When Pratibha Rajbhandari worked with small business owners in New York as an MBA student, she had no idea that in some years, she would be applying what she learned to help Nepali women back home start their own businesses. Rajbhandari had a Bachelor’s degree in Finance, and first worked at a hedge fund in New Jersey after which she joined the MBA program at New York’s Pace University. There, she joined the university’s Small Business Development Center as an adviser.&nbsp; “The plan, since the very beginning, was to return to Nepal,” says Rajbhandari. “I realised that my role in working with and helping small businesses was really inspiring and fulfilling, and I had found my true calling.” Rajbhandari returned to Nepal, and between 2014 and 2017 worked with the Pashmina Enhancement and Trade Support (PETS) Project to promote handmade woolen products in the global market. Read also: <a href="https://www.nepalitimes.com/banner/baking-as-a-metaphor-for-life/">Baking as a metaphor for life</a>, Aliza Basnet In 2018, she joined the Nepal Agribusiness Innovation Centre (NABIC) – a ‘for purpose’ enterprise support organisation that provides business development services to agri-entrepreneurship start-ups across Nepal – as an Agribusiness Development Consultant. In July 2022, she took over as NABIC’s CEO, and since then, the organisation’s day-to-day operations have been fully managed by a team of women. NABIC was established in April 2017 with seed funding from the government’s Project for Agriculture Commercialisation and Trade (PACT) and the World Bank. Six years later, it has become self-reliant – with revenue primarily from providing consulting services to implementing agencies.. "NABIC is a company not distributing profit, with the social objective of promoting entrepreneurship,” explains Rajbhandari. “The benchmark of our success is based on how much our clients have grown and what impact they have made in the community." Read also: <a href="https://www.nepalitimes.com/banner/nurture-in-her-nature/">Nurture in her nature</a>, Babita Shrestha NABIC has provided business incubation and acceleration to 741 enterprises, trained more than 2,400 agri-entrepreneurs, and developed more than 1,300 business plans. It has enabled access to finance worth Rs6.7 billion to agri-business enterprises. &nbsp; Rajbhandari notes that at present, Nepal’s agri-businesses are quite participatory when it comes to the involvement of women.. “There are quite a few female entrepreneurs in Nepal especially because many jobs, such as pickle- making at home for instance, are works that women are already involved in, explains Rajbhandari." But producing food items is the least of the challenges. The concentration of women in agri-business might be relatively high, but there are so many other aspects to running a business, and a lack of knowledge is what stops them from taking off, even though these challenges are not gender-specific. Rajbhandari adds that women have more freedom when they are given the opportunity to take charge. She says: “Owning their own business makes women in charge of their own lives and gives us the flexibility to choose what we can prioritise in our lives.” Read also: <a href="https://www.nepalitimes.com/banner/the-women-connecting-nepal/">The women connecting Nepal</a>, Sahina Shrestha <h2>Organic Online​</h2>  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20230306140320_5a9ed91ee47a7ad3ecc3f039dbac293be8dbaf99c3ca5a1333e0a905f6961692.jpg" data-media-id="editor_3" data-image-id="20230306140320_5a9ed91ee47a7ad3ecc3f039dbac293be8dbaf99c3ca5a1333e0a905f6961692" data-rendition-name="original" width="1280" height="960" loading="lazy" alt="Organic Online"> <figcaption>Photo courtesy: GAUTAM GURUNG</figcaption> </figure>  Srijana Pradhan took a sabbatical from her job in the private sector after she got married and had her baby. But she had always wanted to go back to work. &nbsp;“I began to feel like being a homemaker wasn’t enough—but even when I worked in the private sector, I had always felt unfulfilled, like something was missing,” she says. Three years after having her child, Pradhan along with three friends started an agri-business enterprise, but running it independently was easier said than done. The four partners had differences of opinion, and went their separate ways a year later. But Pradhan did not give up. She and her former business partner, Gautam Gurung, decided to give it another go, forming Organic Online-- an online platform that sells and delivers agricultural products made in Nepal-- in 2018, despite their family’s misgivings. Given their previous experience they knew they would need a lot of guidance this time around. Shortly after they set up their business with a simple website and a team of four, Gurung came across an announcement of a World Bank-supported project called Enhancing Access to Business Incubation Service for Agri-Entrepreneurs in Nepal, which NABIC was part of. NABIC’s incubation client was Organic Online for which it provided packaged mentorship that guided the fledgling business in marketing and branding, accounting, finance, as well as regulatory requirements. Read also: <a href="https://www.nepalitimes.com/opinion/light-of-the-absurd/">Light of the absurd</a>, Pratibha Tuladhar Organic Online used to sell more than 150 products before, they were able to streamline supply to get their products from established and trustworthy suppliers. They worked with NABIC to tweak their product packaging to strengthen branding. “We had not known what the vision for our business was, and working with NABIC helped us figure out where we wanted to go, and what kind of business we wanted to be in the next five years,” says Pradhan. “We realised that we could not sell whatever appealed to us.” Organic Online currently sells and delivers its flagship products— child superfood (bal aahar) for children aged six months to three years, a fiber diet for adults, as well as hair care products including a hair mask, hair oil, and hair healer. It also sells external products, including rice, essential oils, ghee from Ilam, and sakkhar from Kaiplvastu . 85% of the items are self-produced either at its offices in Panipokhari or at a site that Pradhan oversees in Narayanthan. In five years, the company has expanded from four people to a team of 28, of which 80% are women. Pradhan says that the environment for women to become small business owners is positive, especially since the government, as well as private sector projects, have gender-specific participatory requirements.&nbsp; “Our social structure is such that women have added roles in their personal lives which have to work out for us to be independent and successful professionally,” says Pradhan. “Women in the workforce have more responsibilities in their families than our male counterparts, so we have to work twice as hard. We have to be stronger.” Read also: <a href="https://www.nepalitimes.com/opinion/nepals-care-economy/">Nepal's care economy</a>, Bina Pradhan

Shristi Karki

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Feminising farm-based firms

<figure><img width="1342" height="899" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114101140/63720cf99c7e80680e0b789ajpeg.jpg" alt=""/><figcaption>Photo: DARAZ</figcaption></figure>Aanchal Kunwar sits in her office that has an overview of employees of Daraz busy at their desks. A meeting is in progress in  a conference room next door.In January, Kunwar became one of few women in leadership in Nepal’s corporate sector, <a href="https://www.nepalitimes.com/business/anchal-kunwar-at-daraz/" target="_blank" rel="noopener noreferrer">heading the operations of Daraz</a>, the company now owned by China’s Alibaba.Kunwar was working for Amazon in Seattle when a recruiter reached out to her via LinkedIn to let her know that the Managing Director position was open at Daraz in Nepal. “I felt like coming back to Nepal after gaining all the experience would be more impactful than whatever else I could be doing right now in the US,” she says.Kunwar was born and raised in Kathmandu and spent her early childhood moving around the country because of her father’s job. She left for the US after high-school, graduated in maths and economics, and began to work for Carlson Wagonlit Travel (CWT) while doing her MBA. She then worked for Amazon for five and a half years, managing the company’s mass cosmetics business, working in global expansion -- helping launch the platform in countries like Sweden, Poland, Saudi Arabia and Egypt.  “Four years into that job is where I was starting to think --what do I want to do next in my life?” Kunwar recalls.  <img width="126" height="150" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114101140/63720cfb9c7e80680e0b789bjpeg.jpg" alt="">“There was a clear path in terms of just moving up the ladder in the corporate world. But something in me was telling me that wasn't enough, and that I needed not something more, but probably something different, something that I believed would be more fulfilling.”  Kunwar had been considering going into the non-profit sector when Covid hit. “With the pandemic, I thought I’ll just hold my thoughts for a little bit because there were a lot of other things to handle.” When the Daraz opening in Nepal came up, she remembers thinking: “That would be cool.” Daraz would be a perfect fit: she was Nepali, had similar approaches to running a business in terms of being <a href="https://www.nepalitimes.com/latest/nepali-company-wins-global-environment-awards/" target="_blank" rel="noopener noreferrer">socially and environmentally responsible</a>, and a customer focus.  Kunwar’s entry into Daraz coincides with a <a href="https://www.nepalitimes.com/here-now/nepal-e-shopping-booms-under-covid-19/" target="_blank" rel="noopener noreferrer">dramatic growth in e-commerce in Nepal</a> as Nepalis locked up at home during the pandemic began to explore online purchases.   “The pandemic has definitely helped push people towards e-commerce more,” Kunwar notes. “Prior to the pandemic it was probably just the younger generation but during the pandemic, even the older demographics understood the convenience and started buying things online.”  Kunwar is convinced the Nepali market is quick to adopt new technologies, and gives the example of the <a href="https://www.nepalitimes.com/opinion/nepals-e-conomy-rapidly-goes-digital/" target="_blank" rel="noopener noreferrer">growth in e-payments</a>. Even till last year, only 10% of Daraz business was through e-payments, now it is half.  Kunwar’s experience at Amazon has given her insight into how global markets operate, and the unique set of challenges that markets across the world present with legal restrictions, logistics, and tools. Nepal’s challenges include lack of experience in e-commerce which means sellers need the right kind of training and education to be able to answer questions, so buyers have the information they need to make a judgement call, she says. Read also: <a href="https://www.nepalitimes.com/banner/nepals-budding-e-commerce-ecosystem/" target="_blank" rel="noopener noreferrer">Nepal's budding e-commerce ecosystem</a>, Sikuma Rai Another challenge is that Nepal does not have a proper GPS mapping system, and deliveries still have to call people to figure out where exactly they are located. “An unstable government adds to the challenges with banda announcements,” Kunwar says. “And during Covid, if there is a lockdown or odd-even rules, we have to navigate that and ensure proper delivery. These challenges are unique to Nepal, you wouldn’t see them in the US.” She adds, “The companies I worked for in the US are very mature businesses, where processes are defined. Here in Nepal we still have a <a href="http://archive.nepalitimes.com/regular-columns/Cross-Cutting/Start-ups-need-staying-power,439" target="_blank" rel="noopener noreferrer">start-up</a> culture. But we will probably be where Amazon is now in a number of years.”  Daraz currently operates in 47 cities across Nepal, and plans to expand to 80 this year. But Kunwar wants to take one step at a time, and have the logistics in place for growth. “In the last two years, we have had to run before we could walk, but in order to keep growing, we just need to have processes in place,” she says. “We need our key account managers to focus more on strategy and then have execution be more on a lower level.” This is dependent on improvements in connectivity, people being able to shop online, road infrastructure, and mapping systems.   As Daraz Nepal’s managing director, Kunwar joins a growing number of <a href="https://www.nepalitimes.com/latest/women-leaders-set-example-for-rest-of-nepal/" target="_blank" rel="noopener noreferrer">Nepali women taking the lead</a> in the corporate world. “My family raised me no differently than my brother,” she says. “So I’ve always questioned the status quo. I don't take 'This is just how things are’ as an answer.” She admits that there have been instances since she joined Daraz where men in power have shut her down halfway through her introduction.  “It is something that I wish was different but it’s not,” she admits. “But I don't necessarily let that get to me as long as it is not preventing me from doing what I want to do for the business, and for the country.” Kunwar says her driving force is putting in the hard work, and making her presence felt. Outside Daraz, Kunwar is passionate about education for under-served Nepalis and sponsors young students.   She wants to focus on mentorship because even when students have funding for education, they cannot dream bigger because they are stuck in their social milieu.  “I came back to make an impact for Nepal, it is broader than just Daraz,” says Kunwar. “Five years from now, I'm hoping to make some impact here, in addition to taking Daraz to new heights with the team.” Read also: <a href="https://www.nepalitimes.com/opinion/holding-up-half-the-economy/">Holding up half the economy</a>, Ashutosh Tiwari

New Daraz MD seeks to make an impact in Nepal

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>

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Nepal’s five little railways

Rain bombs

The cost of preserving Nepal’s past

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