Saturday, August 24, 2013

एक अर्बमा सिन्धुलीमा ‘मोनोरेल’ सञ्चालनको तयारी

भदौ १३, सिन्धुली । सिन्धुलीको जुनारखेती प्रवद्र्धन तथा बजारीकरणका लागि ‘मोनोरेल’ सञ्चालनमा ल्याइने भएको छ । करीब १ अर्ब रुपैयाँको लागतमा नेपालमै पहिलोपटक जापान सरकारको सहयोग तथा जुनार केन्द्रीय सहकारी सङ्घको पहलमा मोनोरेल सञ्चालनमा ल्याइन लागेको हो । जुनार उत्पादनका दृष्टिले पकेट क्षेत्र मानिएका जिल्लाका विभिन्न ६ ओटा गाविसमा मोनोरेल सञ्चालनका लागि आवश्यक पहल थालिएको जुनार केन्द्रीय सहकारी सङ्घले बताएको छ ।

उकालो–ओरालोमा सहजै चल्ने भएकाले जिल्लाका मझुवा, जलकन्या, रतनचुरा, वाशेश्वर, तीनकन्या र वितिजोर गाविसलाई लक्षित गर्दै मझुवा—वितिजोर मोनोरेल सञ्चालनको तयारी थालिएको जुनार केन्द्रीय सहकारी सङ्घका अध्यक्ष दीपक कोइरालाले बताए । ‘विद्युत् र डिजेलबाट चल्ने यो मोनोरेल जापानको ग्रामीण क्षेत्रमा सामान ढुवानीमा प्रयोग हुँदै आएको उत्कृष्ट प्रविधि हो,’ उनले भने । उत्पादित जुनारको बजारीकरणका लागि मुख्य सडकसम्म ढुवानी गर्न सहज हुने अध्ययनले देखाएपछि मोनोरेल सञ्चालनका लागि जापान सरकारसँग प्रस्ताव गरिएको कोइरालाले जानकारी दिए । ‘सहयोग गर्ने विषयमा जापान सरकार सकारात्मक भएको छ,’ उनले भने ।

जाइका नेपालका सिनियर भोल्युण्टियर गोटो सानले जुनार क्षेत्रमा गरेको अध्ययनअनुसार सिन्धुलीमा मोनोरेल सञ्चालनको सम्भावना देखिएको हो । जुनार बगैँचासम्म मोनोरेल सञ्चालन गरी सो क्षेत्रलाई ‘एग्रो टुरिजम भिलेज’का रूपमा विकसित गर्न सकिने गोटोको अध्ययन प्रतिवेदनमा उल्लेख छ । सहयोगका लागि अनुरोधसहित पठाइएको प्रस्तावमा जापान सरकार सकारात्मक हुँदै पहिलो चरणमा रेल सञ्चालनका लागि आवश्यक पर्ने लिक सहयोग दिन तयार भएको कोइराला बताउँछन् । ‘मोनोरेल सञ्चालन गर्ने स्थानको सर्वे तत्काल गर्न जापानले अनुरोधसमेत गरेको छ,’ उनले भने ।

मझुवादेखि वितिजोरसम्म करीब सय किलोमिटर दूरीमा मोनोरेल सञ्चालनका लागि अनुमानित लगानी, प्राविधिक सहयोगलगायतको पत्र जापान सरकारलाई पठाएको जुनार विकास सङ्घ सिन्धुलीका कार्यवाहक अध्यक्ष कृष्णप्रसाद गौतमले बताए । ‘लिकको सर्वे तथा डिजाइन तयार पार्ने काम छिट्टै शुरू हुन्छ,’ उनले भने । मोनोरेल सञ्चालनमा ल्याउन आवश्यक सहयोग जुटेका खण्डमा ४ वर्ष लाग्ने गौतम बताउँछन् । ‘सहयोगका लागि नेपाल सरकारसँग पनि अनुरोध गरेका छौं,’ गौतमले भने, ‘एक गाउँ एक उत्पादन (ओभीओपी) कार्यक्रमले पनि जुनारक्षेत्रको विकासमा सहयोग गर्ने आशा लिएका छौं ।’

सिन्धुलीमा वार्षिक १३ देखि १६ हजार मेट्रिक टन जुनार उत्पादन हुँदै आएको छ । जुनार उत्पादनको पकेट क्षेत्रबाहेक अन्य ३६ ओटा गाविसमा पनि जुनारखेती गरिँदै आएको छ । मोनोरेल सञ्चालनपछि पकेटक्षेत्र घोषणा गरिएका ६ ओटा गाविसका १९ सय जुनार कृषकलाई प्रत्यक्ष फाइदा हुनेछ ।

Tuesday, August 13, 2013

Flying in a ropeway over Nepal


Photo from the carriage with legs dangling above Chitlang Valley

During the years I worked in Patan Hospital, on my off-days I used to hike in the hills southwest of the valley - along the ridges leading up to the mountain Champadevi. I always appreciated escaping the noise and dirt of Kathmandu, but one day in November 1995 stood out above all the rest.
That morning, when two friends didn't show up at my house as planned, I almost didn't go. But I decided to ride the bus by myself out to Thankot and began walking up in the forest towards Chandragiri. After more than an hour of steady climbing, I crested the hill and looked across towards the village of Chitlong in the distance. This was the old walking route from India, on which decades before crews of 40 or 50 porters would carry automobiles into the isolated Kathmandu Valley. The air was fresh and sweet as I turned east and headed along the ridge trail, alternately catching glimpses of rural villages to my right, the crowded valley to my left, and beyond that the Himalaya.
Another two hours on, I came up over a hill and as I stopped to catch my breath, there it stood below me: the Ropeway. Constructed in the 1980s, this cable car system carried goods back and forth over the 60 miles between Kalimati in Kathmandu and Hetauda to the south on the Terai. I watched the cars come rhythmically through the station and then float off into the air over the fields and villages of Makwanpur District. I'd walked past the place before, but on this particular day it was an arresting sight and an idea took hold. What's stopping someone from just jumping on a car and riding it down to the Terai?
I walked slowly down the hill towards the power station, plotting the moves that would be required, but before I could act a man came out from the station and greeted me. Soon he was joined by his colleague. These two older men were both friendly, but now my plan of simply hopping a car- freight train style- seemed impossible. They saw my camera and asked me to photograph them while they sat at the controls of the station, then urged me to sit and have my photograph taken.
"I want to go to Hetauda on one of these cars," I said.
Puzzled at first, they then began to give serious consideration to my demand. They seemed to think I was on some sort of official business. I neither confirmed nor denied this, only saying that I was from Patan Hospital.
One of them picked up his phone and was soon speaking, "There's a foreign sahib over here. We're going to be sending him along to you." More conversation transpired; it seemed to be proceeding in a positive direction.
Then another man showed up. Whether he was an employee or not, he assessed the situation and said to me, "These cars are old and dangerous. They sometimes fall off the cable." The balance was beginning to tip against me (as perhaps it should have), but the vision had already captivated me. I asked more about the actual risk and continued to urge them on. Ten or twelve village kids formed a circle around us at the station. The new man finally said, "Better send him up to meet the boss."
One of the operators led me through the station and up the hill to a small concrete shed. Inside we found a man sleeping on a bare wooden bed, a burlap bag filled with plastic bottles for his pillow. The dimly-lit room smelled of alcohol. "The boss" sat up unsteadily and regarded me.? He was a thin man of about thirty.
"I want to ride the Ropeway down to Hetauda."
"Where are you from?"
"Patan Hospital."
"Impossible. It's for goods, not people. Cars sometimes fall off."
"How often does a car actually fall off?"
"Maybe about once every 2 or 3 months."
Getting more information about the daily number of cars, I calculated the random risk to be no more than 1 in 4,000 trips. To me these odds seemed unlikely enough, but the boss appeared to be unmoved. I walked outside and sat on the steps, chatting with the locals, answering the usual litany of questions to do with my number of years in Nepal, work, salary, age, marital status, where I learned Nepali, etc. Reason did not overtake me, so I waited. About an hour passed. It was noon.
One of the operators walked up again, entered the boss's hut, and after some time came out to me. "Boss says you can go if you sign an insurance form."
"Where do you get one of those?"
"Down at the office in Kathmandu."
"There's no way I can walk down there now. How about it I sign one of these Patan Hospital forms?" I produced a referral slip for the hospital clinic, something I always carried in my backpack. I wrote on it in Nepali, "I take full responsibility for anything that may happen to me while on the Ropeway," and signed it.
The man took it in to the boss and they both came out to me. The boss seemed alert now. He stood beside me and said, "OK. You can ride the Ropeway. I'll go too." We walked down to the station. As the boss spoke to the operators, a crowd of about a hundred village people formed on an overlooking knoll. Cars came through moving in both directions, some loaded with sacks, some empty. The operators stopped 3 or 4 empty cars in turn, rejecting each as being 'not good'. Finally they stopped a car that passed everyone's muster. The boss motioned for me to go first and we climbed on.
Ropeway cars were palettes about 8 by 10 feet in size, with a floor of wooden planks separated by 4-inch gaps. In the front and back were retaining bars. A steel arm with rollers at the top curved up over a supporting cable, and a second cable that was connected to the power stations pulled the car along. Rather than hugging the contour of the hills, the cables extended horizontally, with only a slight bow, towards the next mountain peak. The boss and I sat side-by-side facing forward and holding firmly onto the front bar.
Within moments, we were airborne. A cheer rose from the crowd behind us and quickly faded into the distance. My euphoria gave way to fear. I looked over at the boss, who seemed as uncertain as I felt. We began to make continuous small talk to calm ourselves. His name was Krishna. We were 200 feet, 300 feet and climbing above fields and houses, moving in complete silence across the sky. I suggested we say a short prayer together, to which Krishna agreed.
"How many times have you ridden this, Krishna?"
"This is my first time. People don't usually ride it."
"Does it ever get stuck?"
"Sometimes, but not always."

DARE DEVIL: Mark Zimmerman recalls how he was once a stowaway on Nepal's now-defunct cargo cable car from Kathmandu to Hetauda and lived to tell the tale.
My nerves began to steady as we finally approached the first mountain, a cut in the trees where two towers stood. We glided in, briefly smelled the pines, and then launched off into the space beyond.
This needs to be documented, I thought. I pulled my camera out and took photos of the land passing below. I felt deeply in love with this country, a place where it was possible to just take off and ride over the hills.
About half way out from that first mountaintop, the car jarred, wobbled slightly in the air, and finally settled. I surveyed the lines of cars behind and in front, all of us now hanging motionless.
"How long will this take?"
"It's hard to say."
I took stock of my provisions- half a bottle of water, one sandwich and two tangerines. I looked at my watch. What if this takes days? Feigning nonchalance, I offered Krishna a tangerine. We spat the seeds into the air and watched them float down beyond our sight. While sitting still, we seemed higher in the sky, more vulnerable. The minutes expanded.
Then our car lurched forward and we were flying again.
We crossed four or five more mountains. Each passing was sublime. Kids ran up and gave 'Namastes'. A chowkidar by the tower waved. We took in the green and brown details of earth, a village house or two, and then glided away.
After about 45 minutes, the forests and yellow mustard fields were interrupted by a wide swath of shimmering blue, more water than one usually sees in Nepal. "Kulekaani," Krishna said. The reservoir for the hydroelectric plant.? "There's a power station here. The car will stop."
I'd already been considering how, if I rode this all the way to Hetauda, I was going to be able to make it back to work the next day. "I think I'm going to get off here," I said. "So will I," said Krishna.
Our car stopped inside the power station where Krishna exchanged greetings with the operator. Firm earth under our feet, we walked out into the afternoon sunlight. I thanked Krishna and gave him a small tip, then took directions for my hike back to Kathmandu. Before heading home, I turned for one last look and stood for a moment to watch the cable cars glide off into the quiet mountains.

Learning the ropes

The engineering marvel that was the Hetauda-Kathmandu ropeway has rusted and died, but smaller ropeway systems across the country are helping people overcome Nepal's difficult terrain.
Practical Action Nepal is working with communities across the country to build gravity ropeways. The design beats gravity with a simple law of physics: two linked trolleys run on steel wires suspended from towers. As the trolley packed with vegetables comes down pulled by its load, it pulls the empty one up by its weight, ready for the next load.
Gravity ropeway was first used in Mustang six years ago to make apple transportation faster and cheaper for the locals. Since then it has made its way to four other locations, Gorkha, Tanahun, Kalikot and Achham, connecting upland villages to the highways on the valley floor.
"We apply technology as a means for poverty alleviation," says Practical Action's Achyut Luitel.
An example is the Fishling-Bhumichowk gravity ropeway in Gorkha which cuts the transportation time from five hours to three minutes. It has increased farmers' income and in less than a year every household using the ropeway has earned more than Rs 50,000 from vegetable sales.
A gravity ropeway extending about 1.5 km costs Rs150,000, far cheaper than building a road that costs twice as much per km. Ropeways are also more environmental-friendly and even work in the rainy season.
Practical Action has plans to build six more gravity ropeways and the Ministry of Local Development may soon be introducing the technology to ten other districts.

Cable car history

The nearly 31km long Dhorsing-Matatirtha ropeway was an impressive piece of engineering for its time, built in the 1930s. But even that was the second ropeway in Nepal. The first in 1924 was the 4km Halchowk to Lainchaur ropeway bringing stones from a quarry to feed the Rana's palace-building spree.
The American-built 42.3km Nepal Ropeway from Hetauda to Kathmandu served Kathmandu's needs well until it fell victim to corruption and bad management. It did work one last time in 1994 when monsoon landslides marooned Kathmandu for a month. Despite the potential, no major cargo cable system has been built in Nepal. The private Manakamana Cable Car is the only successful model for passenger ropeways.

Cable cars can ease Valley traffic: Promoters

Good news is at the door of Kathmandu residents fed up with daily traffic congestion and worsening pollution. B&S Urban Cable Car will make the dream of capital residents to see hassle-free movement in a clean environment come true if the firm´s plan to operate cable cars materializes.

This will provide an alternative mode of transport in the Valley, which is full of narrow roads and devoid of any underground sub-ways.

B&S Urban Cable, a Nepali firm, is carrying out a detailed study to operate urban cable cars in Kathmandu.

Entrepreneurs Bhawani Rana and Shyam Mohan Shrestha are the promoters of the firm.

“We estimate that the project will cost between Rs 13 billion to Rs 14 billion at current prices. The cost will hover between Rs 15 billion to Rs 20 billion when the project is completed in four years, with the rise in cost of production over the period,” Rana told Republica on Monday.

Rana said the company has submitted a preliminary study to the Ministry of Physical Infrastructure and Transport. The firm has sought permission from the government for a detailed study. “We will start the detailed feasibility study once the government gives us the go-ahead,” said Rana.

The company has conducted a preliminary study for operating cable cars from Narayan Gopal Chowk to Lagankhel and from Kuleswor to Boudha, with stops at different places.

As per the preliminary study, it will take 15 to 20 minutes to cover a distance that normally takes one hour, due to traffic jams. “Our study showed that around 200,000 customers can travel daily on both cable car routes," said Shrestha.

If the government grants permission, it will take two years for the company to start construction and another two years to complete it. “If everything goes as per plan we will bring the cable cars into operation in four years,” said Shrestha, adding that the government is positive about the project.

The company plans to import ready-made poles for the cable cars, and they don´t require changing the existing infrastructure.

“If the project succeeds it will change the face of the Valley, making it more beautiful and at the same time environment-friendly,” said Rana.

According to the company, a cable car can carry 25 to 30 persons at a time. Rana said the fares for will be similar to other public transport vehicles.

Rana said many foreign companies have shown interest in working with B&N Urban Cable, and they are currently holding talks with some French companies.

Kathmandu Metro Railway Project

Kathmandu Metro Railway Project The government is considering to hand over Kathmandu Metro Railway Project to Nepal Metro Private Limited.  About three months ago, the company had submitted a proposal at the Investment Board (IB) to carry out the detailed study and build the metro railway—a mass rapid transit—in partnership with Korean companies.

A final report on feasibility of the metro railway prepared by the government-hired consultant shows it costs $3.88 billion (Rs 330 billion) for building the metro railway system in the Kathmandu. However, the Nepal Metro has been saying that it would build the metro in Kathmandu investing $ 3 billion.

“If the company signs bond with enough Korean firms and come up with technical and financial capabilities required for this type of project, IB could assign the project to work in joint venture,” said a source at the IB. The source said that the Kathmandu metro, being a huge project, would be decided based on in-depth study over the proposal, feasibility report and its benefit to the government and to investors.

After nearly a year of study, consultants consisting of a consortium of Korean (Chungsuk Engineering Company, Korea Transport Institution, Kunhwa Consulting and Engineering Company, Korea Rail Network Authority) and Nepali (Research Management Consultant Environmental and Building Design Authority) firms recently submitted a final feasibility report to the Railway Department. The report says that it will cost around Rs 330 billion to build a 77-km-long metro system in Kathmandu in next 10 years.

According to officials at the department the Nepal Metro had also assured the IB that it would reimburse to the government Rs 60.5 million spent on the feasibility study. There will be five lines of metro railway—four lines planned for inside the Ring Road and one line of 27.35 km running around the Ring Road.

With no resources for detailed project report (DPR) and less chances of the government undertaking the project in future, the IB was mulling to accept the Nepal Metro’s proposal, according to the IB source. The government, after the completion of feasibility study, was supposed to carry out a detailed study to build the metro railway—also a part of the national priority railway development project.

However, officials at the Ministry of Physical Planning, Works and Transport Management said that there was no resource to carry out the DPR due to this year’s budget being limited to two-thirds. “No budget has been allocated for the DPR of the metro railway,” said Tulasi Prasad Situala, secretary at the ministry. He also informed that the IB might entrust the metro project to Nepal Metro after studying the company’s proposal, its Korean parties and capacity.

Earlier, the Ministry of Physical Planning, through the Finance Ministry, had requested the South Korean government and the Asian Development Bank to conduct the DPR for the metro. However, the Railway Department officials said they have not received any response till date.

Development of Kathmandu Metro to cost Rs 330b

	 Development of Kathmandu Metro to cost Rs 330b The construction of Kathmandu Metro Railway (KMR) would cost Rs 330 billion (around US$ 3.88 billion) and the project can be developed in 10 years, a preliminary finding of feasibility study report of the KMR said.

A consortium of five Korean and two local companies that carried out the feasibility has tagged government´s involvement in the KMR as mandatory if it seriously wishes to successfully develop and operate the KMR.

"The study team has proposed numerous modality of its development. But no matter which modality the government adopted, the team helds the view that government´s subsidy would be crucial to successfully implement the project," Rajeshwore Man Singh, superintendent engineer at the Department of Railway (DoI) told Republica

The feasibility team that shared the preliminary findings of the study with the senior government officials on Monday has further outlined that it would cost Rs 20 to Rs 30 per commuter to travel in the Metro. It did not shed light on recovery of investment though.

"The complete feasibility report is yet to come. but the government has targeted to develop the KMR in ten years period after analyzing the feasibility report,” said Singh.

The government some 10 months ago had appointed Korea Transport Institute, Chungsuk Engineering Company, Kunwa Consulting and Engineering Company, Korea Rail Network Authority and two local companies - BDA Nepal Private Limited and EMRC Private Ltd - to conduct the feasibility study of the KMR. It paid Rs 60.5 million to those firms for completing the task.

The feasibility study report has, furthermore, indicated that total length of the KMR would be around 77 kms, which is some 11 kms longer than what the preliminary inception report reckoned. There would be a total of five railway lines of which one will encircle the existing ringroad, while others will traverse through the Kathmandu city in four directions.

The study has suggested the government to develop two railway lines underground and remaining three lines in ´elevated´ form, that is above the ground. "Elevated lines have been suggested mainly considering two factors: unsupportive underground soil features and heavy cost emanating from necessary land acquisitions," said Singh.

The 27.35 km long Ring Road line, which connects different locations between kalanki, Satdobato, Chabhil and back to Kalanki, will be elevated as per the feasibility report study. Similarly, the lines that connect Maharajgunj and Satdobato and Kalanki to Koteshwore and Gongbu to Kalanki will be elevated.

“Rest of the other lines will be underground,” Singh said.

The preliminary inception report that was approved by the government in March, 2012 too had outlined five major lines to connect the entire Kathmandu through a mass rapid transport system, Metro Railway.

According to the inception report, Line 1 follows the Ring Road, Line 2 goes from Kalanki to Sinamangal, Line 3 connects Koteshwore and Gongabu, Line 4 stretches from Satdobato to Maharajgunj and Line 5 links Balkhu and Chabhil.

The government has planned to develop KMR under build-own-operate- and transfer model, inviting foreign investment. The project has been handed over to the Investment Board of Nepal for speedy development.

Kathmandu Metro Railway Network Map Design

Kathmandu Metro Railway Network Map Design [See Detail Data Inside] This is dream for now that we will be surfing Metro Train In Kathmandu near Future. The main station of the Metro will be at Jamal as revealed by Department of Railway Nepal. The Facts of This Metro Railway , I summarized in this way.

Total Length : 66.1 K.M.
Speed of Metro :160Km/hr
No of metro line :5
Total no of station :32
First Line : 18 station starting from  Kalanki-Maharajgunj-Satdobato- Kalanki .
Second Line : 5 station Starting From Balkhu to Chabahil.
Third line :7 station Kotesor -Jamal-Gongabu.
Fourth line :9 station Satdobato-SahidGate-Narayanhiti-NarayanGopal Chowk.
5th line :6 station Kalanki -Kalimati-Dilibazar-Sinamangal.

Of all ,Transit point will be  Kalanki-SahidGate-Jamal-Chabahil-Tinkune-NarayanGopalchowk-Sinamangal-Balkhu
Korea Chungsung Enggineering
IMIC and BDA Nepal

Imagine- Cable Cars In Kathmandu!

Imagine- Cable Cars In Kathmandu!
Cable CarGood news for those fed up with daily traffic congestion and worsening pollution in Kathmandu. B&S Urban Cable Car is planning to operate cable cars in the capital to offer its residents hassle-free movement in a clean environment. This will provide an alternative mode of transport in the Valley, which is full of narrow roads and devoid of any underground sub-ways.

B&S Urban Cable, a Nepali firm, is carrying out a detailed study to operate urban cable cars in Kathmandu. Entrepreneurs Bhawani Rana and Shyam Mohan Shrestha are the promoters of the firm.

The cost of the project has been estimated for between Rs 13 billion to Rs 14 billion at current prices. The cost will hover between Rs 15 billion to Rs 20 billion when the project is completed in four years, with the rise in cost of production over the period, according to Rana. She also added that many foreign companies have shown interest in working with B&S Urban Cable, and they are currently holding talks with some French companies.

पोखरामा केबुलकार नबनाउन आदेश

पोखरामा केबुलकार नबनाउन आदेश  पोखराको बसुन्धरा पार्कदेखि शान्ति स्तुपासम्म बनाउन लागिएको केबलकारको निर्माण कार्य हाल स्थगित गर्न मंगलबार सर्वोच्च अदालतले सरकारलाई अन्तरिम आदेश दिएको छ। न्यायाधीश सुशीला कार्कीको एकल इजलासले रिट निवेदनको अन्तिम आदेश नभएसम्म केबुलकारको निर्माण कार्य स्थगित गर्न भौतिक पूर्वाधार तथा यातायात मन्त्रालयसमेतलाई आदेश दिएको हो।

आर्थिक प्रस्तावमा कुनै प्रतिस्पर्धा नगरी मनकामना दर्शन प्रालि चितवनको प्राविधिक प्रस्ताव मात्र स्वीकृत गरी अगाडि बढाइएको कार्य कानुन विपरीत भएको उल्लेख गरी कास्कीका चन्द्रकान्त भट्टराई, अशोक तुलाचन, ऋषिराम बराल र जिजयराम प्रधानले संयुक्तरूपमा सर्वोच्च अदालतमा रिट निवेदन दायर गरेका थिए।

सम्बन्धित ऐन तथा नियमावलीमा २ अब रुपियाँभन्दा कम लगानी भएको परियोजनामा प्रतिस्पर्धाद्वारा प्राविधिक प्रस्ताव स्वीकार गरिनुपर्ने व्यवस्था भएकामा उक्त केबलकार सञ्चालनका लागि कुनै प्रतिस्पर्धा नगरिएको रिट निवेदनमा उल्लेख गरिएको छ। सो केबलकार २ अर्ब रुपियाँभन्दा कम लागतको हो।

सर्वोच्च अदालतले केबलकार सञ्चालनका लागि गरिएको प्राविधिक प्रस्तावको स्वीकृति प्रारम्भिक रूपमा कानुन विपरीत देखिएकाले हाललाई सो कार्य अगाडि नबढाउन सरकारलाई अन्तरिम आदेश दिएको हो।

कानुनमा २ अर्ब रुपियाँभन्दा बढी लागतको परियोजना भएमा वाताद्वारा प्राविधिक प्रस्ताव स्वीकार गरिनुपर्ने व्यवस्था रहेको छ। रिट निवेदकका तर्फबाट बहस गर्दै अधिवक्ता रमणकुमार श्रेष्ठले कानुनले निर्दिष्ट गरेको व्यवस्था प्रतिकूल हुने गरी चितवन कोईले प्राविधिक प्रस्ताव मात्र स्वीकार गरी आर्थिक प्रस्तावमा कुनै प्रतिस्पर्धा नै नगराई परियोजनाको अनुमति दिने कार्य कानुन विपरीत भएको बताउनुभयो।

स्रोत: नेपाल समाचारपत्र

यान्त्रिक पुलमा यात्रु बढे

यान्त्रिक पुलमा यात्रु बढे  पर्वत, २६ साउन- पर्वतको सदरमुकाम कुश्माबजारदेखि छिमेकी जिल्ला बागलुङको बलेवा जोड्ने कुश्मा–बलेवा यान्त्रिक पुलमा साउनको दोस्रो सातादेखि यात्रुको संख्या बढ्न थालेको छ । साउनको पहिलोे सातासम्म यात्रु संख्या सामान्य रहेकोमा दोस्रो सातादेखि बढ्न थालेको हो । केवलकार मोडलमा निर्माण भएको कुश्मा बलेवा यान्त्रिक पुलमा खेतीपाती लगाउने समय सकिएकाले आन्तरिक र बाह्य यात्रुहरूको संख्या बढेको यान्त्रिकपुल लिमिटेडले जनाएको छ ।
साउनको दोस्रो सातामा दैनिक ६ देखि ७ सय यात्रुले यात्रा गरिरहेका छन् । यसअघि दैनिक ४ सयदेखि ५ सय यात्रुले मात्रै यात्रा गर्दै आएका थिए । यात्रु संख्या बढेपछि दैनिक ४० हजारु रुपैयाँ संकलन भैरहेको कुश्मा बलेवा यान्त्रिक पुल लिमिटेडका सचिव केदारनाथ शर्माले जानकारी दिए । “खेतीपातीको मौसम सकिएकाले यात्रुको चाप बढ्न थालेको छ,” उनले भने, “पर्यटक पनि बढेका छन् ।” सचिव शर्माका अनुसार असारमा दैनिक औसत ३१ हजार रुपैयाँ यान्त्रिकपुलको आम्दानी थियो भने जेठमा ४५ हजार र वैशाखमा ४८ हजार रुपैयाँ दैनिक आम्दानी हुँदै आएको थियो । नियमित पुल प्रयोग गर्नेमा बलेवा क्षेत्रका यात्रु बढी छन् । बलेवा क्षेत्रका र नियमित रूपमा यात्रा गर्ने यात्रुलाई सहुलियतदरमा एकतर्फी ७५ रुपैयाँका दरमा भाडा लिने व्यवस्था छ भने विद्यार्थी र बालबालिकालाई ४० रुपैयाँ तथा अन्य यात्रुलाई एकतर्फी १ सय रुपैयाँ भाडा लिइँदै आएको छ ।
गत माघदेखि व्यावसायिक सञ्चालनमा आएको कुस्मा बलेवा यान्त्रिक पुल लिमिटेडले अहिलेसम्म ५५ लाख रुपैयाँको आर्थिक कारोबार गरेको सचिव शर्माले जानकारी दिए । “खर्च कटाएर ४२ लाख रुपैयाँ बचत भएको छ,” शर्माले भने । यान्त्रिक पुलमा सबैभन्दा बढी दुईतर्फका ह्विल र केबुलकारको चक्कामा लाग्ने रबरमा बढी खर्च आउने गरेको छ । दुईतर्फका तीनवटा ह्विल र १६ वटा चक्कामा रबर खिइने हुनाले नियमित रूपमा फेर्नुपर्ने हुन्छ । त्यसबाहेका मासिक ६० हजार रुपैयाँ कर्मचारी र डिजेलमा खर्च आउने गरेको छ ।
पर्वत उद्योण वाणिज्य संघद्धारा प्रवद्र्धित यान्त्रिक पुल निर्माण कम्पनीले व्यापारिक दृष्टिकोणले महत्वपूर्ण मानिएको पर्वतको सदरमुकाम कुश्माबजारदेखि छिमेकी जिल्ला बागलुङको दक्षिण क्षेत्र बलेवा जोड्ने गरी करिब ५ करोड रुपैयाँको लागतमा पुल निर्माण गरेको हो । दुई घण्टाको पैदलयात्रा हिँडेर पर्वत सदरमुकाम कुश्माबजार आउन बाध्य बलेवा क्षेत्रका स्थानीय अहिले ५ देखि ७ मिनेटमै कुश्माबजार आउन सकेका छन् ।

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