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The selling and consumption of tobacco products have been banned in Kathmandu Metropolitan City (KMC) from today.

KMC, Health Department Chief Ram Prasad Poudel, said a complete ban has been imposed on the sale of tobacco products in all the 32 wards of the metropolis.

According to him, the selling, storage and consumption of tobacco products packed in plastics have been completely prohibited within KMC from today.

The banned tobacco products include raw tobacco, chewing tobacco, bidi, tambakhu, sulpha, gutkha, panparag, packaged in plastic pouches.

The KMC had on November 28 issued a public notice about this ban.

The KMC Police will seize such products if found selling them. "We are on a campaign of making Kathmandu a healthy city. We have decided to ban the storage, selling and consumption of tobacco products harmful to people's health and the environment, coinciding with the 29th KMC Day," said the KMC Health Department Chief Poudel.

He said this provision is included in Clause 42 of the Public Health Act the KMC issued in 2080 BS. The provision in the Act is being strictly implemented in a bid to reduce the adverse effects the use of tobacco products is having on individual health.

Tobacco control is the first condition for improving the public health and environment in the city. 

It has been learnt that the KMC is preparing to implement a program to control hukka in the second phase.

North Korea has decided to shut down its embassy in Kathmandu in the wake of heightened geopolitical tensions, realignment of its priorities and a crunch of resources.

North Korean Ambassador to Nepal Jo Yong Man has informed Prime Minister Pushpa Kamal Dahal about his government’s decision to close the embassy. After the establishment of diplomatic relations on 15 May 1974, North Korea opened its residential embassy in Kathmandu but Nepal did not reciprocate. Before establishing formal diplomatic ties, the two countries had signed a Bilateral Trade Agreement in 1970. 

Rupak Sapkota, Prime Minister’s Foreign Policy Advisor, confirmed that the North Korean ambassador has informed Dahal about the decision. On Monday, the diplomat held a farewell meeting with PM Dahal. The embassy has started its exit process after informing the Ministry of Foreign Affairs. According to Sapkota, PM Dahal expressed sadness over the decision and expressed hope that North Korea will reopen its embassy in Nepal soon. According to sources, geopolitical factors and economic recession have caused North Korea to decrease the numbers of embassies abroad.

Before 2019, North Korea had been operating its businesses, including some restaurants in Kathmandu, to generate income for the operation of embassies. The country started shutting down its businesses in Nepal after the UN imposed economic sanctions against it in 2018. 

Last week, the North Korean Foreign Ministry informed Nepal that it was closing down several embassies. “We are carrying out operations to withdraw and establish diplomatic missions in accordance with a changing global environment and national foreign policy,” a North Korean foreign ministry spokesperson said in a statement on Friday, adding that while some embassies would close, others would open. The changes are “part of the regular affairs to promote national interest through external relations,” the spokesperson added.

CPN (Maoist Center) has postponed the Kathmandu-centric demonstration scheduled for November 8.

The Maoist Center said that it had to postpone the demonstration due to the earthquake in Jajarkot and Rukum.

Earlier on November 5, a meeting of the Maoist Center had decided to stage a demonstration in Kathmandu to protect and strengthen the federal democratic republic, national sovereignty and against regression.

At a time when the government's ruling party, the Maoist Center, is being widely criticized for announcing to stage a demonstration in Kathmandu, the party has postponed the program for now citing the earthquake among other reasons.

The Rastriya Swatantra Party (RSP) had said that the party leading the government cannot stage the demonstration.

Chock-a-block traffic has pushed many countries to prioritize the development and operation of mass transit systems, but Nepal is an exception with the metropolis of Kathmandu offering a glaring example.

There’s a great scope for transit systems like underground train, monorail, the cable car and trolley bus/bus rapid transit (BRT) in Kathmandu as they can ease congestion to a great extent.

But developing and operating such a mass transit system in Kathmandu is easier said than done as several rounds of discussions conducted on the topic in the past have shown. 

First and foremost, developing such a system requires a long time and huge investment. The metro and rail systems are not the only alternative, though. Ropeway/cable car can also be used for urban transport at a lower cost compared to other modes of mass transit.  

In reality, BRT has a few fundamental differences compared to the existing system. BRT buses use the existing road facility, but such buses have a higher passenger carrying capacity, use a dedicated lane and have fewer stops. 

In many countries, the public sector operates BRT, which requires huge investments, with subsidies from the government to fulfill social obligations. However, there’s an absence of a public sector entity willing to shoulder this responsibility in Kathmandu, a city of almost 4m people, thanks to an influx of people from hilly and Tarai regions, who come here looking for jobs, for medical treatment and study opportunities. A large number of people move on motorcycles and scooters, while a huge number also shuttles through buses, cars, taxis, three-wheelers and on the recently-introduced BRT system along the Kathmandu-Suryavinayak stretch. 

While the operation of BRT is highly appreciable, it should have less stoppage and the buses in use should be a bit larger with more passengers carrying capacity. As such, 1.74m vehicles (including two-wheelers) in operation along the total road stretch of 247.7 km in and around Kathmandu do not appear to be sufficient to cater to an ever-increasing demand for mobility. 

Kathmandu witnesses massive congestions along its arteries during peak hours: 9-11 am and 5.00-6.30 pm. In the absence of a mass transit system, it is a daily struggle for commuters to report to duty on time and return home on time by getting onboard any means of transport available.  

Also, the availability of soft credit facilities for the purchase of vehicles and absence of long-term import restrictions mean a geometrical surge in the number of vehicles in the city, which only worsens congestion.

There’s no doubt that the existing public transport system does not offer a hassles-free bus/microbus ride to a multitude, especially during peak hours. Traffic Police deserve credit for introducing a relatively good traffic management system by designating stoppages at lay-byes and other suitable sites with necessary segregation.  

In addition, a queuing system in place for potential riders in Ratna Park and other crowded areas of Kathmandu where more than 1,700 buses arrive and depart for different destinations daily has a vital role to play in traffic management. 

Despite its effectiveness, this queuing system is yet to be replicated in several other locations. 

In some cases, the pickup system has been chaotic due to the absence of a specified bus terminal where the bus originates and terminates. 

At present, all buses around some of the important locations, in the absence of designated bus terminals, are starting or terminating their journeys from available lay-byes or other areas. 

In such a chaotic situation, Kathmandu Metropolis has designated Kathmandu Bus Park (terminal) at Gongabu as the origin and destination for all buses to and from Kathmandu. This is a commendable act as it has also helped ease congestion. 

The author is a former Executive Director, Nepal Intermodal Transport Development Board. He can be reached at [email protected]

The article is Part I of a two-part series

I have made Pokhara my new home after relocating from Kathmandu for work a few weeks ago. The city, renowned for its serene lakes and the backdrop of the majestic Annapurna and Machhapuchchhre mountains, is not unfamiliar to me. I have been drawn to its natural beauty, rich culture, and vibrant nightlife on numerous occasions in the past. After all, Pokhara is just a 200-kilometer drive away from Kathmandu.

However, this time, I decided not to take the risk of driving due to the ongoing expansion of the Prithvi Highway, which unfortunately remains dusty, muddy, or heavily congested with traffic. Instead, I opted for the more expensive option of taking a 25-minute flight from Kathmandu. To my surprise, most of the passengers on the flight were locals rather than the tourists that Pokhara is eagerly awaiting. This raised some questions in my mind.

In January, Pokhara made headlines for the wrong reasons when a tragic Yet Airlines plane crash occurred, claiming the lives of all onboard just moments before landing at the newly inaugurated Pokhara International Airport. The airport opened on New Year’s Day. This unfortunate incident dealt a severe blow to the city’s tourism industry which was already struggling due to the Covid-19 pandemic. Nevertheless, in June, there was a glimmer of hope with the first-ever Dragon Boat Festival and the arrival of the first international flight from Chengdu, China, followed by another chartered flight from Bhutan on Sept 9.

The international airport, built with a Chinese soft loan of $216bn, lacks international flights. Nepal has welcomed over 601,260 tourists so far this year. Of them, about 40 percent are believed to have reached Pokhara which, besides being a destination in itself, remains the launching spot for white water rafting, trekking and mountaineering expeditions. Despite its international airport, Pokhara is yet to fully recover from the impact of the Covid-19 pandemic.

Without a doubt, Pokhara, with its tranquil lakes reflecting the grandeur of the Himalayan peaks, remains a major tourist draw in the country. It is liked by both Chinese and Indians, as well as visitors from the Western and Eastern worlds, and adventure enthusiasts. However, in recent times, Pokhara’s reputation as a tourist destination has been tarnished by subpar road conditions. Most notably, the Prithvi Highway expansion project is progressing at an agonizingly slow pace.

This raises important questions: What are entrepreneurs and local governments doing to promote and market Pokhara and Gandaki Province, with its world-famous mountains, trekking routes, and pilgrimage sites, as a world-class destination? What hurdles must they overcome to facilitate the swift economic recovery of the city and the province as a whole?

In the wake of Covid-19, Pokhara saw a sharp decline in visitors, leading to significant financial hardships for local businesses. While the government's efforts to kickstart economic recovery through infrastructure development were well-intentioned, they have been plagued by several glaring issues, including project delays, insufficient alternate routes for vehicles, and detours in and around Pokhara.

The government’s response to the economic downturn was to initiate a road expansion project, which was welcomed by the local population. However, the progress of construction along the Mugling-Pokhara stretch of the Prithvi Highway has been frustratingly slow, exacerbating the inconveniences caused by construction work and delaying the anticipated economic revival. Furthermore, there seems to be a lack of corrective measures, such as strict deadlines, timely budget allocation, and incentives for completing projects ahead of schedule.

With the highway situation showing no signs of immediate improvement, people are starting to question whether it’s time to begin a billion-rupee road expansion project along the entire Prithvi Highway. Many residents and business owners in Pokhara have voiced their frustration over the delays and mismanagement along the Muglin-Pokhara stretch, which they blame for worsening their economic woes and eroding their confidence in the authorities.

Inadequate infrastructure dissuades tourists from choosing Pokhara as their destination. The expected economic rejuvenation through tourism has yet to materialize, prolonging the struggles of local businesses. The once bustling Lakeside area, a vibrant hub, now faces a grim slowdown, with entrepreneurs relying primarily on Nepali visitors and a few international travelers.

Due to the slowdown, most businesses are unable to hire or retain employees, leading to severe financial hardships for the local workforce. Additionally, low occupancy rates in restaurants and hotels have resulted in suspended additional earnings such as tips and salary increases, prompting some to seek better opportunities abroad. Yet, it appears that government ministers are more focused on their political agendas than addressing national issues, such as expediting the expansion of highway or promoting Pokhara International Airport by offering enticing offers and incentives to major international airlines.

To address the dire economic situation in Pokhara, the government must prioritize and accelerate the road expansion project to ensure that the city's infrastructure can support the revival of tourism and economic activity. Additionally, temporary arrangements should be made to ensure smooth access to Pokhara, minimizing disruptions for travelers. The government must ensure transparency and accountability in all projects, particularly those aimed at economic recovery. Timely release of funds based on progress, regular updates, and clear communication can help rebuild trust among residents and business owners. Periodic interventions and oversight from senior officials are crucial.

Gandaki Province contributes around nine percent to Nepal’s national Gross Domestic Product and holds significant growth potential. Only through collective efforts and responsible governance can the city hope to regain its status as a thriving tourism destination and an economic powerhouse in western Nepal. First and foremost, Nepali officials and diplomats must prioritize introducing regular international flights to Pokhara International Airport. Equally important is expediting the completion of the highway expansion project. Plans for developing the Kathmandu-Pokhara-Lumbini railway line with Chinese assistance can wait for now.

The author is the manager at a leading financial institution in Gandaki Province, Pokhara

All the short-distance roads from Hetauda to Kathmandu have been obstructed due to landslides triggered by rains since last night.

The Hetauda-Bhainse-Bhimphedi road section has been obstructed due to a landslide that occurred at a distance of two kilometers from Bhainse Bazaar, according to police.

Similarly, the Kulekhani-Sisneri-Kathmandu road section has been blocked due to mudslide at Bhaludanda of Indrasarovar Rural Municipality-3 in Makawanpur district.

Likewise, the Tribhuvan Highway has also been obstructed by a landslide at Lamidanda area of Bhimphedi-9.

Police have been facing problems to remove the landslide debris as it has been raining continuously, said Inspector Basanta Acharya, Chief at the Makawanpur Traffic Police.

The Kanti Highway also has been blocked due to a landslide at Aanpchaur, Bakaiya Rural Municipality-11.

Police have urged people traveling by vehicle from Hetauda to Kathmandu to use alternative roads.

Meanwhile, the swollen Karra rivulet which flows through Hetauda-4 has inundated the Gardohi area following heavy rains.

The local administration has issued flood warnings in the areas near the brook.