36-year-old Janak Bhandari of Rampur Municipality-6, Tilpur died in a landslide on Siddhababa road section on June 24. His wife Kalpana Chapagai Bhandari was injured.

Bhandari is not the only one who lost his life in a landslide near Dobhan Headworks, Palpa's Tinau Rural Municipality-3. Whether it is winter or rain, many travelers who travel here are bound to die prematurely. If we look at the statistics of the last 10 years, 68 people have died in Siddhababa area due to vehicle accidents, landslides, landslides, and stones.

According to the statistics of the traffic police, 57 passengers were seriously and moderately injured during the same period. Landslides carry small and large vehicles, and the risk of injury and death due to falling stones is always present in winter and rainy season. Most of the deaths and injuries occur in small vehicles. The problem of landslides, carrying and carrying from the road to the Tinau River has been a problem for years. Rain has been less this year, but the risk is always there.

'A 1126 meter tunnel is being built in a 900 meter area which is considered a high risk area,' Keshav Bahadur Saru Magar of Tinau Rural Municipality-3 said, 'The risk outside is the same this year as well. Always walk to Butwal market. He said that there is a problem of sudden landslides and stones falling from the upper hills in Siddhababa area. He said that many times he had seen rocks, landslides and huge veals washed away. Under the Siddharth highway, Siddharba area, four kilometers from Dobhan on the Palpa-Butwal road section, has always been depicted as 'death road'.

A tunnel is being built to reduce the current dangerous situation. But Saru Magar is still not convinced that the risk will be reduced. When he was hoping that the path of death would change after the construction of the tunnel, he was shocked by the tragic accident that happened near the tunnel. Krishnaraj Adhikari, Head of Siddhababa Tunnel Project Office, said that the measures to improve the current situation are included in the tunnel package.

'There is a plan to make the road safe by using slope stabilization and rock barrier method in the risky area here,' he said, 'Stones will be removed in the area of possible accident and strong wire mesh will also be laid on the upper part of the hill.' 

from which the landslide prone area will serve as slope protection. On the south side of the tunnel area, out of 2,300, 1,495 meters of slope protection work has been completed. 495 out of 1100 works have been completed in the north. MROne Mountain Side is only 481 out of 9620. Project Chief Officer said that out of 7440 MR2 Mountain Side, 1414 square meters have been worked.

"Now we have focused on the main tunnel," he said, "that's why the work outside has not been seen." But in this rainy season, the passengers of this area would have reduced the risk outside. In the area where the slope protection works have been carried out, there is a risk of rock falls, landslides and accidents. Under the package of the project, risk reduction work will also be done with modern technology on the Chidiya Khola-Siddhababa temple and the road from North Mohda to Dobhan in the tunnel. The strong wire mesh is expected to be able to hold stones up to 5,000 kg. Arrangements will be made to reduce the speed of large stones. According to the project, rock barrier and slope protection work will be done in Chidiya Khola-Siddhababa Mandir and Dobhan section as soon as the rains are over. The Chinese company China State Construction Engineering Corporation has taken over the construction of

. He has signed a contract to make it at a cost of 7 billion 34 crore 21 lakh rupees including value added tax. This project was agreed to be completed within 5 years in February 2078. According to the terms of the contract, the construction of the first phase should be completed within 5 years from the start of construction i.e. on 8th Chait 2083.

He said that the risk reduction method, which is considered successful in many countries of the world, will be adopted on the roads other than the tunnel in the Siddhababa section. Slope stabilization and rock barrier methods are considered successful. The road from Chidiya Khola to Siddhababa Mandir will be expanded into dedicated two lanes. There will be slope stabilization on the road up to 30 meters above. The work of making a rock barrier to prevent stones from falling will also be done under this contract.

The project has started slope stabilization and rock barrier work in the upper part towards the north tunnel where the tunnel is completed. The 1126m tunnel alone will not reduce the risk of this section. Therefore, the risk reduction method will be adopted in the lower and upper sections as well as on the road outside the tunnel.

As of June 27, the physical progress of the tunnel has been completed by 57.51 percent. According to the project office, the financial progress is 51.01 percent. The work of slope (invert) of main tunnel ground part of Siddhartha tunnel under Siddharth highway has been completed. Krishnaraj Adhikari, Head of Siddhababa Tunnel Project Office, said that 1089 meters of invert work has been completed.

The office said that 918.8 meters of structural coating (lining) work on the inner wall of the inner tunnel of the main tunnel has been completed. Savita Gyawali, engineer information officer of the office, has informed that the lining work has been completed at 444.6 meters and 474.2 meters towards the north.

Out of the total 1089 meters of the main tunnel, the invert work has been completed. According to the project, only 170.2 meters of lining work is left. "Invert and lining" work is going on in Bypass 1, while "Invert" work has started in Bypass 3, the office said.

'The project has accelerated the inner work of the main tunnel,' said the project chief officer, 'because it will be difficult to work because of the outer wall and the river at the bottom, the project is planning to bring vehicles through the main tunnel first.'

Bypass 1 has 151 meters, bypass 2 - 161 and bypass 3 - 130 meters. Invert work of Bypass 1 has been done for 145 meters. Lining work has also been done for 124 meters. Similarly, 125 meters of invert work and 42.9 meters of lining work of Bypass 3 have been completed. The invert of Bypass 2 is 46.5 meters and the lining work has not started.

The lowest part of the tunnel, where water or sewage is arranged, is called the invert. Drainage systems are especially important in tunnels. A pipe or conduit is placed inside the tunnel, called invert elevation. The lower part is also known as invert level or invert elevation by technicians. The lining in the tunnel makes it stronger, prevents water leakage and makes it safer in the long run. The width of the main tunnel will be 10.5 meters and the height will be around 7 meters.