Hi all,
I've been out of Nepal for quite a while.
Even back then, Mungling side always had accidents where whole bus would go under Trishuli.
Recently, 26 died near Swargadwari.
Are there any improvements in the higways in recent years??
Lane divider, curve signs, etc...
from newsofnepal.com

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Is it due to bad highway regulations or just the drivers' fault?

I am NOT a highway engineer, but as someone who once spent close to two years getting on long-distance (Sajha) buses to travel across Nepal (mostly to various parts
of Far Western Nepal, including to Swarga Dwari), I can say -- and I am sure most will agree with this -- that most Nepali highway accidents are sad and often PREVENTABLE occurrences.

And those who die are often the very poor Nepalis, with families whose voice cannot really be heard.

Last year, with encouragement from many Sajha friends, I even maintained a count (of highway accidents and the number of fatalities, as reported on Kantipuronline.com/Nepalnews.com) on Sajha for some time, before giving it up altogether.

I gave it up because, despite efforts, I could interest no one else -- NGO activists, lawyers and so on -- in Kathmandu to address this issue in a much more systematic
way. It's likely that I did not do a good job to get other people interested in this, but
I myself did not (then) and do not (now) have the resources to single-mindedly
pursue this issue.

The best I could do (from the sidelines, so to speak) was to write this:

- http://www.nepalitimes.com/issue219/strictly_business.htm

One (cynical, if you will) interpretation of why there are not too many NGOs and civil society types active with the prevention of highway accidents (despite Nepal's shockingly khattam highway safety records) is that there are no donors funding such activism.

Also, from what I know, the then government's decision to set up a high-level committee to look into highway accidents was NEVER implemented.

oohi
ashu

I remember the tabulation, counting avoidable deaths on a daily basis.
Same is happening again here, looks like no one is interested, is life so cheap.
Sajhabasi, we can make a collective voise, we can ask what happened to the report that was prepared by the then government's decision to set up a high-level committee to look into highway accidents.
Let us collectively make a noice to draw the attention, and try to save further loss of life and property.

I totally agree with you guys. Unfortunately, I know most of the people who died on that swargadwari bus. Most of them are from Bansbari, Kathmandu and they are not poor people but what can you do when you loose so much. One family lost father mother and two daughter in laws another one lost both mother and father. Some one just called me from the hospital.

In recent accidents, not (only) the road condition but the carelessness of the driver was the main cause. I read that in many of these accidents, the vehicle was overspeeding and trying to overtake the one in front of it. This, mixed with the condition of our narrow roads is sure to cause accidents. And we can't forget that public vehicles in Nepal are "antique items", their conditin is pathetic.
And license is sold. Anybody who can pay some extra money gets it easily. Accidents will decrease to 10% of present number if training of drivers and license issuing are regulated.

Neupaneji,

Although I have not traveled on Nepal?s highways recently, my assumption is that most of the major highways, including the recently rehabilitated Mugling-Narayanghat road, are in reasonable condition. There is no doubt, however, that there are many feeder roads (and some major ones), that are in poor to dangerously poor condition. Lane dividers seemed to be virtually non-existent till the mid 90?s. Curve signs on major highways seemed to be adequate (speaking as a non-driver then hai). What I have realized after coming to the US, is the lack of guard rails. Except for between Naubise and Mugling (and that was after rehabilitation in the early 90?s), I don?t recall seeing guard rails anywhere else. Other than acting as warning signs, the short concrete pillars with black and white stripes are not adequate to prevent vehicles from falling down the cliffs. It is not, however, only the road conditions and lack of safety signs that contribute to the accidents. If the lane dividers and curve signs as well as other safety warnings are ignored by the drivers, then their existence does not mean anything. I do agree with most of Ashu's points in his Nepali Times ko article. There are a few more points I would like to add.

Apart from the checkpoints at Nagdhunga (exiting Kathmandu) and Thankot (entering Kathmandu), perhaps there was no other checkpoint that required a stop longer than a few minutes. Even at the points I mentioned, I don't recall spending more than 10-15 min even during the busiest hours. Now, drivers spend a much longer time waiting at the numerous check points. For example, during normal times, it used to take about 6 hours to reach Hetauda from Kathmandu on a passenger bus (allowing a chiya and meal stop enroute). Now it probably takes around 8 or 9 hours due to the endless series of checkpoints. Furthermore, curfews along many stretches of the highways force buses and trucks that used to run during the night to run during the day. Therefore the highways are more congested. To make matters worse, drivers, who are already both physically and mentally exhausted due to security checks and increased time behind the wheels, tend to rush to beat the curfews.

Even during better times, most of the public vehicles were known to be poorly maintained. This was particularly true for buses belonging to the cartels known as syndicates/samitees. Even long distance buses, mostly those plying in the western parts of the country, were in dilapidated condition. One can only imagine how they are maintained now as entrepreneurs are facing a financial crunch due to the current situation. Are there even any standards for vehicle maintenance?

Drivers (who themselves may not be properly trained and licensed) are often known to allow their helpers take control of the wheel. Indeed, I have witnessed one such incident on a minibus from Kodari to Barabise. While the driver was on his seat with foot controls, he allowed the conductor (may be in his mid teens) take the steering except when near checkpoints (there were several customs/police checkpoints in the 26 km stretch in the early 90?s). Both of them were chatting with other passengers, and a slight mistake could have easily got us in to the gorge of the Bhote Koshi along that unpaved road dotted with landslides.

I recall another incident when returning to Kathmandu from Pokhara. We were somewhere between Mugling and Khaireni, and a landslide had blocked about half of the road for about 10 meters. The driver did not slow down at all on that stretch, and the speed was probably around 50 or 60 km/hr. Kaso Marsyangdi ma jhariena. A friend of mine once happened to be in the ?cabin? of a bus, along with the driver ko sathi. Somewhere along the Prithvi Highway, the driver decided to pass a sharp curve with his eyes shut, apparently in a show-off bid. Such instances of negligence, show offs, and overconfidence are numerous. Furthermore, jaad khaera chalaune haru pani dherai nai chan. Ani naparos ta accident?

I vividly remember an accident that occurred during the last months of the Panchayat days. A bus belonging to Subidha Travels with registration # BA A KH 2332, on its? way to Kathmandu from Biratnagar, fell into the Trisuli at Jogimara. All passengers except for some on the roof were killed. That news made headlines for days. Occasionally, there used to be news of accidents at one particular point between Mugling and Narayanghat, where a temple was constructed later. Ironically these days, such news about accidents can be read everyday.

what about the infrastruture side?

i have heard the argument made again and again that our hilly terrain makes for poor, and inefficient road construction. there is the perennial danger of pahiro + the roads themselves are not "sturdy" (don't know how else to put it, me no engineer). how true is this? i mean, aren't there ways around it? maybe, it is too expensive?

and while wholesale changes may not be possible at the moment, looking into the future one may think of many things. for starters,
would it be less fatal if the roads were closer to the rivers than they currently are?
would widening of the roads decrease these accidents substantially?
how feasible (economically + structurally) is widening the roads?

and lastly a bigger one:
should we abandon the attempt to build roads altogether right now and focus on railroads?
why don't we have railroads?


[sorry for all these questions. just trying to sate my curiosity]

The main problem is "Dinero" MONEY.
Railroads are great alternative but in a landscape where a small bridge is extremely difficult to construct, how can we imagine railroads?
It is possible, if we have the financing like Switzerland.
I once went from Dhangadhi to Baitadi and man was I afraid. I had window seat and most of the way when i looked down, there was no road...all i could see was gorge...and river way down. Our lives were on the driver's hand on that narrow road. When another bus came from opposite side, big problem, need to wait round the corner and let other pass...
dangerous

Neupane-ji, I have had to travel (often by bus) along that route (Dhangadhi-- Baitadi/Darchula) numerous times, and I remember that each trip used to be emotionally taxing (added by the Dotel songs played on the bus that often told of tragedies). I remember a couple times I took the night bus, just so to avoid having to see the danger outside.

One consistency I noticed though was that the buses used on that route were customized to suit the road. For example, they were much shorter than the buses I had seen in the "East", as they called, padded with extra shock-absorbing equipment, and always in very very good condition.

Ashu-ji's article was good.

I agree that the number of accidents could be decreased with effective educational and regulatory measures. However, our roads are bad to start with. I don't think most of our roads (even those built recently) meet the safety standards usually required in more developed countries.

One question I have is why a bus owner might object to stricter safety regulations. Doesn't an owner lose when her/his vehicle plummets into Trishuli? If so, would it not be in her/his interest to support the regulations? Particularly, the way it works in Nepal, where each time there's an increase in the cost, the bus fare is easily raised to compensate, ultimately making the passengers pay?

check this out:

http://www.nytimes.com/2005/12/04/international/asia/04highway.html?hp

Very nice feature... Almost poetic! Thanks for the link.

As challenging as they may be for take off and implementation, I have no doubt that such schemes will change the socio-economic dynamics of all affected communities for the better...

My mother used to tell me stories of the mixed feelings that she and her peers had when Prithvi Highway was being built decades ago... I can only imagine the excitement they might have had about seeing their first bus, that actually carried you from place to place...

From what she told me, they had a little pooja of the first bus that arrived, before boarding...

What More,

"have heard the argument made again and again that our hilly terrain makes for poor, and inefficient road construction. there is the perennial danger of pahiro + the roads themselves are not "sturdy" (don't know how else to put it, me no engineer). how true is this? i mean, aren't there ways around it? maybe, it is too expensive?"

Let me try to answer as a non-engineer person hai. It is a no brainer that our mountainous terrain makes road construction a challenging task. Geologically speaking our mountains are weak and young bhanchan kyare, tyo Indian plate pani still pushing northward, and therefore more prone to landslides. The terrain itself, however, can not be entirely blamed for landslides. Human induced factors such as deforestation, quarrying, and other activities also have their share. The roads also may not have been built with adequate measures (such as retaining walls, regulation of flow of water etc) to prevent landslides. It seems like the infamous Krishnabhir was finally brought into control, and the Prithvi Highway did not suffer any closure this monsoon.

"would it be less fatal if the roads were closer to the rivers than they currently are? "

May be not, except for the lighter impact when the vehicle falls down. Unless the rivers are properly trained, erosion and flooding can endanger the roads. Furthermore, landslides do occur mostly from above the road.

"would widening of the roads decrease these accidents substantially?"

Widening of roads itself is not a complete solution. Enforcement of speed control and other regulations as well as installation of safety devices (such as guard rails, reflectors and lamps, curve signs, speed limit signs, signs advising approach to bridges or congested areas etc) must be done concurrently with the widening of roads for safer driving conditions.

thanks chiple

hmm. so what can be the solution to these problems? here is my motivation for this question:
i) an excellent road network is essential for the movement of goods and for the movement of people. i think transportation should be the TOP physical insfrastructure priority in our case. i admire america for its highway system. i really feel jeolous about that.
ii) although our terrain is uncommon, surely it is not unique? there must be other places in the world where they surmount the very same problems we have. what are their solutions? how do they traverse the hills? even if we are unique, is it possible to envision any solution. surely, the world has made great technological strides that maybe we can adapt and benefit in our country?
iii) what about the plains? it seems like there is a lot to be done there too, especially since the returns to building roads are probably going to be higher from that region. what has held us back so far? i mean to ask this question on the technical side, apart from the usual corruption et al.


thank you for your precious ideas, thoughts...whatever

Found this in the current issue of the Nepali Times.

http://www.nepalitimes.com/issue280/nation.htm

Accidental travellers
Highway mishaps can’t be called ‘accidents’ when they are due to negligence and carelessness
PRAGYA SHRESTHA in MUGLING


ALL PICS: PRAGYA SHRESTHA
TURNED TURTLE: On a trip last week from Butwal to Kathmandu, relics of 17 major highway accidents were spotted.
On a trip from Butwal to Kathmandu last week, we counted 17 major accidents. Carcasses of dead buses and trucks had been scraped to the side of the road. On the Mugling stretch, rusting skeletons of buses lay among the boulders where they had plunged from the highway.

Even by Nepal’s own horrific standards of highway safety, November 2005 broke all records. Between 15-30 November more than 56 people died in highway accidents across the country. Twenty-seven of these deaths occurred druing three different accidents on a single day: 30 November.
It has now got to a point where the fatal incidents can’t be called ‘accidents’ anymore because most are due to negligence, carelessness and a blatant disregard for traffic norms.

The most dangerous stretch of road by far in Nepal is the 36 km between Mugling and Naryangarh. The highway was blasted out of the sheer rock face of the Trisuli gorge 25 years ago and is a major artery that sees 1,100 vehicles a day. But the road is also narrow, has hairpin turns and steep drops.

In November and December there were 18 major accidents on this route in which 36 people died, 49 were seriously injured and 32 needed medical treatment. The Roads Department has pinpointed nine red alert along the stretch where most of the accidents occur and most of these spots lie at a sharp bend after a straight stretch.


The rate of accidents has increased after the highway was rehabilitated recently. “Last year when the road was not in good shape everybody was careful but after it was repaved drivers are speeding,” notes Prem Joshi, inspector at the Traffic Branch of the Department of Roads in Chitwan.

Indeed, speeding and overloading are the two main causes of fatal accidents in Nepal. Other reasons are landslides, poor condition of roads, bad design of roads and human activity along the roadsides. In terms of number of vehicles, Nepal already has the highest rate of accidents in South Asia.

The Department of Roads (DoR) has established a specialised Road and Traffic Unit that does a regular safety audit of the kingdom’s highway network as a preventive measure to detect potential safety hazards before the road is open to traffic.

“When the Tribhuban Rajpath was opened in early 60’s there were accidents every day because of its improper geometry and structure,” says Devendra Dhar Pradhananga a DoR engineer for the past 40 years. “identifying and rectifying such defects in the design stage is a much more effective way to reduce road accidents.”


The standard for traffic signs and road markings are very poor and improving it would reduce the number of accidents. But by far the most important factor is training and awareness of drivers and roadside residents. “The Road Safety Audit report problems and make recommendations on how they can be remedied,” explains head of DoR’s Road and Traffic Unit at Babar Mahal, Saroj Kumar Pradhan.

In Bharatpur, a Road Accident Investigation and Minimising Committee was set up after the spate of accidents in November. It concluded that the main reasons were driver negligence, overloading, absence of centreline, roads tilted towards the river and lack of coordination with local administration.

Hum Bahadur Dhungel was the driver of the bus that plunged into the Trisuli on 28 November in which six passengers were killed. Dhungel is still in custody at the Chitwan district police office. “I tried to overtake, it was my mistake and I couldn’t see the vehicle from opposite direction and when I hit the brakes, the bus skidded and rolled down into the river. I threw myself out of the door and survived.”

Dhungel is lucky he is alive. Most drivers never make it. Even those who are injured die on the way to the hospital in Bharatpur or Kathmandu which takes hours.


--------------------------------------------------------------------------------

Fatal November

16 November Daunnme, Nabalparasi 24 injured 4 killed
17 November Salyanmara, Argakanchi 5 injured 2 killed
19 November Pakhahalali, Dolakha 10 injured
24 November Kalikholam, Mugling 31 injured 14 killed
27 November Chandanda, Chautara 14 injured
28 November Darechok, Chitwan 18 injured 6 killed
30 November Swargadwari 19 injured 16 killed
Deurali, Palpa 8 injured 9 killed
Chitwan 2 killed

--------------------------------------------------------------------------------

Highway hospital


With the commissioning of the Highway Community Hospital at Malekhu next week there is hope that the number of fatalities along the Prithbi Highway will be reduced.

Many of those who are killed in highway accidents on this dangerous stretch of road would have lived if proper medical attention was available nearby. Many injured die on the way to hospitals in Kathmandu.

The hospital and trauma centre was built by the Accident Victim Relief Association of Dhading and Friends of Nepal with Rs 12.5 million in support from the Italian charity, Amici Dal Monte Rosa. The hospital is fully-equipped with an x-ray unit, emergency room, operation theatre and laboratory.

The hospital has two doctors and three nurses and will also serve adjoining villages in Dhading and also has an ambulance to rush more serious cases to Kathmandu.

Found this in the current issue of the Nepali Times.

http://www.nepalitimes.com/issue280/nation.htm

Accidental travellers
Highway mishaps can’t be called ‘accidents’ when they are due to negligence and carelessness
PRAGYA SHRESTHA in MUGLING


ALL PICS: PRAGYA SHRESTHA
TURNED TURTLE: On a trip last week from Butwal to Kathmandu, relics of 17 major highway accidents were spotted.
On a trip from Butwal to Kathmandu last week, we counted 17 major accidents. Carcasses of dead buses and trucks had been scraped to the side of the road. On the Mugling stretch, rusting skeletons of buses lay among the boulders where they had plunged from the highway.

Even by Nepal’s own horrific standards of highway safety, November 2005 broke all records. Between 15-30 November more than 56 people died in highway accidents across the country. Twenty-seven of these deaths occurred druing three different accidents on a single day: 30 November.
It has now got to a point where the fatal incidents can’t be called ‘accidents’ anymore because most are due to negligence, carelessness and a blatant disregard for traffic norms.

The most dangerous stretch of road by far in Nepal is the 36 km between Mugling and Naryangarh. The highway was blasted out of the sheer rock face of the Trisuli gorge 25 years ago and is a major artery that sees 1,100 vehicles a day. But the road is also narrow, has hairpin turns and steep drops.

In November and December there were 18 major accidents on this route in which 36 people died, 49 were seriously injured and 32 needed medical treatment. The Roads Department has pinpointed nine red alert along the stretch where most of the accidents occur and most of these spots lie at a sharp bend after a straight stretch.


The rate of accidents has increased after the highway was rehabilitated recently. “Last year when the road was not in good shape everybody was careful but after it was repaved drivers are speeding,” notes Prem Joshi, inspector at the Traffic Branch of the Department of Roads in Chitwan.

Indeed, speeding and overloading are the two main causes of fatal accidents in Nepal. Other reasons are landslides, poor condition of roads, bad design of roads and human activity along the roadsides. In terms of number of vehicles, Nepal already has the highest rate of accidents in South Asia.

The Department of Roads (DoR) has established a specialised Road and Traffic Unit that does a regular safety audit of the kingdom’s highway network as a preventive measure to detect potential safety hazards before the road is open to traffic.

“When the Tribhuban Rajpath was opened in early 60’s there were accidents every day because of its improper geometry and structure,” says Devendra Dhar Pradhananga a DoR engineer for the past 40 years. “identifying and rectifying such defects in the design stage is a much more effective way to reduce road accidents.”


The standard for traffic signs and road markings are very poor and improving it would reduce the number of accidents. But by far the most important factor is training and awareness of drivers and roadside residents. “The Road Safety Audit report problems and make recommendations on how they can be remedied,” explains head of DoR’s Road and Traffic Unit at Babar Mahal, Saroj Kumar Pradhan.

In Bharatpur, a Road Accident Investigation and Minimising Committee was set up after the spate of accidents in November. It concluded that the main reasons were driver negligence, overloading, absence of centreline, roads tilted towards the river and lack of coordination with local administration.

Hum Bahadur Dhungel was the driver of the bus that plunged into the Trisuli on 28 Nove

Sorry hai duplicate posting ko lagi.