<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114111144/63721cd29c7e80680e0bd4b0jpeg.jpg" alt="" width="1500" height="1001"/><figcaption>Photo: MANISH PAUDEL/NEPALI TIMES ARCHIVE</figcaption></figure>The world is making amazing progress in automotive technology, and this means Nepal will soon leapfrog rapidly from a country of drivers without cars, to one of driverless cars.That is why the Ass would like to know what the higher up authoritarians are doing to prepare Kathmandu for self-driving cars. Lack of preparation could mean chaos on Kathmandu's presently smooth-flowing streets. Actually, self-driving cars would be the perfect antidote to all the hazards and obstacles to road trafficking in the Valley. Here is how:<ol><li>Google Maps will have to train itself to geolocate your exact destination, since there are no street names and numbers in Kathmandu. Driverless cars should be able to instinctively detect their position using Virtual Reality so they know when to turn left at the uncollected garbage pile at Bag Bazar, and after 150m, drive up a pedestrian overhead bridge at Jamal, and then home to Ass-on.</li></ol><ol start="2"><li>Visual cues are not enough for driverless cars which will need olfactory sensors to navigate the Dungmati Corridor. Your vehicle just follows odour emanating from the Sewage Canal by literally smelling its way to the destination.</li></ol><ol start="3"><li>Natural intelligence of a human driver will be superseded by artificial intelligence of a driverless vehicle which can detect the large sinkhole in the middle of the street in Lazimpat by promptly falling into it.</li></ol><ol start="4"><li>The real revolution will happen when the Office of Transportation allows motorcycles to also be driverless. Self-driving two-wheelers will make both pillion rider and driver obsolete.</li></ol><ol start="5"><li>Mayor Bidya Sundar Shakya declared Kathmandu a 'smart city', and driverless cars will make it a Genius City. But first, we have to get the software rewritten so vehicles can drive on any side of the road and also follow Kathmandu’s new smart traffic lights. Green: Go fast; Yellow: Go faster; Red: Step on it.</li></ol><ol start="6"><li>On Nepal’s highways, when a tipper truck in front gives a right signal it doesn’t mean he is turning right. It is trying to tell the self-driving car that it can safely overtake him. This feature has been retained also for driverless tipper trucks.</li></ol><ol start="7"><li>Self-driving microbuses must learn that in Nepal, we don’t just over-take, we take-over the road. When God made cars, he equipped them with horns. Driverless micros should honk pointlessly just to prove that they exist, following the polite instruction on the backs of lorries.</li></ol><ol start="8"><li>The best thing about driverless cars is that we can drink and drive again.</li></ol>

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Driverless in Carmandu

<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 width="1419" height="630" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110915118/636bb51a9c7e80680e07bbe3jpeg.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>The Covid-19 crisis has dominated news bulletins in Nepal for the last six months, and in the past week the headlines are about rising cases and fatalities. But what is missing from the news is that the pandemic has also helped save lives.Police statistics show that about 1,400 people were killed in Nepal in road traffic accidents between March-August 2019. This year, the figure dropped to 707 in the same period. Meanwhile, 390 people have died with Covid-19 across the country since the lockdowns began. In those six months last year, more than 5,000 people were seriously injured in highway accidents. This year, the number of wounded was down to 1,978 between March-August. Because of the pandemic, there are therefore far fewer trauma patients in hospitals, and many of them have been saved from lifelong physical disabilities.Besides lives saved in road traffic accidents studies have shown that improved air quality in the cities of north India during the lockdown has saved many thousands of lives.The <a href="https://energyandcleanair.org/wp/wp-content/uploads/2020/04/CREA-Europe-COVID-impacts.pdf" data-saferedirecturl="https://www.google.com/url?q=https://energyandcleanair.org/wp/wp-content/uploads/2020/04/CREA-Europe-COVID-impacts.pdf&amp;source=gmail&amp;ust=1600526831303000&amp;usg=AFQjCNEaep49FFrKVnsBp1buzFoFhtJbtQ">Centre for Research on Energy and Clean Air (CREA)</a> estimates that improved air quality since Covid-19 has saved 15,000 lives in 12 of India’s big cities. In New Delhi alone, 4,600 people who may have died of acute respiratory distress have lived because of the cleaner air. A similar study in Nepal is not available, but since Kathmandu Valley’s air quality at certain times of day is as bad as New Delhi, and much of the suspended particulates from north India is carried by prevailing winds into Nepal in winter, there could also be a correlation here between improved health and better air quality during the lockdown. <img width="1402" height="780" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110915118/636bb51d9c7e80680e07bbe4jpeg.jpg" alt="">To be sure, the pandemic has led to other hardships, often adding to unnecessary fatalities. Many more women have died this year than in 2019 during the lockdown because they have not been able to get to hospital for delivery. Child mortality is similarly up 30% compared to pre-lockdown months because of delayed vaccinations, and parents unable to get sick children to hospital in time. Patients with chronic ailments have also been deprived of treatment. Jobs losses have increased hunger and susceptibility to disease.The dramatic drop in highway fatalities, however, reveals just how dangerous Nepal’s roads are, and has provided the government an opportunity to take concrete steps to improve road safety even as the government decided to allow long-distance buses to resume their services this week.The fact that 707 people were killed on Nepal’s roads even despite an almost complete ban on vehicular traffic in cities as well as on inter-district highways between March till August this year shows just goes on to show how deadly Nepal’s highways are. A paper in the <a href="https://injuryprevention.bmj.com/content/early/2020/02/18/injuryprev-2019-043309" data-saferedirecturl="https://www.google.com/url?q=https://injuryprevention.bmj.com/content/early/2020/02/18/injuryprev-2019-043309&amp;source=gmail&amp;ust=1600526831303000&amp;usg=AFQjCNFw67kURQsjGTpdjwgy0yMJObRYPg">British Medical Journal</a> shows that even before the pandemic in 2017, transport injuries killed more young people in Nepal than from tuberculosis, malaria and HIV combined. Seven Nepalis died every day in road and highway accidents in Nepal before the lockdowns, and on average, 40 people were injured. Last year, there were nearly 13,000 road accidents in which 2,736 people lost their lives and 10,731 were seriously injured.But at the same time, Covid-19 has seen rapid spread in the past weeks. Nepal registered the highest number of confirmed coronavirus cases on Friday with 2,020 new cases out of 11,158 PCR tests conducted across the country, Kathmandu Valley alone accounted for 859 positive SARS-CoV-2 cases, also the highest so far. But the last 24 hours also saw 871 people returning home after a successful treatment, bringing the total recoveries to 43,820 and the recovery rate to 71%, up from 55% in August. Nepal now has 17,383 active cases.While the government has decided to further relax the lockdown by allowing domestic airlines to operate, hotels and restaurants to reopen and intercity bus services to resume, the odd-even rule for vehicles is still in force. <figure><img width="640" height="480" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110915118/636bb51f9c7e80680e07bbe5jpeg.jpg" alt=""><figcaption>Wreckage of the bus accident in Dhankuta in 2016 that killed 15 people, including ex-Minister of State for Finance Hari Khewa.</figcaption></figure>This could help contain the spread of Covid-19 somewhat, but it will keep traffic accidents and fatalities low -- especially during the monsoon when roads are even more treacherous in the mountains with additional risk of landslides and flash floods.  Highway accidents are now among the biggest killer in Nepal, right after heart diseases, diabetes, tuberculosis and renal ailments. Age-adjusted death rate at 21% is among some of the highest in the world.The cause of accidents in Nepal is usually carelessness and speeding, and poorly-maintained roads and vehicles. The number of accidents is rising faster than the increase in the number of vehicles.Those who survive often have traumatic brain and spinal cord injuries, requiring long-term or life-long expensive rehabilitative care, available in only few institutions in Nepal and in limited capacity.

How Covid-19 saves lives in Nepal

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110914118/636ba6339c7e80680e073709jpeg.jpg" alt="" width="2048" height="1365"/><figcaption>All photos: BIKRAM RAI</figcaption></figure>A total of 620 police across the country have been infected with Covid-19, two Deputy Inspector General working in the Nepal Police Hospital being the latest. Yet, police are on the frontlines along the country’s highways and at entry-points to Kathmandu to enforce traffic restrictions.Earlier this month, the Traffic Police Headquarter in Singha Darbar, Metropolitan Police Office in Ratna Park and Nepal Police Headquarters in Naxal were all sealed off following the detection of SARS-CoV-2 among police officers. Nepal Police Headquarters alone reported 155 positive cases. So far 240 police officials have recovered with 380 undergoing treatment.Although the lockdown was partially lifted on 21 July, Nepal’s health authorities have re-imposed restrictions on long-distance buses, inter-district travel, sealed off cities in the Tarai, and districts in the mid-mountains, and closed restaurants again.Kathmandu Valley has become a hotspot with 172 new cases detected on Sunday, taking the total active cases to 1894. Across Nepal, 641 new cases were reported taking the total to 26,660 with 104 fatalities form Covid-19.The total deaths from the virus has doubled in the past 15 days, and rose from 38 on 15 July to 104 on 16 August.Following this surge of coronavirus in the capital city, the government last week sealed off Kathmandu Valley — no one can drive in or out. It further restricted movement of public and private vehicles from 9PM-5AM, and enforced an odd-even rule for all vehicles in the city.Pictured here are traffic police officers checking vehicles at Koteswor and Satdobato intersections on Sunday night just before the 9PM curfew went into effect.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110914118/636ba6369c7e80680e07370ajpeg.jpg" alt="" width="2048" height="1365"><figcaption></figcaption></figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110914118/636ba6399c7e80680e07370bjpeg.jpg" alt="" width="640" height="427"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110914118/636ba63c9c7e80680e07370cjpeg.jpg" alt="" width="640" height="427"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110914118/636ba63f9c7e80680e07370djpeg.jpg" alt="" width="640" height="427"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110914118/636ba6429c7e80680e07370ejpeg.jpg" alt="" width="640" height="427"><figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110914118/636ba6459c7e80680e07370fjpeg.jpg" alt="" width="2048" height="1365"><figcaption></figcaption></figure><figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110914118/636ba6489c7e80680e073710jpeg.jpg" alt="" width="2048" height="1365"><figcaption></figcaption></figure>Photos by Bikram Rai.

Nepal Police at the frontlines against coronavirus

https://www.youtube.com/watch?v=C-JBl5KtybQ&amp;t=32sAshim Pandey, 30, used to be fascinated with motorcycles while growing up in Kathmandu. He wondered why Nepal could not make its own two-wheelers. Then, after working on his master's degree from Netherland's Delft University of Technology and working at the automobile company Donkervoort, he did not just narrow his vision to designing an <a href="https://www.nepalitimes.com/here-now/more-e-scooties-for-cleaner-kathmandu-air/" target="_blank" rel="noopener">electric motorcycle</a>, but also assembling it in Nepal.He returned to Nepal in 2017, and set up <a href="https://www.yatrimotorcycles.com/" target="_blank" rel="noopener">Yatri Motorcyles and ‘Project Zero’</a> – for zero carbon emitted by a battery-powered bike. The prototype bike was launched last week by its seven-member team in Kathmandu."In Holland, I learnt how to manufacture cars," recalls Pandey. “Here we design the parts, and order them from our manufacturing partners in North America, China, India and other European countries.”<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108151124/636a671a9c7e80680e0599bejpeg.jpg" alt="" width="1050" height="701"/><figcaption>Photos: MANISH POUDEL</figcaption></figure>Pandey designed the chassis of the motorcycle, which looks boxier than gasoline bikes, but has a futuristic silhouette. Mechanical engineer Ashesh Shrestha planned the bike’s tests, and system engineer Sulabh Shrestha designed the embedded software. Computer Science graduate Sarthak Sharma is an application developer, and electronic engineer Krishna Shrestha designed the overall architecture. Batsal Pandey heads business development.Industrial designer Kanisha Suwal designed the motorcycle, based on a Café Racer bike, and came up with a model that looks like a racing bike. "It is trendy, but also convenient and versatile design for users," says Suwal.Yatri motorcycles is using lighter materials like carbon fibre for the mainframe than petroleum bikes to offset the weight of the lithium batteries. They also make the bike stronger and lighter, but alas, also little more expensive.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108151124/636a671d9c7e80680e0599bfjpeg.jpg" alt="" width="1050" height="701">The battery array can be fully charged in about two hours, and will then run for 230 km, which will cost only Rs70 worth of electricity. A similar petrol bike would cost Rs700 in fuel to cover that distance.Pandey hopes that the world-class design and finish of the machines will help remove the negative image customers have of Nepali products. Safety is another primary concern, and the machines will be tested according to Final Element Analysis before they hit the market, and are expected to last ten years."We have kept safety, sensitivity, and possible accidents in mind while designing the motorcycle, and want the bikes to be as reliable as possible, riders will not have to compromise on anything," says Pandey.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108151124/636a671f9c7e80680e0599c0jpeg.jpg" alt="" width="1050" height="701">In 2018, Yatri motorcycles conducted a survey in Nepal's major cities about transportation problems. Most had ticked <a href="https://www.nepalitimes.com/here-now/air-pollution-is-more-dangerous-than-smoking/" target="_blank" rel="noopener">'pollution'</a>, 'traffic jams' and ‘cost of fuel’ as major concerns. That convinced Pandey that the future for two-wheelers was electric. Replacing even a fraction of the<a href="https://www.nepalitimes.com/banner/poisoning-the-air-we-breathe/" target="_blank" rel="noopener"> 800,000 motorcyles in Kathmandu</a> would reduce carbon monoxide and other pollutants from the air, as well as lessen the import of petrol.However, it is not all easy going in Nepal, Pandey says. There are obstacles every step of the way. For example, although <a href="https://www.nepalitimes.com/banner/electri-city-cars/" target="_blank" rel="noopener">electric vehicles in Nepal</a> are only taxed up to 10%, the components that Yatri imports for its bikes are categorised as spare parts and taxed at 30%. There is also minimal government support and incentives.However, it is when the going gets tough that the tough get going, and Pandey and his team want to set up an assembly line ans ramp up the production volume as soon as the prototype proves itself in tests on Nepal’s roads.

Designed and made in Nepal

<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.

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