On the morning of 25 April 2015, as shocked residents of Kathmandu were sifting through the rubble of collapsed homes and temples, there was thunder in the air. Many thought it was another earthquake. A formation of six Indian Air Force MI17 helicopters were flying low over the Lalitpur to land at the airport. Soon after, the Chinese Air Force dispatched its own MI17s, flying over the Himalaya. In the week that followed, the US Marines flew in V-22 Ospreys from Okinawa with mid-air refueling along the way. Then C-17s landed in Kathmandu with UH-1L helicopters in their bellies. Singapore, Israel, Japan, Thailand sent military aircraft with relief and also evacuated their nationals. The Nepal Army only had three small helicopters at the time. So, the most urgent need after 25 April was air support to lift injured people out of remote areas, fly in relief supplies, and conduct aerial surveys of the most affected regions.&nbsp; “The international response was commendable. It was immediate and overwhelming,” recalls &nbsp;Sagar Shrestha of the Nepal Red Cross Society. Indeed, it may have been too overwhelming: the airport soon ran out of apron space as heavy jets started coming in one after another.&nbsp; Despite the intensity of the shaking, there was no damage to the runway and terminal building and the airport was immediately operational. This meant that within 16 hours of the earthquake, a Turkish Red Cross emergency response team had already landed in Kathmandu. The Nepal Army set up a command and control centre at its hangar at the Airport to coordinate relief and conduct medevacs from affected areas. Army personnel accompanied the helicopters to navigate in high terrain. But in the immediate aftermath, it was local communities that sprang into action to dig survivors out of the rubble. Since most of the collapsed buildings in Kathmandu were not concrete high rises, it did not need specialised equipment.&nbsp; Before long, the Nepal Army, Armed Police Force (APF) and the Nepal Police came together in the search efforts, carrying out most of the rescues, pulling babies out alive after 22 hours. “The APF was responsible for search and rescue and the army had the job of transporting wounded people,” recalls Govinda Raj Pokhrel, vice-chair of the Nepal Planning Commission at the time.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250412150420_444da7500f04cad6cb37e728d5dbc09d358e0a08e35ede82b6900dfe416cc41c.jpg" data-media-id="editor_0" data-image-id="20250412150420_444da7500f04cad6cb37e728d5dbc09d358e0a08e35ede82b6900dfe416cc41c" data-rendition-name="original" width="1778" height="1000" loading="lazy" alt="It better be better next time NT"> <figcaption>A Turkish seach and rescue team arrived the very next day after the earthquake because Kathmandu airport was not damaged. Photo: WIKIPEDIA</figcaption> </figure>  The government declared a state of emergency and requested international help within 3–4 hours of the earthquake, and relief flights started arriving immediately. In parts of Kathmandu where concrete structures had collapsed like Gonga Bu, their carbon dioxide life detectors and listening equipment helped locate buried survivors.&nbsp; But it was old fashioned pick and shovel and sniffer dogs that sufficed in most collapsed structures in Bungamati, Bhaktapur, Sankhu and other badly-affected towns. Local first responders and the APF and Army were responsible for most of the rescues. Lack of information to international relief agencies meant that most arrived with equipment that was not really needed. There was also duplication with foreign search and rescue teams stepping on each other’s toes in ruined neighbourhoods. “The government launched coordinated rescue efforts, assigning specific responsibilities to each ministry. For instance, the Ministry of Forests was tasked with managing helicopters arriving from foreign countries to ensure smooth logistics,” adds Pokhrel.&nbsp; Sushil Koirala who was the prime minister at the time, coordinated with the ministers and assigned them responsibilities. The government was slow to coordinate international assistance, and when it finally took charge, it insisted aid go through a ‘one-door policy’ to the Prime Minister’s Relief Fund.&nbsp; This was heavily criticised on social media by Nepalis and foreigners alike, and actually dissuaded many wishing to help to either withdraw or delay providing monetary and in-kind support. The other government decision that was ridiculed was an over-enthusiastic Customs Department that wanted to tax relief material. Although some of the clothing, food and home repair supplies were low quality or inappropriate, obstructing help during an emergency was not a good idea.&nbsp; “There were issues at the airport as large numbers of foreign aircraft were flying in. And the one-door policy for donations to be through the prime minister’s fund became a problem,” admits Pokhrel, adding, “the government was in full control though, which is required during such large-scale disasters.” Pokhrel helped organise an international pledging conference within two months after the earthquake. Even while aftershocks rocked Kathmandu, international donors from 34 countries responded generously with promises of $4.4 billion. However, some of that money was calculated in the help already sent, and much of the pledges never materialised.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250412150420_9d9cde1aad5ed3233702719394f1ca01c99d7c6e4dd8fb12d4bed97bb14b7183.jpg" data-media-id="editor_1" data-image-id="20250412150420_9d9cde1aad5ed3233702719394f1ca01c99d7c6e4dd8fb12d4bed97bb14b7183" data-rendition-name="original" width="640" height="640" loading="lazy" alt="It better be better next time NT"> <figcaption>Most of the rescue of survivors was carried out by Nepal Army and APF. Photo: NEPALI TIMES ARCHIVE</figcaption> </figure>  &nbsp;“Some foreign assistance did come in, but there was no clarity to mobilise and coordinate the relief, which should have come from the government,” says Sagar Shrestha of the Red Cross. The earthquake struck just as Nepal was preparing to promulgate a new Constitution with controversy about its provisions. Unhappy with it, India blockaded border checkpoints for six months, relief supplies was stuck, and there were shortages of food, fuel and medicines. “Nepal was in political transition, so some lack of coordination was understandable, but given the circumstances we did as much as we could,” says Pokhrel of the post-disaster period. Nepal also could not say no to international offers to rebuild monuments which it could have done itself. Large flags of American, Chinese and other countries were painted at reconstruction sites of destroyed monuments.&nbsp; Help comes with strings attached, and it was obvious some countries were deriving propaganda value from it. Because of Nepal’s strategic location, the presence of so many aircraft from India, China and US gave the impression that this was more of a military exercise — especially near sensitive northern border regions. Ten years later, there are lessons to be learnt that will be useful when the next disaster strikes, as it surely will in future. Foreign assistance was robust and rapid, but coordination struggled with logistical, political, and capacity constraints. There was also a glaring need to upgrade urban search and rescue capacity of the security forces — especially for collapsed multi-storey concrete structures because next time we may not be so lucky. &nbsp;Pneumatic drills, rotary rescue saws, concrete cutters, chipping hammers, hydraulic shoring, and life detectors like thermal, CO2 and snake-eyes have to be prepositioned in various parts of the country. Nepal Army also needs more heavy helicopters and station them in bases in Surkhet, Pokhara and Dharan for rapid deployment. The rescue of people from a fire on a high-rise in Itahari earlier this month needed a helicopter to fly all the way from Kathmandu, and that may have been too late if the fire was more serious. Raging forest fires in the past two weeks all over Nepal has also exposed a woeful lack of aerial firefighting capacity, a gap which the Nepal Army could fill with water dropping equipment. This is important because the next earthquake could also be followed by uncontrolled urban fires. Says Sagar Shrestha of Nepal Red Cross Society: “The biggest lesson is that there needs to be better communication about what is needed after a disaster and coordination between Nepal’s agencies and the internationals to make relief flow smooth.”&nbsp;

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It better be better next time

<figure><img width="1802" height="1192" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022111414114/63723d229c7e80680e0c9659jpeg.jpg" alt=""/><figcaption>Photo: WFP / Srawan Shrestha</figcaption></figure>Disaster response usually is just that: responding to disasters after they happen. But with better forecasting, communities can get help before weather extremes induced by the climate crisis unleash floods.October’s unseasonal rains in Nepal was not a surprise, meteorologists using weather modelling had warned of unusually heavy unseasonal post-monsoon downpours. This allowed relief agencies and the government to rush aid to the remote Karnali region of western Nepal. The World Food Programme (WFP) with support from the German government distributed emergency cash, early warning information and other assistance to 3,000 households deemed to be living in high-risk areas.Even so, nearly 100 people were killed when landslides and flash floods hit settlements in the Himalayan foothills in early October, and the heavy rain destroyed ready to harvest paddy in large parts of Nepal. It is called ‘anticipatory action’, and is an innovative new approach to disburse humanitarian aid before a weather-related disaster hits communities that depend on subsistence agriculture. More than 15,000 people in the Karnali Basin benefited from the Rs15,000 cash entitlements per household to help soften the blow of the climate-related disaster.“With reliable forecasts, it is increasingly possible to anticipate extreme weather events and take necessary action in advance,” said Robert Kasca, WFP Representative and Country Director in Nepal.He added, “Nepal is extremely prone to climate-related disasters, and this approach offers a new and effective way of supporting communities not only to cope with, but also adapt to the impact of the climate crisis.”By supporting preparedness and anticipatory action, humanitarian organisations help prevent and mitigate some of the impact of extreme weather events on the food security, nutrition, and livelihoods of at-risk households. This also reduces potential loss and damage, and the cost of later humanitarian response. As world leaders prepare to meet on the climate crisis at the COP-27 UN climate change meeting in Egypt next month, WFP is calling for increased investment in climate change solutions to better protect communities from future climatic shocks like the ones that hit Nepal and the bigger disaster in Pakistan this year.https://www.youtube.com/watch?v=7bkTQ39SWAoLast year, too, WFP provided cash assistance to 1,665 vulnerable households before flood emergencies hit their villages based on accurate weather forecasts. WFP says this was the fastest forecast-based response that it had ever implemented in its history, reaching targeted households in a record four hours, following the onset of sudden flash floods. The cash enabled the families to buy food and other necessities, evacuate family members and livestock to safer places, and protect their houses and assets.Nepal’s Department of Hydrology and Meteorology has upgraded its forecasting systems with real-time satellite data, doppler radar and other equipment. However, while predicting extreme weather has become more accurate, there is still a need for a wider network of precipitation measurement equipment that can prove early warning of localised flash floods.For example, <a href="https://www.youtube.com/watch?v=7bkTQ39SWAo" data-saferedirecturl="https://www.google.com/url?q=https://www.youtube.com/watch?v%3D7bkTQ39SWAo&amp;source=gmail&amp;ust=1666758545445000&amp;usg=AOvVaw1yNKoPldUJ_oZY7yu_f2X_">a sudden debris flow </a>on a small tributary of the Tila River in Kalikot District on 9 October killed 17 people who were attending a funeral on the banks. The neighbouring districts of Jumla, Accham, Dailekh, and Mugu were also hit by deadly landslides.Nepal’s National Disaster Risk Reduction and Management Authority (NDRRMA) has dispatched a technical fact-finding team to determine the impact of the floods and landslides, and to come up with solutions on how to improve early warning to save lives and reduce damage from future climate-related extreme weather events.

Better forecasting reduces flood impact in Nepal

Drones to the rescue in Melamchi

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109121140/636b920e9c7e80680e06f127jpeg.jpg" alt="" width="1050" height="701"/><figcaption>Photo: MANISH PAUDEL/NEPALI TIMES ARCHIVE</figcaption></figure>The 2020 southwest monsoon was forecast to be 'normal' in Nepal, but it turned out to be more intense than predicted, and lasted much longer.Last year saw deadly landslides and floods across the country, <a href="https://www.nepalitimes.com/here-now/deadly-monsoon-in-nepal-turns-deadlier/" target="_blank" rel="noopener noreferrer">killing at least 400 people</a>, with Sindhupalchok, Baglung, Myagdi, Jajarkot, Kalikot and Bajura districts bearing the brunt of the disasters. Entire villages were buried and debris flows swept away rocks, trees, bridges and houses.We are now bracing up for the 2021 monsoon season, and it is predicted to be <a href="https://www.nepalitimes.com/here-now/nepal-braces-for-monsoon-pandemic-double-hit/" target="_blank" rel="noopener noreferrer">much more intense than last year</a>. The South Asian Climate Outlook Forum has forecast that this year's monsoon precipitation will be 'above normal' almost throughout the country.This year's monsoon comes after the <a href="https://www.nepalitimes.com/banner/nepal-is-going-up-in-smoke/" target="_blank" rel="noopener noreferrer">worst wildfire season ever</a>, and it could make this year’s monsoon even more destructive. Wildfires that raged for months burnt through forest-shrub cover, undermining the ability of mountain slopes to absorb rainfall and prevent soil erosion. This could potentially result in more landslides and floods.Then there is also the Covid-19 pandemic, that is now <a href="https://www.nepalitimes.com/latest/in-nepal-virus-climbs-from-plains-to-mountains/" target="_blank" rel="noopener noreferrer">raging across the hinterland</a>, and has further compounded the challenges in responding to <a href="https://www.nepalitimes.com/here-now/in-nepal-either-too-much-or-too-little-water/" target="_blank" rel="noopener noreferrer">monsoon-induced disasters</a>. Many local first responders have fallen sick during the second wave of the coronavirus, and those who are fit enough to conduct rescue and relief will find it difficult to maintain safe distance.Given all these considerations, it would be naive to hope that everything will be all right in the next few months, but the slopes are already saturated by pre-monsoon rains and this does not bode well.Here at the National Disaster Risk Reduction and Management Authority (NDRRMA) we are committed to reducing losses in lives and livelihoods by:<ul><li>Preparing joint response during the pandemic to landslides, floods and water borne diseases with federal, provincial, local governments including District Disaster Management Committees for swift rescue and relief operations.</li> <li>Closely working with the Nepal Army, the Armed Police Force, Nepal Police, community groups, non-profits, development partners and the private sector.</li> <li>Improving Early Warning System and communicating disaster risks in more effective ways.</li> <li>Prepositioning search and rescue equipment including relief items.</li></ul>While preparing for this year's monsoon, we have also begun to look beyond 2021. With the right policies and actions, we can achieve our target of <a href="https://www.nepalitimes.com/banner/disastrous-management-in-nepal/" target="_blank" rel="noopener noreferrer">substantial reduction of disaster risk</a> and loss of lives and livelihoods by 2030. It may sound ambitious, but we have a vision to pull it off in sync with the Sendai Framework for Disaster Risk Reduction (2015-2030).<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109121140/636b920f9c7e80680e06f128jpeg.jpg" alt="" width="2081" height="1260"><figcaption> </figcaption></figure>Through this year's budget program, the government has unveiled a 10-year campaign to build Suraksit Nepal -- a disaster resilient Nepal which will fast track actions to ensure safety in not just future earthquakes, but other hazards.The 10-year campaign to build a resilient Nepal will use our valuable learning and insights from <a href="https://www.nepalitimes.com/banner/rebuilding-five-years-after-2015-quake/" target="_blank" rel="noopener noreferrer">post-earthquake recovery and reconstruction</a>. In the first few years after the 2015 earthquake, Nepal received unfair bad publicity in the international media for sluggish reconstruction, but the National Reconstruction Authority (NRA) quickly made up for lost time to achieve its mandate.The NRA’s completion of post-earthquake recovery despite the 2015-16 border blockade and the 2020-21 lockdowns is a model for other countries. Nepal is planning an international conference next year to share this success story.To wrap up the post-earthquake recovery, the government has allocated the budget to build 14,155 more classrooms, 105 health facilities, 195 <a href="https://www.nepalitimes.com/banner/learning-from-nepals-past-to-rebuild-its-future/" target="_blank" rel="noopener noreferrer">cultural monuments</a> and 36 government buildings. Similarly, reconstruction and retrofitting of heritage buildings and completion of 39 integrated settlements also feature prominently in this year's budget.This year’s budget also allocates money for disaster preparedness, search, rescue, relief, and rehabilitation. This includes programs for disaster risk financing, helicopters for aerial firefighting, multi-hazard early warning system, multi-purpose robotic firefighting equipment in all provinces, advanced fire brigade, multi-seater ambulance, rescue vehicles and fire trucks at all local levels.This is the first time Disaster Risk Management has featured so prominently in Nepal's national budget. Disasters are traditionally seen as acts of god in Nepal, this is why there was little will to work on prevention.We now see a paradigm shift in this thinking. We are moving from response more towards <a href="https://www.nepalitimes.com/banner/nepal-villages-learn-to-cope-with-climate-crisis/" target="_blank" rel="noopener noreferrer">preparedness and risk reduction</a>. Rather than waiting for disasters to happen and spending financial, human and institutional resources on rescue and relief, our new emphasis in this decade is on disaster risk reduction and preparedness for effective response.As part of the 10-year campaign to build a disaster resilient Nepal, we need to plan, design and implement:<ul><li>Multi-hazard risk assessment and mapping</li> <li>Establishment of a national platform to communicate risk information</li> <li>Early warning system using all forms of media for all hazards</li> <li>Disaster risk financing with insurance of private houses and public buildings</li> <li>Integrated settlements for communities at high-risk locations</li> <li>Guidelines and system to reconstruct infrastructure damaged by disasters</li> <li>Revision of the building code to integrate key risks such as floods, fire and lightning and create incentives for implementation</li> <li>Reduction of Glacial Lake Outburst Flood risks</li> <li>Design standards to integrate disaster and climate risks for roads, water supply and irrigation</li> <li>Establishment of Provincial Disaster Risk Reduction and Management Authority at all seven provinces</li> <li>Establishment of Emergency Operation Centers at all seven provinces, 77 districts and key municipalities with high risks</li> <li>Building capacity of provincial and local governments to integrate risk considerations into development planning</li> <li>Restructuring of NDRRMA to include a Training and Research Directorate for disaster risk reduction</li></ul>Successful completion of these tasks will lay the groundwork for the 10-year plan. Its success will not only save lives and livelihoods, but also reduce recurrent economic damage and loss from disasters.Anil Pokhrel is the Chief Executive of the National Disaster Risk Reduction and Management Authority (NDRRMA).

A disaster resilient Nepal is possible

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

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>

Turkish to sponsor women’s volleyball league

India and China have a long-standing border dispute along their Himalayan border which has erupted in violent skirmishes. But Indian and Chinese officials last week agreed to ignore Nepal’s own border dispute with India to facilitate trade. The Indian Ministry of External Affairs this week flatly rubbished <a href="https://nepalitimes.com/editorial/territorialism">Nepal’s territorial claims</a> to the Lipulek Pass and the Kalapani Region, including Limpiyadhura, which Nepal considers as the source of the Mahakali River that forms Nepal’s western border with India. The latest episode in this dispute has come as Sino-Indian relations have thawed after US President Donald Trump slapped <a href="https://nepalitimes.com/news/nepal-and-the-us-india-tariff-tiff">sanctions on Indian exports</a>. The joint communiqué in Beijing said India and China had agreed to resume their border trade through the Nathu La, Sipki La and Lipulek during Chinese foreign minister Wang Yi’s visit to New Delhi. Lipulek is a pass 10 km north-east of <a href="https://nepalitimes.com/news/there-is-precedent-to-settling-kalapani">Kalapani</a> which has been disputed ever since the Survey of India published its 1879 map, where the source of the Mahakali was suddenly shifted from Limpiyadhura to Lipulek.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250826060824_4e68dd5964e0995b91148de9978a1de52b19691e1b01f52a405924fd130c22bd.jpg" data-media-id="editor_3" data-image-id="20250826060824_4e68dd5964e0995b91148de9978a1de52b19691e1b01f52a405924fd130c22bd" data-rendition-name="original" width="2000" height="2083" loading="lazy" alt="Lipulek dispute explainer"> </figure>  This tributary of the Mahakali was called the Kali on this map, and is a fordable tributary and not the main channel of the border river. The main Kali River was renamed Kuti Yangdi, and this happened while the British were still in India presumably to gain access to the Lipulek in contravention of the 1816 <a href="https://nepalitimes.com/banner/borderline-disorder">Sugauli Treaty</a>.&nbsp; This subterfuge continued even after India gained independence in 1947. Nepal has maintained that the main channel of the Kali is the border as per the 1816 treaty, when Nepal lost a third of its territory to British India. It is all well and good that India and China are now friendly enough to <a href="https://archive.nepalitimes.com/news.php?id=19447">open border trade</a> routes, but it should not be in violation of Nepal’s territorial integrity. Nepal should be called for diplomatic and political negotiations regarding the Lipulek pass and the Kalapani region comprising Limpiyadhura.&nbsp; Read also: <a href="https://nepalitimes.com/opinion/comment/when-xi-meets-modi-and-oli">When Xi meets Modi and Oli</a>, Kanak Mani Dixit China and India, but especially the latter, should invite Nepal to discuss these issues and iron out the disputes based on facts and evidence and maps. Nepal had sent seven diplomatic notes to India and three to China so far regarding the Lipulek and Kalapani. India has not responded to any of them. China replied once saying that Nepal and India should sort out their border disputes first before voicing their opinions. Nepal welcomes the recent talks between India and China that it hopes will positively impact on settling border disputes that are mostly stalled since the 1962 Sino-Indian war, the 73-day military standoff over the disputed Doklam region between China and Bhutan, and the 2020 Galwan clash in Ladakh. Nepal’s two large neighbours seem to have come to their senses and realised that it is in their interest to collaborate rather than confront each other when President <a href="https://nepalitimes.com/opinion/trump-s-first-month">Trump is acting erratically</a> with threats of sanctions and tariffs.&nbsp; Prime Minister K P Oli should bring up Nepal’s grave concerns about the Lipulek during his state visit to India next month when he will meet Prime Minister Narendra Modi in Bodh Gaya. The two are also expected to meet next week at the Shanghai Cooperation Organisation summit in Tianjin when Chinese President Xi Jinping will also be present. But even before that Nepal should send diplomatic notes to both the Indian and the Chinese governments regarding their agreement to resume border trade through the Lipulek.&nbsp; Here is a timeline of the developments regarding the Lipulek: Sino-Indian Agreement of 1954 This 8-year Agreement on Trade and Exchange between Tibet and India was signed in Peking on 29 April, 1954 by the Chinese Vice-Foreign Minister Chang Han Fu and the Indian Ambassador Nedyam Raghavan.&nbsp; There was no explicit mention on the border settlements either on the Line of Actual Control (LAC) or on Ladakh, although trade and pilgrimage through Lipulek and other 5 passes (Sipki La, Mana Pass, Niti Pass, Kungri Bingri Pass and Dharma Pass) were agreed upon.&nbsp; Trade between Uttar Pradesh state and the Tibet Autonomous Region was through ‘border &nbsp;point of the agreement states: ‘With a view to facilitating the visits of persons engaged in border trade and the exchange of commodities and means of transportation, (India and China) have decided that Lipulek (Qiangla) be the border pass for the entrance and exit of the said persons, commodities and means of transportation from the two sides.’ The agreement expired on 6 June 1962 during the Sino-Indian war, and the two sides did not renew it. Bilateral ties started to normalise only in the 1990s with the Indian decision in 1988 to abandon its policy of settling ‘territorial issue’ for ‘normalisation of relations’. India There was no reaction from Nepal to the 1954 agreement since Nepal did not have diplomatic relations with China yet at the time. Sino-Indian Agreement of 2005 The Political Parameters and the Guiding Principles for the Settlement of the Sino-Indian Boundary Question is detailed in 11 Articles, which outline the steps to be taken for a Peaceful and Tranquil Border. The agreement was a direct outcome of the Special Representatives mechanism that had been set up through a 2003 agreement. It also incorporated the Confidence Building Measures in Military Field along the Line of Actual Control (LAC) in the Sino-Indian Border Areas signed in 1996.&nbsp; A protocol on Modalities for the Implementation of Confidence Building Measures in the Military Field along the Line of Actual Control in the India-China Border Areas signed during Chinese Premier Wen Jiabao’s India visit, which stated in Clause 2 of Article 5: ‘Both sides agree to extend in principle to expand the mechanism of border meeting points to include Kibithu Dhamal in the Eastern Sector and Lipulek Pass (Qing La) in the Middle Sector. The precise locations of these border meeting points will be decided upon mutual consultations.’ Nepal’s Foreign Ministry issued a statement in 2005 stating that Nepal had asked China about the issue and the Chinese Embassy clarified that the agreement had nothing to do with Kalapani. This was perhaps the first time that Nepal had objected to the Sino-Indian agreement on Lipulek. King Gyanendra had staged a coup d’état on 1 February 2005, just two months prior to this agreement. The Nepali press voiced criticism of China in particular for disregarding the country’s sentiment.&nbsp; Sino-Indian Agreement of 2015 India and China signed several documents during the state visit of Chinese President XI Jinping to India on 18 September 2011. Number one on the list was: ’Opening a New Route for Indian Pilgrimage (Kailash Mansarovar Yatra) to the Tibet Autonomous Region of the People’s Republic of China’.&nbsp; The Indian foreign ministry stated: ‘The MoU provides for conducting the annual Kailash Mansarovar Yatra through Nathula Pass in Sikkim in addition to the existing Lipulek Pass in Uttarakhand’. On May 15, 2015, China and India issued a Joint Statement during Indian Prime Minister Narendra Modi’s visit to China. Point 28 under the ‘Trans-border Cooperation’, states that the two sides agreed to ‘hold negotiation on augmenting the list of trades commodities, and expand border trade at Nathu La, Quingla/Lipulek Pass and Sipki La Pass’. Nepal’s objection to the 2015 agreement was stronger than in 2005. Prime Minister Sushil Koirala called up Narendra Modi to express Nepal’s displeasure It was not until 2020 that Nepal’s Foreign Minister disclosed that ‘Nepal had expressed its disagreement in 2015 through separate diplomatic notes addressed to the governments of both India and China … including Lipulek Pass as a bilateral trade route without Nepal’s consent.’  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250826060824_d4497e2620bba81211d27e427393974877e09006abc26e13055508996e5b29ea.jpg" data-media-id="editor_8" data-image-id="20250826060824_d4497e2620bba81211d27e427393974877e09006abc26e13055508996e5b29ea" data-rendition-name="original" width="1108" height="1550" loading="lazy" alt="Lipulek dispute explainer"> </figure>  The new political map of India published by the Survey of India in November 2019 that incorporated areas east of the Kali River including Kalapani as Indian territory sparked renewed public, and political, attention to the Mahakali dispute. The Nepal government then countered by formally approving the publication of the new Political and Administrative Map of Nepal including all territories lying to the east of the Mahakali River on May 18, 2020. In June, the House of Representatives unanimously endorsed the second amendment to the Constitution of Nepal to update the country’s new political map in the national emblem. Sino-Indian Consensus of 2024 A 6-point Consensus on Peace and Tranquility on the Line of Actual Control (LAC) was agreed on December 18, 2024 between the Special Representative of the People’s Republic of China, Wang Yi, and the Special Representative of the Republic of India, Ajit Doval.&nbsp; India has not denied that this is a consensus, while China made it clear that this was not a Joint Statement. This Consensus is in line with the 2005 agreement, and was agreed during the 23rd round of the Special Representatives talks held after a gap of five years aimed at restoring bilateral ties frozen because of the military standoff in Ladakh. The agreement included: cross-border communication and cooperation, promoting the resumption of pilgrimages by Indians to Xizang, cooperation on crossborder rivers, and trade at the Nathu La Pass. Nepal made no reaction to the statement despite Lipulek being the pilgrimage route for Mansarovar and Kailash.&nbsp; Prabhakar Sharma is a construction engineer and an international border expert who has worked as a survey engineer for the Cameroon-Nigeria border demarcation by the United Nations.

disaster-response