministry stated: ‘The MoU provides for conducting the annual Kailash Mansarovar Yatra through Nathula Pass in Sikkim in addition to the existing Lipulek Pass in Uttarakhand’. On May 15, 2015, China and India issued a Joint Statement during Indian Prime Minister Narendra Modi’s visit to China. Point 28 under the ‘Trans-border Cooperation’, states that the two sides agreed to ‘hold negotiation on augmenting the list of trades commodities, and expand border trade at Nathu La, Quingla/Lipulek Pass and Sipki La Pass’. Nepal’s objection to the 2015 agreement was stronger than in 2005. Prime Minister Sushil Koirala called up Narendra Modi to express Nepal’s displeasure It was not until 2020 that Nepal’s Foreign Minister disclosed that ‘Nepal had expressed its disagreement in 2015 through separate diplomatic notes addressed to the governments of both India and China … including Lipulek Pass as a bilateral trade route without Nepal’s consent.’  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250826060824_d4497e2620bba81211d27e427393974877e09006abc26e13055508996e5b29ea.jpg" data-media-id="editor_8" data-image-id="20250826060824_d4497e2620bba81211d27e427393974877e09006abc26e13055508996e5b29ea" data-rendition-name="original" width="1108" height="1550" loading="lazy" alt="Lipulek dispute explainer"> </figure>  The new political map of India published by the Survey of India in November 2019 that incorporated areas east of the Kali River including Kalapani as Indian territory sparked renewed public, and political, attention to the Mahakali dispute. The Nepal government then countered by formally approving the publication of the new Political and Administrative Map of Nepal including all territories lying to the east of the Mahakali River on May 18, 2020. In June, the House of Representatives unanimously endorsed the second amendment to the Constitution of Nepal to update the country’s new political map in the national emblem. Sino-Indian Consensus of 2024 A 6-point Consensus on Peace and Tranquility on the Line of Actual Control (LAC) was agreed on December 18, 2024 between the Special Representative of the People’s Republic of China, Wang Yi, and the Special Representative of the Republic of India, Ajit Doval.&nbsp; India has not denied that this is a consensus, while China made it clear that this was not a Joint Statement. This Consensus is in line with the 2005 agreement, and was agreed during the 23rd round of the Special Representatives talks held after a gap of five years aimed at restoring bilateral ties frozen because of the military standoff in Ladakh. The agreement included: cross-border communication and cooperation, promoting the resumption of pilgrimages by Indians to Xizang, cooperation on crossborder rivers, and trade at the Nathu La Pass. Nepal made no reaction to the statement despite Lipulek being the pilgrimage route for Mansarovar and Kailash.&nbsp; Prabhakar Sharma is a construction engineer and an international border expert who has worked as a survey engineer for the Cameroon-Nigeria border demarcation by the United Nations.