The sound of the wind rushing through the trees as they brush and slide against the foliage, swooshing like a mountain river gently flowing downstream. Not one of those deep gorges but the shallow kinds, where the water hurries over the rocks, shaping them with millions of years of washing. That’s the white noise I discovered recently on Youtube: The wind in the trees. Depending on the force of wind, the sound changes, ranging from a gentle stream to that of a fierce river-- like nature imitating nature. Trees will always mean a million things to me, but recently, they’ve also become synonymous to Janice Pariat. I met Janice through her book: Everything the Light Touches. And I fell in love. The book is the Spring shade of green, letters written on a fern pressed to it. It’s a big, thick book and so makes it a good one to press to your bosom. I was interviewing Janice for the Nepal Literature Festival in Pokhara in February and so I read the book diligently, the way one does for duty and not for pleasure. I took two days off work to finish reading it, pinned to the nervousness of being singularly engaged in something nice. The book took me on a long journey though Northeastern India and Europe, as I joined each of Janice’s characters’ pursuits. The novel is a palindrome-- it progresses from the story of Shai and crescendos to that of Carl Linneaus’, where it becomes a book of poems. And then it traces each character back again, just as it had started out bringing one home to Shai’s story. And by the time we arrive at the last chapter, we’ve read four novels inside one. Each chapter has a different voice, making it an entirely different novel in itself, as the characters embark on journeys of self-discovery, in the guise of the pursuit of nature. Each of Janice’s characters is an outlier and each, in search of something. But they all converge in nature in their respective ways. The novel weaves itself around some really important and relevant topics: of colonialism, post-colonialism, indigeneity, identity, returning to one’s roots, taking only what one needs, and giving back to nature, all of them making us think about the causes of climate change and greed and also goodness. When I met Janice, one of the things I asked her was how she had written the book. And she did say that it felt sometimes like the book had written itself, even though it had taken her a decade to finish it. During the festival, when Janice read the prologue, which I like to call the invocation to storytelling, the audience watched enthralled. They leaned their hearts in to listen. she read it like a song. She speaks in singing, almost representative of the book-- tender and firm, supple like the leaves when sprouting, sturdy like the trunks that hold the promise of years. I offered Janice a book review, but how does one review a book one likes, except hold it and read it again? And like a sign, another green book found me: Twelve Trees by Daniel Lewis, steeped in dendrology, but also packed with anecdotes on anthropology and taxonomy, supported by illustrations. The book is a revelation: trees converse with other trees, have best friends, nurture one another, are the reason butterflies sometimes get caught in amber. Most importantly, trees are the outstanding stories of survival: “Survival takes many shapes. Occasionally, it involves standing your ground. Sometimes it means returning home. At other times, it requires leaving altogether”. Trees carry memory, even after they have been felled, and their rings bear history. Stories of survival are holding up each tree we see around us-- how they navigated the wrath of nature and the stupidity of human kind. Lewis says, scientists are driven not only by intellectual pursuits but also by astonishment… and that line came back to me last month when I stood under a tree in the heart of Ranibari and stared at an ancient tree, perhaps as Janice’s Goethe might have done at some point?  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240505120528_52aa2f881a9b0d2a56d1d998580369f4b27a96bc1ad4a9ce02183d27c9099345.jpg" data-media-id="editor_0" data-image-id="20240505120528_52aa2f881a9b0d2a56d1d998580369f4b27a96bc1ad4a9ce02183d27c9099345" data-rendition-name="original" width="1204" height="1600" loading="lazy" alt="trees"> <figcaption>Photo: NIRANJAN KUNWAR</figcaption> </figure>  My friend Nir, a dendrophile himself, watched me marvel at the tree-- it stands taller than any tree I’ve met in Kathmandu yet. And it stands there silently, nestling secrets for years, home to many “ghosts residents”, who burrow holes into its trunks and hide between the branches and leaves. “Go offer water to the Peepul tree and sit under its shade every Saturday,” the priest said, singing off a prescription of forest bath, also repeated by doctors and psychiatrists. And so I go. Seeking. Trees are so much, they’re myths, each drawing stories to itself and sometimes, lending its name to a place, sometimes to persons, sometimes to entire eras. For instance, the old name for the village I live in, is Chapli, a Newa name for an old tree that did not survive human folly. Now, other trees remain. Two outside my window, go through the cycle of life in their entirety every year. They become scrawny trunks and branches in Winter and come back in full force in Spring. I watch them from my window like my life depends upon them.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240505120532_24a3529f04c1a0ec9ffa21e6548a2fd3c0c9c1a43ad763749a00ac332f73be9f.jpg" data-media-id="editor_1" data-image-id="20240505120532_24a3529f04c1a0ec9ffa21e6548a2fd3c0c9c1a43ad763749a00ac332f73be9f" data-rendition-name="original" width="1280" height="960" loading="lazy" alt="Trees"> <figcaption>Photo: PRATIBHA TULADHAR</figcaption> </figure>  Lewis says: Just as humans stretch and wrinkle and sag with age, trees do, too. And so I imagine these trees are my sisters, aging alongside me, their branches like tresses blowing in the wind some days, and sometimes, weather-beaten and cold, their branches weighing down like sagging breasts. But today, they’re lush green, swaying in the breeze and waiting for the rain. For trees carry the memory of rainfall.

Pratibha Tuladhar

original

674x448

610x380

500x500

400x266

400x240

400x203

301x200

1250x600

1084x550

thumbnail

viewImage

Trees, trees

This is the first instalment in a new limited series in Nepali Times on the historic transportation infrastructures of Nepal. Nepal’s Forest Railways As<a href="https://nepalitimes.com/here-now/india-s-border-trains-that-connected-nepal"> India’s railway network </a>expanded in the 1890s and 1900s, the demand for wooden railway sleepers, called ‘ties’ in America, likewise increased. The <a href="https://archive.nepalitimes.com/article/Nepali-Times-Buzz/the-rana-reign-a-recap-of-history,3751">Rana regime</a> realised that western Nepal’s dense forests, from which sal trees could be extracted and sold, represented a valuable source of revenue. There was a problem of accessing large tracts of <a href="https://nepalitimes.com/here-now/the-tarai-s-shrinking-forests">Tarai forests</a>. However, once Indian railway lines are extended to Nepal’s border in several places, this issue could be resolved by constructing logging railways, also known as ‘tramways’ or ‘light railways’. The Nepal Government awarded a contract to Punjabi timber contractors to supply 15,000 sal sleepers to Chandan Chauki station of India’s Oudh &amp; Rohilkhand State Railway in 1908. The contractors also received a concession to construct a steam tramway to run 48km into <a href="https://nepalitimes.com/banner/reviving-nepals-community-forestry-success-story">Nepal’s forests</a> for cutting and transporting trees. The author found no records, however, indicating that such an ambitious tramway was built in 1908. The hewn logs were probably carried into India by bullock carts or <a href="https://nepalitimes.com/news/elephants-become-white-elephants">elephants</a>. The earliest known forest railway in Nepal was built in 1914 in the southwestern corner of the present-day Parsa district. A British engineer went to the Indian border town of Bikna Thori to plan a 4-mile portable light railway for the transport of timber from <a href="https://nepalitimes.com/here-now/on-the-tri-junction-of-wildlife-conservation-conflict-and-co-existence">the forest of Chitwan </a>to the Thori depot on the Bengal &amp; Northwestern Railway. This short line was laid upon wooden sleepers, and its rails could be taken up and repositioned when logging in one section of the forest was completed. This forest railway was in operation at least through 1917.&nbsp; A few year down the line in 1923, J V Collier of the Indian Forest Service built a narrow-gauge railway in Kailali district also to export of timber to India. This line, the Nepal Government Forest Railway, departed Chandan Chauki in Uttar Pradesh and ran 48km northwest into Nepal.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250824150820_84ddef57433c2f847b2c7e56c2d9c924084b6e6a504bbca905d2c593fac8eabd.jpg" data-media-id="editor_6" data-image-id="20250824150820_84ddef57433c2f847b2c7e56c2d9c924084b6e6a504bbca905d2c593fac8eabd" data-rendition-name="original" width="1130" height="689" loading="lazy" alt="Nepal's little railways"> <figcaption>A Nepal Government Forest train in Kailali District hauling sal sleepers in 1925. Photo: DAVID CHURCHILL </figcaption> </figure>  It was a 2-foot railway supported by 11kg rails. The line was ‘temporary’ in that as sal trees were thinned out in one area, railway tracks were shifted to uncut areas of the forest. The railway crossed seven small <a href="https://nepalitimes.com/here-now/saving-what-is-left-of-himalayan-rivers">rivers</a>, but the bridges were taken down during the summer and monsoon. Trains ran only from November to April. This forest railway purchased four 4-6-0T ‘tank’ engines built in Leeds, England. Each bogie could carry 100 broad-gauge sleepers, and two engines were needed to haul a 21-car train loaded with 2,100 sleepers. This huge commercial forest operation once employed about 14,000 men, most of them Indians. During one season, nearly 800,000 broad and metre-gauge sleepers were exported to India. When India suffered a depression in 1930, large scale operations came to an end. Read also: <a href="https://nepalitimes.com/news/rust-in-peace?fbclid=IwAR1_eg88TCOS6RGRW1af7WvaWx5mzh_rY8-vT1MnJxSs41QtCpaA988oXk8">Rust in peace</a>, Daniel W Edwards  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250824150828_13a0b894b9ea0c478904d358028f0c976d84f284432ee25106787366598d38e5.jpg" data-media-id="editor_9" data-image-id="20250824150828_13a0b894b9ea0c478904d358028f0c976d84f284432ee25106787366598d38e5" data-rendition-name="original" width="6000" height="4000" loading="lazy" alt="Nepal's railways"> <figcaption>Rails extended north from this spot into the virgin sal forests of Bardia in western Nepal 100 years ago.  DANIEL W EDWARDS</figcaption> </figure>  A third railway was built in <a href="https://nepalitimes.com/here-now/the-big-bulls-of-bardia">Bardia </a>where some scattered rails and signs of an old roadbed were seen in the 1960s. It ran from Nishangada in India to Khairbhatti in Nepal. From there, stations heading south were Ranipur, Karmak, Taratal and Madhuwan. Collier likely <a href="https://nepalitimes.com/here-now/nepal-train-project-struggles-to-stay-on-track">built this railway </a>as well in the 1920s. An elderly man in Bardia in 2022, whose father had worked on this forest railway, was interviewed for this account. Kathmandu Valley’s Motor (Trolley) Railway Merchants importing goods from India via the<a href="https://archive.nepalitimes.com/article/business/ropeways-connecting-nepal,1749"> ropeway</a> Chandra Shamsher built in 1927 had to go to the ropeway’s terminus at Matatirtha near Thankot to claim their goods and then haul them 6km to the customs house Bhansar Adda at Teku for clearance and payment of customs duties. The Motor Railway was built to carry goods from the<a href="https://archive.nepalitimes.com/news.php?id=16839"> ropeway station </a>directly to the customs office, making it cheaper and more convenient for merchants to receive their shipments. In December 1931, Prime Minister Bhim Shamsher issued an order (sanad) putting Lt Gen Singha Shamsher Rana in charge of building this rail line to Teku and on to ‘Nabalak Khana’ in Tripureswar, a distance of 10km. The project was subdivided into four sections or ‘phant’, and for each, budgets and timelines were established. There was bato phant (constructing the roadbed), lik sleeper and jordne phant (laying sleepers and joining the rails), culvert phant (installing culverts) and pul phant (building bridges). Colonel Kishore Narsingh Rana was put in charge of the sleeper and rail section, while Colonel Dilli Jung Thapa, an engineer at Ghar Kaj Adda, also was involved. The Motor Railway was completed by the end of 1933. In the beginning, the railway’s small wagons may have been pulled and pushed by men and bullocks. However, in 1938 a British railway manufacturer sent Nepal a four-wheel, 5½ ton, 2-foot narrow-gauge diesel-powered locomotive with mechanical transmission, hence the name motor railway. Read also: <a href="https://nepalitimes.com/latest/nepal-railways-janakpur-test-drive?fb_comment_id=3554227181262227_4263866616964943">Nepal Railways Janakpur test drive</a> Leaving Matatirtha, the trains passed Satungal, Naikap, the Bishnudevi Temple, crossed an iron bridge over Balkhu Khola, then to Ghattepakha, Sunagau, through what is now a section of Kuleshwor (‘Lik Marg’) to the Customs Office at Teku.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250825020852_033f0cee9775d7dadde7811132f84da876f614c386e3677e560ba7aed79909d9.jpg" data-media-id="editor_15" data-image-id="20250825020852_033f0cee9775d7dadde7811132f84da876f614c386e3677e560ba7aed79909d9" data-rendition-name="original" width="2000" height="1333" loading="lazy" alt="railways in Nepal"> <figcaption>Lik Marg in Kuleswor, the former route of the Motor Trolley Railway. Photo: DANIEL W EDWARDS</figcaption> </figure>  In 1945, Motor Trolley had four engines, but spare parts was badly needed. The charge for transporting one maund (about 40kg) of cargo from Matatirtha to Teku was 50 paisa. Even though the trains ran slowly and only for a short distance, <a href="https://nepalitimes.com/news/fatalism-and-fatalities">accidents were not unknown</a>. A train loaded with rice, salt and cotton derailed on a curve in July 1946, and two railway employees were crushed under the cars and killed, five others were injured. Besides the driver and a brakeman, guards rode the trains to prevent theft of goods.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250824150836_63a327d4db3b067a23dd5c6cf17a31ffe811ffd4a8429bc31011d62298a90060.jpg" data-media-id="editor_17" data-image-id="20250824150836_63a327d4db3b067a23dd5c6cf17a31ffe811ffd4a8429bc31011d62298a90060" data-rendition-name="original" width="6000" height="4000" loading="lazy" alt="Nepal's railways"> <figcaption>The author by the remains of the Balkhu Khola bridge built in 1932 with American steel. Photo: JEEVAN NEPAL</figcaption> </figure>  By 1953, government budget estimates indicated the Motor Railway would break even with an income of Rs70,000 against Rs71,000 in expenditure. It appears the railway stopped service around 1957 with the opening of the Raj Path and the extension of the ropeway from Matatirtha to Bhansar Adda. Bent steel beams of the bridge across Balkhu Khola and two plaques recovered from the river a few years ago are the only remains of this railway today. Photos of the Motor Trolley Railway in operation are hard to come by.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250825020848_3a7cd17d0ffc36bbf5fdad404f5f6e91c7aa0e4f4ed729ed2c7e9c186f32ca9b.jpg" data-media-id="editor_18" data-image-id="20250825020848_3a7cd17d0ffc36bbf5fdad404f5f6e91c7aa0e4f4ed729ed2c7e9c186f32ca9b" data-rendition-name="original" width="5189" height="1979" loading="lazy" alt="railways in Nepal"> <figcaption>Steel plaque commemorating the construction of a Motor Trolley bridge across the Balkhu Khola. Photo: DANIEL W EDWARDS</figcaption> </figure>  The Kosi Project Railway (KPR) As early as 1941, India and Nepal considered building a dam on<a href="https://nepalitimes.com/here-now/the-kosi-s-sorrow-and-scope"> the Kosi River</a> to prevent destructive floods caused by <a href="https://nepalitimes.com/editorial/when-it-rains-it-pours-ksqprbu3">monsoon rains</a>. Floods in 1950 inundated 500 villages in Bihar and left 500,000 people homeless. The two governments signed an agreement in 1954 to build a barrage on the Kosi, and King Mahendra and Prime Minister Nehru laid the foundation stone in April 1959. To transport stones from a quarry near Dharan to use in mixing concrete at the construction site, the Indian government, in charge of building the barrage, made plans to build a narrow-gauge railway linking Bihar and its border town of Bhimnagar with Nepal’s settlements at Chakraghatti, Chatra and Ghopa, the outskirts of Dharan.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250824150816_fc5e13b01022c63c64f1e83589da0015eee7ecd002bdd3d97b88c98c1f3d45b7.jpg" data-media-id="editor_21" data-image-id="20250824150816_fc5e13b01022c63c64f1e83589da0015eee7ecd002bdd3d97b88c98c1f3d45b7" data-rendition-name="original" width="4011" height="2645" loading="lazy" alt="Nepal's railways"> <figcaption>Steel plaque commemorating the construction of a Motor Trolley bridge across the Balkhu Khola. Photo: DANIEL W EDWARDS</figcaption> </figure>  The section of the KPR in Nepal totaled 66km — the country’s longest railway to date. The stations south of Chakraghatti were Rajabas, Maduhuwan, Kushaha, Haripur and Bhantabari. The line built, operated and owned by the Indian Government, was opened in 1958 and known locally as Dhunge (stone) Rail. Procuring locomotives, wagons and other materials was a challenge. India’s Railway Board searched the country for old 41 lb rails, and located steam engines, most built around 1910, in poor condition, and stored in ‘retirement’. These decrepit locomotives were later cannibalised for parts to keep the remaining engines running, and six newer locomotives built in Yugoslavia were sent to the KPR in 1960 to prevent the railway from shutting down and halting construction of the barrage.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250824150832_fd644f9e2674c5047a531de5dfeb2c8860b0f93dddc7a2df3db867bf31b2c94b.bmp" data-media-id="editor_22" data-image-id="20250824150832_fd644f9e2674c5047a531de5dfeb2c8860b0f93dddc7a2df3db867bf31b2c94b" data-rendition-name="original" width="3171" height="2069" loading="lazy" alt="Nepal's railways"> <figcaption>KPR locomotives, water tank and staff at Chakraghatti in Nepal. Photo: JOHN BENSON</figcaption> </figure>  Used bogie-wagons (gondolas) came from <a href="https://nepalitimes.com/here-now/india-nepal-rail-diplomacy">Indian railways</a> that had been converted to metre-gauge, others were manufactured in Muzaffarpur without couplers due to the non-availability of steel. A hundred new wagons arrived from Japan, but only half could be put in service, as couplers from the other 50 were removed and attached to the Muzaffarpur wagons. This smorgasbord of equipment kept shop mechanics and work crews busy, but now-abandoned railways in Nepal always operated under less-than-ideal conditions. Although the purpose of the KPR was to transport gravel, stones and boulders to the site of the barrage, photographs show people riding in loaded wagons. Excluding Dharan, there was no bus service through the wild animal infested jungle between Dharan and Chakraghatti or along the dusty paths linking other small villages on the KPR, so patient locals sat in wagons at Dharan, waiting perhaps for hours for trains to depart.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250825020852_7d011dcc8e9b8cb0fe745b352486ebc4a84dac99419eadb35875333db20837c6.jpg" data-media-id="editor_24" data-image-id="20250825020852_7d011dcc8e9b8cb0fe745b352486ebc4a84dac99419eadb35875333db20837c6" data-rendition-name="original" width="3965" height="2659" loading="lazy" alt="railways in Nepal"> <figcaption>Ticketless riders on a train of gravel and stones in the forest between Dharan and Chakragatti in 1966. Photo: JOHN BENSON</figcaption> </figure>  Sons of former railway workers in Chakraghatti say that there were no fixed schedules, three or four trains ran both ways daily in the early 1960s. Southbound trains carried gravel, stones and boulders, while northbound trains would carry coal, cement and provisions, including sacks of coins to pay the workers. Trains even ran at night, and the crews worked long hours. Workers received free housing in project-built tenements but had to buy food supplies and items for personal use. The Babu Saheb or the superintendent lived at Chakraghatti, and at one time supervised more than 1,000 employees, nearly all of them from India. The barrage was completed in 1964, but by 1970, the Kosi Project Railway had passed into history. Daniel W Edwards was a Peace Corps volunteer in 1966 and is the author of several books on Nepal.

Nepal’s five little railways

· &nbsp;At least 400 people are dead or missing after heavy rainfall lashed arid regions of northwestern Pakistan. Walls of mud and boulders engulfed entire villages in Khyber Pakhtunkhwa Province. More than 700 people have been killed in floods in Pakistan since June.&nbsp; · &nbsp;Over in India’s Jammu and Kashmir at the same time, multiple slurry floods on 17-18 August killed more than 80 people · A mudslide possibly caused by a glacial collapse upstream in Uttarakhand on 5 August nearly wiped the village of Dharali off the map. At least 70 people, 23 of them Nepalis are dead or missing. · On the night of 8 July, <a href="https://nepalitimes.com/news/rasuwa-flood-likely-a-glof">glacial lakes in Tibet overflowed</a>. By dawn the mudflow had demolished the Nepal-China border bridge killing at least 11 people, destroyed hydropower plants, swept away bridges, roads, over 100 cargo trucks and newly imported electric vehicles. All these disasters have a common thread: a cascade of hazards caused by record-breaking rainfall on fragile Himalayan slopes destabilised by melting glaciers and permafrost, seismicity and poorly engineered infrastructure. They are called ‘rain bombs’ — a heavy localised downpour measuring more than 100mm/h on a steep mountainside. As global warming heats the atmosphere, warmer air can hold more water vapour. The heavy rain then falls where there should be snowfall: on moraines and slopes that have lost the permafrost adhesive that held the debris together. “Increasingly, there is now more rainfall at higher altitudes where there used to be snowfall previously, and this directly impacts loose material in that fragile landscape which moves down,” explains Mohan B Chand, a Himalayan Glaciologist at Kathmandu University. “Moreover, the rains these days are heavy and fall within a few hours. So even a small burst has bigger impact.” The <a href="https://nepalitimes.com/banner/drones-to-the-rescue-in-melamchi">2021 Melamchi flood</a> and the <a href="https://nepalitimes.com/news/sikkim-flood-is-warning-to-nepal">Sikkim disaster in 2023</a> have been attributed to record-breaking torrential rain on a glacial moraine that collapsed, unleashing a catastrophic debris flow.&nbsp; The Bhote Kosi flood this year happened even without torrential rain, and originated at rapidly expanding supraglacial lakes that overflowed, similar to what happened on the Mendenhall Galcier in Alaska last week. In Uttarakhand, the trigger could be in the upper catchment cryosphere, or a landslide dammed lake. Basanta Raj Adhikari of the Centre for Disaster Studies at the Institute of Engineering also calls them ‘sediment bombs’. He clarifies: “There is lots of sediment up there from landslides or glacial activity, and when there is heavy rainfall and hotter temperature, they are unleashed downstream. One thing is for sure, these extreme events are getting more frequent and more destructive.” Researcher Alton C Byers who has studied melting glaciers in the Himalaya and Andes names the eight most potentially dangerous glacial lakes in Nepal: Lower Barun, Chamlang North Tso, Chamlang South Tso, Dig Tso which burst in 1984, Lumding Tso, Thulagi, Tso Rolpa and Imja Tso (see map).  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250822030844_70b3bf6a1ad9b9f9481c9af860629b2a05ac1338a3b89a831506f1c6bdddf5ec.jpg" data-media-id="editor_3" data-image-id="20250822030844_70b3bf6a1ad9b9f9481c9af860629b2a05ac1338a3b89a831506f1c6bdddf5ec" data-rendition-name="original" width="522" height="557" loading="lazy" alt="high risk glacial lakes in Nepal"> </figure>  Of these, Tso Rolpa and Imja have been lowered by 3m each, while Thulagi, Lower Barun, Lumding Tsho, and Hongu 2 glacial lakes have been targeted for lowering by the Department of Hydrology and Meteorology as part of the recent Green Climate Fund grant of <a href="https://nepalitimes.com/here-now/meltpools-in-the-himalaya" target="_blank">$36.1 million awarded to Nepal</a>. “These lakes have changed over the years as their debris-covered glaciers continue to recede,” Byers told Nepali Times. “When water volume in the lake basin increases, they become more vulnerable to flood triggers such as overhanging ice as glaciers recede further to their headwalls, and permafrost on their moraines continues to melt.” <h2>These are not ‘natural disasters’</h2> Scientists have given the current planetary epoch a name: the Anthropocene. And anthropogenic causes in this era heighten the risk of disasters. Indeed, an analysis of recent Himalayan calamities (page 1) shows that there is much more at play here than climate breakdown. Haphazard encroachment of floodplains, quarrying and crusher activity exacerbated the effect of <a href="https://nepalitimes.com/editorial/when-it-rains-it-pours-ksqprbu3">extreme rainfall on 28 September around Kathmandu Valley</a> that killed 200 people. The human cost of the 5 August catastrophe in Uttarakhand would have been high in any case, but the fact that the tiny village had expanded across a vulnerable alluvial fan to cater to a tourism boom meant more death and destruction. There are similar alluvial fans across Nepal, where small towns have expanded because new highways follow rivers, like Beni located at the confluence of the Myagdi Khola and Kali Gandaki. Other towns like Kagbeni or Damauli are located on the banks of rivers and tributaries that are directly downstream from rapidly expanding glacial lakes or unstable mountains. “In Butwal, people are building houses on the floodplain of the Tinau River, and yet people blame climate change or rainfall when there is a disaster,” says Basanta Raj Adhikari at the Institute of Engineering. “This is happening all over the country. Imagine the kind of devastation Beni would suffer if there was a big flood.”  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250822030848_ed411f8618c7a411ed4c165e91f3b880abb085a8a511405710dd8220f657da84.jpg" data-media-id="editor_6" data-image-id="20250822030848_ed411f8618c7a411ed4c165e91f3b880abb085a8a511405710dd8220f657da84" data-rendition-name="original" width="1200" height="800" loading="lazy" alt="Beni Bazar"> <figcaption>RISKY CONFLUENCE: Beni has expanded rapidly after the highway to Mustang was built. But the town is situated on the alluvial fan of past flash floods on both the Kali Gandaki and Myagdi Khola which have dangerous glacial lakes in their upper catchment. Photo: BENI TOURISM</figcaption> </figure>  Traditionally, Nepal’s villages and settlements were located high above rivers because our forebears learnt lessons from recurring flash floods. Now, the road network follows rivers, and towns have sprung up along these highways. Even when roads are not on river banks, many gouge out slopes above, unleashing massive landslides that block rivers. Experts say Nepal’s hazard map should now be updated for glacial outbursts so municipalities can plan risk-sensitive land use zoning. This &nbsp;must go hand-in-hand with measures to reduce the risk by structural mitigation, such as engineering and construction, and then with risk awareness and early-warning systems. Says Himalayan researcher Alton C Byers: “Sooner or later, communities will realise that certain sites are simply no longer safe for a village or city, especially because of climate change in the mountains. The Himalaya has always been high-risk with its steep slopes, thin soil, monsoon rainfall regime, and frequent seismic activity. So, some places are no longer safe to live in.” Mohan B Chand of Kathmandu University adds that <a href="https://nepalitimes.com/banner/climate-smarter-himalayan-infrastructure">hazard mapping is especially crucial for expensive hydropower plants</a>: “Most of these are on snow-fed rivers, but environmental risk assessment is not taken seriously.” He says that because Nepal is set to generate 28,500MW by 2035 to meet its carbon neutral target, the government must work to minimise upstream risk by integrating disaster mitigation components in new energy investments. Few know that Nepal’s first hazard mapping was done 40 years ago in the Khumbu with a United Nations University study titled ‘Highland Lowland Interactive Systems’. It is hard to find that document anywhere. Today, hazard mapping technologies, satellite remote sensing, drones, synthetic aperture radar (SAR) and modelling with AI have made it much easier to integrate multi-hazard risk assessment. That data needs to be made available to local governments so they can plan. Cell phones and new apps that monitor real-time glacial lake levels, live precipitation and hydrological data, and local weather forecasts can make early warning systems more effective. Recent disasters have shown that even the smallest of glacial lakes that are rarely considered in risk assessments can cause much damage. Langmale Lake in the Barun Valley was less than 0.1 km2 in size, but <a href="https://nepalitimes.com/here-now/nepal-s-mountains-are-melting" target="_blank">the flood in 2017</a> caused extensive downstream damage. The 2012 Seti flood in Pokhara, the Chamoli disaster in Uttarakhand in 2021, the South Lhonak proglacial lake burst in Sikkim in 2023 that washed away the $1.7 billion Chungthang Teesta III Project, and the August 2024 floods above Thame in Khumbu are other recent examples.&nbsp; Byers thinks some of these floods may have been initially triggered by massive rockfall or moraine collapse related to <a href="https://nepalitimes.com/multimedia/the-not-so-permanent-frost" target="_blank">melting permafrost</a>. The size of a glacial lake alone does not determine the severity of destruction. What makes all the difference is downstream development, and if there pre-warning. Dig Tso in Khumbu which burst in 1984, was much larger than the lake that caused the Bhote Kosi flood in July, but the economic cost to the country of the trans-boundary disaster this year was much higher. Says glaciologist Chand: “We have to monitor the lakes, not just via remote sensing but with field visits. These may be costly, but mitigating the risk is less expensive than the disasters themselves.” Nepal has the technology and trained personnel to do hazard mapping, monitoring, and to design early warning apps. That data and information now needs to be available to all three levels of government to improve preparedness and risk reduction. “The cascading and compounding hazards are increasing in the Himalaya, this must be the subject of our research now,” says Adhikari at the Centre for Disaster Studies. “Recent events are a wake-up call, if we do not take this seriously things may be more dangerous in future.”

Rain bombs

The cost of preserving Nepal’s past

Turkish Airlines is official airline partner for the second edition of the Vatsalya Everest Women’s Volleyball League (EWV). The league, scheduled for 5-13 September, will take place in Pokhara and feature 18 international players alongside elite Nepali volleyball talent. The agreement was signed by Turkish General Manager Serkan Başar, and EWV CEO Snevy Chapagain. “Turkish Airlines’ support ensures a seamless journey and adds immense prestige to the league’s goal of women’s empowerment through sports as well as the agenda of sports tourism,” said Chapagain. “We are thrilled to partner with Vatsalya Everest Women’s Volleyball League as the official airline. With this association, we aim to support women role models in sports. We believe this association will connect countries to Nepali volleyball,” remarked Basar.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250825030844_36df66612152abbea71f15579358a2bb0fe797f21cbe7e7c7f28e3fe91655ae4.jpg" data-media-id="editor_0" data-image-id="20250825030844_36df66612152abbea71f15579358a2bb0fe797f21cbe7e7c7f28e3fe91655ae4" data-rendition-name="original" width="1920" height="1280" loading="lazy" alt="Turkish"> </figure>

daniel-lewis

Trees, trees

Nepal’s five little railways

Rain bombs

The cost of preserving Nepal’s past

Turkish to sponsor women’s volleyball league