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

One smoggy winter morning in February 2019, Ekta regretted coming to her sculpture class. It was the first day of her period, and the 19-year-old wished she was home, curled up in bed with a hot water bag to soothe her cramps.
Her class was at Kalapremi Ceramic Studio, a dark room on the ground floor of a house in Maharajganj, and Ekta’s teacher was the artist Gopal Das Shrestha ‘Kalapremi’, a noted sculptor.
Two other students were already there, using all their muscle strength to knead the sculpting clay. Ekta, now 24, recalls how Kalapremi asked her if she was feeling all right. She avoided him, as she did not want everyone to know she was menstruating.
Kalapremi repeatedly asked Ekta what was wrong. She finally muttered that she was having her period, after which he grabbed her hand and led her to a partitioned corner of the studio and sat her on a chair. Before she could stop him, he slid his hand under her dress, and started massaging her abdomen.
“I was horrified,” Ekta recalls. “I told him to stop, but he didn’t listen, asking me not to be shy, saying he knew how to relieve my pain. He stopped only after I protested furiously.”&nbsp;
The art tutor then said, “You’re like my daughter. I’m doing it out of love to make you feel better, but you’re so stubborn.”&nbsp;
“Instead of saying sorry he acted like I was the one having crazy thoughts,” remembers Ekta, adding that from April 2016 to August 2020 beginning the time she was 16, the artist sexually abused and harassed her on several occasions. &nbsp;
Now, Ekta and the artist’s other former students are finally sharing their experiences and some are pressing legal charges against him, hoping that others do not have to endure what they did.&nbsp;
Award-winning artist and teacher Gopal Das Shrestha ‘Kalapremi’ (the name means ‘Art Lover’) is known for his ceramic art, sculpture, and contemporary pottery. He was <a href="https://nepalitimes.com/review/the-house-of-kalapremi">profiled in Nepali Times after a collaborative exhibition</a>, ‘Where the Wild Things Are’ at the Siddhartha Art Gallery three years ago.&nbsp;
His pieces, titled Gaalis, featured sculpted female figures with the heads of dogs, sheep, and donkeys (pictured) to depict derogatory terms for women. Some critics said the collection was a satire on feminists.
Kalapremi started his artistic and teaching career in 1983 and over the years taught at Bhanubhakta School, Kathmandu University School of Arts, Lalitkala Campus and at his private Kalapremi Ceramic Studio. He has also lectured at Jeonju University in South Korea and recently at Tabor Academy in the United States.
Seven of Kalapremi’s former students were interviewed for this story. Five female students said he touched them inappropriately in his studio or at Kathmandu University. Two male students said they witnessed him abuse and harass the women. In all cases, the students struggled to recognise the abuse when it occurred, and the lack of reporting systems left them to cope on their own for years.&nbsp;
Earlier this year, students shared a social media post hinting at Kalapremi’s history of abusive behaviour following which more students of the artist reached out sharing similar experiences. Some students spoke of abuse that happened as long as 20 years ago.
Kalapremi, 60, has denied the allegations. He told Nepali Times: “Some years ago, there was a movement encouraging people to hug and kiss. I used to do it purely out of friendship and love. But after seeing posts on social media last year calling out my behaviour, I realised my actions may have hurt some people. I understand now that I should have been more mindful.”
He added: “I am also an auxiliary health worker, so I know the exact points to massage to relieve menstrual pain. It’s not just menstruation, I take anyone who is ill to the hospital.”
Sexual abuse is much more rampant than reported given how difficult it is to prove it in court. The law defines sexual abuse as occuring when someone touches another’s private parts, coerces them into touching theirs, uses vulgar language, shows degrading images, or behaves indecently towards them without consent.&nbsp;
Ekta and her fellow students are consulting lawyer Suneeta Regmi Pokhrel, who says they know that even if the court decides in their favour, it is difficult to survive after speaking up, and influential men defend themselves saying they are being framed.&nbsp;
“They are in a lot of pain and weep when recalling how he abused them,” Regmi Pokhrel told us. “They are angry and have filed a case against him, but they are also terrified. They know he is a powerful man and they have seen how our society treats women who speak up against abusers. Unless people speak up, perpetrators will be emboldened.”
Art and academia in Nepal simply reflect the power imbalances in society where people with intersecting identities experience worse forms of abuse. Theatre actors Raj Kumar Pudasaini, Rajan Khatiwada, and Sunil Pokhrel were called out during the #MeToo movement in the Nepali theatre scene in 2019. Even after the allegations Pokhrel went on to receive national awards, while others continued to work without repercussions.
“If you speak up against abusers, you gradually get sidelined from projects,” explained a theatre artist who wished anonymity fearing professional setbacks. “The theatre scene in Nepal is quite small, you just have to make peace with the perpetrators and work with them if you want to sustain yourself.”&nbsp;
In academia there is a history of faculty members sexually harassing students and getting away with it. After Tribhuvan University (TU) lecturer Krishna Bhattachan was accused of harassing women students, the university said it would follow Nepal’s sexual harassment law and set up a reporting mechanism. But nothing happened to the professor, who had already retired. Instead, he counter-accused the students of 'attacking the indigenous people’s movement with baseless allegations' as <a href="https://kathmandupost.com/letters/2019/01/29/bhattachan-responds">he told the Kathmandu Post in 2019</a>. He continues to be featured as a prominent speaker including at TU.
Other faculty members previously accused of sexual harassment include Jagadish Murti Koirala from TU, Bishnu Prasad Acharya from Ratna Rajya Campus, and Bodha Raj Tripathee from Lalitpur Madhyamik Vidhyalaya. A woman staff member from TU also filed a sexual abuse complaint against Dambar Chemjong from TU.
Prominent figures like <a href="https://nepalitimes.com/news/the-rise-and-fall-of-nims-purja">mountaineer Nims Purja</a> have been <a href="https://www.nytimes.com/2024/05/31/sports/mountaineering-sexual-harassment-abuse-nims-purja.html">accused of sexual assault</a>, and cricketer Sandeep Lamichhane, actor <a href="https://nepalitimes.com/news/celebrity-rape-case-spotlights-nepal-laws">Paul Shah</a>, and former speaker of Parliament <a href="https://nepalitimes.com/news/mahara-arrested">Krishna Bahadur Mahara</a> have been accused of rape, but society-at-large has let off the alleged perpetrators amdist a larger debate about justice for survivors and punishment of perpetrators.&nbsp;
‘Gaushala-26’ is the court name given to the 18-year-old who accused Sandeep Lamichhane, former captain of Nepal’s national cricket team and skipper of Biratnagar Kings in the <a href="https://nepalitimes.com/here-now/here-comes-the-nepal-premier-league">ongoing Nepal Premier League</a>, of rape. She left the country citing society questioning her character affecting her mental health while Lamichhane got an outpouring of support. In May, the Patan High Court overturned a prior verdict that found Lamichhane guilty of rape and had sentenced him to eight years in prison. During the 23-month legal battle to pursue justice, Gaushala-26 faced threats of gang rape and acid attacks.&nbsp;
Exhausted by the struggle, Gaushala-26 sought to “move to a new world” where she could live free without hiding her identity.
Actress Samragyee Rajya Laxmi Shah in an Instagram video now deleted detailed the harassment she faced from a filmmaker during a movie shoot. She did not name any name but veteran actor Bhuwan KC filed a defamation case against Rana, but the court ruled that the charge lacked sufficient evidence.&nbsp;
Former Kathmandu mayor <a href="https://nepalitimes.com/opinion/theytoo">Keshav Sthapit also mocked the #MeToo movement</a>, calling accusations against him by journalists Rashmila Prajapati and Ujjwala Maharjan “a rape of men’s rights”.
Serial Abuse
Back at the Kalapremi Ceramics studio, another former student, 24-year-old Rajiv, says he felt the need to speak out after seeing his female classmates being abused.&nbsp;
“He frequently kissed them on their cheeks,” he told Nepali Times. “Whenever they walked into the studio he flailed his arms like a child asking for a hug. They awkwardly hugged him from the side, but he pulled them closer, held their chin, and kissed their cheeks.”&nbsp;
Rajiv says he also saw Kalapremi pull the women’s bra straps, touch their breasts, and slap their buttocks. The young students would freeze, not knowing how to react, and if they protested, he would say it was “normal in art”. Rajiv, 19 at the time like his classmates, remembers thinking perhaps the well-respected artist was right after all.
Another student, Luna, who took lessons at Kalapremi’s studio from 2020 to 2022 did try to confront the tutor after he made an obscene proposal to her. She recalls: “One day when the other students had left the studio and it was just the two of us, he told me that God had given him special artistic talent and he could transfer those powers to me. But to do that both of us will have to be naked, inside a dark room, and have sex.”
Luna, who was 18 then, was livid and told him she did not want any of his powers, but she says he laughed at her as if he was joking. She did not tell her family about the incident because she thought no one would believe her.&nbsp;
“They were all in awe of this famous artist and felt I should be grateful that to be learning sculpting from him,” she says. “I was scared to be alone with him in case he talked about sex again. My coping mechanism was to be rude so he wouldn’t try to come close to me.”
Seeing how some classmates were standing up to Kalapremi, Ekta too tried to push back against his advances, but she said he found ways to coerce her. Since Ekta, Rajiv, and Luna could not afford Kalapremi’s Rs30,000 monthly fee for lessons, he had offered them all a stipend to assist him in the studio.
“He had spondylosis and took me to his therapy sessions to learn massage techniques, then he often made me and other students massage him,” says Ekta. Whenever she refused, he would feign pain to make her feel sorry for him. “He would insist that I put my hands under his shirt so that I could massage him better,” she adds.
The art tutor often tried to “seduce sympathy” from Ekta by sharing how he had never been loved as a child and was “sexually frustrated” as an adult.&nbsp;
“At 7PM, he would pour himself Signature whiskey and immediately go off again about how he was sex-starved. I didn’t know how to respond. It took me time to realise alcohol was just an excuse to talk about sex,” Ekta says.
If convicted, Kalapremi could face financial penalty and/or a prison sentence of up to three years according to Section 224 of National Penal (Code) Act 2017.&nbsp;
Data suggests that victims of child sexual abuse on average take nearly 24 years to tell someone about their trauma, and some may never disclose it at all.&nbsp;
“In our culture, children are rarely taught about boundaries. They often react, show anger when adults pinch their cheeks. But adults insist they did it out of love, and force the children to accept it,” says Sita Lama, a psychotherapist at Manka Kura. “And even when someone touches them inappropriately they struggle to identify and verbalise it.”
When perpetrators claim to be “acting out of love”, Lama says survivors are likely to perceive it as something safe, rather than recognising it as abuse.&nbsp;
“It may take years for them to realise they were abused,” she explains. "And even when they become aware, the power imbalance with the abuser and the associated shame often prevents survivors from speaking up."
Other former students from the School of Art at Kathmandu University have also come forward years later, saying Kalapremi sexually abused them. As young adults, they felt his behaviour was off but were uncertain if it was inappropriate, illegal, or they did not know how to respond. After having understood that it was indeed abuse, they say they are speaking out now to protect others.&nbsp;
Amina Singh, a visiting faculty member at Kathmandu University, says there is no clause against sexual abuse in contracts of teachers, and there is no formal grievance handling mechanism for the students.&nbsp;
“So the only way students can to deal with sexual abuse is approach someone they trust,” she says.
Eight other former art students of Lalit Kala Campus and Srijana College of Fine Arts of Tribhuvan University and other private art studios in Kathmandu say they were also sexually abused by their art teachers. Three faculty members interviewed from these institutions said they saw the abuse, but felt it was futile to report it given how powerful the teachers were.
In the absence of a formal system, some longtime women artists warned each other about “problematic” artists. They shared &nbsp;a “heads-up” to be more cautious when collaborating with them, and avoided responding to their calls and texts after work hours.
To ensure art institutions are safe for all, galleries, museums, artist studios, and smaller art spaces need to develop policies on sexual harassment. This would include a code of conduct or studio policies that hold the leadership accountable and outline the principles of professional ethics.&nbsp;
Students and employees should inquire about accountability mechanisms for raising concerns, both formally and informally, advocates say.
Three years after Ekta left the ceramics studio, she learnt that Kalapremi had harassed many other women. Still trying to get a footing in the art industry, she attended a workshop in Kathmandu where women artists discussed ways to stay safe in the art sector.&nbsp;
Since it was a close-knit group Ekta opened up about how she felt violated and realised she was not alone, he had been abusing underprivileged students for years, and this was common knowledge among artists in Nepal.
Ekta says that even after she quit, Kalapremi continued sending her text messages like ‘I am thinking of you’, ‘Why have you stopped speaking with me’, or ‘I am waiting for your call’.&nbsp;
But what really forced her to act was when Ekta found out that he was sending similar texts to her younger sister.&nbsp;
“I’ve had enough,” she told us. “He abused me all these years but I won’t let him abuse my sister.” &nbsp;
Ekta, Rajiv and Luna are not the real names of the students.&nbsp;

‘Art Lover’ accused of sexual abuse

It was 8:15 in the evening of 25 March 1968 when everyone in the village of Batulechaur near Pokhara heard a deafening sound like thunder as a bright flashing object hurtled down to land in a field.&nbsp; That field belonged to Kul Timilsina, and the next morning he retrieved a sheet of metal about 2m by 1m and carried it home with the help of a few others, thinking it would be useful for his buffalo shed.&nbsp; Before he died at age 83 three years ago, Timilsina had told photo archivist Sunil Ulak that the black metal sheet was not rectangular and had rounded corners. There are a few witnesses still alive who have a clear recollection of the object that fell from the sky that night.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2024120707128_75cc85aac56b9cc4a77366471f058d7b3eb6868776811b0923845c2d0a61f014.jpg" data-media-id="editor_0" data-image-id="2024120707128_75cc85aac56b9cc4a77366471f058d7b3eb6868776811b0923845c2d0a61f014" data-rendition-name="original" width="1170" height="601" loading="lazy" alt="UFO over Pokhara"> <figcaption>The field in Batulechaur belonging to Kul Timilsina where fragments of a flying object fell from the sky in 1968.</figcaption> </figure>  One of them is Timilsina’s wife Gyanu, who was 22 at the time. She had been at home, and remembers hearing the big bang and the sky becoming very bright. “We saw the thing in the field in the morning,” she told us. “It looked like a lid, a covering of some sort. The way it was stuck in the ground, it must have fallen from the sky. We thought we could use it to dry clothes on, and took it home.”&nbsp; Another witness is Kul Narayan Paudel. “I was only eight then. We ran to the field to see what had fallen. It was a four-sided metal sheet. The elders took it away, and I don't know what happened to it.” &nbsp; Ram Bahadur Baniya, a teacher at the local school, says he had heard the sheet had been brought to the school, and later handed over to the Zonal Commissioner at the time, Nanda Prasad Malla. “But that is all hearsay,” he says.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2024120707128_0bf207a12063fb8155b3c8d9a00a94887b126380c9e0627527c84cf5e1101f54.jpg" data-media-id="editor_1" data-image-id="2024120707128_0bf207a12063fb8155b3c8d9a00a94887b126380c9e0627527c84cf5e1101f54" data-rendition-name="original" width="1170" height="610" loading="lazy" alt="UFO over Pokhara"> <figcaption>Gyanu Timilsina, wife of Kul Timilsina.</figcaption> </figure>  There are two versions of what happened to Kul Timilsina’s metal sheet. One is that an American Peace Corp Volunteer teaching at the nearby Bindyabasini School took it, and another is that it was handed over to the government. Recently declassified Central Intelligence Agency (CIA) and US State Department documents from the time say that the US Embassy in Kathmandu tracked down the object two years later and had it shipped back to the US. A telegram from the Department of State and Department of Defense tagged as ‘MOON DUST / Space Fragments’ dated 1 March 1972 stated: ‘1. Restored space fragment will be on board Embassy support flight 115 arriving Kathmandu on or about March 10. Fragment is packed in shipping crate (cargo no. 72-33365) marked in care of DAO.&nbsp; 2. State and Defense representatives examined fragments prior to shipment finding restoration acceptable.’  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241207071212_929d903ee06d41baa4f6040e981cd7c7d7bd75cc9c37c9b617d307fc8538d2df.png" data-media-id="editor_2" data-image-id="20241207071212_929d903ee06d41baa4f6040e981cd7c7d7bd75cc9c37c9b617d307fc8538d2df" data-rendition-name="original" width="856" height="568" loading="lazy" alt="UFO over Pokhara"> <figcaption>Declassified CIA documents about the investigation into the object sighted in Pokhara. </figcaption> </figure>  The documents show that the US government, military and intelligence agencies investigated this incident thoroughly when it occurred, and have continued to revisit it ever since, as recently as five years ago. What is even more intriguing is that the object that fell in Pokhara was not the only unidentified space object that fell to earth that year. There were similar sightings of objects falling from the sky in Ladakh, Sikkim and Bhutan between 19 February and 25 March 1968.&nbsp; These mysteries were the subject of a CIA investigation in 1968 titled ‘<a href="https://www.cia.gov/readingroom/docs/CIA-RDP81R00560R000100070007-8.pdf">Sighting of Unidentified Flying Objects in Ladakh, Nepal, Sikkim and Bhutan</a>’, and the report is part of the recent online declassification of 800,000 top-secret documents from the period.&nbsp; &nbsp;Although unidentified flying objects (UFOs) have a connotation now of being alien craft, it could be pieces of satellite, missile, rocket or even aircraft. The CIA report documents six sightings in 1968 and quotes local sources as describing all of them having similar characteristics: bright blue or red streaks in the sky accompanied by loud sounds like lightning and thunder and objects falling to the ground. Aside from the metallic object that was found in Batlechaur, there were other items also found nearby in Tallakot, Tureypasal, Armalakot and Maidan. Whatever the object was, it seems to have disintegrated even before it hit the ground.&nbsp; The CIA report records the first sighting on 19 February 1968 in various parts of Sikkim and Olangchung Gola and Ghunsa in eastern Nepal. The light was said to be ‘long and thin’ and giving out ‘green and red light’. &nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241207071212_c3c825027d966a2aedc846970390eebe063957503c7eacc8e01e0517843f9bbb.png" data-media-id="editor_4" data-image-id="20241207071212_c3c825027d966a2aedc846970390eebe063957503c7eacc8e01e0517843f9bbb" data-rendition-name="original" width="892" height="596" loading="lazy" alt="UFO over Pokhara "> </figure>  Two days later on 21 February, a soundless blue object was seen traveling fast across the sky above Thimphu in Bhutan. Then on 4 March there were multiple daytime sightings or white streaks in the sky at Chang La Pass, Fukche and Koyul in Ladakh. There were more sightings in Ladakh on the very day fragments fell near Pokhara on 25 March 1968.&nbsp; After the sightings in Pokhara, rumours started flying in Kathmandu that these were aliens trying to land on Earth, it could be Russian or Chinese spy planes or satellites, and some even say it as a sign from heaven that the end of the world was near. This was at the height of the Cold War. The Russians and Americans were testing their thermonuclear devices as well as intercontinental ballistic missile delivery systems. The Washington-Beijing rapprochement had not yet happened, and China was making quick progress testing atomic bombs. Within two years after its first atomic test, in 1966 China exploded its first hydrogen bomb at the Lop Nur site in Xinjiang, 3,000km to the north from Nepal. After neary six decades, what is still intriguing is that all the sightings within a few months of each other in 1968 were along the Himalayan arc bordering Tibet: from Bhutan, Sikkim Nepal, to Ladakh. The US military intelligence seems to have concluded that this was not a coincidence and there were frequent research trips to the site in Pokhara by American officials in the months after the incident. With the help of the Royal Nepal Army, the region north of Pokhara was thoroughly searched.&nbsp; A confidential memo dated 25 June 1968 by Jerry C Trippy to a ‘Mr Farley’ mentions that the US Air Force’s Foreign Technology Division had decided that the debris could be important because it may be related to a Chinese missile test or a Soviet ‘Vehicle Venik’ rocket.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241207071216_feb5425692dc36b20187de4e4fcc2ce9fd12b6d9e1b8724398e50bcdbf9032fe.jpg" data-media-id="editor_5" data-image-id="20241207071216_feb5425692dc36b20187de4e4fcc2ce9fd12b6d9e1b8724398e50bcdbf9032fe" data-rendition-name="original" width="1500" height="1000" loading="lazy" alt="UFO over Pokhara"> </figure>  On 28 August 1968 the US Embassy in Kathmandu sent a letter to Washington DC saying that the object could be of Soviet origin, possibly from when the rocket carrying the ‘Kosmos 208’ satellite re-entered the atmosphere. But why were the fragments falling to earth several weeks apart, and in the same region? No one knows where the metal sheet that Kul Timilsina recovered is now. It was definitely packed in a crate and taken to the US, and although it is rumoured that it was returned that is not very likely. Archivist Sunil Ulak heard from the Timilsina family that CIA officials had returned to the site five years ago. &nbsp; Interest in UFOs peaked in the US in the 1950s, with the Cold War space race and tests of atomic weapons and delivery rockets. CIA and scientists were being sent to investigate sightings, both publicly and privately. Could the Pokhara fragments as well as the sightings in Ladakh and Bhutan actually be alien craft falling to earth? The renewal in interest in space travel in large part due to Elon Musk’s SpaceX, UFOs and sightings are again subjects of public interest.&nbsp; Even 57 years later, even if there was definitive proof about whether the Batlechaur fragment was from a Chinese missile or a soviet rocket, it has not been made public in documents declassified so far. We may never know.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241207071216_b6938795f40731e7657fd6dcbb3cf460a326186a15eb11d4f832f602201ff598.jpg" data-media-id="editor_6" data-image-id="20241207071216_b6938795f40731e7657fd6dcbb3cf460a326186a15eb11d4f832f602201ff598" data-rendition-name="original" width="642" height="320" loading="lazy" alt="UFO over Pokhara"> </figure>  Sunil Ulak speculates if the debris actually came from an American aircraft, perhaps on an intel mission upon China. “Which could explain why they were so thorough in collecting the fragments in Pokhara,” he says. But that still does not explain the multiple sightings weeks apart in 1968.&nbsp; Indeed, US military aircraft were at that time flying frequent night-time missions from air force bases in India to supply weapons to Khampa guerrilla camps in Nepal located north of Pokhara in Mustang. It could very well be that the Chinese shot down one such aircraft. The other sightings could have been contrails of US spy planes, or Chinese anti-aircraft missiles.&nbsp; There were quite a few developments regarding UFOs in 2024. In a US congressional hearing in July, former intelligence officer David Grusch claimed that the government had long been involved in a program to investigate and retrieve non-human craft crashes, and then try to reverse engineer them. However Grusch did not show any evidence.&nbsp; The UAP Disclosure Act of 2024 was signed into law by Joe Biden in December 2023. It plans to oversee the public disclosure of UFO information. However, there is a clause in it that prevents disclosure if it would cause threats to military defense, intelligence operations or foreign relations.&nbsp; It is unlikely that the declassified documents about sightings in the Himalayan will cause any real surprise about definite evidence of alien life even if it was found. It seems humanity will continue, at least for now, to wonder about curious lights in the sky and whether there is anybody out there.&nbsp;

UFO over Pokhara

Four international names in architecture, Shigeru Ban, Rem Koolhaas, Tadao Ando and Louis Isadore Kahn, all left their mark in Nepal. But despite their best intentions, the ambitious designs fizzled out. Ban, Koolhaas and Ando won Pritzkers, the best known international award for architecture, and Kahn could have won it had the prize been given in his lifetime. But their designs fell short of transforming Nepali architecture and did not help inspire local architects.&nbsp; Why were these four ‘starchitects’ unable to pull off their Nepal projects and enrich the country with exemplary contemporary designs? The failure, especially the violation of Kahn’s design, also raises larger questions about how much contemporary architecture is valued in Nepal.&nbsp; Whereas Sri Lanka had Geoffrey Bawa and Bangladesh had Mazharul Islam, the pioneers of contemporary architecture in Nepal have had far less public appreciation. One wonders if Nepali architecture only refers to the monuments and heritage of the past. Nepal does have examples of outstanding modern architecture such as the &nbsp;पाङ्रे घर ‘Wheel House’ and खुट्टे घर &nbsp;‘House on Legs’ by Shankar Nath Rimal in the 1960s. These are the best examples of how some Nepali designers successfully tailored modern architecture to the Nepali context.&nbsp; Ten years ago, Nepal had three architecture magazines, SPACES, praXis and Business Architecture, but none of these survived. This newspaper has prominently covered contemporary architecture, and the built environment, but these are exceptions in Nepal’s media. There have been a few encouraging signs. The 2024 exhibition Modern Encounters in Architecture in Kathmandu Valley (1945-1985) at the Taragaon Museum had many visitors and its accompanying book is a seminal document.&nbsp; In 2023, the Mountain Architecture Dialogue (MAD) that focused on examples of good-practice sustainable contemporary architecture for the mountainous terrains of Nepal was a packed event with over 300 young architects, engineers, environmentalists and architecture students. <h2>Shigeru Ban</h2>  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2024122003128_8bb8dde080c5698c2585966bef27ce4c08e4ee488d3432b2caac98b9de762dfe.png" data-media-id="editor_0" data-image-id="2024122003128_8bb8dde080c5698c2585966bef27ce4c08e4ee488d3432b2caac98b9de762dfe" data-rendition-name="original" width="990" height="1074" loading="lazy" alt="Forgotten international starchitects in Nepal NT"> </figure>  Shigeru Ban had already built a name for himself in post-disaster construction when he came to Nepal following the 2015 earthquakes in which 500,000 people lost their homes. The basic design and its 3D-rendered images were reviewed in upbeat articles on DOMUS, Architectural Review, Dezeen, and Arch Daily.&nbsp; But his signature cardboard tubes could not handle the monsoon and the roof structure had to be re-designed with timber. Only two shelters were completed in Sindupalchok, and only one of them still stands at the Hyatt Regency grounds today, as Ban’s souvenir to Nepal.&nbsp; <h2>Rem Koolhaas</h2>  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2024122003128_58afec9b57accfa38327af0936648c6eb2f2e11ff18f1af8ca27383dc57dc222.png" data-media-id="editor_1" data-image-id="2024122003128_58afec9b57accfa38327af0936648c6eb2f2e11ff18f1af8ca27383dc57dc222" data-rendition-name="original" width="750" height="722" loading="lazy" alt="Forgotten international starchitects in Nepal NT"> </figure>  The designs of Dutch architect Rem Koolhaas have a specific signature: bold shapes and an intriguing architectural typology that challenges standard building blocks. Some designs even seem to defy gravity, like the CCTV headquarters in Beijing: an angular, continuous geometry of glass and steel.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241220031216_a18dc8a8d6b97bc6fa9d590036cf374f9dc3709c699fe5c5787304bbd05cb17d.png" data-media-id="editor_2" data-image-id="20241220031216_a18dc8a8d6b97bc6fa9d590036cf374f9dc3709c699fe5c5787304bbd05cb17d" data-rendition-name="original" width="1812" height="1168" loading="lazy" alt="Forgotten international starchitects in Nepal"> <figcaption>Rem Koolhaas' design for Ullen's School in Khumaltar.</figcaption> </figure>  Koolhaas was commissioned by Belgian billionaire Guy Ullens to design a new building for Ullens School in Khumaltar. The most prominent feature is its vertical glass block staircase. Some interior spaces have lowered windowsills, which provide ample views and daylight. But the school building has gone unremarked in Nepal. <h2>Tadao Ando</h2>  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241220031212_cc16bd6feb8be07a7198285b847a45d2126dc3a479e0cc7370331861fc544675.png" data-media-id="editor_3" data-image-id="20241220031212_cc16bd6feb8be07a7198285b847a45d2126dc3a479e0cc7370331861fc544675" data-rendition-name="original" width="626" height="628" loading="lazy" alt="Forgotten international starchitects in Nepal"> </figure>  Doctors providing aid to victims of the Great Hanshin earthquake in 1995 in Japan requested Tadao Ando, who had donated his Pritzker money to the victims, to also make a design for a hospital in Butwal.&nbsp; Ando’s contribution would be pro-bono and the construction was funded by the Hanshin Earthquake victims and by the popular Japanese newspaper Mainichi, as a tribute to Nepali doctors. The first block that Ando designed for the Siddhartha Children and Women’s Hospital (SCWH) was the out-patient department. He quickly realised that he would not be able to pull off structures with his typical style of smooth-finished, high-quality concrete.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241220031216_73ec0950d52320277ccc81d4a66fa6aa6acb38141e7b7633683e4cf8179dc579.png" data-media-id="editor_4" data-image-id="20241220031216_73ec0950d52320277ccc81d4a66fa6aa6acb38141e7b7633683e4cf8179dc579" data-rendition-name="original" width="1594" height="958" loading="lazy" alt="Forgotten international starchitects in Nepal"> <figcaption>Tadao Ando's Siddhartha Children and Women Hospital in Butwal.</figcaption> </figure>  Ando wrote in the online architectural catalog Architectuul, that the two main problems with the project were costs and the availability of local technology. ‘It became a facility that has a slightly different expression from the buildings I have completed so far,’ he wrote. He designed a colonnade for the west façade that would provide shelter from harsh sunlight, and the exposed brick walls were locally manufactured bricks.&nbsp; The hospital is characterised by modernist cuboidal massing, but the outer brick façades now appear unintentionally badly weathered by monsoons. The interiors lack both sufficient natural light and natural ventilation. <h2>Louis I Kahn</h2>  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2024122003128_612e199d62fb3e72b6b8f6a936b0fa0451d8c0aa3d831c071320bf423ee3d67f.png" data-media-id="editor_5" data-image-id="2024122003128_612e199d62fb3e72b6b8f6a936b0fa0451d8c0aa3d831c071320bf423ee3d67f" data-rendition-name="original" width="694" height="926" loading="lazy" alt="Forgotten international starchitects in Nepal NT"> </figure>  American architect Louis I Kahn had experience of projects in South Asia, and several were under construction when he died suddenly in 1974. Amongst these were the National Assembly complex in Dhaka, the Indian Institute of Management in Ahmedabad and the Family Planning and Maternal Child Welfare Centre in Kathmandu.&nbsp; Kahn had started the USAID funded project in Nepal by developing a master plan for the government institutional zone in Kathmandu, which included a building for the Health Ministry. The building’s façade in exposed brick has deeply recessed vertical windows for shading.&nbsp; The balancing of accentuated horizontal lines in the brickwork with the verticality of the larger composition is the work of a master. The brick walls rise up into punctured parapet walls at the roof level. These square apertures ‘frame the sky’.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241220031216_69c2e4972dbe38773e0a3a3f1129485c9c87033ee84cd454e24ae0dc772d05cf.png" data-media-id="editor_6" data-image-id="20241220031216_69c2e4972dbe38773e0a3a3f1129485c9c87033ee84cd454e24ae0dc772d05cf" data-rendition-name="original" width="1924" height="1242" loading="lazy" alt="Forgotten international starchitects in Nepal"> <figcaption>Louis Kahn's plan for the Ministry of Health.</figcaption> </figure>  When Kahn died, only the eastern half of the building was finished. The Western part was never built and Nepal’s bureaucrats decided that without paint, the exposed brick façade was not finished. Then in 1995, citing roof leakage and a space crunch, the Health Ministry added a floor.&nbsp; The frames-to-the-sky in the roof parapet were converted into windows and topped off with a sloping roof of corrugated steel sheets, whose only virtue was that it was cost-effective.&nbsp; Kahn’s orthogonal composition, which clean horizontal and vertical lines, was desecrated despite a public outcry and legal challenges from architects and cultural organisations. A version of this article was first published in HIMAL Southasian. Illustrations by Varun S Bapu.

Forgotten international starchitects in Nepal

If you were raised in Nepal, you must have picked up its unique set of vocabulary: आन्दोलन, चक्का जाम, बन्द, राँके जुलुस, आफ्नो मान्छे, हाम्रो दल, कर्फु and many more words connoting political protest.
We became familiar with the acrid smell of burning tyres, and eyes smarting from tear gas. And yet, everyone speaks of another revolution in the making. Not by desire, but by suffocation.
We heard speeches about नयाँ नेपाल, but the New Nepal never arrived. The governance system changed, but it did not reflect on people’s lives — except for those close to centres of power. The state is still unreachable and is not bothered about <a href="https://nepalitimes.com/here-now/matter-of-life-and-debt">victims of loan sharks</a>, cooperative scams and other injustices.
Politicians continue to speak in sound bites, but fail to deliver. They have mastered the game of pointing fingers towards an external enemy and convincing people that they are never at fault. The political narrative is so disconnected from the actual analysis of the problem that suffocation doesn’t go away after every revolution.
No genuine effort has been made to deliver at all, which is why there is a palpable sense of disillusionment in the air forcing us to seek another revolution, even if Nepal may not be able to afford it.
How has the current system successfully held power, even if the public is deeply frustrated? How is it that for three decades we continue to be led by the same faces, who have time and again, proved to us that they may be great politicians but not national leaders?
<a href="https://nepalitimes.com/opinion/improving-internet-governance-in-nepal">My experience at the epicentre of politics</a> has led me to identify three cultures that have enabled political parties to keep a tight hold on power: acceptance, silence and dependency.
We accept things the way they are. We use fatalistic phrases like “नेपालमा यस्तै हो” or “नेपालको कानुन दैब जानुन”. While this resilience enables us to rise back up from devastating calamities, it is also a reason for our compliance with the status quo.
Despite so many ‘revolutions’ that have led to significant reforms, these phrases keep getting reinforced, to the point that the upcoming generations have made it their lingo.&nbsp;
This acceptance is not a symbol of law-abiding citizens, but citizens living in fear of those in power, unable to ask the whys and why-nots.
Innovation suffocates in this culture of acceptance of the status quo. This is manifested in remarks like “but we don’t have any laws for this,” or “we don’t have the capacity to implement this”. An innovator or entrepreneur therefore has to spend that energy to become a political lobbyist, often educating and convincing the bureaucracy.&nbsp;
Remember when locally assembled <a href="https://nepalitimes.com/banner/designed-and-made-in-nepal">Yatri motorbikes</a>, despite having willing customers, had to suffer to secure license numbers because of a lack of regulations? Instead of creating new laws, the government kept chanting the “We will promote Nepal-made goods” mantra, leaving entrepreneurs in a labyrinth of bureaucracy. The weight of acceptance of the law lies heavily on innovators. Fatalism is a tactic used by those in power to generate mass fear in society.
When we accept, we become silent. This is a pervasive phenomenon. We are trained to keep quiet, lest we ruffle feathers, burn bridges, or not get the help we need in future. We know, yet we don’t speak.
Read also: <a href="https://nepalitimes.com/here-now/bureaucratic-hurdles-in-researching-nepals-bureaucracy">Bureaucratic hurdles in researching Nepal's bureaucracy</a>, Daniel W Edwards
Here is one example: the 2021 census shows that the number of baby boys born for every 100 baby girls is 112. This is a clear indication of female foeticide because of boy preference in society.
Despite such horrifying realities, there is finger-pointing within the government between the Ministry of Health and Population with the Ministry of Home Affairs. At the citizen level, we know those who are involved in killing girls. Yet, we don’t speak up. The Nepal Medical Council reports state that despite this gender imbalance at birth, there is no indication of any action.
But why would anyone speak against one's own fraternity, no matter how vile the act is?
When we accept and keep quiet, we become dependent on those who yield power. From getting our government procedure completed on time to getting transfers, to accessing any of our legally protected rights as well, we are forced to depend on our networks of चिनेको मान्छे people we know by blood, village, relations, political affiliation.
The culture of dependency has been the established way in Nepal. If you drive a two-wheeler or four-wheeler, and you get into a small accident, you will be asked to sort it yourself, dialing up the most powerful person you know. It becomes a competition of who knows who.
Recently I was told that there were calls from the Ministry of Health and Population and another from the Prime Minister's Office for just one medical position in a private hospital. Each was pushing its own candidate. Guess which candidate got the position.&nbsp;
The dependency of people is not on the laws or the state, it is with people in power, a reliance on the network of somebody who knows somebody, including those not officially in power.
These cultures are deeply ingrained in our heads, and in society. Collectively they form a vicious circle that helps those in power to retain power. This is not the society we want to live in.
Then, what do we do as a collective to break away from this? How do we break away from the cultures of acceptance and silence that have created this dependency? What can we do to ensure that our children do not have to learn the jargon of आन्दोलन before they learn about the state?
These are the cultures political parties need to shed rather than use them to perpetuate their power. This is what <a href="https://nepalitimes.com/opinion/comment/an-alternative-to-alternative-politics-in-nepal">alternative politics</a> needs to be about.
Sumana Shrestha is a member of Parliament’s Education, Health and Information Technology parliamentary committee and represents the Rastriya Swatantara Party.

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