Cover Story (Spotlight Weekly)

FAST-TRACK ROAD TO KATHMANDU
Empty Promise Or Attainable Project?

Over the last five decades, planners and policymakers have incessantly talked about the need for an alternative, reliable fast-track road to link Kathmandu valley with the southern plains. From a tunnel to fast-track Bagmati corridor road and railway systems to the upgrading of Kanti Rajpath and the Bardibas-Dhulikhel road, every possible alternative has been explored. But the capital city is growing increasingly reliant on the geologically vulnerable and narrow roads that connect it with the terai. If a fast-track road is built, it will lower economic costs and save time. What, then, is standing in the way?

By KESHAB POUDEL

Buses on Prithvi highway : Vulnerable to obstruction

If an alternative road linking Kathmandu valley to the southern plains is constructed, the total transportation cost could be reduced by more than 70 percent. Such a road would also save time and give the rest of the country easier access to the capital. Moreover, studies have shown that the money invested in a fast-track road can be recovered through savings accruing over five years.

A truck spends between Rs. 2,500 and Rs. 3,000 in additional costs traveling through the Narayanghat-Mugling stretch to come to Kathmandu, traversing 287 kilometers from the southern commercial town of Birgunj. It takes 10-12 hours to complete the journey. If the shortest fast-track road were built along the Bagmati corridor, that time would come down to 3-4 hours.

Although the government is considering building a fast-track road through the Bagmati corridor, nobody is certain that it is going to materialize in the near future. At a time when the government could miss the opportunity to build the Bardibas-Dhulikhel road as an alternative fast-track link, few believe officials will be able open traffic through the fast-track Bagmati corridor road anytime soon. For landlocked Nepal, the southern plains have been a reliable link to the sea. But the conditions of road joining Kathmandu valley with the plains makes access to the sea problematic.

"The government has already realized the need to construct a fast-track road to link Kathmandu to the southern plains. We are undertaking a study on Bagmati corridor road project and will make a decision once it is completed," says Dinesh C. Pyakurel, secretary to the Ministry of Construction and Physical Planning. "The Koreans are also doing a detailed study on Kanti Rajpath."

Regardless of the studies and plans the government makes, Kathmanduites will have to rely on Tribhuvan Rajpath and Prithvi Highway, with their uncertain and unreliable geographical terrain, for many years to come. As the traffic volume on the existing highways has reached saturation point, operation costs and time would increase further.

The last Rana prime minister, Mohan Sumsher, ordered a team of Royal Nepalese Army engineers in 1948 to survey and build the shortest road to link Kathmandu with Hetauda via the Bagmati river gorge, a natural drainage of the valley. Interestingly, no one ever mentioned Mohan Sumsher's proposed road during the construction of the Tribhuvan Rajpath, the 72-mile macadamized road with steep general gradient, various sharp curves, and numerous hairpin bends. Despite the possibility of shortening the distance by building the new road, there is another proposal for an alternative corridor.

Were the government to spend another Rs.1 billion-2 billion, Kanti Rajpath could serve as the shortest alternative route to link Kathmandu with Hetauda. Until the new fast-track road is constructed, this is the only option to reduce the pressure on the Naubise-Thankot corridor of Tribhuvan Rajpath.

"From the coming winter season, Kanti Rajpath will open for light vehicles as they can cross the Bagmati river without any difficulty," says Secretary Pyakurel. "After the completion of the detailed survey by the Koreans, we will take a decision on the road. One thing is clear, though: we need to construct a fast-track road to link the East-West Highway through the Bagmati corridor."

This is not first time policy makers have announced they would open Kanti Rajpath. Five years ago, then-deputy prime minister Ram Chandra Poudel traveled via Kanti Rajpath to reach Hetauda as part of a drive to build an alternative route. But the project suddenly disappeared. "The project was aborted since nobody wanted to open a road that was very strategically vulnerable," says an engineer. "This was delayed for many years for unknown reasons. If the government is really serious, we can make the road operational within a year."

Kanti Rajpath can be made fully operational if three bridges are constructed and efforts to improve the track are taken. Even Tony Hagen in his "Brief Survey of the Geology of Nepal" (1960) recommended that Kanti Rajpath be turned into two lanes.

Since the study of shortest transport route to link Kathmandu with southern plains conducted by technically untrained Royal Nepalese Army team in 1950 under the leadership of Major Nara Bahadur Karki, many analyses have been completed with recommendations of possible alternatives. With the support from the local population, a single-track road was built via Pharping-Chimale-Kulekhani and Hetauda road. But this is technically in no position to serve as a reliable alternative.

There are three alternative roads linking Kathmandu with the terai in shortest distance. But Tribhuvan Rajpath and Kathmandu-Narayanghat portion of the Prithvi Highway are lifeline of the capital's estimated 1.6 million people. According to latest forecasts, the population of the valley will be around three million in the next decade. That means the volume of traffic on the roads will increase by several folds. In this scenario, the country must go for at least a couple of alternative fast-track roads and, possibly railway, to link to the East-West Highway.

"We must develop a plan considering the interest of our people and our economy. Our studies have already shown that the railway link through the Bagmati corridor is best alternative for Kathmandu," says leading civil engineering consultant Shankar Nath Rimal, a former member of the National Planning Commission and member of the survey team for a sustainable rapid transit and mass transportation corridor between Kathmandu Valley and an appropriate Indian railhead in the south. The group has proposed a 156-km Kathmandu-Nijgadh (East-West Highway junction) link without a tunnel and a 139-km Kathmandu-Nijgadh and Nijgadh-Ghodasan/Chhaudando railhead. The third option is the 142-km link via the Bagmati gorge-Hetauda road. The road consists of the 80-km Kathmandu-Hetauda Bazar and 142-km Hetauda Chure tunnel-Raxaul stretches.

Road to Capital

Kathmandu valley is surrounded by 1,500 to 2,500-meter-high mountains. Currently, there are two main roads connecting the capital with the terai, namely Tribhuvan Rajpath and Prithvi Highway. The Tribhuvan Rajpath, which was constructed under Indian assistance and completed in 1956, links Kathmandu and Hetauda via Naubise. However, the section of Naubise and Hetauda crossing the Daman pass 2,300 is not used as the main transport route because of its narrow, swinging and steep alignment and extremely steep topography. The existing structure of the Tribhuvan Rajpath is in no position to meet growing pressure of passenger vehicles and freight movements.

The Prithvi Highway, which was constructed with Chinese assistance and completed in 1974, extends to the west from Naubise to Bharatpur in the terai through Mugling. The road has very few steep turns and over 90 percent of the traffic from and to Kathmandu passes through it. Interestingly, all vehicles have to pass through the Kathmandu-Naubise portion of Tribhuvan Highway, which makes it the sole corridor linking Kathmandu with the rest of Nepal. Hence, it is Nepal's most important road section from the socio-economic and national-security points of view.

The existing traffic volume on the stretch is estimated at around 3,000 vehicles per day. The Priority Investment Plan Study estimated that only 500 vehicles per day could be diverted to the Sindhuli road. This clearly means the congestion of the Kathmandu-Naubise section would continue.

Tribhuvan Rajpath is in no position to sustain for long as a road for rapid transport system. Because of steep turns and gradients, vehicles maintain a speed limit of between 15-to-20 kilometers per hour. Before the highway was constructed, the only means of moving in and out of Kathmandu valley was either on foot or by air. Even after Tribhuvan Rajpath was completed, the capital had to wait another 11 years for direct road connection with the outside world. Thanks to US assistance, the Bhainse-Hetauda section was completed in 1962. The Hetauda-Raxaul stretch was built in 1967. Tribhuvan Rajpath remained the major link road until the Mugling-Narayanghat section was completed in 1982 with assistance from China.

The Royal Nepalese Army made an effort to construct a jeepable track with the ultimate aim of developing it into a double-lane motorable road supplementing Tribhuvan Rajpath. The construction of the Kanti Rajpath, which is geologically less vulnerable than the two other existing roads, was suddenly stopped.

Kanti Rajpath also passes through three saddle points, but the route is shorter by 43 kilometers. It has better ruling gradient, only one hairpin bend and less sharp horizontal curves. According to experts, the road has better geometrics, leading to better maneuverability and longer sight distances.

Alternatives to Road

Nepalese planners and policymakers have been talking about building a railway link to Kathmandu from the terai for quite some time. Railway, which played a very important role in the early period of transportation in Nepal, consisted of two lines with a total length of 96 km. The 53-km Janakpur line built in 1929 is an extension of the Indian Railway network. The Amlekhgunj-Raxaul line was stopped following the construction of the new road.

The ropeway between Kathmandu and Hetauda had been operating since 1964. It covers a distance of 42 km with capacity of carrying 42,768 tons per annum. It can significantly reduce freight movement on the highway, but it was suddenly discontinued. The feasibility study on the construction of Kathmandu-Naubise alternative road by Nippon Koei Co. Ltd in March 2001 showed that more than 35 percent of the vehicles are loaded trucks and mini-trucks carrying goods. "If we revitalize the ropeway and make it operational, the present pressure on the highway will decline drastically," says an engineer at the Department of Roads. "Once the ropeway start rolling, half of the traffic volume on the roads will go down."

In the competition to sell dreams, a tunnel road from Kathmandu to Hetauda often surfaces. R.S. International, a private company, is conducting a study. Technical experts, however, argue that the proposed tunnel road cannot be reliable because it passes through geologically vulnerable areas.

"In the last four decades, I have always seen flash flood washing the road along the Bhainse river. The proposed tunnel will have to face similar problems since it would have to pass through the other end of the Bhainse road," says Badri Prasad Khatiwada, a well-known human rights activist and social worker who led a study team on Kathmandu Valley's future transportation requirements. "Railway is the best alternative."

Regardless of its feasibility, though, some politicians from Makwanpur district, of which Hetauda is administrative headquarters, continue to advance the project.

Traffic Volume

Studies show that the Naubise-Thankot section requires an alternative to sustain the volume of growing traffic. According to the Nepal Road Standard, the capacity of two-lane blacktopped roads in rolling terrain is 5,000 vehicles a day, while those in mountain terrain is 3,500. Total road capacity at the boundary of the valley by 2010 would be 8,900 vehicles per day (3,500 vehicle on Tribhuvan Rajpath, 5,000 on the Ramkot-Dharke sector and 400 on the Sindhuli Road). Since total traffic demand in 2010 is expected to reach 5,500 vehicle a day, it would be less than the road capacity. The total traffic demand of 12,200 a day by 2020 would be less than the road capacity of 15,100 at the boundary of the valley if a Kathmandu-terai road were to be constructed by around 2015.

According to a study, traffic demand at Nagdhunga will grow by an average annual rate of 6.2 percent between 2000 and 2010. Between 2010 and 2020, it would grow by an 8.3 percent annual average rate.

"Kathmandu-Naubise, the sole corridor connecting Kathmandu valley to other parts of the nation and to India has problems due to steep longitudinal gradient and sharp horizontal curves, as well as slope failures during rainy seasons," said Nippon Koei Co Ltd. in its report. "The difficult geometric conditions are leading to traffic congestion, delay and traffic hazards, the slope failures during rainy seasons keep the capital in isolation from other parts of the country. Under such circumstances, a new alternative route is required not only for socio-economic reasons but also from the viewpoints of national security."

The Japan International Cooperation Agency proposed Ring Road-Sitapaila-Dharke as an alternative road to reduce the pressure on the Thankot-Naubise portion of Tribhuvan Rajpath. As the highway will reach saturation point by 2005, another alternative road is required urgently.

Technical experts argue that Kathmandu road system needs a fast-track link more than anything else. "We must have a clear mind as to what our demand and need are," says Rimal.

As the population grows, agricultural freight would grow. Non-agricultural freight trips will also increase by several folds. The road track from Thankot presently used by Nepal Electricity Authority for the Kulekhani hydropower plant can also be used as an alternative.

But Kathmanduites may find a fast-track link the equivalent of chasing an empty dream. At a time when the government cannot open the two-track Kanti Rajpath or seek the construction of the Dhulikhel-Bardibas sector as a two-lane road, railway whistles and high-speed macadam become all the more elusive. The best alternative would be to develop a model of two lanes. Kathmandu may open up to the north through the Syaphrubesi-Rasuwa road. But it might take longer for the capital to connect itself to the vital southern plains through an affordable and reliable road.

'Prolonged Political Instability Is A Major Hindrance'

— BADRI PRASAD KHATIWADA

BADRI PRASAD KHATIWADA, a well-known human rights activist and social worker, led a study team on Kathmandu Valley's future transportation requirements, mainly mass transport and rapid transit system. Khatiwada's team proposed constructing a railway track from the Bagmati corridor to the Indian railhead in the south. Khatiwada spoke to SPOTLIGHT on various issues. Excerpts:

At a time when the population of the valley has to face many difficulties because of disruptions on the highway, have you suggested an immediate alternative link?

We have always tried to solve the immediate problems and have not had a long-term vision. If we build a double track rail along the Bagmati corridor, we will reach Birgunj crossing just 140 km. We import most of our goods via Calcutta. With a railroad link to Birgunj, our costs will be reduced. The railway can be operated by electricity, which is available in the country.

How do you see the proposed tunnel road as an alternative?

I have not seen any long-term benefit by constructing a tunnel, since it is going to be costly and vulnerable in terms of geology. Although I have spent most of my life in Hetauda, it does not necessarily mean that I need to support the tunnel proposal. Studies have shown that the railway is the best alternative and cheapest means of transportation to link Kathmandu with the terai. There are regular obstructions at the Bhainse-Hetauda section. If we build a tunnel through the same way, the country will end up wasting its scarce resources. Since the Bhimphedi-Hetauda portion of the mountains is prone to natural disasters like landslides, I cannot recommend going for the tunnel road. A railway link from the east of Hetauda to the East-West Highway is a better alternative.

You have been proposing a railway link from Kathmandu to the terai for a long time. Why isn't anybody buying your idea?

There may be thousands of reasons. Prolonged political instability in the country is an important factor preventing the implementation of such projects. The private sector should be involved in this endeavor. However, when the government is unstable, no investor would want to invest in such a big project. Unless the government develops a sound legal system and convince the investor about the safety of his or her investment, I don't think anybody will come to invest in the sector.

‘Railway Is The Best Long-Term Alternative’

— SHANKAR NATH RIMAL

SHANKAR NATH RIMAL, prominent civil engineering consultant and former member of National Planning Commission, was a member of the study group on Kathmandu Valley's future transportation requirements. He talked to SPOTLIGHT about the technical and other aspects of the alternative link. Excerpts:

Don't you think the time has come to build a fast-track alternative road to link Kathmandu with the southern plains?

We need a road, but we have to be clear about the type the country requires and which mode of transport would fulfil our requirements over the long term. One of the aims of the road is to solve the problems of transportation. There may be a proposal to build a fast-track highway with wider lanes, but all these things will be dependent on economic potentials. We have to take a decision keeping in mind the country's demand for the next 15 years. We have to decide what type of lanes we need. We must have a long-term economic plan. Such a plan should be based on wishes of the people. There needs to be a long-term policy for the country. Nobody will come to invest with a short-term target. We have to study whether we can sustain the highways and transport.

What about mass transport?

If we go for mass and rapid transport, the cost will be reduced drastically. Mass transport can ferry thousands of people as well as tons of goods. Every day 20,000 to 25,000 commuters move in and out of the valley and we require 700-800 buses. If we have mass transportation, we will do so within a short period. If we go for train, the cost will be drastically reduced. The speed of most ordinary trains is 60-70 km per hour. We can cross the station up to 2-3 hours. If we link the rail to the East-West Highway, our transport cost will be reduced. We can use hydro-electricity. Our study has shown that railway is best alternative for mass transportation to link Kathmandu to the terai. For the long term, train will be the best alternative.

The population of Kathmandu is growing fast. Don't you have any immediate alternative?

We must think of long-term alternatives. We have already spent a lot of time and resources for the sake of immediate alternatives. We must have patience and wait a little bit longer to see permanent, reliable and efficient alternative roads.

We have been talking about the need to build permanent and reliable alternative roads to link Kathmandu with the terai for last 55 years. What are the hindrances?

The population of Kathmandu is swelling and growing economically. Unless there is a reliable and fast-track transport system, the population problem in the valley cannot be solved. Thanks to the cooperation of the Indian government, we built Tribhuvan Rajpath, the first road to link Kathmandu to the south. Then Prithvi Highway was constructed with support from China to link Narayanghat. We have spent such a huge amount of money to build these roads. Although some small narrow lane roads are in existence, they cannot supplement the existing roads. We need to have a fast-track road.The tunnel road may be an alternative, but it is very difficult to build in fragile geological condition. Our studies have shown that linking Kathmandu to the terai via railway through the Bagmati corridor is best and sustainable alternative. We have to set our own priority and needs but our policy makers and planners are more concerned with the interest of others.

Can't you develop a fast-track road along the railway line in the Bagmati corridor?

Fast-track road and railway line cannot go together, as they need different infrastructure.