Nearly 24,000 people died on Nepal’s roads in the last 10 years. In comparison, 17,000 people were killed in the 10 years of the Maoist armed conflict. Covid killed about 12,000 Nepalis.
Nepal’s highways are deadlier than war or pestilence.&nbsp;
Numbers are numbing. But although this epidemic of fatalities is now one of the biggest causes of death nationwide, it gets scant attention from governments, the public and media.
Nepalis have come to accept death on roads as a part of life. All three levels of government shirk from responsibility, <a href="https://nepalitimes.com/here-now/highway-accidents-are-no-accident-in-nepal">calling them ‘accidents’</a>. And road mortality has become so commonplace that the mainstream press buries the news.The relentless slaughter on our roads is the result of political disinterest, governance malfunction, and public apathy. Nepalis are not dying on roads, they are being killed.
“Road traffic accidents are getting more frequent and there is a direct correlation with the failure of national governance,” says transport expert Chandra B Shrestha. “Local and provincial governments have neither the capacity, nor clarity of their roles. Budgets are poured into building substandard roads.”
Shrestha analysed the tragedy this month on the Chandragiri road that killed a doctor, his parents and two children. Only his wife, a physician, survived because she got out of the car to put a rock behind the wheel of their hatchback that stalled on a steep section.
He says the incline was too steep, the rough surface did not allow it to gather enough speed for the gradient, and the thick dust did not provide adequate traction for the tyres.
Most of the euphemistically called ‘roads’ in Nepal are similar <a href="https://nepalitimes.com/editorial/dying-to-travel">death traps</a>. They are not wide enough, do not have the required radius on excessively steep curves, no attention is paid to drainage, and houses are allowed to be built without the required set-back.
“There is no design or planning to begin with, there is a total absence of any engineering,” says Shrestha. “This should be criminal. These are not accidents, but almost deliberate deaths.”&nbsp;
And like all crimes, the perpetrators can be tracked by following the money. Inevitably, it leads to corruption linked to infrastructure budgets to build roads regardless of priority or quality for kickbacks or votes. And when a bus falls off a road, there is <a href="https://archive.nepalitimes.com/article/nation/traffic-accidents-continue-to-increase-worryingly-in-Nepal,2799">no political will </a>to investigate the root cause in the political economy and lack of accountability.&nbsp;
Apart from faulty highway engineering and absence of safety features, the other factors in <a href="https://archive.nepalitimes.com/article/nation/Nation-road-kill,621">road fatalities</a> include driver negligence, carelessness, over-speeding, overloading, and lack of maintenance of vehicles.&nbsp;
Two-wheelers, which used to be confined to cities, have now added a new challenge to highway safety. Motorcycles are involved in 68% of road traffic accidents in Nepal.
“Young people over-speeding in their heavy 600cc bikes are a danger to themselves and others. Moreover, we have found a notable increase in youths driving under substance abuse,” says DIG of Police Bhim Prasad Dhakal, explaining that strict monitoring of drinking and driving has led to an increase in drug use.
Highway deaths make news, but injuries are a major cause of physical disability in Nepal. The numbers are shocking: just last year more than 30,000 people were injured in road crashes. Nearly 6,000 of them had severe spinal or brain trauma needing complicated surgery, rehabilitation and lifelong care.
As Nepal’s road network expands, and with inadequate attention to highway safety as well as lack of timely treatment of trauma victims and rehabilitation, it will be the <a href="https://archive.nepalitimes.com/article/editorial/cartel-carnage-highway,3233">poorest Nepalis who will pay the price</a>. And they are the section of society already marginalised and excluded by governments, the public and the media.
“Road crashes perpetuate the vicious cycle of poverty,” says Raju Dhakal of the Spinal Injury Rehabilitation Centre in Sanga. “From expensive medical bills to rehabilitation to lost years of productivity, it represents a huge loss for the nation. Our health system needs to be revamped, and investment is needed for preventive, curative, palliative and rehabilitative care.”
<h2>The main cause of highway deaths: corruption</h2>
The epidemic of fatalities and injuries on Nepal’s highways are no accident, they are a criminal offence
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It is ironic that for something that is considered a vote bank, there is no accountability when it comes to the maintenance of roads to ensure their safety. All 77 districts in Nepal are now connected to the road network but bad roads are a given in this country.&nbsp;
Under federalism, <a href="https://nepalitimes.com/news/federal-express">true devolution of power is yet to be exercised</a> but heavy earth-movers are clawing through the mountains in a misguided notion of ‘development’. A fatalistic society accepts road ‘accidents’ as a price to be paid.&nbsp;
This is one case where corruption kills, yet rarely is power held to account, or wrongdoing punished.&nbsp;
“Road maintenance is not sexy or attractive enough, there is no political or monetary incentive, and there is no budget allocated either for road maintenance,” says transport expert Chandra B Shrestha.
Shrestha was a district transport planning adviser in the 1990s, and says Nepal expanded its road network but left sustainability out of the equation. “Asset maintenance is not even an afterthought,” he says. “What this means is that our roads are non-functional and not cost-effective, among other things.”
Every 14 deaths per 100,000 are caused by road fatalities, which is now the <a href="https://www.nepjol.info/index.php/HPROSPECT/article/view/5666/4664">third biggest cause of death in the 15-29 age group</a>. Three times more men die on the roads than women.
Last year alone, there were nearly 2,500 fatalities on the country’s highways and streets. Yet, the 79 who died in two tragic aviation mishaps in 2023 got vastly more attention in the public sphere.&nbsp;
Every year in Nepal, highways take more lives than floods, landslides, lightning strikes and other disasters put together. An average of 7 people die every day on the roads, and 19 were killed in three separate bus and car crashes in a 24-hour period last week.
As per the UN’s Sustainable Development Goals, Nepal was committed to halving road traffic deaths and injuries by 2020 and providing safe, affordable, accessible, and sustainable transport systems by 2030. We missed the first target. The second is not likely to be met.
Twelve people lost their lives when an over-speeding bus plunged into the Rapti River in Dang in the evening of 12 January. The very next day, a jeep travelling to Dhorpatan in Baglung overturned and killed two. This was followed by the private car that fell 500m from the road on Chandragiri, killing five passengers including two children.&nbsp;
And this is not even the peak season for highway fatalities, which <a href="https://nepalitimes.com/news/deadly-dasain-on-nepal-s-highways">sees a spike during the Dasain-Tihar festival </a>or during the monsoon. In the last 10 years, there have been a total of 137,395 highway and road crashes in Nepal. A majority of these took place in Kathmandu, and in the Tarai where straighter stretches of road tend to lead to overspeeding. Gandaki and Kosi Provinces are next because of their wider network of mountain roads. &nbsp;
Nepal’s topography and weather are contributory factors, making roads difficult to build and maintain. In addition to being substandard, switchbacks wrap around mountain or roads that follow narrow gorges, traverse treacherous cliffs. During the monsoon, entire sections of arterial highways such as Mugling-Narayanghat are in a permanent state of disrepair.
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The fact that vehicles are regularly falling down mountains on the same section of highways over and over means <a href="https://nepalitimes.com/here-now/the-other-global-pandemic-road-fatalities">lessons are never learnt</a>, no one is accountable. We do not take corrective actions when there are cost-effective solutions readily available.
“Driver carelessness on poorly built and maintained roads is the biggest cause of accidents. So our licensing system must be improved to allow only the qualified people to drive, even then we have to differentiate between heavy and light vehicle licensing,” says DIG Bhim Prasad Dhakal.
He adds: “Equally important are regular tests of public vehicles, better signage, as well as monitoring and patrolling where even the traffic police have areas to improve on.”&nbsp;
Traffic police has introduced time card for long-distance drivers and vehicle owners need to employ two drivers on such routes. New roads like the Midhill Highway are better engineered, have improved signage and guardrails.
Still, because roads with poor safety features are being built all over Nepal, the country needs trauma centres along every stretch of highway and ambulances with emergency equipment pre-positioned at health posts. The government has mandated one trauma centre in each province, and even though more are required even that target has not been met.
“Management of crash sites is of utmost importance, but first responders are often untrained locals who add to the severity of the injuries or even cause the wounded to die during rescue due to mishandling,” says Raju Dhakal of the Spinal Injury Rehabilitation Centre (SIRC) in Sanga.&nbsp;
Trained trauma teams are often too late to arrive, and most victims and their families cannot afford long-term rehabilitation.
A four-month pregnant 20-year-old woman sustained brain injury after a motorbike hit her on the Sindhuli Highway last year. She lost her baby, and her husband had to quit his job to look after her 24/7 after being trained at the Sanga centre.
Many patients that receive rehabilitation therapy at SIRC after highway mishaps are paralysed and require a caretaker round-the-clock. If the person is the sole support, their families become destitute as well. Many children drop out of school, and end up in the streets.&nbsp;
The public must refuse to accept Nepal’s <a href="https://archive.nepalitimes.com/page/maps-showing-increase-in-road-accident-fatality-rates#google_vignette">poor road safety record</a>. There should be rallies and sit-in’s outside government offices just like there are for other crimes to push the government to take this life-or-death issue more seriously.&nbsp;
Given that road accidents are the biggest killers of children in the 9-15 age group, traffic rules and discipline should be taught in school. Pillion riders should refuse to get on two-wheelers if there is no helmet available for them, cars and bikes should be restricted on pedestrian streets.
Some surveys have also found that using local vehicles reduces accidents. But more often than not, the older less conditioned buses and jeeps operate on rural roads.
The use of CCTVs on highways and major junctions as well as dashcams on public vehicles can help in post-accident investigation and deter reckless driving in the very first place.
“Most of all, it is the government that has the biggest responsibility here,” says Raju Dhakal of the Spinal Injury Rehabilitation Centre in Sanga. “It must seriously revamp everything from licensing, making vehicle tests mandatory, stricter traffic patrolling and actually holding culprits accountable.”
He adds: “The fact that most of the cost for treatment and rehabilitation of road traffic accidents is borne out of pocket by patients’ families has left the government off the hook. The public should refuse to accept this anymore.” &nbsp;

Sonia Awale

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<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110161152/636d1e7a9c7e80680e0af40fjpeg.jpg" alt="" width="1000" height="550"/>City life and the many benefits it represents, including better healthcare, reliable transport and quality education, are the main pull factors for migration. The social networks of cities continue to be one of the principal drivers of economic productivity across the globe.Yet <a href="https://www.nepalitimes.com/latest/dirty-kathmandu-air-gets-dirtier/" target="_blank" rel="noopener noreferrer">cities can also harm</a>. Air pollution, traffic congestion, over-crowding and noise are some of the defining features of the lives of many city-dwellers across the world today -- and not everyone is affected equally.We often dismiss these negative ‘externalities’ as the unavoidable consequences of economic development, and of city life. But if we understand them well enough, both the good and bad aspects of city life can be disentangled and addressed.One of the emerging areas of interest in cities is <a href="https://www.nepalitimes.com/here-now/a-green-city-is-a-smart-city/" target="_blank" rel="noopener noreferrer">how much public space is allocated to motorised traffic</a>. Who benefits? Who is impacted? How do motorised vehicles affect society?Are there better ways to design urban transport systems and traffic flows? Kathmandu Valley, with its exponential growth, must address these questions.The <a href="https://www.nepalitimes.com/banner/traffic-jam-again-in-kathmandu/" target="_blank" rel="noopener noreferrer">city’s old narrow streets</a> are crammed with cars, motorbikes, and people, as man and machine contest for space. Metre-wide paths have become rat-runs for motorbikes to try to avoid congestion. This allocation of public space to cars and motorbikes raises important questions of what value authorities and inhabitants place on <a href="https://www.nepalitimes.com/banner/making-nepal-accessible-to-all/" target="_blank" rel="noopener noreferrer">inclusivity and equality</a>.It is vitally important to understand how this plays out from the point of view of individual citizens. Consider, for instance, the perspective of a child playing on the street outside the house, or a senior citizen walking to the shop, or a woman carrying her baby while taking her first child to school.We also know well that <a href="https://archive.nepalitimes.com/page/wide-open-spaces-kathmandu" target="_blank" rel="noopener noreferrer">open community spaces</a>, preferably incorporating nature, are vital components of any vibrant, just and social city system. Cities need places where people, regardless of social status, can mix, meet and connect. Yet in many cities, <a href="https://www.nepalitimes.com/here-now/open-spaces-and-open-society/" target="_blank" rel="noopener noreferrer">this is not factored sufficiently</a> into often haphazard urban design.In Kathmandu, while people do value open space and nature, that value has not yet been reflected in urban design. A case in point is the steady <a href="https://www.nepalitimes.com/opinion/let-tundikhel-be-what-tundikhel-was/" target="_blank" rel="noopener noreferrer">encroachment of Tundikhel</a> and planned re-development of Rani Pokhari and <a href="https://www.nepalitimes.com/banner/our-kamal-pokhari/" target="_blank" rel="noopener noreferrer">Kamal Pokhari</a> by the municipality office. It is not just private companies but agencies of the state that are also trying to build up green spaces for commercial purposes.Such plans are detrimental especially to the people with the least resources. Recent research by UNOPS found that the ‘lack of open space negatively affects the poor, who live in very crowded conditions, with no <a href="http://archive.nepalitimes.com/news.php?id=16442#.Yb6xN9NBzOQ" target="_blank" rel="noopener noreferrer">recreational areas, parks or open spaces</a> nearby; while the lack of green space, the high amount of dust, and high pollution all impact the small amount of public space that does exist’.Local leaders in some parts of the world are responding to these connected issues with innovative solutions. In Barcelona, the Superblock concept of urban design seeks to recover space for the community, improve biodiversity and move towards sustainable mobility. It carves out ‘islands’ of traffic-free space by routing traffic around multi-block areas.These ‘superblocks’ have better cycling and public transport links, to help replace car journeys. They also seek to create a more democratic, fairer city, with more participatory spaces and one in which children can play safely in all its squares without risk from cars.In Bogota, where development has historically occurred without planning just like in Kathmandu, inclusivity and empowerment of women through public spaces and urban mobility are now key objectives, supported by a clear plan. Municipal leaders are framing roads as manifestations of inequality, occupying a disproportionate amount of public space set against the number of people who use them. Accordingly, the city aims to redistribute road space towards use by public transport and pedestrians.Barcelona and Bogota provide just two examples of how cities are grappling with important sustainability issues today. But even if problems are well understood, how, practically, should cities move forward? Transitions to a more sustainable design are long-term processes. They are typically guided by inspiring visions of desirable, sustainable systems and deep engagement with communities.In both Barcelona and Bogota, the creation of such a vision, informed by community perspectives, was a vital step. To get started, pilot projects by innovative and forward-looking municipalities can be used to act as seeds of transformation. If benefits and outcomes are shared and communicated, pilot projects that produce innovations can be expanded and aligned with future national policy interests.Lalitpur is branding itself as the first <a href="https://www.nepalitimes.com/here-now/re-cycling-kathmandu/" target="_blank" rel="noopener noreferrer">cycle friendly</a> municipality of Nepal and its mayor Chiri Babu Maharjan has designated bicycle lanes in the city. Chitwan is also taking a lead to make its streets people-centric, not cars and motorcycles. These examples can be models for other municipalities.The central government, on the other hand, can develop policies to promote public transport and incentivise <a href="https://www.nepalitimes.com/banner/nepals-electric-transport-future-is-here/" target="_blank" rel="noopener noreferrer">electric mass transit</a>, which will clean up Kathmandu’s air pollution, utilise Nepal’s <a href="https://www.nepalitimes.com/banner/nepals-precious-electricity-going-waste/" target="_blank" rel="noopener noreferrer">surplus hydroelectricity</a> and cut its petroleum import bills.Cities are places of complexity, involving multiple actors, interests, interactions and processes. The meaning of sustainability is contested, especially in cities. Transport and public space-related issues such as those highlighted here compete for policy attention alongside other often equally important agenda. So it is crucial to communicate their implication on the economy and public health.In a city like Kathmandu, however, where cyclists, pedestrians and <a href="http://archive.nepalitimes.com/news.php?id=19658#.Yb63bNNBzOQ" target="_blank" rel="noopener noreferrer">electric trolley buses</a> used to once roam, and where local shopping is the norm, a serious look at how to reduce the impact of vehicles and motorbikes on city dwellers would likely find fertile ground for beneficial change.Mark Perrin is a Senior Fellow at Nepal Economic Forum (NEF) and Technical Lead at Himalayan Circular Economy Forum (HiCEF).

Cars vs people in Kathmandu

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110161124/636d18449c7e80680e0ac7b6jpeg.jpg" alt="" width="960" height="640"/><figcaption>Chinese electric two-wheeler company Yadea's electric mountain bicycle, the Yadea SS800.</figcaption></figure>Even as <a href="https://www.nepalitimes.com/latest/e-vehicles-prepare-for-post-lockdown-boom/" target="_blank" rel="noopener noreferrer">importers try to meet increased demand</a> for electric cars following the <a href="https://www.nepalitimes.com/latest/new-nepal-budget-sparks-electric-comeback/" target="_blank" rel="noopener noreferrer">reinstated tax rebates </a>on battery-operated vehicles, electric two-wheelers remain relatively on the sidelines.Now, here come electric bicycles which purists have problems with, but are catching on despite the steep price tag.In 2018, Nepal’s oldest bicycle shop <a href="https://pancbike.com.np" target="_blank" rel="noopener noreferrer">Pancha Asta Narayan Cycles</a> (Panc) began to roll out Electric Conversion Kits (ECKs) that turn regular bicycles into e-bikes. Now the shop is also importing battery powered bicycles.This year, Kuzu Nepal, the distributor of the Chinese electric vehicle company Yadea’s two-wheelers, introduced four of its all-terrain electric mountain bicycles in Nepal: the Yadea SS1000, SS800, YS500, and YT500.<a style="font-size: 15px; letter-spacing: 0.01em;" href="https://yadea.com.np" target="_blank" rel="noopener noreferrer">Yadea Nepal</a>’s customer base has grown steadily since then. It has sold 30 electric bicycles in recent months. Interestingly, the higher-end SS1000 and SS800 are bestsellers, says Ritesh Shrestha of Yadea Nepal. Most customers are avid Kathmandu-based long-distance cyclists, doctors, and expats.However, the company recognises that the reach of e-bikes is limited and that they may not be for everyday Nepali users.“Our customer base is largely people who know their bicycles, and people over age 35 who want a less taxing mode of a healthier lifestyle,” says Shrestha.He recalls some recent feedback from a young client who purchased an e-bike recently, but his father has been using it to commute to and from work:“The Dad told us that despite not being in top form, the rides are not stressful or tiresome, and his commute is helping him to exercise.”The primary objective of an electric bicycle is to enable a healthy way of travelling and enhance one's performance. Cyclists need not exert nearly as much energy pedalling, and can ride further without taxing their bodies.Among the four all-terrain e-bikes, the Yadea SS1000 and SS800 mountain bikes are for Nepal’s off-roads, while the YS500 and YT500 models are more suited to urban and city roads. The high-end Yadea SS1000 is the most expensive at Rs430,000, while the two city bikes are priced at Rs250,000 each.Yadea e-bikes use a Samsung lithium-ion battery attached to the down tube of the bicycle frame, which takes four-and-a-half hours to fully charge for the SS1000 and SS800 bicycles, while the YS500 and YT500 models take six-and-a-half hours to charge fully.The bicycles are equipped with the company’s independently developed 350W Fusion mid-motor located near the bicycle’s bottom bracket, which provides a maximum torque of 85NM.The controls of the bike, which allow the rider to manage the motor input according to levels, are on the left handlebar, with a display monitor at the front. The bikes have 11 gears that can be changed using a tab along the right handlebar.Nearly 80% of all registered vehicles in Nepal are privately owned two-wheelers, most of them polluting fossil fuel guzzlers, and contribute 8% to total emissions from transportation.And while battery-powered electric scooters and motorcycles significantly reduce greenhouse gas emissions, some point to the “redundancy” of e-bikes, as bicycles require no fossil fuel to begin with.“Electric bicycles, and electric two-wheelers in general, haven’t made an impact in Nepal like electric four-wheelers,” says Lokesh Oli of Olizstore, who has tested and reviewed several electric vehicles, including Yadea’s SS1000 e-bike, and posted videos on YouTube.The expensive price tag is a drag. Many viewers commented on Oli’s review of the Yadea SS1000 that they would rather buy new motorcycles than spend so much on electric bicycles.Other companies that promote e-bikes in Nepal agree with the public consensus and sell the bicycles without much exposure or promotion.“Considering the costs as well as exposure, e-bikes in Nepal, whether they be for the daily commute or more long-distance off-road travel, are currently for hobbyists,” he adds.However, Oli, who grew up cycling to and from school and around his village, as well as for a few years after he relocated to Kathmandu, is optimistic about the future of battery-operated bicycles.“This is true especially as bicycles remain the primary mode of transport for much of Nepal’s population outside the Valley,” he adds.People across Nepal own bicycles for travel and business, and access to e-bikes would reduce their effort as well as make them more efficient.

Shristi Karki

Electric bicycles in Nepal terrain

<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

<img width="1500" height="997" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109101132/636b73cd9c7e80680e06235bjpeg.jpg" alt=""/>In this impressively detailed and visually arresting study, Mohan Pant makes a convincing scholarly case for why social and cultural traditions should be considered fundamental structures in shaping<a href="https://www.nepalitimes.com/here-now/a-breath-of-fresh-air-in-thimi/" target="_blank" rel="noopener"> Thimi</a>, a historic Newar settlement situated in the central-eastern segment of the Kathmandu Valley that dates to the early medieval period. In addition, the reader is shown both why and how Newar towns like Thimi should be appraised as planned settlements of historical consequence.Part ethnography, part archaeology, geography, history, architecture and planning, <a href="https://www.amazon.in/Thimi-Community-Structure-Kathmandu-Valley/dp/9937065917" target="_blank" rel="noopener">Thimi: Community and Structure of a Town</a> is an updated and refashioned version of Pant’s 2002 doctoral dissertation, whose stated objective was to provide a developmental account of Thimi in service of the conservation of the settlement’s heritage.Pant integrates ancient inscriptions and chronicles with contemporary oral histories, observations of ritual, household surveys, meticulous maps and elegant floor plans to create a complex and composite understanding of Thimi, one of 31 significant <a href="https://www.nepalitimes.com/banner/our-land-is-us-we-are-our-land/" target="_blank" rel="noopener">Newar settlements in the Valley</a>.Thimi is also the 15th publication in the Himalayan Traditions and Culture Series by the Saraf Foundation that supports <a href="https://archive.nepalitimes.com/article/Nepali-Times-Buzz/taragaon-museum-boudha,1609" target="_blank" rel="noopener">the Taragaon Museum</a>, the Nepal Architecture Archive (NAA) and associated heritage activities of profound consequence and value to our understanding of the <a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="http://archive.nepalitimes.com/news.php?id=16164" target="_blank" rel="noopener">cultural history of the Kathmandu Valley.</a>A central message that comes across loud and clear from Pant’s study is that in the case of Thimi, the nani — a Newar term to describe the socio-spatial unit of clan clusters — is the ‘urban tissue’ that bound the town together. Only by appreciation of the roles of desha, tole, nani and chhen can the configuration of dwellings and development of Thimi be properly understood.Pant argues that while <a href="https://www.nepalitimes.com/banner/learning-from-nepals-past-to-rebuild-its-future/" target="_blank" rel="noopener">the 2015 earthquake</a> didn’t substantially damage the historical parts of Thimi, the <a href="https://www.nepalitimes.com/here-now/deconstructing-reconstruction/" target="_blank" rel="noopener">reconstruction</a> that followed has rapidly changed the ‘medieval townscape’. This <a href="https://www.nepalitimes.com/here-now/bhaktapur-shows-the-way-by-rebuilding-itself/" target="_blank" rel="noopener">rebuilding</a>, together with the settlement’s changed status from village development committee to municipality, is resulting in a great transformation.The deliberate and ritually-circumscribed planning of ancient Thimi stands in stark contrast to the haphazard and mostly <a href="https://www.nepalitimes.com/banner/new-high-way-to-dolpo/" target="_blank" rel="noopener">unregulated construction of roads across the nation</a>. When you next find yourself in a traffic jam in Madhyapur Municipality, in that ever-expanding urban strip that links Kathmandu to Bhaktapur with barely a field in between, spare a thought for the intentional town of Thimi and it historic importance to the diverse and creative communities that have lived there for centuries.Thimi: Community and Structure of a Town (Kathmandu Valley) by Mohan Pant Saraf Foundation for Himalayan Traditions and Culture 2019 Distributed by Himal Books 181 pages Rs2,000 <img width="640" height="419" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109101132/636b73d09c7e80680e06235cjpeg.jpg" alt="">Mark Turin teaches at the University of British Columbia in Vancouver. He has lived and worked in Nepal for many years.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109101132/636b73d39c7e80680e06235djpeg.jpg" alt="" width="150" height="125">

Thimi’s urban tissue

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108181148/636a96ef9c7e80680e05dc96jpeg.jpg" alt="" width="1500" height="1044"/><figcaption>Police fire water cannons at people of Khokana protesting against the road-expansion drive in Kathmandu</figcaption></figure>Consider these events:<ul><li>In May, residents and traders burned tyres to block the Chabahil-Jorpati road, signalling their frustration at long-delayed construction on the dusty, crater-filled stretch. They succeeded in sparking action, but after upgrading work stalled, protests erupted again last week in a bid to force the contractor to finish the job.</li></ul><ul><li>The road blocking trend morphed into poster protests, where the faces of delinquent road contractors were plastered to poles and vehicles. This included Nagarkot, where contractor Sharada Prasad Adhikari, also the landlord of Nepal Communist Party Co-chair Pushpa Kamal Dahal, was targeted. The tactic spread further, with Mayor Bhim Parajuli of Biratnagar being publicly shamed last week.</li></ul><ul><li>Residents attempting to stop road-building in Baitadi in October were turned on by an excavator operator, whose shocking attack with the machine injured eight people. Attempted murder charges are pending.</li></ul><ul><li>In Udaypur last week, locals clashed with police after seizing more than a dozen dump trucks and an excavator that were being used to gouge sand and rocks out of a local river.</li></ul><ul><li>Residents of Charikot of Dolakha District took to the streets last week to protest the lack of progress in repairing the Jiri Highway. They blocked the main intersection to vehicular traffic for hours.</li></ul>When local government elections were held in 2017 after a 20-year gap, <a href="https://www.nepalitimes.com/editorial/trickledown-corruption/" target="_blank" rel="noopener">hopes were high</a> for improved service delivery at the community level. Anecdotally, at least here in the Kathmandu Valley, that hasn’t happened. But asked in a survey last year about local service delivery, Nepalis in general were ‘broadly favourable, with cautious optimism’ about infrastructure development.Read also: <a href="https://www.nepalitimes.com/here-now/survey-is-wakeup-call-for-nepal-government/" target="_blank" rel="noopener">Survey is wakeup call for Nepal Government</a>, Rameshwor BohoraThe public opinion poll, conducted by Kathmandu University School of Arts, Interdisciplinary Analysts and The Asia Foundation, found that the number of people who believed that the new federal system improved the capacity of local government to deliver services like health, education, access to justice and information, and local infrastructure development rose to 45.20% in 2018 compared to 34.8% in2017. More than 70% of respondents said they felt that their local government representatives ‘strongly care’ or ‘care’ about them.No doubt, roads and bridges are being built, but these works, long seen by many as the measure of the country’s development, are proving controversial. During the recent monsoon, sloppily built local roads were said to be the cause of many landslides, destroying homes, temporarily obstructing access to commercial centres and in some cases killing local people. Partially built bridges collapsed when <a href="https://www.nepalitimes.com/editorial/flood-of-recrimination/" target="_blank" rel="noopener">flood waters</a> swirled around their foundations.Given the lack of action -- or in some cases oversight -- by elected governments, it appears that local people have stepped in to fill the gap. Or could it be that the process of electing local officials also emboldened residents themselves to get active?Both factors play a part, said Meghan Nalbo, Nepal Country Representative at The Asia Foundation and Bishnu Adhikari, governance project lead, in a joint email interview.“The recent instances of citizen activism appear to be a sign of filling a gap that is not being effectively met by their local governments or any other higher authorities in the country. Citizens are now more aware of the <a href="https://www.nepalitimes.com/editorial/own-worst-enemy/" target="_blank" rel="noopener">performance, or lack thereof</a>, by their federal, provincial, and local governments as a result of free media reporting and an increasing access to and use of <a href="https://www.nepalitimes.com/editorial/new-news/" target="_blank" rel="noopener">social media</a>,” they wrote.Those information sources are also revealing “increasing collusion of political interests with local or national <a href="https://www.nepalitimes.com/editorial/bulldozing-democracy-2/" target="_blank" rel="noopener">contractors</a>”, say Adhikari and Nalbo.In many cases local governments are not acting because there is confusion over which level of government is supposed to regulate such things as water and land, says Khem Raj Nepal, who was secretary in the former ministry of local development. The jurisdiction is shared among the three levels of government but there is a lack of clarity about the roles of each one, resulting in inertia and inaction.“Governments commit to completing a particular project within a certain timeframe and budget, but when they do not deliver, and appear to be favouring other interests, people get frustrated,” adds Nepal.Adhikari and Nalbo note that residents in some municipalities have been effective in convincing local governments to stop some plans, such as hiking local taxes and service fees, a trend that should grow. “Local governments would need to be more accountable and responsive,” they added.

Marty Logan

Think locally, act locally

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108181144/636a95a69c7e80680e05dc1cjpeg.jpg" alt="" width="1500" height="1053"/><figcaption>Photo: MADAN PURASKAR PUSTAKALAYA</figcaption></figure>Nepal’s development dilemma has always been that we have got things backwards. <a href="http://archive.nepalitimes.com/article/Nepali-Times-Buzz/Nepal-last-car-carrier,1216">Cars were carried over the mountain passes</a> on porter back to Kathmandu before it even had roads.The people of Pokhara saw aircrafts before they saw automobiles. We set up a university before we built a network of schools. We make plans to distribute wealth before we have found ways to create wealth.That is perhaps why Nepal’s rulers and politicians are great with populist slogans, but not so great on delivering them. And the media reports unquestioningly on these grandiose plans. King Birendra’s Panchayat Era goal was for Nepal to reach the ‘Asian Standards’ by 2000. We boasted of Nepal’s 83,000 MW hydropower potential over candles and kerosene lamps.Read also: <a href="https://www.nepalitimes.com/opinion/can-nepal-be-the-powerhouse-of-asia/" target="_blank" rel="noopener">Can Nepal be the powerhouse of Asia?</a>, Anil ChitrakarThere was nothing wrong with the slogans, what was missing was the homework, the technical expertise, managerial skills and a real understanding of the market. Today Nepal has many of these ingredients for success in place.The recent financial closure of the Upper Trishuli Hydroelectric Project hopefully sends out the message that it takes nine domestic and international agencies to work together to build a 200+ MW hydropower plant. Unless we show real growth in the domestic and regional markets, no one will invest, and if no one invests, we cannot open up new energy markets. Both have to be managed like two side of the same coin.The energy sector is highly compartmentalized -- there are too many agencies that take too long to analyse projects and provide necessary approvals. Nepal’s energy system from idea to market is in the hands of too many people. We need to complete each part of the process, but much more efficiently.We require a level playing field to scale up the production of affordable and clean hydropower, and the Nepali state needs to step up to use our tax money to absorb  many of the costs that have been unfairly piled up on every unit of power generated.Access roads to potential sites, the evacuation of the generated power and distribution to demand centres are the obvious costs. There are the unjustified costs of building schools, health post, mitigating environmental impacts as well as ‘donations’ to all the ‘gold earring wearing’ political cadre in the locality.In the same way, the <a href="https://www.nepalitimes.com/opinion/look-whats-cooking-in-nepal/">subsidy given to LPG and other fossil fuels</a> must be removed and a pollution tax imposed to support hospitals to take in more people with respiratory health problems. These are all different facets of the energy market. We can start by replacing cooking and driving fuel that pollute and contribute to climate change.Nepal has a <a href="https://www.nepalitimes.com/banner/from-a-fossil-past-to-an-electric-future/" target="_blank" rel="noopener">huge fossil fuel import bill</a> that sends money to oil producing economies. The current balance has been maintained by sending young people to work in those countries who send money back home. Hydropower can help break this vicious cycle. We need our young men and women back home.It will not be easy because it seems that the happiest day in a Nepali’s life is when a visa to the US or Australia gets approved. The government is happy because it does not have to create jobs at home, the banks are glad with the cut they make from all the transactions, and the airlines are happy. Even the person selling plastic covers for passports gets business.Having <a href="https://www.nepalitimes.com/here-now/nepal-turns-to-solar-and-batteries-to-meet-peak-demand/">readily available and affordable clean source of energy</a> and a young, dynamic population is the best thing going for Nepal. When history books are written a hundred years hence, this could be the milestone when Nepal went from being a poorly-managed country to one of the best-run emerging economies. Norway and Nigeria both have oil, and yet look at where the two countries are: the real variable is governance, not oil.There is a global trend to elect rich people into public office because they are rich and presumably know how to become rich. In the USA, Chile, Lebanon, Hong Kong and Spain people are sending a clear message from the streets that wealth is important, but is not everything.Democratic values and principles should not be sidelined by simply pointing at the rising numbers in the stock market. As the <a href="http://www.nepalenergyforum.com/power-summit-2019/">Independent Power Producers  Association of Nepal (IPPAN)</a> hosts the <a href="https://www.nepalitimes.com/opinion/can-nepal-be-the-powerhouse-of-asia/">Power Summit 2019 from 21-29</a> November in Kathmandu, let us all take this long term and broader view.https://www.youtube.com/watch?v=lvT3iTi8yw4Anil Chitrakar is President of <a href="http://www.siddharthinc.com/">Siddarthinc</a>, and his fortnightly column in Nepali Times, ½ Full, looks  at Nepal’s potentials.

Anil Chitrakar

Cars before roads in Nepal

<figure><img width="800" height="1200" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a53759c7e80680e052351jpeg.jpg" alt=""/><figcaption>Photos: BIKRAM RAI</figcaption></figure>If this is the state of the streets in the capital, imagine what it is like in the rest of the country.Exactly a year ago this week, Home Minister Ram Bahadur Thapa assured Parliament’s Good Governance Committee that the government would “coordinate with stakeholders” to fix <a href="https://archive.nepalitimes.com/article/nation/Sinkhole-politics-in-Nepal,3837" target="_blank" rel="noopener">roads in the capital</a>. “Due to the negligence of contractors, development projects have not moved ahead and efforts have been made to get them going in coordination with concerned ministries to improve the conditions of roads in Kathmandu,” Thapa was quoted as saying by state news agency RSS on 14 August 2018.A year has passed. And like most government promises, it was never kept. Kathmandu’s roads this monsoon are in an even worse state than <a href="https://www.nepalitimes.com/here-now/political-quagmire/" target="_blank" rel="noopener">last year</a>. Streets dug up for laying water mains or sewers are abandoned like booby traps, like this pit in Sanepa (above). After locals along the Boudha-Jorpati stretch blocked the street earlier this year in protest, the government hurriedly started repairs. But the monsoon turned the road into a quagmire again.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a53779c7e80680e052352jpeg.jpg" alt="" width="1000" height="1500"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a537a9c7e80680e052353jpeg.jpg" alt="" width="1000" height="1500"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a537d9c7e80680e052354jpeg.jpg" alt="" width="1500" height="1000"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a53819c7e80680e052355jpeg.jpg" alt="" width="1500" height="1000"> <figure><img width="1400" height="933" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a53849c7e80680e052356jpeg.jpg" alt=""><figcaption>A scene at Teku bridge this week.</figcaption></figure><figure><img width="2000" height="1500" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a53899c7e80680e052357jpeg.jpg" alt=""><figcaption>A landslide this week on Sanfe-Martadi road is preventing big four wheel vehicles from travelling in and out of Martadi. The road is the main connection to the remote mountain district of Bajura. Photos: MONIKA DEUPALA</figcaption></figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a538c9c7e80680e052358jpeg.jpg" alt="" width="2000" height="1500"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a53909c7e80680e052359jpeg.jpg" alt="" width="2000" height="1500"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a53949c7e80680e05235ajpeg.jpg" alt="" width="2000" height="1500"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a53989c7e80680e05235bjpeg.jpg" alt="" width="2000" height="1500">It is worse in the hinterland, where not only are the roads never repaired but new ones are being dug through the mountains <a href="https://www.nepalitimes.com/opinion/nepals-fatalistic-ke-garne-culture/" target="_blank" rel="noopener">just to spend budgets</a>, unleashing rockfalls on farms and settlements below.Read also: <a href="https://www.nepalitimes.com/?p=31532&amp;preview=true" target="_blank" rel="noopener">Driving Nepal deeper into debt</a>, Ramesh KumarGovernment SUVs drive along roads that are in poor shape because the budgets to repair them have been spent on expensive cars. Our investigation shows that in the past three years, federal and provincial governments spent a massive Rs250 million on buying SUVs. This may be an absolute majority government, but it has been an <a href="https://www.nepalitimes.com/editorial/own-worst-enemy/" target="_blank" rel="noopener">absolute failure in service delivery</a>. Meanwhile, the federal government this fiscal year spent 2.45% of its total budget on buying vehicles even though most infrastructure is abandoned or half complete after private contractors with political protection absconded with money.

Disrepair

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a539b9c7e80680e05235cjpeg.jpg" alt="" width="1400" height="933"/><figcaption>Photo: BIKRAM RAI</figcaption></figure>In the past three years, federal and provincial governments spent a massive Rs216.5 million on vehicles. If we add the budget allocated to vehicles this fiscal year, it adds up to more than Rs250 million, not including the budgets for cars of local governments and projects.All three spheres of government are ignoring their own declaration to minimise expenses, and are wasting money on frivolous items. And the irony of it all is that the <a href="http://archive.nepalitimes.com/article/Nepali-Times-Buzz/SUV-nada-auto-show-2015,2586" target="_blank" rel="noopener">SUVs are driving along roads that are in advanced stages of disrepair</a> because the money has all gone for expensive cars.Read also: <a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="https://www.nepalitimes.com/?p=31531&amp;preview=true" target="_blank" rel="noopener">Disrepair</a>Though the government has been <a href="https://www.nepalitimes.com/banner/dangerous-driving/" target="_blank" rel="noopener">slow to provide development and service delivery</a>, vehicle-related expenses have grown six-fold since 2013. The federal government is the biggest spender: provincial governments accounted for just Rs20 million spent on cars in the past three years.This fiscal year the federal government spent 2.45% of its development budget on vehicles. While it is perennially unable to fully disburse that budget, it spent four times more on vehicles than the amount allocated, even transferring money from other budget lines to do so.“Using <a href="https://www.nepalitimes.com/opinion/nepals-fatalistic-ke-garne-culture/" target="_blank" rel="noopener">unspent development budget</a> to buy vehicles is just an unnecessary expense,” says former government secretary Purna Chandra Bhatttarai. Other experts say that it is not just elected representatives, bureaucrats are also draining state resources.According to the 56th report of the auditor-general, among the 800 vehicles in the 22 Singha Darbar-based ministries, only 622 are operational. Some are not being used even though they are in running condition — new vehicles are being bought before old ones are phased out. After an order from the PM’s office, 201 vehicles were handed over to various organisations this year, including many that were still in working order.Read also: <a href="https://www.nepalitimes.com/here-now/no-shame/" target="_blank" rel="noopener">No shame</a>“Buying new vehicles involves kickbacks, so the tendency to buy new vehicles is increasing,” says former finance secretary Rameshwar Khanal.Four new Scorpios were bought for deputy attorney-generals last July, not because they were necessary but because the existing five-year-old vehicles were considered too old. At the end of the last fiscal year, 16 Scorpios were purchased for the chiefs of the House of Representatives and National Assembly, displacing 10-year-old vehicles.The National Inclusion Commission bought five vehicles costing at least Rs4 million for its chief and 4 members. But to date the commission has only one member — the others have not yet been appointed. The vehicles are covered and stored on the office premises. Many other new commissions have already bought vehicles for their yet-to-be appointed members.Read also: <a href="https://www.nepalitimes.com/editorial/a-klepto-republic/" target="_blank" rel="noopener">A klepto republic</a>, Editorial<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110814110/636a539c9c7e80680e05235djpeg.jpg" alt="" width="809" height="442">According to the auditor-general’s report, there are 1,323 officer-level officials in the Ministry of Agriculture, and 1,577 vehicles in operation. There are 174 vehicles for 90 officers in the Finance Ministry and 151 vehicles for 94 officials in the Prime Minister’s Office (PMO). Many senior officials are accused of having separate vehicles for home and office use.According to a guideline issued by the Finance Ministry, new vehicles should be bought only for newly-established organisations. Other offices should buy new vehicles only every 15 years. This guideline is considered legally binding, so ministries and other bodies are actually breaking the law. Only officials at joint secretary level and above are supposed to get vehicles, but today deputy secretaries and even junior officers are riding in government vehicles. Some officials have even acquired the habit of buying a new vehicle immediately after they are promoted or transferred.Joint Secretary Binod Kunwar of the PMO says the office has made efforts to have an inventory of vehicles in working order, but hasn’t succeeded because of lack of cooperation from government entities.Read also:<a href="https://www.nepalitimes.com/here-now/the-business-of-politics-undermines-nepals-democracy/" target="_blank" rel="noopener">The business of politics undermines Nepal's democracy</a>, Ramesh Kumar<a href="https://www.nepalitimes.com/here-now/nepal-has-to-curb-corruption-before-wooing-investors/" target="_blank" rel="noopener">Nepal has to curb corruption before wooing investors</a>, Ramesh KumarThe Ministry of Finance does have guidelines on the capacity of vehicles that can be bought, but they are routinely ignored. Even money allocated to build public infrastructure is being spent on vehicles.Repair and maintenance of vehicles is another area full of irregularities, including money being allocated for the upkeep of vehicles that have been in storage for years. Kunwar says the vehicles have become a long-term burden on the state.The Ministry of Finance continues to dole out huge sums of money to keep officers happy, and the government has taken no steps to regulate it, despite the fact that the Finance Ministry has issued guidelines to reduce operating costs. This includes a rule that government vehicles should not have private license plates, but this is also ignored.The government also has a <a href="https://www.nepalitimes.com/banner/20-electric-by-2020/" target="_blank" rel="noopener">policy of going electric</a>, but continues to buy fossil fuel vehicles. Former Finance Secretary Rameswhor Khanal, who himself drives an <a href="https://www.nepalitimes.com/banner/electri-city-cars/" target="_blank" rel="noopener">electric Kia Soul</a>, explains:  “There are fewer dealers of <a href="https://www.nepalitimes.com/banner/nepals-electric-transport-future-is-here/" target="_blank" rel="noopener">electric vehicles</a> in the market, so there are less kickbacks in their purchase. Besides, you cannot make up fake bills of repair and maintenance of electric cars, which is why they are less popular.”

Driving Nepal deeper into debt

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110813114/636a45bb9c7e80680e04d39ejpeg.jpg" alt="" width="1250" height="938"/><figcaption>Photos: ACHYUT RAJ BHANDARI</figcaption></figure>- Achyut Raj BhandariWomen may be treated unfairly by society in one of Nepal’s most conservative districts, but it is they who are at the forefront in linking roadless Humla to the rest of the country.It is mostly women in yellow hard hats you see on the 76km stretch of the Mugu-Humla road that is presently under construction. Humla is the last district in Nepal not yet connected to the country’s road network, and the remote Himalayan district remains economically behind its neighbours.After many years of delays, building of the road is speeding ahead. Construction of the 5.5m-wide road started in Gamgadi of Mugu district in January, and more than half of the 76km stretch is now motorable. At this pace, it will reach Deuli of Humla by the end of the year, ahead of the completion of the other road linking Humla, the Karnali Corridor (see adjoining article).“Our idea is not just to build a road, but create jobs during its construction and uplift the economy of the areas it is serving when completed,” explains Sunil Tandukar, field manager of the Rural Access Programme (RAP) which is supported by the British aid group, DfID.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110813114/636a45be9c7e80680e04d39fjpeg.jpg" alt="" width="892" height="511">Some 52% of the workforce is made up of women. This is because RAP has a policy to empower women with employment, but also because many of the villages along the way have seen an outmigration of menfolk to the cities or to India for work.Unlike the indiscriminate road-building spree elsewhere in Nepal, RAP’s other emphasis is to minimise the use of excavators and dozers so as to create more rural jobs. There are now more than 1,500 women workers on the road that is being built at a cost of Rs1.7 billion. Women of Rara Municipality and other villages along the way in Mugu have been earning up to Rs700 a day for the past six months.“Me and my mother-in-law received Rs21,000 each in the first instalment,” says a beaming Jaula Baduwal, 42, of Baam village, who explains that she finishes household chores in the morning and devotes the rest of the day to road work. The money has come in handy to buy clothes, food and school stationery for her children.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110813114/636a45c19c7e80680e04d3a0jpeg.jpg" alt="" width="1500" height="1125">The road-building work has also persuaded Ramkala Baduwal’s husband from migrating to work in India this year. Four members of her family work on the road, earning Rs80,000 since January. “Our men used to migrate to India for work due to poverty. But this year me and my husband are working and earning together. I am happy about that,” says Baduwal. “We women were confined to the kitchen, but this road has given us the chance to come out and earn an income.”Read also: <a href="https://www.nepalitimes.com/banner/life-and-livelihood-in-remote-nepal/" target="_blank" rel="noopener">Life and livelihood in remote Nepal</a>, Jocelyn PowelsonLocal elders are overjoyed to see rapid progress on the road. “I had never even dreamed that a road would reach my home, but now it is actually happening. And the villagers got employment too,” says Krishna Bahadur Buda, 64, of Baam. He says he will celebrate the completion of the road by getting on the first bus out to visit Kathmandu.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110813114/636a45c59c7e80680e04d3a1jpeg.jpg" alt="" width="1500" height="1125"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110813114/636a45c89c7e80680e04d3a2jpeg.jpg" alt="" width="1500" height="997">RAP was started in 2000 with the Hile-Bhojpur road, but work stalled during the war. Resuming in 2006, it has provided employment to tens of thousands of farmers as it built roads in Bhojpur, Khotang, Sankhuwasabha and Terathum, and helped organise farmers into cooperatives. In 2011 the successful road-building model was extended to the remote mountain districts of western Nepal.Gori Khadka, 63, is convinced the road will make the lives of next generations much easier. “When we are sick, we can be taken to hospital, and we can take our produce to market,” she says.RAP has ensured that the road also provides long-term income to villagers by providing access to markets. Rara rural municipality has introduced the concept of ‘One Home, One Garden,’ helping villagers to set up apple orchards and vegetable plots.Nandalal Baduwa, elected chair of Ward 14, cannot hide his delight when he says: “Our village has a new slogan, ‘Visit Baam and eat apples for free’.”Read also: <a href="https://www.nepalitimes.com/banner/the-karnali/" target="_blank" rel="noopener">The Karnali</a>, Ramesh Bhushal<h2>Cars in the Karnali</h2><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110813114/636a45cb9c7e80680e04d3a3jpeg.jpg" alt="" width="1400" height="663">- Prakash Singh in BajuraHumla is the only district not yet linked to Nepal’s national road network, but not for long.The Karnali Corridor and another road from Mugu district will soon bring the motor car to the Karnali. But even before the road, plastic trash and other detritus of consumerism has already arrived in this pristine yet neglected region.Construction crews are hard at work blasting through solid rock faces along the gorge of the Karnali River, opening up a region that used to take weeks of hard trekking to reach.The Nepal Army has been building the 145km Karnali Corridor stretch that connects Kalikot’s Khulalu with Salli Salla in Humla district. More than 70km of the road has already been opened to traffic even though it is still rough and unpaved.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110813114/636a45ce9c7e80680e04d3a4jpeg.jpg" alt="" width="640" height="425"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110813114/636a45d19c7e80680e04d3a5jpeg.jpg" alt="" width="640" height="425">Once a bridge is built over a river separating Bajura and Humla by October, the Corridor will have reached roadless Humla for the first time from the south. The district already has a road from Tibet in the north.Meanwhile, a 24km section from Pilichaur of Bajura to Kawadi of Humla has been opened, bypassing the trail through the notorious Rangebhir, which used to be dangerous even for those on foot.There is a great sense of excitement along the Karnali as locals await the completion of the Rs3-billion road. Previously to reach Humla, they had to walk for weeks, or travel to Bajura and Kalikot districts on flimsy buses along dangerous roads, or pay a hefty airfare.Locals were also forced to pay much higher price for goods, and many have lost their lives unable to access medical facilities on time.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110813114/636a45d49c7e80680e04d3a6jpeg.jpg" alt="" width="1500" height="997">“For generations we struggled to bring basic needs, take our sick to hospital; those days are thankfully over — the door to development has opened,” says the jubilant chair of Himali Rural Municipality in Humla, Govinda Malla.Jeeps and tractors have already started operating on the half-completed, 50km-section of the road from Bajura’s Martadi to Pilichaur. Tourism destinations in Karnali and the Far West, such as Khaptad, Ramaroshan, Badimalika and Rara will now be easily accessible, and hopefully boost the economy and create jobs.Read also: <a href="https://www.nepalitimes.com/banner/faith-to-reality/" target="_blank" rel="noopener">Faith to reality</a>, Ramesh BhushalHowever, the arrival of the road has already started to impact the landscape of the Karnali, which had so far been untouched by modernity.New roadside markets have sprung up every 2-3km along the Corridor in Bajura where vehicles have started operating. Waste from these marketplaces, including plastic and liquor bottles, is being dumped on the riverbank, polluting the clear, green water of the Karnali.

In Nepal women hold up more than half the sky

The daily 10-hour curfew at Tribhuvan International Airport from 8 November that will last five months has affected tourism during Nepal’s peak season, with some hotels and trekking agencies here reporting cancellations into spring next year. The reduced hours at Nepal’s main aviation gateway till 31 March means that a third of all flights have been cut. This has also caused ticket prices to surge by up to eight times of normal fares. For example a Kathmandu-Delhi ticket that used to cost Rs12,000 is now listed at Rs50,000, and even then seats are not available.&nbsp; “Especially if they are here to trek, change in flight dates can cause tourists to miss their connections,” says Jagan Timilsina, who runs a trail running and outdoor education business. &nbsp; Pokhara is feeling the brunt as hotels report last-minute cancellations for November because of flight disorders. Some hoteliers also say although there have been some cancelled trips, most itineraries have been rescheduled.&nbsp; Hari Prasad Sharma Gaire of the local chapter of the Hotel Association of Nepal says the Kathmandu airport closure should have been timed for the off-season. He told us: “Starting construction during the peak tourist season was a mistake and will cause the tourism industry to lose a lot of business. The upgrade could have been spread out over a longer time but closed for fewer hours at night so that disruption was minimal.”&nbsp; Nearly a third of the 1.2 million tourists who visit Nepal annually come to Pokhara, which is also the gateway to Mustang, the Annapurna treks and pilgrimage tourism to Muktinath. Located by scenic lakes with a range of adventure sports like hot air ballooning, paragliding, canyoning, bungee and ziplines, Pokhara is also popular among diaspora Nepalis. “Besides its own attractions, Pokhara is really the hub for central Nepal, and we have been trying to get visitors to extend their stay here,” says Timilsina, who started out as a trekking porter and rose up the ranks to be an expedition guide and entrepreneur. &nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2024111603114_0e071ce63ea9b0a9a7ee76f8c3cea0ff08c6767c41dd09f6bc4413d2db067a60.jpg" data-media-id="editor_0" data-image-id="2024111603114_0e071ce63ea9b0a9a7ee76f8c3cea0ff08c6767c41dd09f6bc4413d2db067a60" data-rendition-name="original" width="3500" height="2333" loading="lazy" alt="Pokhara's tourism woes NT"> <figcaption>Tourist arrivals in Pokhara have slumped since the disruptions at Kathmandu airport due to upgrading work. Photo: KRISHNA MANI BARAL/NEPALI TIMES ARCHIVE</figcaption> </figure>  Even without the Kathmandu airport closure affecting tourist arrivals, Pokhara was already suffering from a decline due to many factors like the poor state of the Prithvi Highway, the shortage of luxury accommodation for high-end tourists, and the reluctance of international airlines to start direct flights to Pokhara despite an expensive new airport that was inaugurated two years ago.&nbsp; “There was a lot of initial excitement on the construction of the international airport,” says Timilsina, “but it hasn’t delivered as expected due to politics. People have invested in nearby businesses, and have faced losses.” India has blocked direct flights from its cities to Pokhara because the facility was built by a Chinese company. Although tourists and pilgrims from India hit record levels this year, the poor state of the highways and the Indian bus accident on the highway to Kathmandu in July that killed 27 pilgrims from Maharashtra state dampened arrival figures. Gaire says, “While tourist arrivals to Pokhara are now approaching pre-Covid levels, we haven’t seen the improvement we were expecting. We need a better marketing strategy. What are our embassies abroad doing?”&nbsp; Indeed, Pokhara used to be a favourite destination for Chinese tourists. There was a boom in arrivals from China before Covid, especially after a popular Chinese tv serial was shot on location here. But arrivals from China have not really recovered since the pandemic because of the economic slowdown there. Promoting Pokhara airport to handle direct flights from Chengdu or Kunming could revive Chinese arrivals.&nbsp; Nepal’s Civil Aviation Authority (CAAN) has used the Kathmandu airport closure as an excuse to arm-twist international airlines to start flying to Bhairawa, which has barely been in operation for two years since it was inaugurated. So far, Fly Dubai, Thai AirAsia, Jazeera and Qatar are flying to Bhairawa, but most use it as a hop before flying on to Kathmandu, which does not reduce congestion at Kathmandu.&nbsp; An ideal situation could have been to get Pokhara to run to full capacity while Kathmandu is partially out of action. Pokhara entrepreneurs are puzzled why the CAAN and the national government have not taken more interest in promoting Pokhara as an alternative to reduce the congestion in Kathmandu. Nepal’s football team that was flying to Dushanbe this week couldn’t get tickets via Delhi, and took a domestic flight to Bhadrapur, crossed over to Bagdogra and flew on to Delhi to catch their flight to Tajikistan.

Pokhara’s tourism woes

An excerpt of a conversation between an anthropologist and linguist Mark Turin, PhD and Lava Deo Awasthi, PhD, the first Chairperson of the Language Commission of Nepal. Nepali Times: What is the role of Nepal’s Language Commission and when was it formed? Lava Deo Awasthi: The Constitution of Nepal (2015) created a Language Commission (LC) with the following four core mandates: (a) to develop eligibility criteria for gaining status as an official language and offer recommendations to the Government of Nepal about the official language(s) in each province; (b) to offer recommendations to the Government about measures to be taken for the conservation, promotion, and development of languages; (c) to suggest possible ways of using mother tongues in education by assessing their stage of development; and, (d) to conduct studies, carry out research and perform monitoring functions about the response to the constitutional provisions for the federalisation of languages in Nepal. The Commission was founded in 2016 and I was appointed as the Chairperson of the Commission in September of the same year by the Cabinet of Ministers. What in your own professional and educational background helped to prepare you for the role? I have worked with the Government of Nepal for about 30 years, alongside holding teaching appointments at universities in Nepal. Prior to assuming the role of the Chairperson of the Commission, I served as permanent Secretary to the Government of Nepal and worked as the Chief Administrator of the Central Development Region. I was appointed as Director General of the Department of Education and completed my assignments as Joint Secretary at the Planning, Monitoring and Educational Administration Divisions of the Ministry of Education.&nbsp; In addition, I have taught courses as a visiting professor at Tribhuvan University and Kathmandu University for more than three decades. Later, I also started supervising MPhil and PhD students at the Far Western University in Mahendranagar, Kanchanpur. My PhD project from the Danish University of Education was dedicated to making sense of Nepal’s social construct and commitment to multilingualism, exploring the persistence of monolingual school practices in the face of constitutional promises and state commitments to multilingualism. I conducted a survey of Nepal’s languages and carried out a qualitative study of the Tharu language in the district of Bardia. I analysed language policy statements and explored classroom pedagogies in schools. I documented how teachers showed a tendency to resist change and maintain the status quo because they were not consulted when new educational language policies were introduced. Teachers also exhibited a deeply-held adherence to the Gurukul education system which appears to have been harnessed as a way to resist newer pedagogical ideologies imported from the West. Recognising how engrained these rich traditions of knowledge transmission are, I wanted to know how students’ engagement in the learning process appeared to have dwindled, creating a gap between children’s home languages and the language(s) of the school. Whilst statutory provisions for education in the mother tongue were oriented towards promotion, classroom pedagogies remained resolutely monolingual and exclusionary. The result was that multilingual education policies that had been introduced in Nepal did not result in meaningful changes in classroom practices. My research was also a reflection of childhood traumas I had experienced at the earliest stage of formal education. My home language, Baitadeli, has a strong oral tradition and no written literature. English is my fifth language in terms of exposure and competence, and my home district of Baitadi is well-known for its loyalty to the local language. I had to drop out of school after completing my sixth grade. Staying at home, I received much attention from my family and had much greater exposure to my native language, culture and environment. My overall impression is that dropping out of school had a surprisingly positive impact on my life. The opportunity offered a surprising dividend for me as I gained mastery in my mother tongue and received extensive exposure to folk literature and Indigenous knowledge and survival skills, cultivating my interest in language, culture, literature and local cosmologies.&nbsp; Now that I reflect on it, I appreciate how language has always played a key role in my life. I grew up in a multilingual environment: brought up with Baitadeli, Hindi, Sanskrit, Nepali and English. Language played a major part in my decision to leave school and my later success is closely linked to my competence in several languages. It was rewarding to be at home with my family as I deepened my understanding of native language and culture, which in turn helped me to harness and refine my art of living. Languages matter so much to me because they are both software and hardware. Later, when I was in secondary school, I realised that my command of my home language contributed significantly to enhancing my Nepali and English. I used my mother tongue as a form of linguistic capital to strengthen my competence in both English and Nepali.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2024111811110_5400ba54792bf9e4854e1c1effde8bf09804e99647f23513700b450cc49adc4a.jpg" data-media-id="editor_0" data-image-id="2024111811110_5400ba54792bf9e4854e1c1effde8bf09804e99647f23513700b450cc49adc4a" data-rendition-name="original" width="1000" height="1500" loading="lazy" alt="Dr Lava Deo Awasthi"> </figure>  In your term as the Commission’s first Chairperson, what were your strategic goals and objectives? My first strategic goal was to create an environment conducive to implementing the provisions of the Constitution of Nepal in relation to language. My priority was to prepare a detailed action plan for my six-year tenure in consultation with language stakeholders, including language experts, professionals, activists, Indigenous community members and representatives of relevant national and local-level institutions. The Commission formed a body of high-level advisors to ensure that the Chairperson’s work was well-informed and credible. The advisors to the committee had highly visible professional and social reputations in Nepal and had much experience in the field of language conservation, promotion, research and development. Another strategy we adopted was to establish close institutional linkages with federal, provincial, and local level governments for collecting opinions and disseminating information widely.&nbsp; What critical issues did you have to consider while discharging your duty? When Nepal’s new Constitution was drafted, a number of concerns could not be adequately addressed. These related to the conservation of languages, the recognition of official languages at the provincial level, and the use of mother tongues at federal, provincial, and local levels. These unresolved issues and matters pertaining to the federalizsation of Nepal’s languages were passed on to the Language Commission to address and resolve.&nbsp; Regarding the recommendations for official languages, a five-year timeline had been set by the Constitution. With great effort, we succeeded in having all provinces agree to recognise their official languages as per the recommendations of the Commission.&nbsp; What were your greatest achievements during your term? One of the greatest achievements was that we succeeded in setting a language agenda at all levels. Nepal’s language communities and other stakeholders expressed the view that this was the first time their languages were recognised and their voices heard by the state. People participated in debates and discussed issues relating to language that in all likelihood had never before happened in their lifetimes, at least not in ways that were supported by the state. We encouraged people to speak in their own language(s) and provided translators during plenary sessions and group discussions. Another major achievement was developing criteria for the status planning of languages at federal, provincial, and local levels, and to recommend 11 province-level official languages, in addition to the Nepali language. Similarly, a notable achievement was recognising Indigenous languages spoken by smaller communities, all of whom faced ongoing marginalisation and high levels of endangerment. The Commission identified 9 new languages that had not been reported in the 2011 census, and provided a framework for recognising official languages within a municipality. The commission emphasised the need for documentation and digitisation of languages for developing corpora and archives at national and sub-national levels.&nbsp; Languages of historical importance as well as classical languages were given recognition for their protection, growth, and development. Recommendations were made for the conservation, promotion and development of Nepal’s marginalised languages that are threatened by majority languages and for those languages that hold particular power at local and global levels. Recommendations were also made for how best to safeguard Nepal’s languages from the ever-growing spread of English and other powerful, globalising languages.&nbsp; A further important aspect of the Commission’s work was to emphasise mother tongue medium instruction in schools across the nation. Recognising the role of language in children’s cognitive, socio-emotional and academic development, the Commission suggested strategies for linking schools with ward-level language clusters for use in the classroom. The importance of nurturing and respecting a child’s first language was reiterated in the Commission’s recommendations for children’s learning and all-round development. By the end of my term, a remarkable change could be observed in terms of building trust within and across Nepal’s diverse language communities. A network of language groups and stakeholders across the country proved to be a powerful way of bringing all language communities under one roof for a collective review of and response to the process of federalising language policy. The many language stakeholders across Nepal appreciated the opportunity to work within a coordinated framework, and—feeling empowered by this—seemed genuinely enthusiastic about the initiatives taken by the Commission.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2024111811114_b45297fdd2fedf17bdb6313e495a1062c0d87f1a19fa5349f871f220b75f93ab.jpg" data-media-id="editor_1" data-image-id="2024111811114_b45297fdd2fedf17bdb6313e495a1062c0d87f1a19fa5349f871f220b75f93ab" data-rendition-name="original" width="1500" height="1000" loading="lazy" alt="Dr Lava Deo Awasthi NT"> </figure>  What were the most significant challenges for you as Chairperson? One of the major challenges was winning people’s trust in advocating for the mission of the Language Commission. I faced considerable resistance as I sought to emphasise the use of native languages in families and communities. While the Commission advocated for multilingualism and promoted linguistic diversity, the prevailing policy circles and central level institutions had been deeply influenced by a one-language discourse and ideology of Nepali only. The spread of English also poses a huge threat to Nepal’s languages. However, people in power do not seem to see this as a problem. They tend to abandon their own languages in preference for English. The way that Nepal’s municipalities are increasingly introducing English as a medium of instruction at the earliest stage of a child’s school-based education has proven to be detrimental to their cognitive development, socio-emotional wellbeing and academic success. Most of Nepal’s elites have been heavily influenced by the spread of English and remain unaware about its impact on their home languages as well as on the inter-generational transmission of Indigenous languages in the country. I wish that we could have produced more compelling evidence to show the consequences of making poor policy choices for our children’s education. Demystification calls for a collective response. To make change happen across this entire, complex and federalising country was daunting work and left like a race against time. I feel that I could have done more to offer concrete examples in favour of using the mother tongue as a medium of children’s education at the earliest stages of a child’s education. What do you see the Language Commission achieving in the next 5-10 years? The Language Commission will have to ensure that all of its key recommendations are implemented at all levels of government. In 10 years’ time, all seven of Nepal’s provinces will have their official languages in place. These languages will also be recognised as languages of federal business, alongside Nepali. I anticipate that all official languages in the federal and provincial systems will have a national portal for inter-language corpora using machine translation to fulfil their federal, provincial and local level language functions, and that all languages spoken in Nepal will be represented through a digital database in the national archive. The Office of Statistics will monitor the status of Nepal’s languages over time. By the end of the next decade, each municipality in the country will have recognised one or two official languages at the local level, based on speech populations. Other local languages will have received community-level legal recognition and official status to fulfil their functional roles. Languages that are highly endangered or at risk will be entitled to receive state grants for enhancing local level capabilities to encourage families and young learners to speak the language. Incentive schemes will be introduced in municipalities that promote language within the family and at home. Inter-generational transmission of languages will have received welcome and timely attention across Nepal. It is my hope that all schools—public and private—will have introduced mother tongue medium instruction at the earliest stage of school education, at least up to class five. Nepali, English and other national as well as classical and foreign languages will be taught as subjects. The existing policy of English medium education at the early stage of education will be abolished. The Government of Nepal will be held accountable if the number of speakers of any language decreases or if local communities face language loss and greater endangerment. Under the aegis of the Language Commission, a Centre for Language Research and Innovation will be created with world-class facilities for language documentation and archiving in collaboration with Tribhuvan University’s Central Department of Linguistics and other relevant institutions. Harnessing the vastness of Nepal’s linguistic diversity, the Language Commission will morph into a centre of excellence for national and international communities to engage in collaborative language research, to share experiences and document best practices at in service of global linguistic diversity and Nepal’s many Indigenous languages.

Languages are both software and hardware

Nearly 750,000 Nepalis went abroad for employment in the past year, and more than 100,000 left on student visas. Most of them were young Nepali men and women, and the number has been increasing every year. As with other sections of society, Nepal’s security agencies also face a recruitment crisis. Nepal Police opened recruitment for 64 inspectors in September, and received 2,239 applications, compared to 2,718 candidates last year. Police also invited candidates for 256 assistant sub-inspectors this year for which it received 17,756 applications – down from 19,932 last year. It is the same story in the Nepal Army, the number of applicants for the post of Officer Cadet (Second Lieutenant) went down from 6,144 for 400 open seats in 2019 to 4,390 in 2020. Meanwhile, applicants in the paramilitary Armed Police Force went down from 857 applications for 75 posts in 2021 to 536 applicants for 99 posts last year. While the number of applicants appears higher than the demand, the data shows a significant decrease in applications for vacancies in Nepal’s law enforcement agencies. Security personnel are recruited on the basis of rank and age in Nepal, and the age cutoff for entry into Nepal’s security agencies is typically 25 years. Sociologist and migration expert Ganesh Gurung says that the demographic of young, physically fit Nepalis emigrating abroad in search of better opportunities has impacted recruitment into law enforcement and the military here at home. “The returns from working in Nepal’s police and army are minimal, whereas overseas job opportunities are more attractive,” Gurung says. “The work may be physically demanding abroad, but the pay is a lot higher.”  <figure><img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241116041148_a7e477e0ee2f56acf16c2559fdb24d8f0377f7bc1f9e56138bc40108fc4fa33f.jpg" data-media-id="editor_0" data-image-id="20241116041148_a7e477e0ee2f56acf16c2559fdb24d8f0377f7bc1f9e56138bc40108fc4fa33f" data-rendition-name="original" width="800" height="534" loading="lazy" alt="Nepal Police"><figcaption>Nepal Police</figcaption></figure>  Nepal Police spokesperson DIG Dan Bahadur Karki agrees that the physical and mental demands of a law enforcement job is incomparable to the income that security personnel earn. “A young Nepali who works in Dubai earns enough to build a home in the village within four years, while a Nepali with the same qualifications and physical ability in a security agency here barely makes enough to survive,” says Karki. “Obviously the youth prefer foreign employment.” Security agencies are now worried about the quality of inducted manpower. “There is a difference in work ethic between an applicant chosen from a competitive pool of 50 candidates versus one chosen from a pool of three candidates,” explains Gurung. “Unmotivated employees hamper the overall performance of the state apparatus.” Nepal Army spokesperson Brigadier General Gaurab Kumar KC says recruitment has not been hampered by outmigration: “We have still been getting more than three times the applicants than there are open posts, so we are not yet worried.” Even so, the passing rates of aspirants have gone down for security forces after the Public Service Commission began examinations for military recruitment in 2015. In fact, the Nepal Army complained about the Commission’s involvement in recruitment. Still, the number of vacant military posts tends to exceed the number of passing candidates. Nepal Army’s KC says that the military will not compromise on intake criteria even if there are fewer passing applicants. “Unqualified persons will not be admitted even if there are less-than-required passing candidates. We will re-advertise if that is the case.” But Nepal’s security forces now also have to worry about retention of existing personnel. About 900 Nepal Army, 600 Nepal Police, and 300 Armed police personnel resign every year before the completion of their tenure.  <figure><img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241116041148_b8cd62f70eea3aac7d3d3778615a5b70b1e20550c9bd76321f051f9c766fd2a9.jpg" data-media-id="editor_1" data-image-id="20241116041148_b8cd62f70eea3aac7d3d3778615a5b70b1e20550c9bd76321f051f9c766fd2a9" data-rendition-name="original" width="750" height="378" loading="lazy" alt="Armed police forces"><figcaption>Armed Police Force</figcaption></figure>  In 2020, Home Minister Ram Bahadur Thapa recalled almost 1,000 police personnel who had been deployed for the security of VIPs after long-standing criticism that security forces were being misused to cater to political and bureaucratic leadership. However, security personnel have continued to be assigned to high-ranking officials as glorified housekeepers. In December 2022, Rabi Lamichhane’s Home Ministry had instructed its offices to recall unauthorised security personnel assigned to high-ranking officials, following which 500 officers from Nepal Police and Armed Police Force were withdrawn from their details. But the Nepal Army does not have to follow such rules, and the practice of army personnel serving high-ranking active-duty and retired military personnel remains. Conditions here are dire enough that many active duty officers in Nepal’s military and police forces have chosen to leave their jobs to serve in the Russian Army to fight in the Ukraine war. The hierarchical culture and chain of command of politics, bureaucracy, law enforcement and military has also meant that abuse and mistreatment of subordinates is rife in Nepal’s security forces. “Feudalism is alive and well within our security institutions,” says Gurung. “When soldiers and security forces who swore to protect and serve the nation are made to be at the beck and call of politicians and bureaucrats, it is easy to understand why they are disillusioned with their jobs and why they choose to quit and find jobs abroad.”

Job insecurity in security forces

Earlier this month, Nepal received Rs1.6 billion from the World Bank as part of its <a href="https://nepalitimes.com/news/will-nepal-ever-be-paid-for-saving-trees">Forest Carbon Partnership Facility (FCPF)</a>, rewarding the country for increasing its carbon sink capacity. Nepal is the first in South Asia to benefit from this facility, and it is specifically to recompense the country for increasing forest cover in 13 Tarai districts between 2018-2024. “We are also trying to get another Rs13 billion from the facility while also preparing for free market-based carbon trading in the international market,” says Nabaraj Pudasaini of the REDD (Reducing Emissions from Deforestation and Forest Degradation in Developing Countries) Implementation Centre. Big emitters of greenhouse gases are under pressure to reduce their carbon emissions, and many have signed agreements to do so by investing in decarbonisation projects in developing countries. Countries that emit more than a specified amount of carbon would be able to buy emission rights from countries that emit less. Nepal is internationally known for its community forestry program which has been largely credited for <a href="https://nepalitimes.com/banner/tree-mendous">increasing tree cover to over 45%</a> in less than three decades. But this achievement had not been adequately recognised or rewarded internationally before. Forests, especially in the tropics, absorb and store large amounts of carbon while releasing oxygen in a process known as photosynthesis. <a href="https://www.fao.org/forest-resources-assessment/en/">Preventing deforestation</a> and increasing canopy cover is considered a much more achievable goal than reducing emission in the scale necessary to limit global average temperature to 1.5°C above pre-industrial levels. COP11 in Montreal in 2005 first proposed reducing carbon emissions by improving forest quality by halting degradation. By 2015, a new mechanism of financial assistance was created to help less developed countries with sustainable management of forests <a href="https://www.un-redd.org/">(called REDD+)</a>. Under this new mechanism, countries receive aid based on their efforts to prevent forest degradation and increase carbon sink, and in 2021 the World Bank was entrusted with implementing it. Nepal’s FCPF receipt this month was calculated on the basis of 2.4 million tons of carbon stored at a rate of $5 per ton. In the second phase, Nepal will receive more than Rs4 billion within the next year for storing an additional 7 million tons of carbon. Eighty per cent of this amount obtained from carbon trading needs to be spent on local beneficiaries and indigenous communities.&nbsp; But carbon trading is not easy, Nepal needs to prove that protected forests will not be destroyed in future.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241121091132_c8a381c9a95aa86fec558951650d97bb87914741f01766982ba2b086af001f16.jpg" data-media-id="editor_4" data-image-id="20241121091132_c8a381c9a95aa86fec558951650d97bb87914741f01766982ba2b086af001f16" data-rendition-name="original" width="1500" height="999" loading="lazy" alt="Greenbacks for greenery NT "> <figcaption>Photo: KUNDA DIXIT</figcaption> </figure>  Explains carbon trading expert Yugan Manandhar. “Forests should be handed over to the community and shown that they are managed sustainably. Proving this will be particularly challenging; forest encroachment and degradation is rife in the Tarai.” <a href="https://nepalitimes.com/multimedia/nepal-is-going-up-in-smoke">Deliberate forest fires</a> have also added to the challenge because they increase carbon emissions and reduce the sink capacity of forests. The basis for the amount that Nepal received was set five years ago by calculating the carbon reserves of forests in the 13 Tarai districts. In the meantime, sustainable forest management, tree plantation, forest destruction and erosion control were prioritised to increase carbon reserves in those forests. Nepal is signing another carbon trading agreement during the ongoing Baku climate conference. The <a href="https://www.leafcoalition.org/">Lowering Emissions by Accelerating Forest finance (LEAF Coalition) </a>proposes to sell the carbon stored in the forests of Bagmati, Gandaki and Lumbini provinces. For this, Nepal signed the letter of intent three years ago at COP26 in Glasgow. The target is to store 70 million tons of carbon in 32 million hectares of forest in the three provinces per which Nepal will receive Rs13 billion in four years at $10 per ton with provisions to increase the rate if various conditions are met. However, the agreement in itself doesn’t guarantee the amount. According to the targets set by Nepal, forest degradation should be stopped and carbon reserves increased by protecting tree cover. Preparations are also underway for clean air carbon trade because it has offset fossil fuel use by introducing 30,000 electric vehicles. Nepal has been selected for the first round to receive $40 million within one and a half years through the Clean Air System of the World Bank. Given that most of Nepal’s energy mix is from biomass, replacing them with electric stoves can significantly improve health by reducing indoor pollution as well as strengthen the country’s capacity for carbon trade. “Nepal's goal now is to sell carbon in the free market where carbon credits are bought and sold based on supply and demand in an open and transparent manner,” adds Pudasaini of the REDD Implementation Centre. “Nepal can now set its own price and bargain with interested buyer countries and organisations.” Lately, India has been discussing setting up a carbon market. Nepal has exported Rs12.72 billion worth of electricity to India so far this fiscal year, which can be traded under Nepal’s carbon market. “Carbon trading can create significant economic benefits for Nepal, which will help reinvest in development and environmental protection projects,” says Manandhar. “But we must prioritise sustainable management of forests, cutting older trees and allowing regrowth as well as promoting electric stoves and electric vehicles.”