The joy of a child when it takes its first steps is unparalleled. Now the happiness brought by Gwarco overpass in the road development of Nepal is similar. We are barely moving the steps of hope in road infrastructure technology. This is our real situation.

  It took four long years to complete the

production. Time and again the deadline was extended. From time to time, the technical topic came up. Finally the project has achieved success. Some call it 'flyover'. Regarding the name, the road department had to issue a statement some time ago. The reason is that everyone becomes an expert, an engineer on social media for discussion without the depth of reality. Although the technology used in Guarco overpass, which is old in developed countries but is considered a new technology for Nepal, is considered to be the best in terms of low cost, simple technology, flexibility in construction and environmental point of view, the question of location inappropriateness and its acceptance was being raised. This has been and will be a lesson for other projects now. However, vehicles will now flow smoothly on the Gwarko Ring Road, without any hindrance. And Mangalbazar Imadol ride seems to have to cross the road with a sigh of relief and some caution. Because the traffic of cross vehicles and pedestrians of the same direction of the service lane will be through the same underpass. However, the major problem of traffic jams at Gwarko Chowk has been resolved.

Questions

Gwarko Chowk in Lalitpur is one of the busy and complicated traffic crossing junctions in the valley. A plan was made to construct a 'flyover' to smooth the flow of traffic here by 'minimizing conflict points'. Its main physical structure is 'Grade Separated Crossing' with blind ramps of 320 meters on Balkumari side, 185 meters on Satdobato side and 540 meters of 'Mechanically Stabilized Earthfill Wall' with overhead bridge of 35 meters. The maximum height of which is a little more than 6 meters. Which is the height of the 'overhead bridge' i.e. the clearance of the underpass. Although there are many complex technical issues in it, basically the face structure of 'precast panel' is the same. The structure is now standing.

Similarly, its story tells how limited resources lead to consumption in technical design. The estimated cost of more than 31 million has been completed for 18 million. It has taken more than four years. It also shows a true picture of our planning and execution capabilities.

Similarly, it should become not only an opportunity for transportation operations but also an opportunity for the basic principles of urban development. It is not just a pile of mud and concrete, it should become a happy symbol of Nepali's thirst for development, hope and technology moving forward. It is also a joy to add a new technological brick to our country's road infrastructure. This wave of happiness also shows how optimistic we are and how positive we think. However, there are echoes of some realities within this happy Patangini. Where is our thinking, situation and place in road infrastructure technology? There are many veteran scholars and experts in the road sector in Nepal. The road department has years of experience. And, there are even more senior experts. However, asking for forgiveness, taking some lessons from Gwarko overpass and deciding the future path? I have tried to remind you of what is known here. After the completion of the construction and the operation in the future, the "Guarco Overpass" has raised some questions that will indirectly affect various aspects of dense urban planning, traffic management and economic and social mobility. Technically, is it 'future proof'? Can this structure be 'expanded' or 'modified' in the future? That is, its 'flexibility' is impossible.

Similarly, from a social, economic and psychological perspective, is there a 'universal design' for 'accessibility and mobility' for all types of pedestrians? Is it a structure free of 'social and psychological barriers' in dense urban areas? Will it affect the economic and commercial activity and impact of the street war? Can it be called an environmentally friendly and 'aesthetically well' structure? Such questions have arisen in my mind. Answers to these and similar questions must be integral to the structures we create. It should be more mandatory in all physical structures, especially in dense urban areas. The 'Guarco Overpass' does not have a suitable answer to the above questions.

All of these factors are limited by our resources, connivance in technical design, and the compulsion to operate cheaply. So let's imagine how serious a hindrance this extremely long 'blind ramp' in a dense urban area can be for pedestrians, especially for disabled people, senior citizens and children. It will be realized that this will certainly create economic and social divides, commercial and psychological barriers along the streets of the region. Although construction materials and technology are environmentally friendly, their impact on the environment is not less in the future. These blind structures cause direct damage to urban greenery. Especially from the point of view of traffic management in urban areas, this 'blind ramp' is considered efficient.

But in the future, it may complicate traffic flow and create obstacles to the development of alternative means of transportation. This design can somewhat undermine the efficiency of urban mobility. Therefore, this type of structure does not match the basic principles of dense urban planning with limited space or land. 

But in rural areas with low density and structure, it can be taken as the first choice as the cheapest, simple and suitable structure for the purpose of 'axis control' between 'express-ways'.  Meaning lost in

definition The terms

flyover and overpass (or overbridge) are often used interchangeably, but there are significant differences in the design, purpose and use of these structures. 

A flyover is a tall, long and complex structure built to span multiple lanes, intersections, or barriers, usually in urban areas, for complex traffic management. It often has curved ramps, multiple connection points, and multiple levels. Therefore, flyovers are more suitable in urban areas, where there is scarcity of space, complex traffic patterns and high traffic pressure. It can accommodate many traffic 'manoeuvres' and reduce the need for land acquisition. It is often used as part of complex 'interchanges' such as 'cloverleaf' or 'stack interchange'.  A

overpass (overbridge) is a simple, straight and short-span bridge, usually built over a road, railway or other structure to cross another road or pedestrian route. Its purpose is mainly to make the crossing between the two roads safer. And, overpasses are more suitable for rural areas where there is ample land availability, low budget and simple traffic patterns.

institutional weakness 

In Nepal, the decision-making process of infrastructure development is on the straight path of 'closing the file' rather than 'innovation'. Here the innovation ensures that what is legal recognition, on the contrary, is brought up to the door of the red house along with the scars and tags of mental abuse. Because of these potential fears and problems, we have a purely technocentric approach, limited consultative process and short-term perspective. And, these are compulsions. Another problem is not in our behavior.

We engineers focus primarily on traffic flow and technical standards. While we give less importance to human and social aspects. An extensive consultation process with local communities, transport experts, architects and sociologists and psychologists should be carried out but is not done. Even if they do, they are limited to the process. Attention is given only to solving immediate transport problems but not enough importance is given to the overall planning of long-term urban development. This is our reality and irony. Now the innovation must get legal recognition and we have no choice but to put it into practice.

Sustainable solutions

It is imperative to adopt a fully inclusive, sustainable and human-centered approach to our modern structures. Keeping in view the modern principles of urban development, we have to plan from a multi-faceted and long-term perspective. At the inauguration, the Prime Minister said that more such structures will be built now. It was political language. But in my mind, it flashed. Now the Kalanki-Chabhil-Koteshwar section of the ring road is being constructed. 'Blind barrier' structure like 'Guarco Overpass' should not be proposed and approved at any road intersections in the capital. Our next choice should be multi-level 'modular flyover design' with human-centric design.

should include the concept of 'Elevated Carriage-Way' with 'Center Line Pier' and 'Cantilever Project' especially considering the limited land available like Kathmandu. Where limited land can be used for multiple purposes. Although the initial investment on the financial side is somewhat higher and more expensive, almost all of the above questions are answered. solved. Now we must turn our attention to long-term affordability, low maintenance and efficiency. One that balances technical capabilities, social needs and environmental sensitivities.