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;

original

674x448

610x380

500x500

400x266

400x240

400x203

301x200

1250x600

1084x550

thumbnail

viewImage

"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

With Saturday's deadline on Malaysia’s announcement of new criteria for selecting private recruiting agencies for migrant workers having lapsed, Nepal and Bangladesh have rejected the conditions.
The Malaysian move three weeks ago came in the aftermath of deadly GenZ riots in September, when Nepal’s interim government does not have designated heads in the Foreign Ministry and the Labour Ministry.
Interim Prime Minister Sushila Karki instructed the Labour Ministry to examine the implications of the standards and recommend appropriate steps to address them, but it has said it cannot send Nepali workers to Malaysia based on those criteria.
“In line with Nepal’s foreign employment policy and regulations, we are currently unable to accept or implement the proposed criteria,” says Pitambar Ghimire, spokesperson at the Ministry of Labor, Employment and Social Security in Kathmandu.
In response to the government’s request for their opinion on the Malaysian stipulation, the Nepal Association of Foreign Employment Agencies (NAFEA) has also flatly rejected the criteria, saying it could create a harmful syndicate and restrict fair competition, violate Nepal’s Constitution and laws, and increase recruitment fees that workers must pay.
On 25 October, the Malaysian Ministry of Foreign Affairs sent letters to the governments of Nepal, Bangladesh, Burma, Pakistan and India with 10 criteria meant to ‘rationalise the number of licensed private recruitment agencies permitted to facilitate recruitment and placement of workers to Malaysia’.
The proposed criteria include: at least five years of operating experience, deployment of 3,000 workers in the past three years of operation, experience sending workers to at least three countries, valid licenses and good conduct certificates, five employer testimonials, operating their own training and accommodation centres, and even a requirement for the staffing agency to have a 10,000 sq m office maintained for three years.
“We have communicated our views to the Ministry of Foreign Affairs, and have proposed discussing various labour related matters with our Malaysian counterparts diplomatically through bilateral dialogue and negotiations including renewal of the Nepal-Malaysia labour agreement,” Pitamber Ghimire said.
NAFEA has urged the government to prevent this measure from moving forward using diplomatic channels, and has held &nbsp;several gatherings and press conferences opposing the proposal since the Malaysian letter was received three weeks ago.
“We have taken commitment letters from members that they will not be engaged in activities related to the syndicate,” said Sujit Shrestha of NAFEA. “And if they break the commitment, they will face consequences including the revocation of their NAFEA membership. These letters also send a strong message to the government that this is irrevocably and collectively rejected by the industry.”
Bangladesh has also not accepted the proposal despite the 15 November deadline to send a list of recruiters that meet the criteria. That in itself would have been an impossible task to complete to begin with even if the government had accepted the proposal.&nbsp;
According to media reports, Bangladesh has sent a letter to the Malaysian government requesting that three of the proposed criteria be relaxed. This includes flexibility regarding the requirements for a 10,000 sq ft office, a dedicated training center, and the condition of having deployed 3,000 workers in the last five years. Despite the official request to Malaysian authorities, the Bangladeshi Government has also been collecting applications from recruiters who meet Malaysia’s proposed criteria, raising confusions about the contradictory stance.&nbsp;
Just like NAFEA, the recruitment association in Bangladesh, the Bangladesh Association of International Recruiting Agencies (BAIRA) has also outright rejected the proposal including in a letter to the Bangladeshi government, calling the criteria ‘unprecedented and exclusionary, unreasonable, discriminatory and syndicate-driven &nbsp;that would effectively disqualify 99% of legitimate agencies from participation’.&nbsp;
Now that the ball is back in Malaysia’s court and the proposal has not gained much support from two of the major origin countries, it will be interesting to see how they respond.

Nepal, Bangladesh reject Malaysian conditions

Nepal’s September protests and regime change created two major unexpected costs that Prime Minister Sushila Karki’s interim government is scrambling to deal with: reconstruction of destroyed government buildings, and holding elections on 5 March.
The buck stops at the desk of economist and former bureaucrat Minister of Finance Rameshore Khanal about where and how to spend limited resources.
“Rameshore-ji is a fresh face and the right person for the role. He is capable and interested, and he knows the system,” says Kalpana Khanal of the Policy Research Institute (PRI).
But Minister Khanal has to grapple not just with the immediate budgeting needs for elections and reconstruction, but also initiate longer term measures to restore investor confidence badly dented by arson and vandalism of 9 September, and mend the economy.
Immediately after taking office, he had set up a three-member task force to cut programs and free up budget to meet immediate expenses.
“We have to hold elections and we have to reconstruct. Both need money, and they are equal priorities for us,” said Ministry of Finance spokesperson Tanka Prasad Pandey. “It is important to find these funds internally, and not look to aid from abroad.”
But Minister Khanal flew into heavy flak last week for his decision to restore investor confidence by giving a strategic capital gains tax break to Nepal’s only foreign private equity fund.
The Mauritius-based Dolma Impact Fund has invested venture capital into Nepal’s hydropower, construction and biotech sectors as well as solar farms and hospitals. It said in a statement that its capital gains are only taxable in Mauritius as per its double-taxation avoidance agreement with Nepal, which predates and overrides the Income Tax Act of 2002 subsequent to the Treaty Act 1990.
“When you have investors from all over the world, you have to choose a domicile and Mauritius is probably the most popular for development finance institutions due to strong governance, AML, and treaties with developing countries like Nepal,” Tim Dolma Investment told Nepali Times on the phone from London.
He added: “Last June we applied for the government to uphold its treaty with Mauritius which under all country laws including Nepal treaty act supersedes any disagreement with domestic laws. But there were delays. It was when the new government decided to uphold the treaty that the whole hoo-hah started.”
Leaks to the media possibly by bureaucrats fearful of being hauled over the coals by the CIAA has set financial circles abuzz for the past week. The Internal Revenue Office refused to grant the exemption, citing the 2002 Act.
Prime Minister Sushila Karki asked Chief Secretary Eaknarayan Aryal for clarification, and learnt that the Cabinet’s decision was not official since it was not recorded in the minutes.
“We were raising a fund that could have brought $1 billion in for energy and we had to stop it due to the reputational damage to Nepal by not upholding an international treaty,” said Gocher.
Gocher added: “Under Nepal’s Treaty Act, if there is ever disagreement between an international treaty and domestic law, then international treaty takes precedence so it is crystal clear and the way international treaties are dealt with all over the world.”
Some experts worry that gifting the fund such perks can set a dangerous precedent and a loss in tax revenue. Professor and economist Pushkar Bajracharya says: “The most important thing is to have a consistent policy about tax cuts and not do it piece-by-piece. Besides, the evidence just isn’t strong that tax cuts lead to higher investment, or more jobs.”
Others hark back to the capital gains dispute of the sale of Ncell ownership, which went to the Supreme Court and all the way to the international tribunal in The Hague.
Khanal has said privately that he is responding to the damage to Nepal’s investment climate from the dramatic visuals beamed worldwide of an international hotel chain and government buildings set ablaze in September. Western embassies are also said to be lobbying to allow Dolma tax exemption and smooth profit repatriation.
There are tradeoffs. Private equity funds like Dolma could funnel foreign funds more efficiently towards successful Nepali companies than the government, which is slowed down by many layers of bureaucracy. The downstream multiplier effect of such investments would outweigh taxes to the government since much of it is misused and wasted.
For example, the government is not taxing income in FY 25/26 generated by the US-funded $697 million Millennium Challenge Corporation (MCC) projects to build transmission lines and upgrade highways.
Strategic tax exemptions do provide incentives to investors, to make sure these projects are carried out effectively, which in turn helps Nepal’s development which has been affected by corruption and mismanagement.
The main demand of the GenZ protests that led to the downfall of the government coalition two months ago was to control corruption and make government more efficient so there is investment and job creation. The interim government seems to be responding to that sentiment.
The Dolma issue has distracted from the larger and longer-term need to reform the country’s financial systems and streamline public expenditure. How to reduce corruption and spur development is going to be the main agenda for elections, and the criteria by which voters will select candidates and parties.
TASKED FORCE
Shortly after Rameshore Khanal was appointed he set up a three member task force made up of the heads of Budget and Program, Foreign Aid, and Revenue Management Divisions. The team sent through the budget culling items DOGE-style — projects deemed ‘inadequately prepared,’ ‘fragmented,’ or ‘included through political pressure.’
Khanal hoped to save up to Rs100 billion by cutting all projects less than Rs30 million. However, such a slash and burn method would hurt rural and remote area projects for health and education more, and much bigger corruption-ridden infrastructure projects would be unscathed.&nbsp;
Says Bajracharya, “There are thousands, maybe hundreds of thousands of low-return programs in the budget that are there because of political or personal influence. But the criteria for cutting them needs to be properly defined. Doing it arbitrarily is unacceptable.”&nbsp;
Kalpana Khanal of the Policy Research Institute was involved in the taskforce, and explains: “The decision to mobilise internal funds is a pragmatic move to fund elections and reconstruction.”
However, she also singles out the massively-funded Ministry of Physical Infrastructure and Transport as being particularly problematic: “Time and cost overruns are historically the norm, and many are ‘vote bank’ projects that are politically motivated rather than done for return on investment.”
For example, politicians use their influence to build roads to their home districts to secure popularity even if the funds would have been better spent elsewhere.
“Another problem is the amount of funds that are transferred randomly for things that outside the budget,” continues Khanal.
Bajracharya adds, “While reconstruction and elections are big financial commitments, Nepal could easily find the funds. Cancelling low impact programs is a good move by the ministry of finance, and another option could have been to raise customs or taxes by a few percent. The main problem is that a huge amount of funds are lost to corruption.”
Kalpana Khanal and Dilli Raj Khanal co-authored a technical report last year titled Improving Public Expenditure System in Nepal: Critical Areas of Reform which did a forensic examination of such wasteful projects.
The conclusion: recommendation to have stricter accountability measures in place to check the actual use of funds and merit-based appointments in the National Planning Commission, Ministry of Finance, and the CIAA.
The technocrats in Prime Minister Karki’s cabinet resonate with the latter point. Nepal is so entrenched in the ‘afno manche’ culture of nepotism and connections that it has become the norm.
The report also refers to the well-known off-budget ‘re-allocations’ of big outlays during the seventh and first months of the fiscal year that undermine in-built check and balance. Almost a quarter of the budget is spent in the last month, which results in low quality and low impact work.
The authors call for reward and punishment systems to prevent these practices. The CIAA could also be supercharged to build transparency into the digital Line Ministry Budget Information System, instead of being an agency for political vendetta.

Nepal needs to use its money better

At the opening plenary of COP30, which stands for the convolutedly named 30th Conference of the Parties to the United Nations Framework Convention on Climate Change (UNFCCC), in Belém on Tuesday, Nepal brought up the threats to the Himalayan watershed. Nepal’s delegate Rajendra Prasad Mishra, Secretary at the Ministry of Foreign Affairs, also spoke on behalf of Bhutan and Bangladesh after the three countries formally called for tripling grant-based adaptation financing from 2015 levels to at least $120 billion per year by 2030, and to ensure a more simplified, scaled-up access to finance their National Determined Contributions (NDCs) to reduce emissions and adapt to climate impacts. “Bhutan has already graduated from Least Developed Country (LDC) status, while Bangladesh and Nepal are in the process of graduation,” said Mishra. “Graduation reflects development progress, but does not reduce our climate vulnerability nor the scale of support required to safeguard development gains.” The Loss &amp; Damage Fund is also finally coming into effect, so countries can now apply for $5-20 million to make up for damage from climate impact. But claiming damage and linking disasters to climate breakdown has not been an easy process. “When a 200MW hydropower plant is destroyed by a glacial flood, it is a big loss for Nepal’s GDP. Every megawatt costs us $20 million to build,” says energy entrepreneur Kushal Gurung. “Our lobbying should be top-notch, and hydropower can make a good case for us.” Belém marks the tenth anniversary of the Paris Agreement that brought the world together to pledge to keep global average temperature to ‘well below’ 2°C above pre-industrial levels and limit it to 1.5°C.&nbsp; COP has also returned to Brazil after 30 years of the Rio Conference in 1995. Since then there have been numerous summits, which have been criticised for being just hot air and being hosted by fossil-fuel exporting countries like UAE and Uzbekistan. Belém was selected because it is a gateway to the Amazon, but Brazil has now also become a major oil producer after new offshore finds. A recent report shows that compared to 2019, the world is set to reduce its emissions by 12% in 2035 if countries are to implement their Nationally Determined Contributions even though the figure needs to go up to 40% to meet temperature targets. There has been progress. Before the Paris Agreement the world was on a path for 4°C increase during this century, and this has now come down to 2.5°C because of the clean energy transition. But a lot more needs to be done to meet the Paris 1.5°C target. “This progress is proof that multilateralism is working, it is delivering,” Manjeet Dhakal of the Climate Analytics South Asia told us from Belém. “Having said that, it is simply not enough. Emissions need to go down much further, and a lot of it is tied to developed countries providing climate finance to do so.” Many developing countries have adopted ‘conditional NDCs’ which means their emission reduction targets cannot be met without international climate finance. In its third NDC, Nepal set a target of a 17.1% reduction in net greenhouse gas emissions and 26.8% by 2035. But achieving that has a price tag of &nbsp;$73.74 billion, with much of it from international climate finance. UNDERFINANCED However, the climate for climate finance is getting worse. The United States has exited from the Paris Agreement for the second time under President Trump, and there are cutbacks in foreign aid by European funders. Even so, the EU has committed to reducing its emissions by 90% in the next 15 years, 85% of which will be domestic emission cuts. The silver lining in all this is that the leadership in climate action is increasingly being taken by Nepal’s neighbours China and India with both investing heavily in renewable energy. China is the world leader in solar panels, wind turbines and electric vehicles, and Nepal has already taken strategic advantage of this.&nbsp; With expensive hydropower plants increasingly at risk from glacial lake outburst floods, experts say Nepal must diversify its energy mix and invest in solar power which has 10 times more potential than hydropower at 432 gigawatts with over 300 days of sunshine a year. Solar farms can also power pump storage, which are cheaper and quicker to build.&nbsp; China has drastically reduced the cost of photovoltaic cells, making such schemes more feasible. Nepal just needs to ease up its restrictive domestic energy policies, boost investment and resist geopolitical pressure on electricity generation. “First, we need to increase the cap on solar energy from 10% to 30%, and next, the bidding process should be made easier, or just have the first past the post system like that for hydropower,” says Kushal Gurung. The disadvantage of solar power is that it generates only daytime energy, but this can be solved with grid-scale battery storage or pump storage. But first, the government needs to fix the rate for solar purchase so that entrepreneurs are incentivised. “This is not happening because our government officials and engineers are comfortable dealing with hydropower, and are not just updated about the latest advances,” says Gurung. “As a result, we have no clear policies when it comes to solar.” Hydropower has become one of the biggest industries in Nepal with an installed capacity of over 3,400MW and the government’s target is to produce 28,500MW in the next ten years. But the recent climate disasters have made it clear that relying only on hydropower alone is too risky. The Nepal-Tibet glacial flood in July destroyed and damaged four hydropower plants and substations along the Bhote Kosi, and last September’s floods slashed the country’s total generation by half. Nepal now needs to build on the widespread adoption of battery-powered vehicles by extending it to electric public transport and for household appliances like stoves, rice cookers and refrigerators. Not only would this reduce Nepal’s per capita carbon footprint, but it would also reduce the country’s annual Rs300 billion petroleum import bill. At global platforms like UNFCCC, it is easy even for individual developed countries to get lost without an alliance. Now that Nepal is graduating from LDC status, it needs to have strong partners with a common goal to move forward in international negotiations. Says Kushal Gurung: “We won’t have privilege that came with LDC status anymore, which means climate finance will be even more limited. But there are a few things we can urgently do on our own like regulating the carbon credit market.”&nbsp; This article is brought to you by <a href="https://nepalitimes.com/" target="_blank">Nepali Times</a>, in collaboration with <a href="https://inpsjapan.com/en/" target="_blank">INPS Japan</a> and <a href="https://sgi-peace.org/" target="_blank">Soka Gakkai International</a>, in consultative status with UN ECOSOC.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251118101116_30c3782f9c09219bf1c249b51483a3cfb7a53a06d117d2aebd23ca7080d12758.jpg" data-media-id="editor_3" data-image-id="20251118101116_30c3782f9c09219bf1c249b51483a3cfb7a53a06d117d2aebd23ca7080d12758" data-rendition-name="original" width="680" height="103" loading="lazy" alt="Nepali Times SDG"> </figure>

Global warning bell in Belém

As people move out of Nepal’s trans-Himalayan districts, their faiths migrate with them to the cities and all over the world. The ancient animist faith of Bon Po predates the advent of Buddhism in Tibet, and its last remaining priests and devotees are found in villages like Lubra in Mustang and Samling in Dolpo. But as those villages empty out, Bon centres can now be found as far afield as Kathmandu, New York and Tokyo. The first Triten Norbutse Monastery was founded in Tibet in the 14th century by the Bon Master Shen Nyima Gyaltsen. Its monastery in Nepal is below the forested hills of Ichangu on the western outskirts of Kathmandu.&nbsp; Many are surprised to hear that there is a Bon centre in Kathmandu, and that it is located so close to Swayambhu. This Triten monastery was established by Yongzin Tenzin Namdak Rinpoche only 40 years ago to cater to adherents of the faith who lived in the capital. True to its reverence for nature, the shrine is verdant, with plants and flowers amidst a contrasting backdrop of Kathmandu’s ugly urban sprawl below. The monastery practices Bon culture and passes on teachings to students as well, who after completing 15 years of study graduate to become ‘Gese’.&nbsp; It is believed that Bon Po was brought to Nepal from Tibet by Tonpa Shenrab Miwoche. Over the centuries, Bon and Buddhism have become syncretic in Dolpo and Mustang, despite the differences in their belief systems. Followers worship nature and consider the human body, speech and mind as jewels. The human body is said to be composed of five elements: earth, water, fire, air, and the cosmos.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251113111148_ce5d50db6757c4f5a7259c10d2879ee5f5b7b990e987bf3734378ba464afc9d5.jpg" data-media-id="editor_0" data-image-id="20251113111148_ce5d50db6757c4f5a7259c10d2879ee5f5b7b990e987bf3734378ba464afc9d5" data-rendition-name="original" width="5712" height="4284" loading="lazy" alt="The Bon Po way of life NT"> </figure>  The Bon faith was much more widespread during the reigns of Nyathi Chenpo, the first king of Tibet to Namri Srongchen, the 32nd king. But it was after King Srongchen Gompo that Buddhism started making inroads on the plateau, and spread also in the Himalayan rimlands. There are also Bon followers in Humla, Jumla, Baglung, Mugu, Kaski and Chitwan, as well as in the United States and 50 other countries, indicating the movement of people within Nepal and outside.&nbsp; The Bon religion believes in reincarnation and that everything, including positive and negative thoughts are a result of past life karma. Buddhism focuses more on attaining Nirvana, a state of no suffering, where the subject is released from all his/her karmas. Bon has also inducted some Tantric practices and rituals, some of which are in parts similar, yet still different from Buddhism.&nbsp; “In Buddhist culture, circumambulation of shrines is clockwise, but in Bon culture, circumambulation is in an anticlockwise direction,” explains Chhiring Lama of Triten Norbutse Monastery. “The main Bon mantra is Om Ma Tri Mu Ye Sa Le Du, while followers of Buddhism chant Om Mani Padme Hum. Buddhism emphasises enlightenment by meditation and moral behaviour, while Bon beliefs centre on nature and ancestor worship, and placating the spirits. In religious texts, it is mentioned that there were 1,008 Buddhas throughout time. Tonpa Shenrab is believed to be the 8th Buddha, and Bon practitioners are guided by his teachings contained in 140 sacred writings known as Kangyur and 300 more scriptures known as Katen.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251113111152_9813ce72805941af4b3bfb3c80c7e45ffc8aca4f2612eb967e84204f3a28bc07.jpg" data-media-id="editor_1" data-image-id="20251113111152_9813ce72805941af4b3bfb3c80c7e45ffc8aca4f2612eb967e84204f3a28bc07" data-rendition-name="original" width="4032" height="3024" loading="lazy" alt="The Bon Po way of life NT"> </figure>  “We worship nature and its elements and the prayer flags contain religious texts and when the wind blows through it we consider it a prayer,” says Chhiring Lama. “We also worship ponds for the water and consider fire as a sacred element as well. We also consider snakes sacred, therefore worship ponds, considering them as the place of residence.” The interdependence between human beings and nature is clearly depicted through such traditions and practices which carry relevance today as the planet faces the crisis of climate breakdown.&nbsp; Important gods worshiped include Satrig Ersang, Shenlha Okar, Sangpo Bumtri, and Tonpa Shenrab Miwoche. But what is similar to Buddhism is an offering known as ‘torma’, a cone shaped ritual offering made from flour dough. Many Bon faithful are vegetarian, or abstain from meat during festivals.&nbsp; Over time, the rise of Buddhism in Tibet and beyond overshadowed Bon, pushing many of its practices to the margins. Yet, the tradition continues to live on, carried by those who see in it a deep connection to nature, the spirit world, and the roots of Tibetan culture.&nbsp; In many ways, the endurance of Bon is a reminder that even the quietest faiths hold timeless truths, waiting to be remembered and valued. Followers of Bon today are far fewer, and the knowledge about its traditions is not as widespread.&nbsp; “As time goes on, people adopt rituals and cultures that are more convenient to their daily lives,” says Chhiring Lama. “But that means forgetting or leaving behind one’s indigenous and ancestral roots.”