Nepal Enters New Era of Infrastructure with Tunnel Development Strategy

Kathmandu. As the Nagdhunga Tunnel, viewed as a source of national pride, nears operation, a new technological era has dawned in the country.

While the Siddhababa Tunnel is currently under construction, the Quality, Research and Development Center under the Department of Roads has already completed studies for 16 different tunnel projects.

Why are nearly two dozen tunnels necessary in Nepal? Here are the details of a conversation with Rajesh Prasad Paudel, Director of the Quality, Research and Development Center, regarding the necessity and various dimensions of tunnel construction in Nepal:

• The Nagdhunga Tunnel is on the verge of operation, and 16 others have been studied; why are tunnels necessary in Nepal?

Rather than a specific study on exactly how many are needed, the Department of Roads has a clear 'mission and vision.' Our main goal is to reduce Nepal's 'transportation cost.' The shipping cost incurred from the place of production to the consumer has a major impact on market prices. In a country like ours with hilly and steep terrain, transportation costs are very high due to road curves and inclines. Tunnels provide a solution to this problem.

Building tunnels offers two or three main benefits. First, 'operation and maintenance' costs are reduced. Second, time has its own 'cost value.' If a journey that takes 10 hours can be completed in 5 or 6 hours through tunnels and viaducts, it provides a huge boost to the overall economy. It saves significantly on fuel, vehicle depreciation, and human labor. Reducing vehicle maintenance and fuel costs is a direct contribution to the country's economy. In a country with hilly terrain like ours, tunnels are no longer an alternative; they have become a necessity.

• What studies have been conducted regarding the need for tunnels in Nepal, and how many do you think are necessary?

Rather than specifying an exact number, we are moving forward based on necessity. Currently, we are studying 16 tunnels at various stages. Additionally, 7 tunnels are being built on the Kathmandu-Tarai Fast Track. According to our geography, tunnels make travel safer and shorter.

However, building tunnels is not as easy as building roads. It is a very complicated and technically complex subject. While road work is visible on the surface, tunnel work is done underground, where it is difficult to predict the geological structure. When digging a tunnel one or two kilometers below mountain peaks, the type of rock and soil inside is estimated based on technical assumptions. Therefore, 'surveys and feasibility' play a huge role in tunnel construction. We are currently conducting feasibility studies and detailed feasibility studies for 16 different projects.

• It is said that tunnels have different purposes. What are the types of tunnels built in Nepal?

The purposes of tunnels vary. For example, the main purpose of the Nagdhunga Tunnel is to eliminate 'traffic congestion.' Due to traffic jams on the inclines and declines between Thankot and Naubise, people have to wait for hours, and roads are often blocked for long periods when vehicles break down. This 3-kilometer tunnel will end that congestion and make travel easier.

On the other hand, the purpose of the Siddhababa Tunnel on the Butwal-Palpa section is different. The main priority there is to protect against landslides rather than shortening the distance. The Siddhababa section suffers from massive loss of life and property due to landslides every year. Although the length of the road and the tunnel are roughly the same, we introduced the tunnel concept there to get permanent relief from landslide risks and save lives. Similarly, the Fast Track tunnels are mainly for saving time and maintaining speed (expressway speed). We have adopted a strategy to build tunnels based on necessity—sometimes to remove congestion, sometimes to avoid landslides, and sometimes to shorten distances.

• Investment in tunnel construction is very challenging. How do you analyze its 'economic viability'?

Tunnel construction requires a huge investment. Therefore, we must look at the economic benefits before starting any project. For this, we analyze indicators such as the benefit-cost ratio and the internal rate of return. It is important to know how much investment is required, in how many years the return will be obtained, and how much it will contribute to the national economy.

However, sometimes even if it does not appear 'viable' in the immediate economic sense, tunnels must be built based on strategic importance. The state must invest in places that fall within the 'strategic road network' and will develop into commercial routes in the future. Therefore, during our studies, we are managing which projects take priority and which stage they should be taken to through a 'project bank.'

• There is a complaint that Nepal is dependent on foreign contractors and technicians for tunnel construction. Are Nepali technicians not capable of doing this work?

This is a question many ask. In fact, we have made great progress in building tunnels in the hydropower sector. Tunnels for hydropower have been built in Nepal for 25-30 years, and now Nepali contractors are successfully digging 8-10 kilometer hydro tunnels themselves.

However, there is a fundamental difference between a 'hydro tunnel' and a 'transportation tunnel.' Water flows through a hydro tunnel, but people and vehicles travel through a transportation tunnel. Therefore, there must be a 100 percent guarantee regarding safety, ventilation, lighting, and oxygen levels.

We have paid special attention to 'capacity enhancement' and 'technology transfer' in the projects currently under construction. Technicians from the Department of Roads and the Nepal Army are learning technology while working with foreign experts. Happily, a Master's degree in 'Tunnel Engineering' has now started at the Pokhara Engineering Campus. This will produce the high-level manpower we need domestically in the future. Gradually, Nepali contractors will also become capable of taking the risks of transportation tunnels and investing in technology.

• Among the 16 tunnels under study, the Dumkibas-Bardaghat and Hemja-Nayapul projects have already had detailed studies; what is the status of these tunnels for immediate construction?

The Dumkibas-Bardaghat tunnel falls on the East-West Highway. Vehicles still face great difficulty on the Daunne section there. We have been working on road improvements there for the last 10 years. A detailed study has been done, but the state of the national budget has not yet created a situation where we can immediately start the construction of a large tunnel. However, it is on our priority list.

Regarding the Hemja-Nayapul tunnel, although its returns may not be immediately apparent, it is very important for the future. When our 'Korala border' comes into systematic operation, the importance of this tunnel will increase. Once movement increases along the Kaligandaki Corridor under the 'North-South Corridor' connecting India-Nepal and China, it will make a huge economic contribution. Similarly, the Tokha-Chhahare tunnel connecting Nuwakot is also strategically important.

In summary, all these plans are the foundation for Nepal's future connectivity.

• Are there any preparations to study additional tunnels?

Certainly. It is not that we always have to build long and expensive tunnels. By building small tunnels of 200 to 350 meters, we can also avoid dangerous curves and landslide-prone areas. There is no major problem with ventilation and lighting in such small tunnels because oxygen flows naturally. This also reduces construction and operating costs. We have prioritized the use of such small tunnels and viaducts to make roads safe and sustainable.

• What plans and budgets are being prepared for tunnels in the upcoming fiscal year's budget?

We are currently in the pre-budget discussion phase. Our first priority is to ensure the budget to continue the work on the Siddhababa Tunnel. Apart from this, we have also proposed a budget for the study, research, and feasibility of new tunnels. Before any project goes into construction, its study must be strong. Therefore, a sufficient budget has been requested for studies. We are preparing to enter some important tunnels into the project bank this year and move the work forward.

We have already made a lot of progress in the road network. Our destination now is to make roads shorter, safer, and faster. For this, there is no alternative to tunnels, expressways, and modern bridges. We must domesticate the technology of tunnel construction.

Development from now on is not about going around hills, but cutting through them and moving straight ahead. Only this can make Nepal economically prosperous and strong in terms of connectivity. On behalf of the Quality, Research and Development Center, we are working for this very goal.