Nepal is set to lift its ban on domestic workers migrating to West Asia, starting with a pilot agreement with <a href="https://kathmandupost.com/money/2023/06/14/uae-requests-nepal-to-resume-sending-domestic-helpers" target="_blank">the United Arab Emirates (UAE)</a>. This decision marks a major victory for <a href="https://apwld.org/wp-content/uploads/2022/01/AMKAS-NEPAL-final.pdf" target="_blank">advocacy groups</a>, <a href="https://www.fairrecruitmenthub.org/sites/default/files/2023-10/wcms_451050.pdf" target="_blank">human rights organisations</a>, <a href="https://www.ilo.org/publications/no-easy-exit-%E2%80%93-migration-bans-affecting-women-nepal" target="_blank">the ILO</a>, <a href="https://www.worecnepal.org/content/340/2022-05-18" target="_blank">activists</a>, <a href="https://nepalitimes.com/editorial/safer-migration-for-women" target="_blank">media</a>, and <a href="https://www.degruyter.com/document/doi/10.1515/til-2022-0017/html?lang=en&amp;srsltid=AfmBOoowfsJ6whGxR5B4vGFYhAbIaJgRdqoSFsvgciRPPrmNHncBAzFx" target="_blank">scholars</a> who have campaigned against the restriction, saying <a href="https://www.brunel.ac.uk/about/brunel-public-policy/news-and-events/news/Policy-briefs/Societal-challenges/Policy-Brief-Reducing-Vulnerability-to-Exploitation-of-Nepali-Migrant-Domestic-Workers-%E2%80%93-Dr-Ayushman-Bhagat" target="_blank">it increases the vulnerability of workers to exploitation</a>.
This legally binding agreement with a country that employs hundreds of thousands of Nepali domestic workers should be a cause for celebration, but lifting the migration ban on a pilot basis raises pressing questions.&nbsp;
How will the government select the 5,000 domestic workers? How will it reach prospective workers? And what provisions will be made for those migrating to the UAE without permits?
We also need to look at how the government plans to <a href="https://nepalitimes.com/news/nepal-plans-to-reintegrate-returning-workers">reintegrate returnee workers</a>, and engage rights organisations, activists, and scholars in the consultation and negotiation process, and recognise unrecognised Nepali migrant domestic workers already in the UAE.
The lack of information on Nepali domestic workers abroad stems from long-standing migration bans imposed by the government as a protectionist policy. For years, <a href="https://comparativemigrationstudies.springeropen.com/articles/10.1186/s40878-021-00250-4" target="_blank">Nepal has imposed various degrees and forms of bans on domestic workers' mobility</a>, mainly affecting women, culminating in <a href="https://papers.ssrn.com/sol3/papers.cfm?abstract_id=4175277" target="_blank">a blanket ban since 2017</a>. This was eased in 2020 with the <a href="https://www.ilo.org/publications/comprehensive-analysis-policies-and-frameworks-governing-foreign-employment" target="_blank">introduction of seven preconditions</a>, but it only reinforced barriers instead of offering a solution.
Despite the restrictions, <a href="https://www.sciencedirect.com/science/article/pii/S0962629822000129" target="_blank">Nepalis continued migrating for domestic work</a>, both through formal and informal channels. Many <a href="https://nepalitimes.com/here-now/women-on-the-move-89kx6lii">resort to illicit routes</a>, making it nearly impossible to count their numbers. Some reports estimate between <a href="https://ekantipur.com/en/news/2024/09/20/amid-the-ban-at-least-60000-women-are-domestic-workers-in-the-gulf-32-59.html" target="_blank">60,000</a>-<a href="https://brunel.figshare.com/articles/online_resource/Reducing_Vulnerability_to_Exploitation_of_Nepali_Migrant_Domestic_Workers/26892934/1?file=48931666" target="_blank">100,000</a>, but anecdotal evidence suggests that the figure could be as high as 500,000. This scale reflects the immense vulnerability of Nepali domestic workers abroad.
<a href="https://kathmandupost.com/columns/2024/08/10/who-benefits-from-migration-bans" target="_blank">Many feel abandoned by those meant to protect and fight for them</a>. Nepal embassies in destination countries fail to support them after they flee abuse and exploitation, especially as they are undocumented.
In many cases, employers confisticate passports or documents of the workers. Stripped of their identity, they rely on the Nepali diaspora or agents to navigate the host country as ‘illegal immigrants’ facing risks of raids, criminalisation, and further exploitation. Many returnee Nepali women have spent months in jail in Gulf countries before being deported back to Nepal.
The <a href="https://nepalitimes.com/opinion/two-decades-of-debate-on-female-migration">vulnerabilities and exploitation of migrant domestic workers</a> are discussed in the media, policy, and academic circles, but their deaths are consistently overlooked. Migrant worker fatalities have become synonymous with just male workers, and there is a troubling silence surrounding the deaths of systematically disadvantaged women who are domestic workers.
They often die by suicide, due to exploitation, or from work-related illnesses. Yet, migration bans and the lack of political will to acknowledge the lives, labour, health, and deaths of these women prevent justice for them and their families in the face of tragedy.
Many who die never have their bodies returned to Nepal. For those who are repatriated, it is often due to the intervention of domestic worker organisations in Nepal or the diaspora.&nbsp;
<a href="https://nepalitimes.com/news/nepal-town-to-ban-mothers-migrating">Migration bans</a> worsen this tragedy, making it nearly impossible for families to report missing or deceased loved ones for<a href="https://onlinelibrary.wiley.com/doi/pdf/10.1111/anti.12882" target="_blank"> fear of being criminalised as "traffickers"</a>.
The exploitation and deaths of migrant <a href="https://nepalitimes.com/here-now/history-of-female-im-mobility-in-nepal">female domestic workers</a> are ignored due to the grip of patriarchy, class, and caste on Nepal's labour and migration policies. These policies control their mobility, devalue their labour, and fail to provide dignified, sustainable jobs, making their bodies disposable.&nbsp;
As a result, <a href="https://www.brunel.ac.uk/research/Centres/Global-Lives/Forced-Migrant-Labourers/Migrant-Domestic-Workers-of-Nepal" target="_blank">many Nepali women feel abandoned</a> by their state, society, and families. Yet, despite this, they never abandon Nepal or their loved ones.
Many Nepali women migrate to break the cycle of <a href="https://ekantipur.com/opinion/2024/08/06/emergence-of-caste-slavery-among-nepalese-women-27-27.html" target="_blank">caste-based discrimination and gender violence by sending remittances for their children's education</a>. Hence, when a female domestic worker dies, it’s not just their family that suffers, the impact extends to their children and the nation’s future.&nbsp;
These sacrifices of these women, crucial to Nepal’s socio-economic progress, must be acknowledged, valued, and protected. The government must prioritise unconditional recognition of all domestic workers abroad to address the impact of exploitation and deaths of Nepali female migrant domestic workers.
It must inform the Nepali diaspora that it will unconditionally recognise all migrant domestic workers, regardless of documentation status: perhaps the only way to count them abroad.
As Nepal prepares to lift the migration ban on domestic workers, it must not abandon its most vulnerable citizens. This neglect heightens their vulnerability to exploitation and death, and threatens their families in times of tragedy.
&nbsp;We urge the government to raise this issue during the negotiations with the UAE, request immunity for these workers, and take the crucial step of counting domestic workers through Nepali embassies and consulates.
Once this step is taken, the government must expand its welfare net, such as providing insurance coverage, to safeguard workers and their families in worst-case scenarios. Insuring hundreds of thousands of Nepali domestic workers is not just protection, it is an investment in the well-being and future of Nepal.
We hope the pilot program leads to the full lifting of migration bans. But before we celebrate, we must not forget the hundreds of thousands of undocumented Nepali migrant domestic workers already in the Gulf. They are citizens too, and it is the duty of the state not to abandon them.
Ayushman Bhagat, PhD, is a lecturer in Political Geography at Brunel University of London, and Sunita Mainali is the Executive Director of WOREC, Nepal.

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Ban on female migrant workers to be lifted

Muna Acharya was married off by her family when she was barely 14 to a man who physically and emotionally abused her for years.&nbsp; He beat her, threw her out of the house in the middle of the night, and constantly hurled insults. Muna’s own family was no help. After 19 long years of this, she had enough and left her husband. &nbsp; “It hurts me to think about all those years of trauma, I don’t know how I could bear it for so long,” says Muna who became a migrant worker in Malaysia in 2010.&nbsp; It was an escape from abuse, but also a chance to earn enough to support her two children who were 16 and 12 at the time in Jhapa.&nbsp; “Far away from Nepal, I could breathe easy for the first time in my life,” recalls Acharya who was encouraged to seek foreign employment by her relative Gita Katuwal, who had also gone to Malaysia a year before to escape harrowing circumstances at home. Like Muna, Gita was abused so severely by her husband that she would often have to ask her family and neighbours to cover up the dark bruises on her skin.&nbsp; “It was not as easy to get a divorce back then as it is now. Usually the village elders and police would mediate and force reconciliation with the husband,” Gita recalls. “They would behave themselves for a few days and the beatings would start again.” &nbsp; Being homemakers meant that both Muna and Gita did not have the time and opportunity to get jobs that would give them financial independence. Moreover, their own families, neighbours would refuse to get involved. &nbsp; When it became clear that they would not get help from anyone at home, both women saw no other way out than to opt for self-imposed exile from Nepal. &nbsp; Gita ultimately ended up spending 13 years in Malaysia, and says it turned her life around, giving her confidence and independence as well as allowed her to give her children a secure life.&nbsp; “I could not make my children happy when I stayed with them, but I was able to give them the things they deserved while being far from them,” she says. “Going abroad gave me my life back.” There are many Nepali women like Muna and Gita who survived domestic violence and spousal abuse and neglect, and unable to bear it any longer, have abandoned not just their abusive households but also their own country. Foreign employment has empowered the women, giving them financial independence and self-respect. Back from Malaysia, Muna Acharya has invested her savings in a convenience store. “Foreign employment has given me everything. I no longer have to worry about where my next meal is going to come from, and I don't have to live in constant fear of physical abuse,” she says. Buddha Maya Limbu’s abusive husband left her 15 years ago when she was three months pregnant. As the reality of raising a child on her own sank in, Buddha Maya promised herself she would not let her child’s life be touched by the pain and hardship that she herself had experienced. &nbsp; Over the next couple of years, Buddha Maya worked first at a clothing facility that eventually went under, and then raised chicken until they all died in a bird flu epidemic. &nbsp; Realising that her only hope was to find work abroad, Buddha Maya left her home in Jhapa for Kuwait in 2009, leaving her two-year-old son in the care of her parents. She returned to Nepal three years later, immediately began to pay off the interest on loans and invested the rest on a property. &nbsp;&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20231126101124_a950e3698a720c6e6562aebae2546f41f4e878cf605f34cc138dbf6ae05dab6c.jpg" data-media-id="editor_0" data-image-id="20231126101124_a950e3698a720c6e6562aebae2546f41f4e878cf605f34cc138dbf6ae05dab6c" data-rendition-name="original" width="1500" height="1000" loading="lazy" alt="Female migrants NT"> <figcaption>(Clockwise) Muna Acharya, Gita Katuwal, Kumari Chemjong, and Buddha Maya Limbu. Photos: SUJATA DHUNGANA</figcaption> </figure>  She left Nepal once again in 2014, this time for Malaysia. By the time she returned in 2021, she had wired enough money back home to send her son to school, and to build a house. “Now I don’t have to worry about renting rooms again,” iy Maya says, “I built this house with my own money. It has a strong foundation, and so does my son because of the education I could give him.” Her mother Ranmaya is overjoyed at her daughter’s success and that Buddha Maya has bigger dreams to get her son recruited into the British Army.&nbsp; “My daughter means everything to me,” says Ranmaya. “But how can I stop her from leaving again when I have seen the life she has built by going abroad?” Kumari Chemjong had dreamt of becoming a dance instructor ever since she was a schoolgirl, never missing a dance event in the village. “My grandmother always told me that dancing was not a job,” she says. “It took me many years to understand what she meant.” Kumari got married, and it was not easy. She left behind her toddler son and escaped to Kuwait in 2017 via backchannel routes through India because female migrant workers were banned from going abroad at the time because of reports of abuse by employers overseas. “I knew I should not have gone illegally,” Kumari admits, “but there were countless reasons for me to escape from troubles at home.”&nbsp; For two years in Kuwait she cleaned houses, and this made her realise the value of work, taught her the importance of being with family and loved ones, and made her realise her attachment to Nepal. &nbsp; “I understand why Nepali migrant workers feel the need to kiss the ground when they get off the plane at Kathmandu airport,” she says. Now back home in Jhapa, Kumari has finally fulfilled her childhood dream and teaches dance at two private schools in Haldibari. She also makes and sells beaded necklaces, and has written and recorded two gazals. She is also the vice president of the Jhapa chapter of the Center for the Protection of Migrant Workers’ Rights, and says that women tend to save more and send more money home than men. Safe working conditions and financial literacy are crucial for women seeking foreign employment, she adds. “Foreign employment has helped women who experience domestic violence, abuse, ostracisation, and economic deprivation to turn their own and their children’s lives for the better,” says activist Renu Adhikari. “The remittance they send is also contributing to Nepal’s economy.” But even if women overcome the stigma of abandoning their families to go abroad, many women who end up working as household help face abuse and unsafe working conditions from employers overseas as well. Domestic abuse is often replaced by overseas abuse. &nbsp; Gita Katuwal was forced to leave her home and country to escape her abusive husband and in-laws, but says overseas migration is an opportunity for Nepali women. “People who didn’t believe I would make it in life now ask to borrow money from me,” she says. “I am now able to speak my mind confidently in my community without fear or doubt that my opinions matter.”&nbsp;

Nepali women flee abuse for overseas work

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

Turkish to sponsor women’s volleyball league