Frequent plane crashes, natural disasters, poor infrastructure and bureaucratic challenges—they all ail Nepali tourism. There is a dire need to ramp up efforts to get it on track. But then we as a country are taking a step back when the rest of the world is looking to boost tourism with robust plans and policies. The Civil Aviation Authority’s latest decision to close Tribhuvan International Airport—Nepal’s only ariel gateway for foreign tourists and the sole door of opportunities for millions of its citizens—for 10 hours (10 pm to 8 am) to complete a long-overdue taxiway expansion, has garnered national and international criticism for the strain it will put on the country’s tourism.

While there is nothing wrong with the project to renovate taxiways that have worn out from years of use, the authorities perhaps didn’t consider its impact on tourism and passengers seriously. The airport closure from November 8 to March 31 is bound to inconvenience foreign visitors as it coincides with both autumn and spring peak trekking seasons. Festivals, family reunions, holidays and favourable weather make this season the perfect time to travel to Nepal. Such a prolonged halt will only dampen people’s enthusiasm. One is left wondering why such a vital time was chosen for these renovations.

The financial repercussions are substantial. The Nepal Tourism Board, which had aimed for 1.3 million tourists this year, has cut down the expected number to 1.1 million. This could lead to a revenue loss of around Rs50 billion for the airline and tourism industry. Indirect cost could be many times higher. International airlines have cut flights or cancelled tickets at short notice, taking airfares to all-time highs. For instance, the most popular destination in November, Sydney, which would have cost Rs85,000 on normal days, will now cost Rs217,000 (for the highest priced tickets) and Rs114,000 (lowest). For average Nepali workers and students, these fares are unaffordable. Tourism entrepreneurs are facing losses as hotels are reporting cancellations.

In 2019, for the same project, the airport was closed for seven hours (11:30 pm to 6:30 am) after which 24/7 operations began for the first time to compensate for the lost flight hours. Earlier this year, too, for the very project, landings from the northern side of the airport were barred, but there were no airport closures. Given these precedents, one would have expected more robust planning this time. Instead, it seems there has not been enough homework. The civil aviation authorities’ efforts to manage the Kathmandu airport’s congestion by redirecting traffic to Pokhara and Gautam Buddha international airports have also failed because no foreign airline operator is willing to fly to these destinations.

Travel trade entrepreneurs lament that this “unplanned construction” is taking too long and fear it might extend to spring, another peak tourist season. This is understandable given Nepal’s poor record in completing roads and infrastructure. They have also urged the authorities to limit the shutdown to five hours. However, that risks further delaying the project. A balanced approach that prioritises tourism and passengers while ensuring timely completion is the best. The International Air Transport Association’s (IATA) request that the authorities shorten the closure or spare high-traffic days is logical. Halting operations at peak arrival and departure is neither wise nor sustainable.

Ultimately, the health of the country’s civil aviation is closely linked to the state of its regulator. Right now, it appears that our top aviation officials are working more for themselves than for the benefit of the intended beneficiaries.