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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ROADKILL

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

Shristi Karki

Highway accidents are no accident in Nepal

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

Anita Bhetwal

Nepal’s other pandemic: road fatalities

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110815110/636a61059c7e80680e056eadjpeg.jpg" alt="" width="1500" height="1012"/><figcaption>Photo: KUNDA DIXIT</figcaption></figure>The first thing one notices these days while travelling by road in the Tarai are hundreds of cattle blocking the East-West Highway, mainly at intersections like Atariya or Kohalpur.The ‘cow emergency’ hit the headlines in September, when 24 cows were found dead below the highway in Surkhet and hundreds of others were wandering in the jungles. Police investigation revealed that the cattle were being transported from Nepalganj to Dailekh as part of an effort by the municipality to reduce the population of street livestock.Read also:<a href="https://www.nepalitimes.com/?p=35036&amp;preview=true" target="_blank" rel="noopener">Creatures of culture</a><a href="https://www.nepalitimes.com/?p=35062&amp;preview=true" target="_blank" rel="noopener">In an animal farm,</a> EditorialWhat few people know is that dozens of cattle had died earlier this year when Sukla Phanta Municipality near Dhangadi spent Rs5.5 million to round up cattle and put them in shelters, where most of them died of starvation and lack of care.There is no estimate of the number of cattle on the <a href="https://www.nepalitimes.com/banner/east-west-city/" target="_blank" rel="noopener">highways near border towns of the western Tarai</a>, but on a recent trip reporters counted hundreds just on the stretch between Dhangadi and Atariya. Locals said there were a lot more street cattle previously, and the numbers had actually gone down.https://www.youtube.com/watch?v=hF0y09GnNVwLocal officials said the main reason for the cattle crisis was the ban on beef in north Indian states, especially after the election of high priest and Hindu nationalist politician <a href="https://archive.nepalitimes.com/article/nation/saffron-surge-politics,3619" target="_blank" rel="noopener">Yogi Adityanath</a> as Chief Minister of Uttar Pradesh in 2017. Media reports of lynchings by religious extremists of Muslim traders suspected to be transporting cows put a stop to the unofficial ‘export’ of cattle from Nepal to India.Read also:<a href="https://www.nepalitimes.com/?p=35133&amp;preview=true" target="_blank" rel="noopener">Saving Nepal's last wild dogs,</a> Yadav Ghimirey<a href="https://www.nepalitimes.com/?p=35155&amp;preview=true" target="_blank" rel="noopener">A dog with altitude,</a> Sonam Choeyki LamaThere used to be a thriving crossborder trade in aged oxen and cows that had stopped giving milk. But sensitivity about cow slaughter in India after the rise of the BJP, as well as the new border fence on the India-Bangladesh border, has meant that the cattle are abandoned on the streets.<a href="https://www.nepalitimes.com/here-now/rana-regime-restored-in-nepalganj/" target="_blank" rel="noopener">Nepalganj Mayor Dhawal Rana</a> thought he had solved the problem by finding communities in the mountains willing to take the cows, however the transporter contracted to take the cattle to Dailekh let the cattle loose in the jungle near Surkhet in September.https://www.youtube.com/watch?v=45vQlWqfPW8https://www.youtube.com/watch?v=gD4iyOyafOcThere are other factors at play: increased <a href="http://archive.nepalitimes.com/article/nation/productivity-empowerment-and%20job-with-mechanization-and-cooperative-in-agriculture,2378" target="_blank" rel="noopener">mechanisation of agriculture</a> and the use of threshing machines, disc ploughs and the replacement of ox carts with tractors means that bulls are no longer in high demand in the Tarai.“Ten years ago I sold my bulls for Rs50,000 — now there are no buyers. I can’t even pay someone to take the bulls away,” says Biru Ram Chaudhari of Lalitpur village of Kailali.Read also:<a href="https://www.nepalitimes.com/opinion/guy-jatra/">Guy Jatra</a>, The Ass<a href="https://www.nepalitimes.com/opinion/kathmandu-traffic-faqs/">Kathmandu traffic FAQs</a>, The AssThe <a href="https://www.nepalitimes.com/here-now/nepal-and-malaysia-rewrite-rules-for-migrant-labour/" target="_blank" rel="noopener">outmigration of Nepali youth</a> to India, the Gulf and Malaysia has meant that <a href="https://nepalitimes.atavist.com/back-to-the-land" target="_blank" rel="noopener">agriculture</a> in general has seen a downturn, and there are fewer households keeping water buffalos and cattle at home. The urban expansion of Dhangadi and Nepalganj municipalities has also forced households to abandon home dairies.The stray cattle are now grazing in jungles by the highways, munching away at the undergrowth. Forests planted for flood control have also been affected. Sugarcane and paddy farmers have lost their entire crops as the cattle move through the fertile farms of the western Tarai.Says local farmer Gayadin Chaudhari: “It used to be <a href="https://www.nepalitimes.com/here-now/how-humans-can-live-with-wild-elephants/" target="_blank" rel="noopener">elephants and wild animals</a> that destroyed our crops, now it is the cattle. In Mohanpur they lost 8 bigha (1.5 hectares) of sugarcane to stray cows.”In Attariya, police say there has been an increase in highway accidents and fatalities because of collisions of vehicles with stray cows at night. They say the only solution is to tag cows so that they can be traced back to their owners, who will then be forced to be more responsible.

Kunda Dixit

Waiting till the cows come home

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108101132/636a22ff9c7e80680e0417c1jpeg.jpg" alt="" width="1400" height="1050"/><figcaption>Photos: BIKRAM RAI</figcaption></figure><ul><li>At least seven people were killed when a bus heading to Narayangad from Beni lost control and fell 70m from the road down to the Kali Gandaki River in Kusma Municipality of Parbat district on Thursday.</li> <li>A bus plunge from a crumbling highway in Tulsipur last month killed 22 and maimed 15 -- most of them students and teachers from a technical school in Ghorahi on a field trip.</li> <li>A mini truck skidded off a dirt tract in Nuwakot and plunged several hundred meters in Dupcheshwar rural municipality on 14 December, killing 22 out of the 40 on board the lorry. The passengers were returning home to Sisipu after performing funeral rites for a fellow villager.</li> <li>In just one day that week, Devi Prasad Rai of Kerabari in Morang lost his life when a bus hit him near a fuel station. Dhan Prasad Giri, 63, and his 29-year-old son were killed by an Indian-registered truck. Nirmala Karki of Gauradaha of Jhapa was hit by a school bus and died.</li></ul><iframe id="datawrapper-chart-PxGlE" style="width: 0; min-width: 100% !important;" src="//datawrapper.dwcdn.net/PxGlE/1/" height="549" frameborder="0" scrolling="no"></iframe>In the past five months alone, 1,176 people have been killed across Nepal in what police call ‘road traffic accidents’ (RTA). This is an increase from last year, and with more vehicles driven by negligent drivers on poorly-built roads, fatalities have <a href="https://archive.nepalitimes.com/page/maps-showing-increase-in-road-accident-fatality-rates" target="_blank" rel="noopener">gone up sharply in the past decade</a>.The district-wise data of total fatalities from 16 July 2017 were collected by a Nepali Times team over two days this week, and shows that the majority of road traffic mishaps have occured in crowded urban areas in the Tarai and Kathmandu Valley. But even Dolpo has had three serious accidents, killing 20 since the first roads were built four years ago.In the last 10 years, 22,461 lost their lives in RTA, according to Nepal Police. While most were men, women made up 3,577 of the fatalities, and of the total, 2,440 were men and women below 18 years of age.Read also: <a href="https://archive.nepalitimes.com/article/nation/traffic-accidents-continue-to-increase-worryingly-in-Nepal,2799" target="_blank" rel="noopener">Road kill</a>, Surendra Phuyal<a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="https://archive.nepalitimes.com/article/nation/accident-prone-Mugling-Narayangadi-highway,3828" target="_blank" rel="noopener">Unblocking an artery</a>, Sanjeev SharmaPolice records blame 95% of accidents in Nepal on negligence of drivers. Mechanical failure, poor road condition, careless pedestrians and bad weather accounted for the rest. However, even though over-speeding, over-loading are major causes, the number of accidents caused by poor road maintenance, and the presence of animals and pedestrians on highways are probably under-reported.This means the blame ultimately goes to lax Police monitoring, and <a href="https://archive.nepalitimes.com/article/nation/traffic-accidents-continue-to-increase-worryingly-in-Nepal,2799" target="_blank" rel="noopener">government apathy</a> in completing road construction and maintaining minimum safety standards.The Department of Transport Management, the governing body responsible for safe and reliable transportation does not even seem to acknowledge that road safety is its responsibility, taking an ‘accidents happen’ attitude.<iframe id="datawrapper-chart-gIV87" style="width: 0; min-width: 100% !important;" src="//datawrapper.dwcdn.net/gIV87/1/" height="400" frameborder="0" scrolling="no"></iframe><iframe id="datawrapper-chart-espux" style="width: 0; min-width: 100% !important;" src="//datawrapper.dwcdn.net/espux/6/" height="400" frameborder="0" scrolling="no"></iframe><iframe id="datawrapper-chart-ED7Lj" style="width: 0; min-width: 100% !important;" src="//datawrapper.dwcdn.net/ED7Lj/2/" height="393" frameborder="0" scrolling="no"></iframe>There is no effort to enforcing and implementing existing laws to ensure safety, and none of the officials interviewed for this article appeared to recognise that the rising number of road traffic accidents was a national emergency that needed a strategy for mitigation.Article 257 of the Vehicle and Transport Management Act 1993 authorised the Department of Transport Management to appoint transport supervisors to fine or seize driving license of individuals violating traffic rules.Read also:<a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="http://archive.nepalitimes.com/article/nation/cartel-carnage-highway,3243" target="_blank" rel="noopener">Highways of death</a>, Santa Gaha Magar<a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="https://archive.nepalitimes.com/page/maps-showing-increase-in-road-accident-fatality-rates" target="_blank" rel="noopener">6 years of road traffic accidents</a>, Sunir PandeyBut 26 years on, not a single transport supervisor has been appointed. Article 67 of the Act also clearly states that the co-drivers also need to obtain licenses from the Department, but none has been issued so far, admits Tirtha Khanal, head of the Vehicle Monitoring and Provincial Coordination Division.“We are a small five-person office. It is impossible for us to monitor such a huge number of vehicles in Nepal,” said Khanal. There are more than 3.2 million motorcycles, cars and trucks registered across Nepal and the figure is growing exponentially.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108101136/636a23029c7e80680e0417c2jpeg.jpg" alt="" width="1400" height="1050"><figcaption> </figcaption></figure>The Act further states that all vehciles must have passed pollution tests and possess a vehicle inspection report, and drivers are required to take a half-an-hour of break after four hours on the road. Passenger vehicles are also restricted from carrying more people than the total number of seats, and long-distance vehicles should have two drivers with change in shift after 6 hours.In March 2018, the government amended the Vehicle and Transport Management Rules and banned buses older than 20 years. But eight months later, these polluting old vehicles are still on the roads.Read also: <a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="http://archive.nepalitimes.com/article/nation/lack-of-trauma-centres-along-nepal%C3%A2%E2%82%AC%E2%84%A2s-highways-worsened-fatality-rate,1383" target="_blank" rel="noopener">Highways of death</a>, Sunir Pandey<a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="http://archive.nepalitimes.com/article/nation/Nation-road-kill,621" target="_blank" rel="noopener">Road kill</a>, Duncan MaruThe Department of Transport Management spent Rs60 million to build the Vehicle Fitness Test Centre in Teku in April 2017. Built to originally conduct a complete health check-up of vehicles including emissions, and condition of brakes, chassis, headlights, spring balance and wheel load, most of the testing equipment do not work and the tests cannot be carried out.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108101136/636a23059c7e80680e0417c3jpeg.jpg" alt="" width="1200" height="800">“At the moment we are only able to do emission tests, and fasten loose bolts, most of the equipment do not work and we don’t have plans to repair it anytime soon either,” says Chief Engineer Ramchandra Paudel bluntly, as if it is no one’s responsibility. There are no vehcole test stations outside Kathmandu Valley.The only good news is that the number of drink driving cases and fatalities caused by them have gone down significantly in Kathmandu Valley. Called ‘MaPaSe’ by its Nepali acronym, the Police’s campaign against driving under the influence of alcohol has saved thousands of lives since 2012.  Between July 2017- June 2018 there were 32,234 men and 58 women drivers who failed breath analyser tests.On a daily basis, 1,500 traffic police officers work to manage the traffic in Kathmandu Valley and in the last five months they penalised 185,436 individuals for violating traffic rules -- 1,236 per day. Similarly, 472,407 vehicle drivers and owners were fined in the last fiscal year.A whopping 3 million people have been penalised for violating various traffic rules in the last 5 years and this has resulted in the government earning more than Rs1.238 billion.

Nepal’s deadly roads take their toll

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171132/6369339f9c7e80680e03dfacjpeg.jpg" alt="" width="1500" height="1125"/><figcaption>A ghost bicycle is tied to a tree near where Shyam Sundar Shrestha died on 27 October. The open drain is now covered. On the night before the 13th day remembrance at the site, this ambulance swerved to avoid another pothole and hit a tree nearby. All photos: KUNDA DIXIT</figcaption></figure>Hundreds of children had been walking past the gaping open drain outside the gates of Laboratory School in Kirtipur every day for the past six months. Teachers had repeatedly asked the Kathmandu Valley water supply utility to cover the ditch. A parent who complained recently was told by workers: “Mind your own business.” A shopkeeper across road has lost count of the number of motorcyclists injured trying to avoid the gutter at night.On 27 October, yoga instructor Shyam Sundar Shrestha was spending the Saturday evening at his home in Chagal with his mother, Sabitri and sister, Shoba. He told them not to let his little nephews waste time playing with mobile phones.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171132/636933a39c7e80680e03dfadjpeg.jpg" alt="" width="1125" height="1500"><figcaption> </figcaption></figure>Shyam Sundar had dinner, checked his laptop, washed his face, and said he was bicycling out to Chobhar. His mother wondered why he had to go out into the dark streets, but did not say anything because her 41-year-old son had criss-crossed Nepal on his bicycle.Shyam Sundar was an introvert since childhood, his mother remembers. He lived frugally, ate little, dressed simply and had a passion for spiritualism and bicycling. He loved the great outdoors, and had followed his guru on a walking pilgrimage from Kathmandu to Kanya Kumari on the southern tip of India, a distance of 4,000km.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171132/636933a69c7e80680e03dfaejpeg.jpg" alt="" width="762" height="540"><figcaption> </figcaption></figure>When he did not return till late that night, Sabitri Shrestha tried unsuccessfully to call her son on his mobile. Even though she was not unduly worried, she called around to relatives who reported a missing person to the Police.The call from the Police came early on Sunday morning: a pedestrian had found Shyam Sundar’s body inside an open drain on the road to Chobhar. The family was in complete shock, as weeping neighbours gathered around. At the site, Police extricated Shyam Sundar’s red bicycle and shoes, and sent his body to hospital for an autopsy.It was just the latest tragedy that brought into sharp focus the <a href="http://archive.nepalitimes.com/news.php?id=19147#.W-e3dqcQ0Wo" target="_blank" rel="noopener">death trap</a> that Kathmandu’s road have become, with open manholes and drains, gaping ditches on dark streets without pedestrian sidewalks, and the lack of warning signs.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171132/636933a89c7e80680e03dfafjpeg.jpg" alt="" width="640" height="880"><figcaption> </figcaption></figure>Shyam Sundar’s death occurred down the road from where renowned conservationist <a href="http://archive.nepalitimes.com/blogs/thebrief/2012/03/25/killer-on-the-run/" target="_blank" rel="noopener">Pralhad Yonzon</a> was killed almost exactly six years ago. Both were avid bicyclists, and their deaths have exposed criminal state negligence about road safety and the lack of <a href="http://archive.nepalitimes.com/news.php?id=18714#.W-e3h6cQ0Wo" target="_blank" rel="noopener">bicycle lanes</a> that the city promised.Friends, relatives, colleagues and bicycle enthusiasts gathered on 10 November at the spot where Shyam Sundar Shrestha died for his 13th day remembrance. They paid tribute to a quiet, spiritual man dedicated to helping others. Away from crowd, weeping silently was Sabitri Shrestha.“I cannot describe to you what a decent man and devoted son he is,” she sobbed, still speaking in the present tense about her son. “He never says an unkind word to anyone, never raises his voice. He does not take sugar or white rice, eating only fruit and buckwheat, and has few cravings.”After his two sisters got married, Shyam Sundar was taking care of his mother in their Chagal home, his father having died when he was young. He worked as an English tutor and a yoga instructor, but never felt the need to make much money.Shyam Sundar’s five-year-old nephew points at a photo of him and says, “Pau.” Carrying him on her arms, Shobha Shrestha says tearfully: “He had just started recognising his uncle, and has been asking where he is. What do I tell him?”The ditch where Shyam Sundar died has now been covered with concrete slabs. But the night before the commemoration, an ambulance that had tried to avoid another pothole had rammed into the side of the road, just next to the white ghost bicycle chained to a tree that serves as a memorial to Shyam Sundar.As the small gathering observed a two-minute silence, Nepal Sambat revellers on pickups roared past, there was the sound of fire crackers going off nearby. An ambulance rushed past siren blazing.Advocate Sunil Ranjan Singh’s son goes to Laboratory School, and he had complained many times to the authorities about the dangerous open drain. He said: “This is a failure at all three levels of government. They are all guilty, and the responsibility goes right up to the Prime Minister.”Singh wants to set a legal precedent by taking the matter to the courts so it will set a landmark decision on responsibility and compensation for such negligence in future.On Sunday after Shyam Sundar’s body was found, the Kathmandu Valley water utility (KUKL) covered up the open drain in half-an- hour. “If it was so simple to cover it and make it safe, why didn’t they do it earlier? Did someone have to be killed?” advocate Sunil Ranjan Singh asked.The police released the autopsy report over Tihar, it was as everyone had suspected: Shyam Sundar was knocked unconscious after falling off his bicycle and drowned in sewage half-a-metre deep.Despite the people consoling her, Sabitri Shrestha looked alone and forlorn. She joined her hands in prayer, and said softly: “I used to tell him don’t go where there are no roads, but he died on a road, right here in the capital. I hope no more Nepalis have to die like my son.”<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171132/636933ac9c7e80680e03dfb0jpeg.jpg" alt="" width="591" height="1024"><figcaption> </figcaption></figure>

Don’t go quietly into the night

<figure><img width="640" height="454" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171120/6369307f9c7e80680e03c0ffjpeg.jpg" alt=""/><figcaption>Open drain where Shyam Sundar Shrestha fell and drowned. Shrestha's bicycle, sneakers and bag being retrieved by the police the next morning. Photo: SUNIL RANJAN SINGH / FACEBOOK</figcaption></figure>Yoga teacher Shyam Sundar Shrestha,38, left his home in Kirtipur for a quick spin in his bicycle on Saturday evening. When he did not return home, relatives carried out a search and informed police.His body was found by a passerby the next morning at the gate of Tribhuvan University, drowned in a shallow drain. He had fallen into it in the dark, was knocked unconscious and died in the sewer.Locals had complained about that open hole to KUKL for the past six months, but nothing had been done. There are similar death traps all over the city, and the Municipality seems oblivious to the danger to citizens.Besides locals, a number of tourists have also fallen in holes. With its potholes, Thamel has become a training area for mountain biking and trekking. One visitor had to cancel a trek having twisting an ankle even before he got to the mountains.  KUKL cannot get away with passing the buck for Shyam Sundar Shrestha’s murder. But in a state of impunity, it probably will. It is time outraged citizens rose up to demand justice.The Pink YakDo you have a photograph or video of a dangerous pothole or open drain in Kathmandu Valley? Mail to editors@nepalitimes.com <figure><img width="640" height="853" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171120/636930819c7e80680e03c100jpeg.jpg" alt=""><figcaption>On the road to Tokha. Photo: BILLI BIERLING</figcaption></figure><figure><img width="640" height="853" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171120/636930859c7e80680e03c101jpeg.jpg" alt=""><figcaption>Thamel. Photo: ABINESH TULADHAR</figcaption></figure><figure><img width="1024" height="768" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171120/636930889c7e80680e03c102jpeg.jpg" alt=""><figcaption>Chakrapath. Photo: LIBERTY HOLIDAYS AND GHALE TREKS NEPAL</figcaption></figure><img width="640" height="853" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171120/6369308b9c7e80680e03c103jpeg.jpg" alt=""><img width="640" height="853" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171120/6369308f9c7e80680e03c104jpeg.jpg" alt=""><img width="1632" height="1224" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171120/636930929c7e80680e03c105jpeg.jpg" alt="">

Murder, not accident

Nepal’s only international aviation gateway, at Kathmandu airport, will cut night-time operation hours to allow construction of taxiways, and airlines have been told to curtail flights. This is expected to lead to more than normal chaos during the height of peak autumn and spring tourist seasons at an airport that is congested even at the best of times. The airport will close from 10PM to 8AM from 8 November-31 March 2025. The taxiways will now connect to the thresholds at both ends of the runway, making the airport more efficient in handling higher frequencies of landings and takeoffs. The parallel taxiway extension will allow international flights to land every 4 minutes instead of the current every 7 minutes. At present planes have to wait to land until a plane taking off backtracks along the runway.&nbsp; Kathmandu is Nepal’s only airport with international operations, and it has only one runway that is only one way in from the south over the mountains. With the taxiway improvement, the airport will be able to handle 42 aircraft landings and takeoffs per hour — double the current capacity.&nbsp; The Civil Aviation Authority of Nepal (CAAN) has been trying to entice international airlines to also start flying to and from the other two international airports at Pokhara and Bhairawa (Lumbini) by slashing landing and handling charges. But so far only Nepal Airlines operates a weekly flight to Bhairawa from Kuala Lumpur.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241018161016_046569e53d1d66cd445cc66c697c0ef724810aec9f54bdf827481e3cd6b80c32.jpg" data-media-id="editor_0" data-image-id="20241018161016_046569e53d1d66cd445cc66c697c0ef724810aec9f54bdf827481e3cd6b80c32" data-rendition-name="original" width="2356" height="1134" loading="lazy" alt="Kathmandu airport expansion"> <figcaption>Kathmandu Airport Expansion plan with extension of taxiways to the thresholds of runways 02 and 20 that will limit airport operations from 8 November 2024 - 31 March 2025. Areas in blue are existing structures, including the international terminal which in future will be the domestic airport, and the new international terminal near the north end of the runway,</figcaption> </figure>   <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241018121028_6e17cc2ee87c1b02d78cb54905825b7aa15299b7a00f5eddb01a59579ab85c1a.jpg" data-media-id="editor_1" data-image-id="20241018121028_6e17cc2ee87c1b02d78cb54905825b7aa15299b7a00f5eddb01a59579ab85c1a" data-rendition-name="original" width="1353" height="1328" loading="lazy" alt="Kathmandu airport NT"> </figure>  CAAN has reportedly told international airlines to cut their flight frequency to Kathmandu citing the shorter operation hours and has told budget airlines to shift some of their flights to Pokhara or Bhairawa, or face cuts. Many airlines currently operate regular flights to and from Kathmandu between 10PM and 8AM: Air Arabia to Sharjah, Fly Dubai to Dubai, Jazeera Airways to Kuwait, Cathay Pacific to Hong Kong, Singapore Airlines, several Nepal Airlines flights, and one of four daily flights by Qatar Airways to Doha. Jazeera Airways, FlyDubai, and Thai AirAsia have applied and got permission from CAAN to begin regular flights to Bhairawa’s Gautam Buddha International Airport. Starting 9 November, FlyDubai will start making a stopover in Bhairawa before flying on to Kathmandu. Immigration, customs and security are all fully functional in Bhairawa. In Kathmandu, the next phase of the airport upgrade includes converting the current international terminal for domestic operations, the construction of a new international terminal where the domestic departure area is now, as well as moving the hangars and the Nepal Army Air Wing to the eastern side of the runway. The apron area will also double its parking space for widebody jets. This is part of a Airport Capacity Enhancement Project that was initially funded through a $80 million loan from the Asian Development Bank (ADB), and the entire masterplan is expected to cost $800 million. This project is the latest upgrade to Nepal’s only international airport since it saw its first flight in 1949. The current international and domestic terminals are too small to handle the current annual traffic volume of 8.5 million passengers a year that is growing at 20% a year.

Kathmandu airport to cut flight hours

As Kathmandu becomes more congested and polluted, and with remote online work becoming the norm, many professional Nepalis are planning to retire in Pokhara, or move there.&nbsp; With its stunning mountain panorama, balmy winters and proximity to a profusion of wilderness areas, builders are responding to this demand with new townhouses, housing development and apartments. One such block of flats is the 10-storey <a href="https://sungavaapartment.com/">Sungava Apartment</a> located at Phulbari above the Seti River, near the point where it flows into and under Pokhara. The imposing structure near Manipal Hospital is almost complete, and on a recent visit the site was strewn with huge boulders unearthed while digging the foundation.&nbsp; The Seti brought down these boulders during a gigantic flood that geologists estimate happened 800 years ago when a chunk of Annapurna IV broke off and ploughed into the glacier below. Today, Sungava (means ‘orchid’) sits safely on a high terrace, 100m above the blue-green Seti and commands a view of Dhaulagiri, Annapurna South, Machapuchre, Annapurna III and IV.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2024102411104_5f8fc736c86ea3c08d7bef43bb727081d3cc1a2caa55ae2b441717e6044de7e9.jpg" data-media-id="editor_1" data-image-id="2024102411104_5f8fc736c86ea3c08d7bef43bb727081d3cc1a2caa55ae2b441717e6044de7e9" data-rendition-name="original" width="2016" height="1512" loading="lazy" alt="High living below the Himalaya NT"> </figure>  The soil here is conglomerate that has solidified like concrete, and the boulders were extracted by heavy earthmovers. It is intriguing to think that these metamorphic rocks as big as cars, rounded by glacial grinding, were once a part of a much higher Annapurna IV. Even for those with little interest in geology, Sungava is an ideal place to contemplate the tectonic forces that pushed these peaks into the sky to be sculpted into delicate shapes by wind, snow, earthquake and avalanche over millions of years. The view of the Himalayan panorama from Sungava’s many balconies are breathtaking when not obscured by clouds, or the haze that drifts in from across the southern border. On most days, just watching the towering pyramid of Machapuchre (Tamu name: कतासुँ क्लिको) play hide and seek with the clouds is mesmerising. There are rocks aplenty at Phulbari, and it is probably the flowers that grew along the flat terraces e that gave the place its flowery name. The boulders will hopefully be turned into a rock garden while landscaping. An nearby restaurant complex is making the best use of the stones in its design, using flat rocks as outdoor benches and tables. Sungava was designed by the husband-wife architect team of Deepak Sherchan and Jyoti Joshi of <a href="https://thedarkmermaidamarbshrestha.blogspot.com/2013/12/creative-builders-collaborative-cbc.html">Creative Builders Collaborative (CBC)</a>, which also built Heritage Plaza, Indreni Apartment and numerous other projects in Nepal. Sadbhavana retains CBC’s trademark Newari-style masonry and here it borrows from the orange brickwork of the old town of Pokhara, integrating it with modern design elements. A few of those heritage houses are still standing in Ganesh Tole and Ram Krishna Tole in Pokhara’s old quarter.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2024102411108_5eb64a4885961b6d30781cefeb1e8a313da313ac5227c7a66b60f0c7d48d6fab.jpg" data-media-id="editor_3" data-image-id="2024102411108_5eb64a4885961b6d30781cefeb1e8a313da313ac5227c7a66b60f0c7d48d6fab" data-rendition-name="original" width="1362" height="595" loading="lazy" alt="High living below the Himalaya NT"> </figure>  About 400m from the apartment past a bend on the river, and down below three tiers of terraces in the canyon is a suspension bridge. Below it, the Seti is still swollen with post-monsoon flow as it tumbles away in a hurry to head down south.&nbsp; Back at the apartment, it is quiet, far away from the hubbub of Lakeside a 15 minute drive away, and in the lap of greenery. There are 52 units at Sungava and it already has a close-knit prospective community of professionals, including doctors, publishers, engineers, and businesspeople from the renewable energy and IT sectors.&nbsp; Some residents say they opted for a second home in Pokhara to make it a ‘base camp’ to explore the Annapurnas with its many hiking trails made newly accessible with new roads. With the NRN citizenship law, overseas Nepalis can now also buy the flats. &nbsp; The floor plans include options for north and south-facing 3-bedroom apartments with verandas, and the facility has underground parking has EV charging, heated pool, sauna and gym. There are still some unsold apartments with panoramic views of the mountains and one can imagine oneself at the kitchen with its huge window, humming a ditty while preparing breakfast: “खाना पकाउँ हिमाल हेरेर...”

High living below the Himalaya

When the United Nations held its Summit of the Future at its headquarters in New York in September, many world leaders, including Nepal’s Prime Minister K P Oli, highlighted the effect of climate breakdown in increasing the frequency and intensity of natural disasters. What did not get as much attention was the long term impact of the climate crisis on food production. In fact, heat stress, weather extremes and the consequences on rain-fed agriculture is already being felt worldwide, undermining the chances of the <a href="https://unstats.un.org/sdgs/">UN’s Sustainable Development Goals (SDGs)</a> being met by 2030.&nbsp; The SDG’s 17 targets commit countries like Nepal to reduce poverty and inequality, end malnutrition, protect the natural environment, and ensure that citizens all enjoy health, justice and prosperity without leaving anyone behind.&nbsp; However, besides the impact of climate breakdown on agricultural production, in Nepal the area under cultivation is impacted by urban expansion, falling productivity and the need for expensive inputs like fertiliser and pesticides.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241019041052_626413c5baf4dae407ac9579231b41daeb51510aa636b75aeb7489d94cca6a62.jpg" data-media-id="editor_1" data-image-id="20241019041052_626413c5baf4dae407ac9579231b41daeb51510aa636b75aeb7489d94cca6a62" data-rendition-name="original" width="999" height="1500" loading="lazy" alt="urban agriculture in Kathmandu"> <figcaption>Kathmandu's urban sprawl is eating into its fertile cultivable lands. Photo: TAYLOR MASON</figcaption> </figure>  Now, a new study led by Nepali researcher Prajal Pradhan at the University of Groningen in The Netherlands looks at how urban agriculture may offer a solution to falling food production and meeting SDG targets. The researchers evaluated 1,450 publications exploring the contributions of urban agriculture with both positive and negative effects, and published their findings in the journal Cells Report Sustainability. Urban agriculture can help achieve 17 SDGs, positively influencing 81 targets. However, it could also undermine 51 goals.&nbsp; Read also: <a href="https://nepalitimes.com/here-now/the-vanishing-land">The vanishing land</a>, Taylor Mason “Urban agriculture offers immense potential for sustainable development, but realising this potential depends crucially on adopting practices that minimise its adverse effects while maximising its benefits,” Pradhan explains. Urban agriculture can substantially enhance urban food security, provide employment to the urban poor, serve as ground water recharge in built-up areas, and preserve open spaces that can serve as safe havens during disasters like earthquakes. However, it also presents problems like the potential health risks from contamination and the need for expensive inputs. &nbsp; “Urban agriculture plays a definitive role in advancing the SDGs, but achieving this requires tailored, context-specific solutions that address the unique challenges of different regions,” says Yuanchao Hu of Wuhan University in China and who is a researcher at the Potsdam Institute for Climate Impact Research. “But it needs equitable access and rigorous management of environmental risks.”&nbsp; Rapid urbanisation is eating into Nepal’s most fertile agricultural land, which means farming in remaining open spaces inside cities can be a viable alternative, especially as food prices rise.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241019041052_7b7c9413086226fbdc630d45acf772cfa1ced77a8970b9056ec5ec7e5226fdf8.jpg" data-media-id="editor_3" data-image-id="20241019041052_7b7c9413086226fbdc630d45acf772cfa1ced77a8970b9056ec5ec7e5226fdf8" data-rendition-name="original" width="1500" height="999" loading="lazy" alt="urban agriculture in Kathmandu"> <figcaption>A vegetable patch in between new houses in Thimi. Photo: TAYLOR MASON</figcaption> </figure>  “The conversion of Nepal’s most fertile land into cities is a severe problem,” Pradhan told Nepali Times. “Crop cultivation, horticulture, agroforestry, beekeeping, livestock rearing, or aquaculture can all be farming activities within and around cities.”&nbsp; The study makes recommendations for sustainable practices that build on the positive aspects of urban agriculture while mitigating the downsides, thereby promoting more resilient cities in future. Research shows that urban agriculture has been helping many countries attain SDG targets by enhancing food security and biodiversity while helping education and preservation of open spaces.&nbsp; Indeed, many farmers from the hinterland who have settled in Kathmandu Valley or other urban areas of the country have been practicing urban agriculture, leasing neighbourhood patches or cultivating roof gardens both out of necessity because of inflation and falling income to grow their own food, and also as a fulfilling hobby. Saurav Dhakal, a sustainability advocate with Story Cycle and now research fellow at the Asian Institute of Technology in Thailand, says there are socio-economic and environmental benefits of urban agriculture. “It provides benefits to all urban dwellers, regardless of their income status,” says Dhakal, “families get fresh food, and there are many other benefits like water retention, heat regulation and biodiversity. These are all public goods, so special government incentives may be needed.” It is not unusual to see vegetable patches and even paddy fields within inner city Kathmandu where an older generation of farmers are using available fertile land and <a href="https://archive.nepalitimes.com/article/Nepali-Times-Buzz/rooftop-gardens-kathmandu,1415">roof gardens to produce fresh, nutritious food </a>to reduce their dependence on food items that have to be bought after being trucked in from large distances.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2024101905100_1291ce98dbbb8caed8702ac4b1d469b3e13016d7ecaaf3bfd5f91c974d3c0c77.jpg" data-media-id="editor_5" data-image-id="2024101905100_1291ce98dbbb8caed8702ac4b1d469b3e13016d7ecaaf3bfd5f91c974d3c0c77" data-rendition-name="original" width="1500" height="999" loading="lazy" alt="urban agriculture in Kathmandu"> <figcaption>An older generation of farmers are using any available fertile land to continue farming but it is getting more and more difficult. Photo: TAYLOR MASON </figcaption> </figure>  Nepal’s urban population grew rapidly from only 3.6% in 1991 to 25% today. There is large outmigration from the mountains to peri-urban areas of the Tarai, to Kathmandu Valley and Pokhara, with many young men then moving abroad for work. Kathmandu Valley’s population has swelled to nearly 3 million, and is growing at 6.5% a year. Dilip Shrestha, 71, used to work for Nepal Food Corporation, so he knew firsthand about inflation, shortages and vegetables with pesticide residue. So, when he designed his new house in Kathmandu, he built a spacious roof where he grows cucumber, ginger, garlic, coriander, onions, tomatoes, chili, beans, okra, pumpkin and lettuce. His family eats healthier, and he has reduced dependence on the market.&nbsp; The co-author of the Cell Reports Sustainability journal article, Daya Raj Subedi who is a PhD candidate at Beijing Forestry University, says urban agriculture also promotes inclusion and psycho-social wellbeing.&nbsp; He says, “A crucial finding of the study is the identification of opportunities and challenges associated with urban agriculture, it can promote sustainable transformation of society.” In Banepa, 55-year-old Bijaya Manandhar in her lifetime has watched the fertile farms of her neighbourhood that used to supply vegetables to Kathmandu, now completely built up with no open space left. The pandemic lockdown prompted her to turn to the family’s <a href="https://nepalitimes.com/banner/rooftop-agriculture-on-the-roof-of-the-world">ancestral livelihood by growing food</a> not on terrace farms, but on the roof terrace. Manandhar is now a part of <a href="https://nepalitimes.com/banner/rooftop-agriculture-on-the-roof-of-the-world%5C%5C">कौसी खेती र करेसाबारी क्रान्ती</a> (Rooftop Farming and Garden Revolution) which has an online membership of 52,000, and awards annual prizes to women who excel in urban agriculture.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241019041052_7257f5def8f823f35a799fa6f6825e153f2ffa406ac11325d4fe74049b79e96d.jpg" data-media-id="editor_8" data-image-id="20241019041052_7257f5def8f823f35a799fa6f6825e153f2ffa406ac11325d4fe74049b79e96d" data-rendition-name="original" width="1600" height="736" loading="lazy" alt="urban agriculture in Kathmandu"> <figcaption>Rooftop farming is gaining popularity as a form of urban agriculture. </figcaption> </figure>   <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241019041052_beff1a4494ce896dd8fd383ee1f518e5448bcf7ea8bb138255391c7bcb9769ed.jpg" data-media-id="editor_9" data-image-id="20241019041052_beff1a4494ce896dd8fd383ee1f518e5448bcf7ea8bb138255391c7bcb9769ed" data-rendition-name="original" width="4000" height="3000" loading="lazy" alt="urban agriculture in Kathmandu"> </figure>  Pradhan says the challenge now is to upscale such examples of successful urban agricultural practices so they support Neal’s efforts to meet SDG targets. He adds, “Crop cultivation around cities can be protected by land use plans and regulations. Promoting community-based agriculture, including rooftop gardens, requires community engagement and public-private partnerships across the food value chain.”&nbsp; Such support would accelerate the popularity of existing rooftop farming and community gardens in Kathmandu Valley, or kitchen garden initiatives in Pokhara, and building on traditional farming practices that are preserved and integrated into urban settings like in Bhaktapur and Banepa. In Lalitpur, the Women Entrepreneurship Facilitation Center promotes urban farming enhancing both sustainability and empowerment.&nbsp; Another co-author of the report, Yuanchao Hu from China says followup research of the team will aim to identify good practices in local urban agriculture practices. He adds, “There are examples of urban agriculture that optimise sustainability, ensuring that it remains a viable solution for cities globally while countries try to meet SDG targets.” Prajal Pradhan, Daya Raj Subedi, Kshitij Dahal, Yuanchao Hu, Prakriti Gurung, Sijal Pokharel, Sagar Kafle, Biplav Khatri, Sudeeksha Basyal, Monika Gurung, and Aruna Joshi. Urban Agriculture matters for sustainable development. Cell Reports Sustainability, 1:100217, 2024. [DOI: 10.1016/j.crsus.2024.100217] Prajal Pradhan (<a href="mailto:p.pradhan@rug.nl">p.pradhan@rug.nl</a>) This article is brought to you by <a href="https://nepalitimes.com/" target="_blank">Nepali Times</a>, in collaboration with <a href="https://inpsjapan.com/en/" target="_blank">INPS Japan</a> and <a href="https://sgi-peace.org/" target="_blank">Soka Gakkai International</a>, in consultative status with UN ECOSOC.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240630110640_30c3782f9c09219bf1c249b51483a3cfb7a53a06d117d2aebd23ca7080d12758.jpg" data-media-id="editor_14" data-image-id="20240630110640_30c3782f9c09219bf1c249b51483a3cfb7a53a06d117d2aebd23ca7080d12758" data-rendition-name="original" width="680" height="103" loading="lazy" alt="SDG logo"> </figure>

Back to the land in the cities

The 700-year-old Lakshmi Narasingha temple in Bhaktapur houses a rare half-lion and half-human incarnation of Lord Vishnu carrying the Goddess Lakshmi. The temple was destroyed in the 1934 mega earthquake that killed 10,000 people and destroyed many monuments in Kathmandu Valley. It was rebuilt by a German project in the 1980s, but as a single-storey structure instead of its original two-tier pagoda design.&nbsp; With new findings from in-depth research, Bhaktapur municipality began re-restoring the temple in 2021, preserving its original architecture.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241017131016_2fae38cce543ad7b1f6de632feb3e212e08ed1acedd747830e949d7b8e878f18.jpg" data-media-id="editor_0" data-image-id="20241017131016_2fae38cce543ad7b1f6de632feb3e212e08ed1acedd747830e949d7b8e878f18" data-rendition-name="original" width="2048" height="1365" loading="lazy" alt="In with the old in Nepal NT"> </figure>  “Our temples and heritage sites hold deep meaning. It is disheartening to witness how often they lose their original elements, whether by design or accident,” explains Kumar Chawal of the Consumer Committee of Bhaktapur. “There is a need to preserve our architecture and protect its historical value for future generations. Otherwise, we risk losing a vital part of our identity.” The Laksmi Narsingha restoration is similar to the Bhai Dega temple in Patan Darbar Square which also collapsed in 1934, but was rebuilt with a Moghul-style dome by the Rana government at the time. Only two months before the 2015 earthquake, heritage conservationists had started to rebuild Bhai Dega as the original three-tier based on early photographs. But priorities shifted when four other temples in the square were brought down by the 7.8M earthquake on 25 April 2015.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241017131016_697ea707d9ad163be5de5f2efbf5b70d3cab771adcc22f0fae6bf937c6cb0130.jpg" data-media-id="editor_1" data-image-id="20241017131016_697ea707d9ad163be5de5f2efbf5b70d3cab771adcc22f0fae6bf937c6cb0130" data-rendition-name="original" width="2048" height="1365" loading="lazy" alt="In with the old in Nepal NT"> </figure>  This showed how damage to monuments in Kathmandu Valley spanned from one earthquake to the next. Bhai Dega restoration remains half-complete to this day because money for its restoration ran out.&nbsp; Whereas Bhai Dega restoration was done by the Kathmandu Valley Preservation Trust with grants from western embassies and international foundations, in Bhaktapur it is the municipality itself that allocated the Rs30.7 million needed to restore the Lakshmi Narasingha temple. The expected date of completion is early 2025. The municipality and local communities are focusing on two main aspects: preserving the past and promoting localisation. The restoration team has designed a blueprint for the temple by using historical photographs and insights from older generations.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241017131016_182882fdc393c99e70d1d0490319e415229563666c4934e3a582426ebf00ca30.jpg" data-media-id="editor_2" data-image-id="20241017131016_182882fdc393c99e70d1d0490319e415229563666c4934e3a582426ebf00ca30" data-rendition-name="original" width="1200" height="560" loading="lazy" alt="In with the old in Nepal NT"> </figure>  “At first, the Lakshmi Narasingha temple had only one entrance, but during the demolition process, we uncovered the foundations of four doors. Now, we are restoring all of them. This is an example of how our ancient structures have changed over time, often without our knowledge,” says Chawal. “Constructing temples is not like building houses. They carry historical and spiritual values, which is why they hold a special place in our hearts,” he adds. By replicating ancient design elements and rebuilding the temple as accurately as possible to its original form, the team has stayed true to Bhaktapur’s soul. But the restoration also revived ancient techniques that were in danger of being forgotten, generating employment for woodcarvers, masons, and contractors. The community of Bhaktapur’s Gahiti neighbourhood near the famous Nyatapola Temple has also set aside specific days for locals to volunteer in the reconstruction work. This has encouraged young people to take pride in ownership of their heritage. Families have also supported the effort by donating funds for bells, the temple pinnacle, and other structural features to the temple.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241017131016_db850ec0c084cdbe54f65bee92dad2ad8122d20fd60ec87ec086fbb9d2f72bd6.jpg" data-media-id="editor_3" data-image-id="20241017131016_db850ec0c084cdbe54f65bee92dad2ad8122d20fd60ec87ec086fbb9d2f72bd6" data-rendition-name="original" width="2048" height="1365" loading="lazy" alt="In with the old in Nepal NT"> </figure>  “I feel at peace knowing I have contributed my sweat to restoring this temple,” said one volunteer. “It is our duty to preserve our temples and heritage. The Nyatapola area will look magical once this temple is completed.” Community mobilisation is a long-standing tradition in Bhaktapur. In the past, locals have actively participated in the restoration of other temples in the city, such as Bhairav and Nyatapola fostering a strong sense of ownership. This collective engagement has not only been crucial in preserving the city's historical monuments but also in strengthening the bond between local communities and their heritage, says officials at the municipality. While securing funding is essential, and the municipality showed it values heritage conservation, the Lakshmi Narasingha restoration is proof that active involvement and sense of responsibility of the local community is as important, if not more. Local involvement also means that the monuments will be cared for into the future, When locals take ownership of these efforts, the restored monuments are not only protected in the present but are also cared for in the future.