<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109121152/636b950e9c7e80680e06f237jpeg.jpg" alt="" width="1802" height="1160"/><figcaption>On 25 June, China inaugurated a 435km section of the Lhasa-Nyingchi Electrified High-speed Rail. The ‘bullet train’ will have a top speed of 160 km/h and bring Chengdu closer to the Nepal border when completed in 2025. Photos: Xinhuanet</figcaption></figure>The prospect of a trans-Himalayan connectivity has historically been a sensitive geopolitical issue since it concerns the region’s main rivals: China and India.Even back in 1961, when Nepal and China signed an agreement to build a highway linking Kathmandu to Lhasa there were misgivings about Beijing’s strategic motive. India and China were about to go to war along the Himalaya, and the Cold War was at its height. King Mahendra allayed those fears by famously saying: “Communism does not travel by taxi.”Sixty years later, similar suspicions have surfaced as China moves full steam ahead to connect its Tibetan Autonomous Region with new bullet train links that could ultimately be extended to the Nepal border, and even Kathmandu as a part of its <a href="https://www.nepalitimes.com/latest/bri-and-trans-himalayan-connectivity/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/latest/bri-and-trans-himalayan-connectivity/&amp;source=gmail&amp;ust=1625121532408000&amp;usg=AFQjCNGsJC2izcsoXaRQZ1rXMJB8GHIFng">Belt Road Initiative (BRI).</a>On 25 June, China made a high-profile inauguration of a 435km section of the Lhasa-Nyingchi Electrified High-speed Rail (HSR). The ‘bullet train’ will have a top speed of 160 km/h and pass through 47 tunnels and 121 bridges along the Tsang Po (Brahmaputra) River.A feat of modern engineering, 90% of the HSR lies above 3,000 meters above sea level and will be a part of the new Sichuan-Tibet Railway. When connected to <a href="https://www.nepalitimes.com/latest/new-china-nepal-rail-corridor/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/latest/new-china-nepal-rail-corridor/&amp;source=gmail&amp;ust=1625124500954000&amp;usg=AFQjCNEyws75pYHg2KSFVZyAFqc62CWxfQ">Kerung via Lhasa and Xigatse</a>, the train could put Lhasa within six hours distance and Chengdu within 19 hours from the Nepal border.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109121152/636b95119c7e80680e06f238jpeg.jpg" alt="" width="998" height="1080"><figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109121152/636b95159c7e80680e06f239jpeg.jpg" alt="" width="1796" height="1262"><figcaption>The Lhasa-Nyingchi Electrified High-speed Rail passes through 47 tunnels and 121 bridges along the Tsang Po (Brahmaputra) River.</figcaption></figure>While China makes rapid progress on rail connectivity, on the Nepal side of the border talk of a trans-Himalayan railway is only <a href="https://www.nepalitimes.com/here-now/dream-train/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/here-now/dream-train/&amp;source=gmail&amp;ust=1625124500954000&amp;usg=AFQjCNF-Q3gse9pq9mOu-izUhn7mWzSz0w">political tokenism</a>. Successive governments in Kathmandu have not even been able to maintain existing highways to Kodari and Rasuwagadi to international standards.But even the Chinese side seems to be daunted by the cost and sheer magnitude of a trans-Himalayan railway, especially its engineering challenge. <a href="https://www.nepalitimes.com/banner/which-way-will-the-tibet-nepal-railway-go/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/banner/which-way-will-the-tibet-nepal-railway-go/&amp;source=gmail&amp;ust=1625124500954000&amp;usg=AFQjCNEh1zY0k6ZCTdCAY7EM8xjx1AN_3Q">Nepali Times had revealed in 2019</a> the content of a Chinese pre-feasibility study that proposed an alignment from Kerung to Kathmandu through a series of tunnels below Langtang National Park.Chinese engineers found the gradient from the Tibetan Plateau to the low valleys in Nepal to be too great, and there was also the need to avoid building a railway inside Nepal’s protected areas in Langtang, Rolwaling and Mt Everest regions.“Technically this will be one of the world’s toughest railways to construct,” said train engineer Paribesh Parajuli of Nepal’s Department of Railways who was educated in China, and a consultant for the study.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109121152/636b95199c7e80680e06f23ajpeg.jpg" alt="" width="1524" height="1204"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109121152/636b951c9c7e80680e06f23bjpeg.jpg" alt="" width="1276" height="534">The Kerung-Kathmandu rail track will be 170km long, and a third of its length could tunnel below the Himalaya to reach the outskirts of Kathmandu. The study estimated the project to cost 38 billion yuan ($5.5 billion).A report in Railway Standard Design last week and quoted in the Hong Kong-based <a href="https://www.scmp.com/news/china/science/article/3138814/china-nepal-rail-link-may-go-through-protected-himalayan-park" data-saferedirecturl="https://www.google.com/url?q=https://www.scmp.com/news/china/science/article/3138814/china-nepal-rail-link-may-go-through-protected-himalayan-park&amp;source=gmail&amp;ust=1625124500954000&amp;usg=AFQjCNEuvsceBoKKGJ_LmtDwz1niCzI0Pw">South China Morning Post</a> confirmed that the proposed alignment would include 30km of tunnels beneath Langtang National Park.Liang Dong, a lead engineer with the China Railway First Survey and Design Institute Group will be presenting his report to the Chinese and Nepal governments.He said the Himalayan Tunnel route from Kerung (Gyirong) to Kathmandu would be more challenging and costly, but other routes were rejected either because the gradients were too steep, they went through protected areas, or were geologically unstable and exposed to glacial lake outburst floods due to climate change.The possibility of trans-Himalayan connectivity was first mooted as far back as 1973 by Mao Zedong in a meeting with King Birendra in Beijing. Since then, China built the Qinghai-Tibet Railway connecting Lhasa to Xining, and is now working on the Sichuan-Tibet Railway to Chengdu and Kunming.The Qinghai-Tibet Railway was extended from Lhasa to Xigatse in 2014, and in three years those tracks will reach Kerung on the Nepal border, only 70km in a straight line north of Kathmandu.Even though it is just a secondary route in China’s ambitious BRI, Nepal could gain valuable access to Chinese seaports and trade centres, especially as relations with long-time trade partner India blow hot and cold. Construction on the HSR in Tibet has gone ahead despite the pandemic.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109121152/636b951f9c7e80680e06f23cjpeg.jpg" alt="" width="1802" height="1124"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109121152/636b95229c7e80680e06f23djpeg.jpg" alt="" width="1500" height="936">The possibility of extending this train track across the Himalaya to Kathmandu had captured the Nepali public’s imagination ever since Prime Minister <a href="https://www.nepalitimes.com/banner/a-great-march/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/banner/a-great-march/&amp;source=gmail&amp;ust=1625124500954000&amp;usg=AFQjCNHGibQBVN4D4t6d-EHleChPgkVuRg">K P Oli and Chinese Premier Li Keqiang</a> committed to exploring the project five years ago.The arrival of the railway line in Kerung possibly in three-year’s time will bring that dream closer to reality, but for that the Nepali side has <a href="https://www.nepalitimes.com/latest/nepal-china-agreements-are-stuck/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/latest/nepal-china-agreements-are-stuck/&amp;source=gmail&amp;ust=1625124500954000&amp;usg=AFQjCNHNvV9WjjfmrIZ2cXB6LDDdz-AvxA">to show more commitment</a> to the project.So far, Nepal’s action has been limited to participating in discussions and signing MoUs. Framework agreements were signed in 2017 for the Trans-Himalayan Multidimensional Connectivity Network, and President Bidya Devi Bhandari even attended a summit in 2019 of the BRI Forum.China had committed to financing Detailed Project Reports (DPR) for a 72-km rail line between Kathmandu and Rasuwagadi during <a href="https://www.nepalitimes.com/editorial/trans-himalayan-handshake/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/editorial/trans-himalayan-handshake/&amp;source=gmail&amp;ust=1625124500954000&amp;usg=AFQjCNGmkW3V3lGbvBXthCBsH4ktk9Trxw">President Xi Jinping’s visit in October 2019</a>, but since then, government planners have blamed the pandemic for delays in taking plans forward.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109121152/636b95259c7e80680e06f23ejpeg.jpg" alt="" width="1594" height="1060"><figcaption>Rasuwagadi on Nepal's border with China. Photo: Nabin Baral</figcaption></figure>In fact, no funding was sourced for DPRs, says Suresh Paudel, Deputy Secretary of Development Assistance Coordination and Quality Branch of the Ministry of Physical Infrastructure and Transportation.“China showed readiness in supporting detailed survey designs, but a budget has not been set so far,” Paudel says.Nepal has already lost time twiddling thumbs and waiting for China’s support, even while China aims to finish its Sichuan-Lhasa rail line by 2030.Even without the delays on the Nepal side, a Kathmandu-China connection will prove to be costly and difficult. Nepal has no railway infrastructure to speak of, and in any case would be unable to bear the financial cost of building a difficult and expensive tunnel across the Himalaya.

original

674x448

610x380

500x500

400x266

400x240

400x203

301x200

1250x600

1084x550

No light at end of trans-Himalayan train tunnel

<a href="https://www.nepalitimes.com/wp-content/uploads/2019/12/8-9.jpg" data-elementor-open-lightbox="no"></a><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108151124/636a66e89c7e80680e0599afjpeg.jpg" alt="" width="1500" height="1163"/>Ten years ago, at the beginning of the last decade, Nepalis looked forward with optimism to a country with greater connectivity — at least a railway or two, smart cities, more energy sources and <a href="http://archive.nepalitimes.com/article/Nepali-Times-Buzz/A-great-leap-forward,198" target="_blank" rel="noopener">a great leap forward</a> in infrastructure. The war had ended, a new constitution was being drafted and there was optimism about the future in 2010.Fast forward 10 years and many of those projects have not materialised, while even the ones nearing completion, like <a href="http://archive.nepalitimes.com/page/melamchi-coming-to-kathmandu" target="_blank" rel="noopener">Melamchi</a>, Pokhara Airport, or the <a href="https://www.nepalitimes.com/banner/our-land-is-us-we-are-our-land/" target="_blank" rel="noopener">Kathmandu-Tarai Expressway</a>, are delayed. The 2015 earthquake and Blockade, as well as endemic corruption, were blamed. But it was mainly failure of political leadership.Read Also: <a href="https://www.nepalitimes.com/editorial/trilateral-trains/" target="_blank" rel="noopener">Trilateral Trains,</a> EditorialYet, many of these projects and others planned for the coming decade are more ambitious than ever. The government hopes to start on a new international airport in <a href="https://www.nepalitimes.com/here-now/economy-ecology-of-nijgad-airport/" target="_blank" rel="noopener">Nijgad</a>, upgrade Kathmandu airport, build two highway tunnels to Rasuwagadi, start a feasibility study on the Kerung-Kathmandu railway, expedite <a href="https://archive.nepalitimes.com/article/nation/planned-new-east-west-railroad-and-expressway-threaten-the-Chitwan-National-Park,1079" target="_blank" rel="noopener">the East-West Railway</a>, and add at least <a href="https://www.nepalitimes.com/opinion/decentralising-hydropower/" target="_blank" rel="noopener">10,000MW of hydropower</a> to the grid in the next decade.Nepalis have got used to delays and disappointment, and there is a ‘we will believe it when we see it’ attitude about the megaprojects in the pipeline. A government that cannot even upgrade the Nagarkot road or finish the 5km stretch from Chabahil to Gokarna, it is felt, has no right promising a $6billion new airport by clearing native forest.Read Also: <a href="https://www.nepalitimes.com/here-now/an-energy-windfall-for-nepal/" target="_blank" rel="noopener">An energy windfall for Nepal</a>, Kushal GurungEarlier this year, Finance Minister Yubaraj Khatiwada promised that the government would complete the feasibility study of the <a href="https://www.nepalitimes.com/banner/which-way-will-the-tibet-nepal-railway-go/" target="_blank" rel="noopener">Kerung-Kathmandu railway</a> and begin construction by 2022. This came without a definite budget or financial modality, still the Nepali engineer on the project, Paribesh Parajuli says it will happen within the coming decade.“The detailed project report and feasibility study for the Kerung-Kathmandu Railway will take more than two years but we are hopeful that it will be done within the given timeframe,” Parajuli told Nepali Times. “If everything goes as planned, the railway should be completed within nine years of the start of construction.”Read also: <a href="https://www.nepalitimes.com/?p=38023&amp;preview_nonce=024823c344&amp;preview=true" target="_blank" rel="noopener">Towards 2030</a><a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="https://www.nepalitimes.com/?p=38038&amp;preview_nonce=e8166bf726&amp;preview=true" target="_blank" rel="noopener">Another decade to get it right,</a> EditorialAnother faraway project is the 945km East-West Railway. To span 24 Tarai districts from Mechi to Mahakali, it is expected to be completed by the middle of the coming decade. In fact, 30km of the track-bed from Bardibas to Nijgad is scheduled to be finished next year. This line will connect with the 69km Janakpur-Jayanagar-Kurtha line that will start operating in March 2020. Also being surveyed is the <a href="nepalitimes.com/nepali-times-polls/do-you-think-kathmandu-raxaul-rail-will-ever-be-built/" target="_blank" rel="noopener">Raxaul-Kathmandu Railway</a>.Out of the 22 <a href="https://www.nepalitimes.com/editorial/communist-capital/" target="_blank" rel="noopener">national pride projects</a>, 17 are scheduled for completion in the next 5 years, according to the National Planning Commission's Approach Paper. Sushil Bhatta of the NPC says: “The government is focusing on giving priority to certain projects, making sure that resources are effectively and efficiently utilised in order to meet the targets that have been outlined.”Read Also:<a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="https://www.nepalitimes.com/?p=38061&amp;preview_nonce=012fb23553&amp;preview=true" target="_blank" rel="noopener">Nepal in the 2020s,</a> Sewa Bhattarai<a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="https://www.nepalitimes.com/?p=38073&amp;preview_nonce=5c5e53a600&amp;preview=true" target="_blank" rel="noopener">How will Nepal develop in the next decade,</a> Sonia AwaleIn the next five-year periodic plan, the government is prioritising completion of projects that have already begun, allocating resources on the basis of the progress achieved and the significance of the projects to the economy.Bhatta says: “We want to give priority to result-oriented national pride projects and those that help enhance economic growth.”The government is determined to complete Nijgad International Airport in the coming decade despite strong protests from environmental activists and criticism that it is too grandiose. Bhairawa and <a href="https://archive.nepalitimes.com/article/nation/Pokhara-waits-for-take-off,4136" target="_blank" rel="noopener">Pokhara</a> airports will be operational in 2020 and 2021, but whether they will act as alternative airports and reduce congestion in Kathmandu is debatable.Read Also: <a href="https://www.nepalitimes.com/banner/does-nepal-need-a-4th-international-airport/" target="_blank" rel="noopener">Does Nepal need a 4th international airport?,</a> Om Astha RaiDuring this year’s <a href="https://www.nepalitimes.com/editorial/invest-in-investment/" target="_blank" rel="noopener">Nepal Investment Summit</a> there were numerous proposals for smart cities in Hetauda — integrated urban development programs that were built on digital frameworks, improved technology, energy-efficient apartments, electric vehicle charging stations and bus rapid transit.Between 2020-2030 there will also be explosive growth in the <a href="https://www.nepalitimes.com/here-now/nepal-telecom-or-go/" target="_blank" rel="noopener">telecommunication sector</a> with the introduction of 4G and 5G networks. Anand Khanal at the Nepal Telecommunications Authourity says, “In the next decade, we will see blanket coverage of mobile broadband in the country. The infrastructure will be established so that 100% of the public will have access to the internet and broadband service. “Nepal hopes to become a <a href="https://archive.nepalitimes.com/regular-columns/guest-editorial/muddy-road-middle-income,928" target="_blank" rel="noopener">middle-income country by 2030</a>, and the country needs to invest more than $1billion annually on infrastructure development to reach this goal.Bhatta says: “To achieve our 5-year goals and even 25-year goals, we need to streamline our projects, strategically invest in those projects and push for a paradigm shift in the way Nepal manages development.”Read Also: <a href="https://www.nepalitimes.com/banner/calendar-of-economic-change/" target="_blank" rel="noopener">Calendar of economic change</a>, Om Astha Rai

Nepal in 2030

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108131140/636a4e399c7e80680e04fca3jpeg.jpg" alt="" width="1500" height="1000"/><figcaption>TRAIN A COMIN': Kerung (Gyirong) used to be a staging post during the 19th century Nepal-Tibet wars.</figcaption></figure>Tashi Sherpa runs the only teashop in Rasuwa Gadi on the Nepal side of the border, 170km north of  Kathmandu. Nearby, dozens of trucks carrying imported Chinese goods cross the Bhote Kosi into Nepal.Sherpa has heard that a railroad to Kathmandu is also planned, but she will only believe it when she sees it. “Dream train,” she calls it.Read also:<a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="https://www.nepalitimes.com/?p=29461&amp;preview=true" target="_blank" rel="noopener">Which way will the Tibet-Nepal railway go?</a>, Ramesh Bhushal<a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="https://www.nepalitimes.com/?p=29408&amp;preview=true" target="_blank" rel="noopener">Trilateral Trains</a>, Editorial But what Tashi Sherpa does not know is that a feasibility study conducted last year has proposed a rail route under the mountains instead of along the river, thus  bypassing Rasuwa Gadi altogether. People along the highway may not even see the <a href="https://archive.nepalitimes.com/article/headline/Nepal-India-China-rail,3092" target="_blank" rel="noopener">train</a> because most of the track will be in tunnels drilled beneath Langtang, Gosiankunda and Shivapuri to Tokha near Kathmandu.Truck driver Balaram Rimal sips tea at Sherpa’s shop as he waits to cross into China. He says: “All this talk of trains is nonsense. First they should fix this scary road.”The railway forms part of China’s Belt Road Initiative and will be an extension of the <a href="https://nepalitimes.atavist.com/the-tibet-train" target="_blank" rel="noopener">Qinghai-Tibet Railway</a> from Xigatse to Kerung and on to Kathmandu. However, crossing the Himalaya through a series of long tunnels will not just be an engineering feat, but will cost at least $5.5 billion.The Chinese have built an imposing 9-storey building at the border that looks like a shopping mall and houses a well-equipped customs and immigration office. The Nepal side is a tin shed flying a forlorn Nepali flag. <a href="https://nepalitimes.atavist.com/bordering-on-helplessness" target="_blank" rel="noopener">The 2015 earthquake destroyed the Nepal border post,</a> and its reconstruction has been delayed due to a dispute with the contractor.Finjo Lopchan runs Potala Guest House near the border, and sums it all up: “How can a country that can’t even put up a building, drill a train tunnel through the mountains? My head spins when people talk about railways. Shameless government.”

Dream train

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108131140/636a4e709c7e80680e04fcb6jpeg.jpg" alt="" width="1500" height="1000"/><figcaption>Dozens of trucks carrying imported Chinese goods cross the Bhote Kosi into Nepal this week. The Nepali border town of Rasuwa Gadi (pictured below) on the Bhote Kosi river. Photos: NABIN BARAL</figcaption></figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108131140/636a4e749c7e80680e04fcb7jpeg.jpg" alt="" width="1400" height="933">Till not too long ago, a trans-Himalayan railway sounded like science fiction. Now, with the proposed 100km long tunnel under <a href="https://www.nepalitimes.com/banner/the-reincarnation-of-a-holy-valley/" target="_blank" rel="noopener">Langtang National park</a>, it sounds even more futuristic.The rapid strides China has taken in extending its national railway network makes drilling under the world’s highest mountains seem no longer technically impossible, but is it economically viable?Read also: <a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="https://www.nepalitimes.com/?p=29395&amp;preview=true" target="_blank" rel="noopener">Dream Train</a>, Ramesh Bhushal <a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="https://www.nepalitimes.com/?p=29408&amp;preview=true" target="_blank" rel="noopener">Trilateral Trains</a>, Editorial A pre-feasibility study of a railway into Nepal from Tibet carried out by a Chinese team in 2018 suggests that it would be an engineering feat and very expensive, but not an impossible task.“Technically this will be one of the world’s toughest railways to construct,” says Paribesh Parajuli, the only train engineer at Nepal’s Department of Railways, who was educated in China and is a consultant for the study.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108131140/636a4e779c7e80680e04fcb8jpeg.jpg" alt="" width="826" height="680"><figcaption> </figcaption></figure>Despite Nepali politicians making wild promises about the imminent arrival of a Tibet train and ensuing public anticipation, because of the technical and cost factors the Chinese have sought to dampen some of the enthusiasm.Read also: <a href="https://nepalitimes.atavist.com/the-tibet-train" target="_blank" rel="noopener">The Tibet Train</a>, Om Astha RaiThe feasibility study has not yet been made public, but is said to list ‘six extremes’ that will be challenging: topography, weather, hydrology, tectonics, and cost.And despite speculation that the railway alignment will follow the Bhote Kosi River across the Himalaya to Nuwakot, the study actually lays out a much more adventurous course under Langtang National Park, below Gosainkunda and Shivapuri National Park to enter Kathmandu Valley at Tokha. Stations will be located at bridge points where the tunnels emerge at Langtang Khola and Pati Bhanjyang.The gradient required to descend from 4,000m on the Tibetan Plateau to 1,400m above Kathmandu is so steep that engineers have proposed drilling through the mountains with 98% of the tracks on the Nepal side inside tunnels.https://www.youtube.com/watch?v=2bCrriCNMqoSays Parajuli: “If the railroad follows the proposed tunnel route under the mountains, the towns along the existing highway to Rasuwa will not even be seeing trains.”Although drilling under the mountains will minimise environmental impact in two national parks, the tunnels will traverse the Main Central Thrust faultline of the Himalaya. Mitigating earthquake risk will push the total cost even higher than a normal tunnel project.Preliminary estimates put the cost of just the 170km Kerung to Kathmandu section of the railway at 38 billion yuan ($5.5 billion). Even though only 30% of the length from Menbu to Kathmandu is in Nepal, it will account for almost half the cost of the project because of the required tunneling.Despite these challenges, Nepal’s railway dream moved closer to reality after the project was listed as one of the 64 to be considered under China’s BRI during the <a href="https://www.chinadialogue.net/article/show/single/en/11212--Green-Belt-and-Road-in-the-spotlight" target="_blank" rel="noopener">second Belt and Road Forum</a> in Beijing in April.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108131140/636a4e7a9c7e80680e04fcb9jpeg.jpg" alt="" width="1400" height="933"><figcaption> </figcaption></figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108131140/636a4e7d9c7e80680e04fcbajpeg.jpg" alt="" width="1500" height="1000">Nepal is now seeking a grant from China to construct the railway, but Beijing is <a href="https://thehimalayantimes.com/nepal/nepal-china-railway-project-will-be-executed-chinese-ambassador-to-nepal-hou-yanqi/" target="_blank" rel="noopener">reticent</a>, hence recent comments by Chinese Ambassador Hou Yanqi urging Nepalis not to jump the gun.The Nepal government has not allocated any money for the Tibet railway in this year’s budget. But officials at <a href="http://www.mopit.gov.np/" target="_blank" rel="noopener">Nepal’s Infrastructure and Transport</a> ministry say just a detailed engineering study for the Kerung-Kathmandu section of the railway will cost an <a href="https://kathmandupost.ekantipur.com/printedition/news/2019-03-19/rs-35b-and-two-years-cost-of-detailed-project-report-of-kathmandu-kerung-rail.html" target="_blank" rel="noopener">estimated </a>five times the Nepal’s total railway budget for next year.Even so, Finance Minister Yubaraj Khatiwada seems upbeat. He has even announced the date of the start of construction: “We will complete the detailed project report and feasibility study and start construction work on the Kerung-Kathmandu railway in the next two years.”The Chinese do not seem to be in such a rush. The Qinghai-Tibet railway reached Xigatse in Tibet in 2014. At the pace of construction, it was  scheduled to arrive on the border in Kerung by 2020, but the Chinese have reportedly pushed that back to 2025.Both the Chinese and Nepal governments have denied that loan financing for the project will push Nepal into a debt trap, as the Americans have been warning.“The main thing is how projects are selected, whether that is done on the possible rate of return, and the pay back plan,” says Foreign Minister Pradeep Gyawali.https://www.youtube.com/watch?v=cX-C2_E-AQMWhile the minister could not answer questions about what Nepal would export to China by train, Prime Minister K P Oli once speculated it could be mineral water, for which he was widely ridiculed. Mineral water is already a multi-billion dollar <a href="https://www.thethirdpole.net/en/2015/10/29/chinas-bottled-water-industry-to-exploit-asias-water-tower-4/" target="_blank" rel="noopener">industry in Tibet</a>, so it would be like coals to Newcastle.Economic analysts say the railway makes sense only if Nepal can fill the wagons with its goods for the return trip. While imports from China increased by about 40% in 2018, exports from Nepal to China fell by 30%, with the country’s trade deficit reaching about US$12 billion last year – equal to nearly half of the country’s total GDP.Ambassador Hou has tried to allay fears. “The BRI is not a ‘debt trap’ that some countries may fall into, but an ‘economic pie’ that benefits the local population,” she wrote in a recent <a href="https://myrepublica.nagariknetwork.com/news/new-era-new-opportunities/" target="_blank" rel="noopener">opinion piece</a> in the Nagarik newspaper.The real question is not just who will pay for the railway, but also whether it will pay for itself. The tunnel alignment will push up costs, and because it misses all major urban areas along the way like Trisuli and Syabrubesi, it is unlikely to benefit local populations.https://www.youtube.com/watch?v=rLURhJkDeVcNarayan Das Dongol, 76, plays with his granddaughter in Tokha village on the northern rim of Kathmandu Valley. His house will be near the proposed terminal of the Kerung-Kathmandu railway, and he has heard rumours about a train coming. There is still confusion about the exact route the tracks will take, but land prices here have already soared six-fold to Rs3 million for a 32 sq m patch in anticipation.In Bidur of Nuwakot, Mayor Sanju Pandit insists the train should go through his town, adding: “I have heard that the railway will cross our town, but we have not been consulted or informed about it at all.”One worry is that regular cargo trains between China and Nepal will increase wildlife trafficking not just of endangered species from Nepal, but also India. Nepal would be even more of a transit for contraband like tiger skins, rhinos horns, pangolins, sandalwood.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108131140/636a4e819c7e80680e04fcbbjpeg.jpg" alt="" width="1400" height="933"><figcaption> </figcaption></figure>On the Nepal side, there are zero preparations in place for the Tibet railroad, but even the proposed east-west Tarai railway does not seem to be going anywhere. In the decade since it was set up, Nepal’s Department of Railways has yet to hire a fulltime railway engineer.The new 34km railway from Bihar to Nepal is supposed to start operations next month with a hired train and driver from India. But you cannot fault Nepal for dreaming big: the government plans to construct 4,000km of railways in the next two decades.This article was originally published by <a href="https://www.thethirdpole.net/en/2019/06/18/china-nepal-railway-fantasy-or-reality/" target="_blank" rel="noopener">The Third Pole</a>.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108131140/636a4e849c7e80680e04fcbcjpeg.jpg" alt="" width="1500" height="1000"><figcaption> </figcaption></figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108131140/636a4e879c7e80680e04fcbdjpeg.jpg" alt="" width="1500" height="1000">Timeline: Nepal’s BRI railway2017 – Nepal and China sign MoU on the BRI in Beijing.2018 – Nepal forms two committees headed by the foreign secretary and finance secretary to propose projects for China to fund under BRI.2018 – Nepal’s prime minister, K.P Oli, visits China and signs on 14 projects including in cooperation in railways.2018 – Pre-feasibility study for the Kerung- Kathmandu rail by a Chinese team.2019 – The Nepal-China railway listed as part of the Trans-Himalayan connectivity network at the second BRI Forum in Beijing in April.2019 – In budget speech, government declares construction will start in two years without allocating appropriate budget for a detailed study.

Which way will the Tibet-Nepal railway go?

<figure><img width="1400" height="920" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108131140/636a4e509c7e80680e04fcabjpeg.jpg" alt=""/><figcaption>Illustration: BHANU BHATTARAI</figcaption></figure>The trans-Himalayan railroad has been in the news lately. And like everything else in Nepal, it is difficult to separate hot air from a cool breeze. The Chinese cannot hide their irritation anymore about Nepal’s politicians day-dreaming. Ambassador Hou Yanqi was as blunt as a diplomat can be at a recent interaction in which she said (we paraphrase): “Not so fast.”Read also: <a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="https://www.nepalitimes.com/?p=29461&amp;preview=true" target="_blank" rel="noopener">Which way will the Tibet-Nepal railway go?</a>, Ramesh Bhushal<a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="https://www.nepalitimes.com/?p=29395&amp;preview=true" target="_blank" rel="noopener">Dream Train</a>, Ramesh BhushalThe extension of the Qinghai-Tibet Railway to Nyalam and Kerung, then onwards to Kathmandu, Lumbini and the Indian border constitutes a part of Beijing’s <a href="http://archive.nepalitimes.com/news.php?id=15892#.XRsdKz8za70" target="_blank" rel="noopener">Medium and Long-term Railway Network Plan</a>. But laying train tracks on the rugged terrain of the Tibetan Plateau has been a daunting challenge even for the Chinese.After the Lhasa line was connected to Xigatse and beyond, it was expected to reach <a href="https://nepalitimes.atavist.com/the-tibet-train" target="_blank" rel="noopener">Kerung</a> on the Nepal border by the next year, but now it looks like it will be pushed back five more years. Yet Nepal’s hyperbolic politicians talk about it as if the locomotives will be chugging in by next Dasain.The railway to Nepal was listed as one of the 64 Belt Road Initiative (BRI) projects at the second Belt and Road Forum in Beijing in April. The ambitious BRI aims to improve China’s overland connectivity to countries across its western border in Central Asia and beyond to even Europe. The Nepal link is not directly on the main line, but part of a <a href="http://archive.nepalitimes.com/blogs/thebrief/2017/05/12/nepal-joins-new-silk-road/" target="_blank" rel="noopener">sub-Silk Road</a> that could, in the future, offer an alternative to two-way trade between China and India, which today follows a maritime route through the Strait of Malacca.China is India’s largest source of imports, and it is in Beijing’s geostrategic interest to find land alternatives to choke points on its sea routes to the Indian Ocean. Two-way trade between India and China is now nearly $100 billion a year and a stable land corridor would be in both the countries’ interest. Besides that, China wants to integrate its southwestern regions of Tibet and Xinjiang with central and southern Asia.  But what does Nepal get out of the proposed rail link? First of all, theoretically, we can have <a href="https://www.nepalitimes.com/editorial/yam-between-3-boulders/" target="_blank" rel="noopener">cheap and reliable alternative access</a> to sea ports. That Nepal needs this trade bypass is a no-brainer considering the five-month Indian Blockade of our southern border in 2015. Despite its initial cost, train travel is cheaper and environmentally much cleaner. A railway track through the mountains could interlink trade and tourist travel between the two countries, and be a catalyst for other train lines within Nepal. Nepal’s politicians, including Prime Minister K P Oli, came to power riding the nationalist wave after the Blockade, and promised better access to the north. But one just has to see the slow progress of the road on our side of the Rasuwa border today to realise that it was all talk. Whatever progress there has been in upgrading the checkpoints in Rasuwa and <a href="https://nepalitimes.atavist.com/bordering-on-helplessness" target="_blank" rel="noopener">Kodari</a>, or the dry port in Larcha, are being built by China in our territory.The biggest uncertainty about the trans-Himalayan railroad is who is going to pay for it, and if it will pay for itself. The 170km stretch from Kerung to Kathmandu will cost at least $5.5 billion. It is unlikely the Chinese will just gift the railroad, and a loan could be a debt trap. Unless Nepal’s exports to China rise dramatically, this railway will not make much economic sense.Nepal’s trade deficit with China is expected to grow to $15 billion this year, as imports rose by 40% and exports fell by 30%. A cargo train makes sense if we can use the wagons to send goods back to China, not just to buy more.China used its comparative advantage in the past to produce labour-intensive goods which it exported worldwide to buy knowhow. Now, China has attained an income level where some of those goods can be produced more cheaply elsewhere: like Nepal. In the 1990s, tax rebates attracted multinationals to set up manufacturing bases in Nepal for export to India. We do not have to reinvent the wheel.Greater connectivity between India and China through Nepal, however, could open a new trans-Himalayan trade corridor which can offer Nepal another chance to be a manufacturing base for specialised products to be sold to both our giant neighbours. But for that, we need a strategic vision and pragmatic policies. Nepal’s strategy should be to serve as a land bridge between India and China and get these two giant locomotives to pull in the same direction.10 years ago this weekNepali Times <a href="http://archive.nepalitimes.com/issue/458" target="_blank" rel="noopener">#458 of 3-9 July 2009</a> dealt with the Constitution deadline being only 11 months away, and the political parties paralysed by wrangling. Our<a href="http://archive.nepalitimes.com/news.php?id=16083#.XR7YWeszaUk" target="_blank" rel="noopener"> editorial</a> blamed the fecklessness of the democratic parties and the Maoists wanting to go it alone:‘D Day for the completion of the new Constitution is now only 11 months away. The Constituent Assembly’s self-imposed deadline has been pushed back over and over again. Maoist chairman Pushpa Kamal Dahal said after his Politburo meeting this week that his party will lead a national government. How that will be possible considering the non-Maoist parties are on the other side is difficult to imagine. Maybe the strategy is to split the big parties, but then domestic and international geo-politics are both against them. What the Maoists couldn’t achieve with armed struggle and elections, they will now try to do by mobilising a mass movement on the streets.’<a href="http://archive.nepalitimes.com/issue/458"><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108131140/636a4e539c7e80680e04fcacjpeg.jpg" alt="" width="800" height="1242"></a>

TRILATERAL TRAINS

<img width="600" height="430" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107141112/636904a79c7e80680e037d35jpeg.jpg" alt=""/>With a six-lane highway joining the city to Kohalpur, plans to upgrade to a Metropolis, international flights starting soon from its expanded airport, a railway station connecting to India, and new hotels and casinos coming up, <a href="http://archive.nepalitimes.com/news.php?id=5885#.W4fVwM4zaUk" target="_blank" rel="noopener">Nepalganj</a> feels like a town on the move.Adding to the excitement is the city’s can-do mayor, <a href="http://archive.nepalitimes.com/news.php?id=10282#.W4J_8GaB1TY of the RPP" target="_blank" rel="noopener" data-wplink-url-error="true">Dhawal Shumsher Rana</a>, who was re-elected last year and immediately set about improving Nepalganj’s crumbling roads, drainage and its poor image.The city suffered an economic setback when it lost out to Butwal as the capital of Province 5, but Mayor Rana is lobbying hard to declare Nepalganj a Metropolitan City by merging with Kohalpur.“Come back in a few more months, you will see a different Nepalganj,” says Rana proudly as he supervised a road widening on a recent rainy Saturday.Feeding the boom is Nepalganj’s emergence in recent years as one of the most popular gateways to <a href="http://archive.nepalitimes.com/news.php?id=5392#.W4fXhs4zaUk" target="_blank" rel="noopener">Kailash in Tibet</a> for Indian pilgrims. (See map). Devotees from all over the world travel to one of Hinduism’s holiest sites, and the easiest route is through Nepalganj. Pilgrims also fly via Kathmandu and Lhasa, cross at Kerung, or go via India.https://www.youtube.com/watch?v=GprdlTsLdck&amp;feature=youtu.beThe Nepalganj route entails taking a plane to <a href="http://archive.nepalitimes.com/article/Nepali-Times-Buzz/northwestern-tip-of-nepal-Humla,3430" target="_blank" rel="noopener">Simikot</a> , changing to a helicopter to Hilsa on the Tibet border, and then driving by SUV to the sacred Lake Mansarovar. Half the 15,000 Indian pilgrims to Tibet every year take the Nepalganj route, and this week, hotels here were full of pilgrims waiting for flights to Simikot delayed by bad weather.“Indians prefer to go via Nepal because the trip is smoother, the routes through India are very basic,” says Yash Thakur of Explore India Tours, which organises pilgrimages for Hindus from India, South Africa, Mauritius, Fiji, the United States and Britain. “If there is more support from Nepal, we can take 20,000 more pilgrims to Kailash via Nepal every year.”Prakash Shrestha of Explore Kailash has been arranging pilgrimage packages since 1996, and says if infrastructure bottlenecks are fixed, a lot more Indian tourists would prefer the Nepal route because they can also visit Pashupati or <a href="https://archive.nepalitimes.com/article/Nepali-Times-Buzz/going-to-jomsom-in-the-off-season,3878" target="_blank" rel="noopener">Muktinath</a>.“There aren’t enough helicopters, the weather delays flights, Nepalganj has good hotels, but there are few facilities in Simikot or Hilsa,” says Shrestha.There is also anticipation in Nepalganj about Buddha Air flights from Delhi starting in January which are expected to bring Indian tourists to the city’s new casinos, as well as Indian trekkers to Rara and <a href="https://archive.nepalitimes.com/page/Stairway-to-heaven-Dolpo-trek" target="_blank" rel="noopener">Dolpo</a>, which have air connections from Nepalganj.“Nepalganj is going to be a multiple hub. We are going to expand Nepalganj airport, extend the runway and apron and upgrade the terminal building,” says Mayor Dhawal Rana, “and in a few years we will also have a railway station connecting to India.”

Kunda Dixit

Nepalganj gets moving

Fenerbahçe Beko won the Turkish Airlines EuroLeague finals in Abu Dhabi, held 23-25 May, defeating Monaco 81-70 in the final. Olympiacos, who defeated Panathinaikos 97-93, finished the series in third place. The Most Valuable Player (MVP) of the final match, Nigel Hayes-Davis from Fenerbahçe Beko, received a prize of 1,000,000 Miles&amp;Smiles from Turkish Airlines’ Chief Commercial Officer Ahmet Olmuştur. The carrier has been the title sponsor of the Turkish Airlines EuroLeague, a top tier tournament, since 2010.

Turkish Basketball

Thousands of Nepali students dreaming of an American education have been forced to look elsewhere as the Trump administration’s visa restrictions make their future uncertain.
The US was long considered a top destination for higher studies, making Nepal the 10th biggest country of origin for international students in America.&nbsp;
However, that number has seen a significant decline with the total for Nepali students now at 16,482. Some 8,000 Nepali students obtained no-objection certificates to study in the US from the Ministry of Education in the past year.&nbsp;
India, Australia, Canada, South Korea, United Kingdom and Japan are the other popular destinations for Nepali students. There are no clear numbers for Nepalis going to India, but a slight decline was noted this year after the deaths of two female students.
The US State Department has issued a circular to its embassies not to issue new visas to applicants until further notice. US Secretary of State Marco Rubio in the directive stated that the department planned to expand the screening of applicants' social media.&nbsp;
While new applicants are barred including those applying for visitor visas, students with scheduled interviews are allowed to proceed.
“Many of our students are affected by the new restrictions, but those who had applied for student visas earlier have got interview dates,” one Kathmandu-based college counsellor told us.
Meanwhile, even foreign students with spotless records already in the US have not been spared, as visa scrutiny intensifies under the new policy. In a move that underscores the growing sense of insecurity, many US colleges advised international students to carry their passports and documents at all times, even when traveling locally.
“Me and my friends did not go home this summer because we were not sure we would be allowed back, so we just went to Niagara Falls,” said a Nepali undergrad in Ohio, who like many interviewed for this report did not want her name used for fear of repercussion.
<div class="embed-block"><iframe title="MORE NO OBJECTIONS" aria-label="Column Chart" id="datawrapper-chart-a7y6L" src="https://datawrapper.dwcdn.net/a7y6L/1/" scrolling="no" frameborder="0" style="width: 0; min-width: 100% !important; border: none;" height="600" data-external="1"></iframe><script type="text/javascript">!function(){"use strict";window.addEventListener("message",(function(a){if(void 0!==a.data["datawrapper-height"]){var e=document.querySelectorAll("iframe");for(var t in a.data["datawrapper-height"])for(var r,i=0;r=e[i];i++)if(r.contentWindow===a.source){var d=a.data["datawrapper-height"][t]+"px";r.style.height=d}}}))}(); </script></div>
Nepali students have adopted a cautious stance, with many choosing not to return home during summer vacation due to fear of visa revocations as well as travel bans. Meanwhile, over 7,000 Nepalis with Temporary Protected Status (TPS) will have to come back to Nepal by 5 August or face deportation. Thirty-seven were flown back to Kathmandu on Omni Air last week.
“The US is one of the most sought-after destinations for higher education, and the ban will definitely impact bright students,” says Narottam Aryal of the King’s College in Kathmandu.
Indeed, Nepali undergraduates admitted into Ivy League colleges for the 2025 academic year have been asked to look for alternatives. The entire Fulbright Foreign Scholarships Board resigned on Wednesday citing interference from the Trump administration on the selection of this year’s cohort. Some Nepali students already on Fulbright scholarships have noted disruptions, delays and even cancellation of stipends.&nbsp;
The student visa restrictions were initially just for foreign students admitted to Harvard University, but it was later extended to all Chinese students and now to all students. Universities like Columbia which actively recruit foreign students, face sharp enrolment declines, threatening their financial stability and diversity.
An Indian female PhD candidate at Columbia University had her visa revoked by the US State Department, and said she was targeted on the basis of her social media posts on Israeli military attacks in Gaza. Social media vetting of political activism has raised concerns about privacy and freedom of expression in a country where such rights were a given.
Many students have been informed via email that their visas have been revoked for getting speeding or parking tickets, but even others with no criminal record have been affected. The fear of deportation looms large amongst international students, including those from Nepal.&nbsp;
For most Nepalis who migrate to the US for education, the journey is a high-stakes investment. They come largely from middle-class families, often rely on a patchwork of scholarships, work-study programs, loans, or even the sale of family assets to afford fees.
Most Nepali students pursue STEM subjects which offer extended Optional Practical Training (OPT) periods that help fund their education. But with the US backsliding on education and humanitarian matters, countries like the UK and Canada are becoming more attractive despite their own recent stricter controls on student visas.&nbsp;
The UK universities saw a 63% rise in Nepali students’ admissions in 2024. Japan is another popular destination with 64,816 Nepali students enrolled as of 2024.
<div class="embed-block"><iframe title="WHERE WE WENT" aria-label="Map" id="datawrapper-chart-yUABv" src="https://datawrapper.dwcdn.net/yUABv/3/" scrolling="no" frameborder="0" style="width: 0; min-width: 100% !important; border: none;" height="500" data-external="1"></iframe><script type="text/javascript">!function(){"use strict";window.addEventListener("message",(function(a){if(void 0!==a.data["datawrapper-height"]){var e=document.querySelectorAll("iframe");for(var t in a.data["datawrapper-height"])for(var r,i=0;r=e[i];i++)if(r.contentWindow===a.source){var d=a.data["datawrapper-height"][t]+"px";r.style.height=d}}}))}(); </script></div>
Already, China, Hong Kong and Malaysia are poised to benefit from the increased scrutiny of US student visas. Several Hong Kong universities are offering unconditional admission to affected students, while Malaysian institutions are targeting previously US-bound Asian students. China and India have 330,000 and 280,000 students respectively in America, but the numbers for China have seen a sharp drop in the past year.
Elsewhere, branch campuses of American institutions such as NYU in Abu Dhabi, Georgetown in Dubai and Northwestern in Doha are getting more admission applications, and universities in the Gulf region are expanding infrastructure to accommodate those who would otherwise have gone to the US.&nbsp;
Even educational institutions in Nepal are hopeful that the US visa restrictions can be an opportunity to at least keep Nepali undergrads in Nepal, and also attract foreign students from the region.&nbsp;
“Many students might choose to complete their undergraduate degree here in Nepal and then move abroad for their Master’s degree later,” says Aryal of King’s College. “There was a need for quality higher education in Nepal anyway in terms of innovation and opportunities, so this could be the time to reduce our dependence on other countries.”
Nepal’s strategic position between India and China makes it sensitive to US policy shifts. India, a key ally, is also under US scrutiny for potential student travel restrictions. Chinese universities are already offering more scholarships to Nepali talent to capitalise on the US retreat.
American universities have challenged student visa restrictions in the courts. A federal court in Boston revoked the blanket ban on Harvard, and the State Department has ordered the resumption of processing student and exchange visitor visas.&nbsp;
Some are still hoping that President Trump will backtrack on the student visa restrictions, just like he has done with many of his more drastic executive orders.
Even so, the visa see-saw and longer-term uncertainties about living in the United States and its education system means students across the world are making alternative plans.
Says Aryal: “Policies of foreign countries change according to their needs, so excessive dependence was never a good idea. We should work to create different opportunities and choices of higher education within Nepal, so students are retained.” &nbsp;

America no longer prime destination for Nepali students

While Nepal was hosting the Sagarmatha Sambaad international climate conference in Kathmandu this month, on Mt Everest it was pretty much business as usual.&nbsp; The signs of climate breakdown are all there: a river now runs through Base Camp in summer, the Khumbu Icefall is more unstable, and there are more &nbsp;frequent avalanches. When expeditions arrived in March, the mountains were bare: it had not snowed since September, but then blizzards dumped unseasonal snow in May. And despite climate worries, such is the pull of Himalayan mountaineering that the Everest Industry showed no signs of slowdown. More than 600 international climbers and their Nepali guides had made it to the summit of the world’s highest mountain. At one point there were an estimated 2,000 people in the tent city on the Khumbu Glacier. All the ropes and ladders on the Icefall came down on Thursday, marking the official end of the spring climbing season, and just in time to avoid a monsoon cyclone approaching from the Bay of Bengal. It has been an action-packed season. One factor could be that Everest fees will go up from September: each foreign climber needs to pay a $15,000 royalty, up from the present $11,000. The cost for a Nepali climber on the South Col route will also go up: from Rs75,000 to Rs150,000.&nbsp; The fee to climb Everest in autumn is $7,500 (up from $5,500), but most climbers still prefer spring. Winter permit fee (December-February) is only $3,750 per person and the mountain is now also open for monsoon (June-August) climbs, when the fee is ever lower at $2,750. The revised rule also makes it mandatory for every two climbers on an 8,000m peak to hire one Nepali mountain guide.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2025053004050_67f856fe52714e4bdcf21ae7d45c6f18c82117b9d0a5f73ed1efa04c96de1046.jpg" data-media-id="editor_0" data-image-id="2025053004050_67f856fe52714e4bdcf21ae7d45c6f18c82117b9d0a5f73ed1efa04c96de1046" data-rendition-name="original" width="931" height="732" loading="lazy" alt="The Everest Industry graph 1"> </figure>  In addition, climbers also have to pay for porters and guides, equipment, Base Camp costs, Ice Fall and fixed rope team fees, so climbing Everest does not come cheap. But such is the draw of climbing the world’s highest peak that some say the increased fees will not diminish the crowds next year. The government has tried to spread expeditions out to other seasons and other 8,000ers, but with not much success. Earlier this year, Nepal unilaterally increased the number of 8,000m peaks to 14 by adding six more sub-summits to broaden the choice for climbers. Added were: Yalung Kang (8,505m), Yalung Kang West (8,077m) &nbsp;Kangchenjunga Central (8,473m), Kangchenjunga South (8,476m), Lhotse Middle (8,410m) and Lhotse Shar (8,400m).&nbsp; The announcement could go against the accepted topographic criteria that a stand alone peak has to be at least 300m higher than an adjoining prominence, and at more than 3km isolation from it. The UIAA (Union Internationale des Associations d'Alpinisme) still recognises only 14 mountains as eight-thousanders, and only eight of those are in Nepal, or on the border with China. Nepal’s revised mountaineering regulations also increased the insurance coverage of high-altitude workers to protect porters and high altitude guides who usually take more risks on the mountains. Rescue teams and clean-up campaigners to collect trash and remove bodies of dead climbers up to Camp IV of Mt Everest do not need permits.&nbsp; The Sagarmatha Pollution Control Committee is now using drones to fly down trash in 20kg sacks. Each climber is also required to bring down at least 6kg of waste and not just their own, but this rule is erratically enforced. With five fatalities on Everest and Lhotse, Spring 2025 had a historically low death toll. Another five climbers died on Annapurna, Kangchenjunga and Makalu.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2025053004050_38681de22f0fefb6faa12b01755566d09c5064d0ff84e12ccc7b5d68ea9ba38a.jpg" data-media-id="editor_1" data-image-id="2025053004050_38681de22f0fefb6faa12b01755566d09c5064d0ff84e12ccc7b5d68ea9ba38a" data-rendition-name="original" width="665" height="740" loading="lazy" alt="The Everest industry graph 2"> </figure>  Journalist Ben Ayers who ran the Everest Live social media channel from Everest Base Camp with daily updates credited the low death rate to dramatic rescues of climbers from the ‘Death Zone’ by their Nepali guides and longline helievacs — the visuals all uploaded on YouTube.&nbsp; “Ironically, this perception of safety is bringing more and more inexperienced climbers to the mountain, and they need more rescues,” Ayers said in one of his dispatches.&nbsp; American expedition chronicler and summiteer Alan Arnette suspects there is a lot of under-reporting given that the jet stream and storms were lashing Everest even till late in the season. He told us: “I heard a lot about frostbite and rescues that were not made public. It’s become practically impossible to cover the details on Everest. All the teams report nice news, and they don’t talk about bad stuff to avoid hurting businesses.” Although trash on Nepal’s mountains makes headlines, what does not receive as much attention is the climate impact of so many expeditions. The Sagarmatha Sambaad conference sidestepped this issue, which is ironic given that the impact of climate breakdown is most evident on Himalayan peaks and their glaciers.&nbsp; <h2>Need for Speed</h2> The big stories this year have been about speed-running from their home cities to the top of Everest. Ukrainian entrepreneur Andrew Ushakov flew out of JFK on 15 May at 10:15AM Nepal time, and was on the summit 3 days, 23 hours, and 7 minutes later on 19 May at 9:22AM.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250601080640_1c5cc6fc991307861768f07037ed9d30930fb20f35dbb57dc31c9a92a9e1a885.jpg" data-media-id="editor_2" data-image-id="20250601080640_1c5cc6fc991307861768f07037ed9d30930fb20f35dbb57dc31c9a92a9e1a885" data-rendition-name="original" width="1440" height="1800" loading="lazy" alt="The Everest Industry"> <figcaption>Andrew Ushakov at the summt. Photo: ELITE EXPED</figcaption> </figure>  “I could never find the time for the traditional 40-50 days of acclimatisation,” Ushakov explained matter-of-factly. His ‘Everest Sea-to-Summit’ climb was possible because he spent 400 hours in hypoxic sleep tents over the past four years in New York. However, Ushakov did use ropes already fixed, hired four Nepali guides, helicoptered to Base Camp, and used much more oxygen than an average climber. And after the climb, Ushakov was arrested at Kathmandu airport for being in possession of $20,000 of undeclared cash and spent a night in jail and fined $60,000.&nbsp; The other speedsters were Garth Miller, Alastair Cairns, Anthony Stazicker, and Kev Godlington, all former British Army commandos. They left London and summited five days later on 21 May, and flew right back. They also used hypoxic tents to simulate the thin air high on Everest.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250601080644_90c8dd5cc07b4b43f2989b1dc0c0650ab80f10ebb06680c25a6909c519957bd8.jpg" data-media-id="editor_3" data-image-id="20250601080644_90c8dd5cc07b4b43f2989b1dc0c0650ab80f10ebb06680c25a6909c519957bd8" data-rendition-name="original" width="810" height="668" loading="lazy" alt="The Everest Industry "> <figcaption>All four members of the Furtenbach team at the summit. Photo: Sandro Gromen-Hayes</figcaption> </figure>  But more controversial was their use of xenon gas therapy in a German hospital to ramp up the production of oxygen-carrying haemoglobins in their blood. Xenon is banned by the World Anti-Doping Agency for being performance enhancing in sports. Expedition leader Lukas Furtenbach said this rule does not apply to mountaineering, as it is not a regulated sport like swimming. Nepal has no rules about xenon, but the Department of Tourism said it was launching an ‘investigation’ to decide on future policy since it is difficult to ban xenon, but allow oxygen. The controversy has also divided the mountaineering community, with some climbers saying they just want to maximise their chances of survival. Spending less time on the mountain could make climbing safer by reducing avalanche risk. It would also mean less trash on the mountains, but it would reduce the income of Nepal’s expedition industry. It is also unclear how much of the success was due to xenon therapy and whether the ex-special forces were already in good physical shape.&nbsp; The need for speed hides the fact that climbing in the Himalaya is dangerous business, and climbers cannot sprint to the top just by huffing xenon. But ultra-fast climbs could be charged more, and the revenue generated can be used to establish state-of-the-art rescue operations, and increase pay and insurance for guides. Two other speed chasers this season were Swiss-Ecuadorian Karl Egloff and American Tyler Andrews, both on Everest without oxygen. Andrews choppered to Base Camp to catch a weather window, but turned back from 8,500m due to high winds. Heavy snow and wind also forced Egloff to descend from 7,000m. Slow and steady climbers like Anja Blacha from Germany did make it to the summit without oxygen, while Kami Rita Sherpa broke his own record with his 31st Everest summit as he led a 26-strong Indian Army group. There were 468 permits issued for foreign climbers from 48 expeditions to Everest this spring. Nepal’s other eight-thousanders together had only 17 expeditions. Nepal has more than 1,000 peaks above 6,000m, and has opened only 476 of them for climbing.&nbsp;

The Everest Industry

While Nepal marked <a href="https://nepalitimes.com/news/mt-everest-pvt-ltd">Mt Everest</a> Day on 29 May, on the other side of the planet in the US state of Colorado dozens of Nepalis who have climbed the world’s highest peak multiple times were busy working as chefs and Uber drivers. Among them is Nima Doma Sherpa, who climbed Mt Everest in 2019 after her husband Tshering Wangchu was among 16 crushed by an avalanche on <a href="https://nepalitimes.com/banner/on-thin-ice-in-the-khumbu">the Khumbu Icefall</a> five years earlier. A large serac broke off the West Shoulder of <a href="https://nepalitimes.com/news/the-everest-industry">Mt Everest </a>and fell directly on a group of <a href="https://nepalitimes.com/opinion/more-porters-sick-on-everest-trail">porters and guides</a> making their way up the Icefall at 5,800m. Their bodies were flown by helicopter to Khumjung where Tshering Wangchu was born. He was excited about climbing Mt Everest for the first time.&nbsp; In Khumjung, Nima Doma felt like her own life had also ended. This was the kind of news Sherpa wives, mothers and sisters dreaded every <a href="https://nepalitimes.com/here-now/peak-climbing-season-2025-s4abrxny">mountaineering season</a>. She stayed home for more than two years grieving, but ultimately gathered up all her emotional strength to take care of her 6-year-old son and 3-year-old daughter. Nima had grown up in Khumjung hearing <a href="https://nepalitimes.com/review/stories-of-nepal-s-summiteers">tales of adventure on the mountains </a>from their father, Ang Chubi Sherpa who had climbed Everest in 1993. He used to bring her and her sisters and brother European chocolates after every expedition, and used to tell them that the chocolate bars grew on the mountains. “It was only after we got older did we realise that he told us that chocolates grew in the mountains so we would not worry about him putting himself in harm's way,” Nima Doma recalled with a faraway look at her home in Boulder this week. Nima went to the school that <a href="https://archive.nepalitimes.com/article/Nepali-Times-Buzz/commemorating-edmund-hillary-in-nepal,4145">Edmund Hillary</a> opened in Khumjung till Grade 8, and then dropped out to help in the kitchen and <a href="https://nepalitimes.com/here-now/when-yaks-go-so-does-culture">tend yaks</a>. She was married off to Tshering Wangchu, who was also a high altitude guide. When Tshering went on expeditions, Nima also started working as a porter from Namche to Base Camp. It was perhaps her father’s tales of mountains of chocolates that had always attracted her to <a href="https://nepalitimes.com/here-now/knowing-our-mountains-43v4iyvo">the peaks</a>. After her husband was killed ten years ago this month, being a widow with children was not easy for Nima Doma. But she was not alone: there were at least 200 single mothers in <a href="https://nepalitimes.com/here-now/khumbu-since-1950-jaww4qn0">the Khumbu</a>, and 20 of them just in Khumjung whose husbands had been killed in <a href="https://archive.nepalitimes.com/article/nation/tragic-start-to-himalayan-spring-nepal,3695">mountaineering accidents</a>. Some were not even 20 years old, and had children growing up without fathers. But there were also women in the 50s whose husbands had been killed in the 1980s. Nima found sponsors for her children’s education, and moved to Kathmandu. In the capital, Sherpa widows used to meet to help each other. Some of them had joined the Nepal Mountaineering Association (NMA) training for rock and ice climbing. “I decided that it was no use sitting home and crying anymore, after meeting other single mothers I felt less alone,” remembers Nima, who joined the Juniper Foundation and enrolled in an NMA training camp in Manang. There she climbed Chulu East (6,584m) and met Furadiki Sherpa, whose rope-fixing husband had also been <a href="https://nepalitimes.com/news/on-mt-everest-s-70th-records-and-fatalities">killed on Everest</a> in 2013. They set themselves the goal of climbing Everest one day, and started a fund-raising drive.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250530090544_621be0724b9182c8e3594b2c562a71ec32ac01d985a71d0cf31646de9d51e15a.png" data-media-id="editor_12" data-image-id="20250530090544_621be0724b9182c8e3594b2c562a71ec32ac01d985a71d0cf31646de9d51e15a" data-rendition-name="original" width="2678" height="1274" loading="lazy" alt="Everest summiteers find new life in the US"> </figure>  “We decided we had to overcome society’s stigma of <a href="https://archive.nepalitimes.com/article/nation/widows-personal-happiness-comes-last-in-face-of-social-financial-hardships,1855">widowhood</a> and prove that <a href="https://nepalitimes.com/here-now/remembering-junko-tabei">women could also climb mountains</a>,” Nima said, adding that she was inspired by Nepal’s first woman Everest summiteer Pasang Lhamu Sherpa, who died during her descent in 1993. Nima Doma and Furdiki climbed the technically-difficult Ama Dablam (6,812m) and then arrived at Everest Base Camp in April 2019 as part of their Two Widows Expedition with the motto, ‘So Can We’. While climbing up the Icefall Nima passed the spot where her husband had been killed. It was a jumble of constantly-shifting ice blocks bigger than houses. She closed her eyes and said a prayer. “I remember thinking, this is so difficult and dangerous. This is what my husband had to do to support our family,” Nima Doma said. “I was determined to fulfil my husband’s dream of climbing Chomolungma, and to prove to ourselves that we two women could do it.” It was 23 May 2019 when <a href="https://www.reuters.com/article/world/two-sherpa-widows-scale-everest-and-smash-stigma-idUSKCN1SU0MV/" target="_blank">Nima and Furdiki stepped on the summit</a> and looked over into Tibet, and down at Tengboche Monastery to the south.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250530090544_6b822582b5d88ba5e972db084f184690b40653c6efd9901b2dd082ffba2a263b.png" data-media-id="editor_16" data-image-id="20250530090544_6b822582b5d88ba5e972db084f184690b40653c6efd9901b2dd082ffba2a263b" data-rendition-name="original" width="2700" height="1522" loading="lazy" alt="Everest summiteers find new life in the US"> </figure>  Nima Doma hugged Furdiki, took off her mask and wept. But for the first time in five years, it was not from grief but relief — relief for being free of all the sadness and sacrifices and for fulfilling her husband’s dream. They had found <a href="https://nepalitimes.com/here-now/life-after-death">life after death</a>. “I felt this immense joy to be on top of the world, it was indescribable,” Nima Doma said, “I have wept only twice in my life. Once when my husband died, and once there on top of Everest.” The tears had frozen on Nima Doma’s cheeks, as she and Furdiki headed back down the mountain.