SANGAM PRASAIN
APR 16 - Though the mention of Rukum may first conjure up images of war, the area is also known as the district of “52 lakes and 53 hills”. This once popular saying may lead people to envision flocks of visitors charting the region—the reality, however, has been different. The remoteness of Rukum--in terms of roads and other facilities—has always deterred the tourism industry from making its way in. And after the Maoists seized the area, its potential as a tourist haven was quelled into a seething pot of war.
Now, with peace restored and insecurity no longer posing the same threat after the Maoists’ entrance into mainstream politics, the Maoist party has shown interest in transforming the entire district into a war museum. Their vision more or less consists of showing visitors how the people’s war began and spread from Rukum.
Ethical questions surround this idea. Is it not too soon? And will it not reopen wounds that are still healing? The mere notion of visiting Rukum to fulfil personal curiosity may seem voyeuristic. But despite this, politicians and members of the Tourism Board sound optimistic.
“The picturesque bays and valleys, once filled with misery, are now awaiting tourists,” says Kashi Raj Bhandari, director of the Research, Planning and Monitoring Department at Nepal Tourism Board (NTB). “Ancient ruins, mountains, rivers lined with lush wheat fields, caves and centuries-old cultures in villages like Mahat, Cwangwang, Chakewang, Khara, Pipal, Syalapakha, Kakri, Hakam, Khola Goan, Burtim Danda and Saank can be attractions for both domestic and international visitors,” he says.
According to him, one lake that stands out is Syarpu Lake—locally popular
as a picnic spot. Locals claim that before the war began, more than 2,000 tourists visited the lake annually. To restore the area’s former vibrancy, locals are working to open up trekking routes that connect directly to the lake. The recently held Syarpu Festival provided momentum to this project, which has initiated the construction of few hotels in the home-stay model to accommodate visitors.
Locals are also focused on promoting the Guerrilla Trek, which would follow the trails along which thousands of Maoist guerrillas dug trenches and ambushed their enemy during the insurgency. As Rukum lies within the range of hills connecting the western and the eastern regions of the country, the trek will follow the major routes that Maoist guerrillas walked through.
The trekking regions mapped as of now are Khara-Khawla-Jhimkhani (45 minutes), Jhimkhani-Jhulnetta (4 hours), Kharakhola-Jibang-Khabang (3 hours), Jibang-Syarpu, Bafikot (3 hours), Syarpu-Kunakhet (3 hours), Kunakhet-Pipal-Rukumkot (3 hours), Rukumkot-Marine (2 hours), Maring-Kakri (2 hours) and Kakri-Riga-Tuksara (5 hours). These villages stand as witnesses to the war and still retain the scars of an entire decade of fighting.
Another proposed attraction is the Kham community, a group from which most guerrillas were recruited during the initial phase of the war. The change that befell the culture and lifestyle of the people of Kham after the insurgency is thought to be of interest to people.
“It is time we try to heal old wounds and cleanse our hatred with the bright prospect of tourism,” says Sarun Batha Magar, the Maoist district in-charge. As voiced by Magar, his party is bracing itself to show the scars of war to tourists. He believes that such a display can increase employment opportunities for the people of this marginalised region. The NTB voices likewise. “The area has the potential to become a war product to attract domestic as well as the international visitors,” says Bhandari of NTB.
According to available statistics, more than 558 people died in the region during the insurgency. This fact begs the question: Is it not politically incorrect to present a region that suffered the devastation of war into a holiday destination? The Chief District Officer of Rukum, Beni Madhav Gyawali, pointed out the necessity of an extensive survey and research before implementing the idea, but this question seems to escape the minds of NTB members, local Maoist representatives and groups of enthusiastic youths by the name of Dynamic Youth Society in the programmes they organise.
Saturday, April 16, 2011
Twin Otter shortage hinders fleet expansion
SANGAM PRASAIN
KATHMANDU, APR 16 -
Nepal’s domestic carriers will likely have a hard time enlarging or replacing their ageing fleet as the good old Twin Otter is difficult to come by in the international market.
Experts said that the Canadian-built Twin Otter, a 19-passenger aircraft with STOL capability and high rate of climb, was the most suitable aircraft for serving Nepal’s remote and mountainous regions; but there were very few reconditioned planes for sale in the world market.
In addition, government restrictions on importing aircraft older than 20 years has hindered fleet expansion by domestic carriers.
Experts said that although Viking Air and Harbin Aircraft Manufacturing Corporation produce the DHC-6 Twin Otter Series 400 and the Harbin Y-12 respectively as an alternative to the Twin Otter, they were costly to operate on remote sectors. The Twin Otter made its first appearance in Nepal in 1970 as a replacement to the DC-3 Dakota, the workhorse of the then Royal Nepal Airlines Corporation.
“There are about 50 Twin Otter aircraft available if the government extends the age limit to 25 years,” said Dorji Tsering Sherpa, a travel trade entrepreneur. He added that out of the 844 Twin Otters produced from 1966-88, 588 were still flying in various countries.
Bhes Raj Subedi, chief of the Air Worthiness Division at the Civil Aviation Authority of Nepal (CAAN), said that although older versions were not easily available in the market, modern versions of the Twin Otter and the Dornier were being manufactured. However, the price of these modern aircraft is very high for Nepali operators, he added. Normally, domestic carriers lease second-hand aircraft for operation on remote sectors. “Technically, it does not matter how old a plane is. The efficiency and safety of any aircraft depends on regular maintenance. “NAC is flying Twin Otters that are more than 35 years old,” Subedi said.
A senior engineer of NAC said that the 20-year age limit was a very rigid criteria for Nepal’s domestic carriers.
Between 1972 and 1979, the Canadian International Development Agency donated seven Twin Otters to NAC. Among them, four are in operation, two are out of commission and one can be put back in service after maintenance, said an NAC official.
Among private airlines, Lumbini Airways and Skyline Airways possessed about 10 Twin Otters in their fleet, but the carriers did not last long. Presently, Yeti Airlines has seven Twin Otters out of which four are in operation.
KATHMANDU, APR 16 -
Nepal’s domestic carriers will likely have a hard time enlarging or replacing their ageing fleet as the good old Twin Otter is difficult to come by in the international market.
Experts said that the Canadian-built Twin Otter, a 19-passenger aircraft with STOL capability and high rate of climb, was the most suitable aircraft for serving Nepal’s remote and mountainous regions; but there were very few reconditioned planes for sale in the world market.
In addition, government restrictions on importing aircraft older than 20 years has hindered fleet expansion by domestic carriers.
Experts said that although Viking Air and Harbin Aircraft Manufacturing Corporation produce the DHC-6 Twin Otter Series 400 and the Harbin Y-12 respectively as an alternative to the Twin Otter, they were costly to operate on remote sectors. The Twin Otter made its first appearance in Nepal in 1970 as a replacement to the DC-3 Dakota, the workhorse of the then Royal Nepal Airlines Corporation.
“There are about 50 Twin Otter aircraft available if the government extends the age limit to 25 years,” said Dorji Tsering Sherpa, a travel trade entrepreneur. He added that out of the 844 Twin Otters produced from 1966-88, 588 were still flying in various countries.
Bhes Raj Subedi, chief of the Air Worthiness Division at the Civil Aviation Authority of Nepal (CAAN), said that although older versions were not easily available in the market, modern versions of the Twin Otter and the Dornier were being manufactured. However, the price of these modern aircraft is very high for Nepali operators, he added. Normally, domestic carriers lease second-hand aircraft for operation on remote sectors. “Technically, it does not matter how old a plane is. The efficiency and safety of any aircraft depends on regular maintenance. “NAC is flying Twin Otters that are more than 35 years old,” Subedi said.
A senior engineer of NAC said that the 20-year age limit was a very rigid criteria for Nepal’s domestic carriers.
Between 1972 and 1979, the Canadian International Development Agency donated seven Twin Otters to NAC. Among them, four are in operation, two are out of commission and one can be put back in service after maintenance, said an NAC official.
Among private airlines, Lumbini Airways and Skyline Airways possessed about 10 Twin Otters in their fleet, but the carriers did not last long. Presently, Yeti Airlines has seven Twin Otters out of which four are in operation.
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