https://www.youtube.com/watch?v=XO3BZW81_TI&amp;feature=youtu.beEver since he established Barkatiya School in Nepalganj in 1993 on leased property, principal Maulana Ziaul Mustafa Noorani has worked relentlessly to improve the quality of instruction in his madrasa.More than 500 students attend the school from primary to Grade 10, studying all the subjects in Nepal’s education curriculum, like science, English, mathematics and social studies. But they also study Urdu and Arabic, mandatory according to Muslim culture.“I transferred from a private school to Barkatiya because I wanted to understand my religion,” says Sahin Khatun, who passed her SLC and is now teaching English at the same school. “The school also prepared me to be well-rounded in all other subjects and gave me a future.”Apart from students following the regular curriculum, Barkatiya has 80 children studying religion, who will graduate to become clerics in their communities.Read also:<a href="https://www.nepalitimes.com/?p=25904&amp;preview=true" target="_blank" rel="noopener">Moving to the mainstream</a>, Chandra Kishore<a href="https://www.nepalitimes.com/?p=25919&amp;preview=true" target="_blank" rel="noopener">Keeping ghazal alive in Nepalgunj</a>, Sewa Bhattarai<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108121136/636a3fd49c7e80680e04a5e9jpeg.jpg" alt="" width="1400" height="1050"/><figcaption>Well rounded: Grade 6 students of Barkatiya School studying Nepali. The madrasa has all subjects of the government curriculum with additional Urdu and Arabic. Pics: Prakriti Kandel</figcaption></figure>The majority of madrasas in Nepal used to be religious institutions, but in 2004 the government started registering them as government schools and had them adopt the Nepali curriculum, while allowing them to continue religious learning.However although they are registered, madrasas do not receive the same treatment as other government schools. Barkatiya itself is short-staffed and underfunded, with only three teachers provided by the government for classes up to Grade 10.“In spite of being mainstreamed, community leaders and schools feel discriminated against because they do not get the facilities other government schools have,” explains Samim Miya Ansari of the National Muslim Commission.Despite being a school that the community considers a model, Barkatiya receives minimal funding, and the budget set aside for scholarships for needy students has to be diverted to salaries of teachers, most of whom are hired outside of the government’s quota.After the 2017 elections, which returned <a href="https://www.nepalitimes.com/here-now/rana-regime-restored-in-nepalganj/" target="_blank" rel="noopener">Dhawal Rana as mayor of Nepalganj</a>, the school for the first time got funding from the municipality — Rs700,000. However, the education budget is still centralised in Kathmandu, so local governments lack the jurisdiction and resources to allocate to schools in their municipalities.Read also:<a href="https://www.nepalitimes.com/banner/class-struggle-2/" target="_blank" rel="noopener">Class struggle</a>, Prakriti Kandel<a href="https://www.nepalitimes.com/editorial/lowest-common-denominator/" target="_blank" rel="noopener">Lowest Common Denominator</a>, Editorial<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108121136/636a3fd79c7e80680e04a5eajpeg.jpg" alt="" width="1400" height="1050">This pertains not just to Nepalganj — madrasa schools across Nepal face a shortage of teachers and funding. The situation is most critical in Province 2, which has the largest Muslim population and the highest number of madrasas.Registered madrasa schools have been receiving Rs168,000 per year as government grants, which is insufficient. With that amount they have to put together their own infrastructure and run the schools with a limited teacher quota, while dealing with misappropriation of even the meagre grants. Many teachers do not receive even their minimal salaries on time and numerous madrasas now have to raise additional money from India or the Middle East.Meanwhile, government schools are allocated bigger budgets, have buildings, playgrounds and furniture, and enough resources to hire teachers.Barkatiya is relatively well managed, but most madrasa schools have little oversight and regulation. “Our madrasa schools do not have proper management committees so quality control and financial discipline is a huge problem,” admits Naim Ansari of Samaj Bikas Kendra in Mahottari. Registered madrasas in that district have official permission to conduct only Grade 1, while the other grades are unofficial, which is a reflection of the lack of oversight by government.Poor support and regulation of madrasa schools has taken a toll on the living standard of Nepal’s Muslim community. Nearly one-quarter live below the poverty line. The Human Development Index of Muslims is 0.422, which is lower than that for Dalits all over Nepal (0.434), according to the 2014 Human Development Report by the National Planning Commission and UNDP. Province 2 has half the number of out-of-school children in Nepal: one-third between the ages of 5 and 12 do not attend school. Most of them are Muslim or Dalit.Samim Miya Ansari hopes the situation will improve now that the Muslim Commission and the Ministry of Education are prioritising the quality of madrasas. (See interview).The High-Level Education Commission’s report in January, which triggered a controversy after its call to convert private to public schools, also had a section which reiterated the need to mainstream madrasa schools and called for recognising the qualifications of religious teachers.Mainstreaming of madrasa schools may have started in 2004, but it has not covered all madrasas in Nepal, mainly because of lack of commitment from the government in Kathmandu. This negligence is depriving the members of one of the country's most marginalised communities from advancing and from being treated equally with other citizens.Read also:<a href="https://www.nepalitimes.com/banner/after-quantity-nepals-education-needs-quality/" target="_blank" rel="noopener">After quantity, Nepal’s education needs quality</a>, Prakriti Kandel<a href="https://www.nepalitimes.com/here-now/the-science-of-learning/" target="_blank" rel="noopener">The Science of Learning</a>, Prakriti Kandel<h2>Upgrading madrasa schools</h2><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108121136/636a3fda9c7e80680e04a5ebjpeg.jpg" alt="" width="1400" height="1050">Samim Miya Ansari, the newly-appointed chair of the National Muslim Commission, spoke to Nepali Times  this week:Nepali Times: What is the current situation of madrasas in Nepal?Samim Miya Ansari: Madrasas are educational institutions related to our culture, but ultimately they are like any other school. But they are not properly managed. Government grants are inadequate, facilities are lacking, they do not even have furniture. The Muslim community is a little disheartened that madrasa schools do not have even the minimal facilities present in government schools. I have been communicating with the government to resolve this problem.What will be your commission's role?The commission is a constitutional body working to improve the status of the Muslim community. In Province 1 and 2, we have conducted hearings in which issues regarding madrasa schools came up. I have urged the government to mainstream madrasas — we cannot ignore Urdu and Arabic subjects, but the Nepali curriculum is also extremely important for Muslim children. Madrasa schools need a proper body to monitor them, which is why a Madrasa Board is being set up under the Education Ministry.What lessons can Nepal learn from the recent terrorist attacks in Sri Lanka?What happened in Sri Lanka is very sad. But the situation in Nepal is different — all religions have lived in harmony and like one family in Nepal for a very long time. Before the 2015 Constitution was promulgated, we had nation-wide protests for the rights of Muslims, but they were all peaceful.Read also: <a href="http://archive.nepalitimes.com/news.php?id=19396#.XMrV-RQzbIU" target="_blank" rel="noopener">Money, modernity and madrasas</a>, Sabir Ansari<h2>Keeping ghazal alive in Nepalganj</h2><figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108121136/636a3fdd9c7e80680e04a5ecjpeg.jpg" alt="" width="1400" height="1050"><figcaption> </figcaption></figure>Wearing a white salwar kameez that matches his short white beard, Mustafa Ahasan (at left, above) calmly sews clothes at his tailoring shop near Tribhuvan Chok, the old Muslim quarter of Nepalganj.But the 51-year-old is no ordinary tailor — behind him on the wall hangs a certificate vouching for his credential as a noted poet of Urdu ghazal and shayari, forms much admired but little understood in Nepal.Ahasan and his fellow ghazal enthusiasts keep the proper forms of Urdu poetry alive in Nepalganj through a group called Gulzar-e-adab. With 18% of its population Muslim, the influence of Islamic culture is evident everywhere in this western Tarai city bordering India.The narrow street called Eklaini has swirling Islamic curlicues over doors and terraces, even on modern concrete buildings, and the sidewalks are packed with colourful chura-pote shops selling bangles and glass beads.Read also:<a href="https://www.nepalitimes.com/?p=25904&amp;preview=true" target="_blank" rel="noopener">Moving to the mainstream</a>, Chandra Kishore<a href="https://www.nepalitimes.com/?p=25910&amp;preview=true" target="_blank" rel="noopener">Nepali Muslims on the margins</a>, Prakriti KandelMustafa Ahasan was educated in a Nepalganj madrasa and went on to get a degree in literature from Aligarh University in India, where he also learnt Arabic, Persian and poetic metres called beher used in these languages.“There are only a handful of people in Nepal today who write Urdu poetry in beher, and half of us are here in Nepalganj,” says Ahasan. “We keep up the tradition of Motiram Bhatta, who introduced ghazal in Nepal and who was proficient in these metres.”Gulzar-e-Adab has been holding regular monthly ghazal events for the past 40 years, says 81-year-old poet Abdul Lateef Shauk (at right, above): “Our events are not just for Urdu poets; we also have recitals in Nepali, Hindi and Awadhi. They are a vibrant hub for cross-cultural exchange.”Once in a while, the group also holds all-night Mushayra events, inviting poets from across Nepal and India. But Shauk and Ahasan say they are swimming against the tide, as the interest in traditional Urdu poetry is dwindling.Ghazal scholar Ghanashyam Nyaupane is among a handful of poets writing in beher in Nepal, and agrees that these forms are not very well understood in Nepal. “There are three strands of ghazal writing in Nepal: one group creates its own metres and purists do not like it. The second group has no knowledge of metre at all and just rhyme. The third writes in classical Urdu metre, but this group is very small and getting smaller.”Sewa BhattaraiRead also:<a href="http://archive.nepalitimes.com/news.php?id=2047#.XMrZRBQzbIU" target="_blank" rel="noopener">Nepali Muslims</a><a href="https://www.nepalitimes.com/review/written-locally-read-globally/" target="_blank" rel="noopener">Written locally, read globally</a>, Sewa Bhattarai

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Nepali Muslims on the margins

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108121136/636a3fbf9c7e80680e04a5e1jpeg.jpg" alt="" width="1400" height="933"/><figcaption>Pic: Bikram Rai</figcaption></figure>Muslims have been living in Nepal even before this country existed. Before the 15th century, <a href="http://archive.nepalitimes.com/article/Nepali-Times-Buzz/Tibetan-muslims-celebrate-ramadan,1505" target="_blank" rel="noopener">Tibetan Muslims</a> from Ladakh traded in woollen products with the kingdoms of Jumla and Mustang. King Ratna Malla sent emissaries to Lhasa and convinced Kashmiri Muslims to use Kathmandu as an entrepôt for trade with India.The 22 and 24 Kingdoms of Central Nepal brought in Muslim gunsmiths to make muskets and train troops. Others followed in the 17th century to <a href="http://archive.nepalitimes.com/article/nation/assimilating-generations-of-Newari-muslims,2937" target="_blank" rel="noopener">trade in bangles and glass beads</a>, and many of their descendants still ply the trade in Palpa, Patan and Bhaktapur.Today, <a href="http://archive.nepalitimes.com/news.php?id=2047#.XMfhlMMza71" target="_blank" rel="noopener">Nepali Muslims</a> live in all seven provinces, and form 4.4% of the country’s population. The greatest density is in the Eastern Tarai, where some districts like Bara and Rautahat are more than 15% Muslim. Many of the 28 people killed when a tornado tore through villages in Bara on the night of 31 March were Muslim.Anthropologists divide Nepali Muslims into five groups, depending on the time of settlement in Nepal and their place of origin: Kashmiri Muslims, Indian Muslims, <a href="https://www.nepalitimes.com/banner/there-are-muslims-in-tibet-too/" target="_blank" rel="noopener">Tibetan Muslims</a>, Tarai Muslims (which includes Bihari Muslims from Bangladesh settled in the eastern Tarai), Mountain Muslims and a more recent influx of <a href="https://www.nepalitimes.com/banner/ramadan-in-exile/" target="_blank" rel="noopener">Rohingya</a> refugees from Burma. Despite the diversity within the community, Nepali Muslims have always strived for a common identity based on their Islamic faith.Read also:<a href="https://www.nepalitimes.com/?p=25910&amp;preview=true" target="_blank" rel="noopener">Nepali Muslims on the margins</a>, Prakriti Kandel<a href="https://www.nepalitimes.com/?p=25919&amp;preview=true" target="_blank" rel="noopener">Keeping ghazal alive in Nepalganj</a>, Sewa BhattaraiMuslims have historically struggled to be included in the socio-economic and political mainstream of the country. Despite forming a relatively small proportion of the national population, the Muslim vote bank constitutes an important enough swing vote to be wooed by the national parties.Province 2 Chief Minister Mohammad Lalbabu Raut, of the Federal Socialist Forum Nepal, is the only Muslim chief minister under the federal system. Earlier, he was a member of the Constituent Assembly and as one of the senior-most Muslim politicians, the symbolism of his position goes beyond Province 2.During the Madhes Movement, many Nepali Muslims tried <a href="https://archive.nepalitimes.com/article/nation/When-Banke-burned,1807" target="_blank" rel="noopener">not to be identified as Madhesi</a>, but their involvement in the 2015 agitation established the clout of this community in the Tarai. Now, Nepal’s Muslims are intent on carving out a distinct identity that is not solely based on religion or the perception of them across the border in India.Although the poverty rate among Muslims in Nepal is not as high as Tarai Dalits, for example, their literacy rate of 40% is much lower than the national average of 65%. Literacy among Muslim women is even lower. There is debate within the Muslim community about the madrasa-based education system and whether it prevents youth from competing for jobs and integrating into mainstream Nepali society.Muslim women, especially, are seen to be unable to participate on an equal footing with their peers.The exclusionary nature of some <a href="http://archive.nepalitimes.com/news.php?id=19396#.XMfiJsMza71" target="_blank" rel="noopener">madrasas</a> have made them an object of suspicion, and greater transparency in their conduct would help both the Muslim community and the nation at large.Read also:<a href="https://archive.nepalitimes.com/article/nation/When-Banke-burned,1807" target="_blank" rel="noopener">When Banke Burned</a>, Basanta Upadhyaya<a href="http://archive.nepalitimes.com/article/nation/assimilating-generations-of-Newari-muslims,2937" target="_blank" rel="noopener">How to braid two cultures together</a>, Seulki LeeNepal’s constitution gives the Muslim community the opportunity to rise and address its shortcomings. <a href="http://archive.nepalitimes.com/news.php?id=19550#.XMfhbcMza71" target="_blank" rel="noopener">Islamic holy days</a> are now recognised as national holidays and the mainstream press provides adequate coverage to Muslim issues. <a href="http://archive.nepalitimes.com/news.php?id=15711#.XMfiQcMza70" target="_blank" rel="noopener">Nepal’s Muslim community</a> must take advantage of the equal rights of inclusion accorded to Nepal’s faiths and ethnicities.Nepal’s Muslims should not be swayed by the strong slogans and agendas from across the border, or dismayed by what is happening across the Subcontinent. Nepal’s polity provides them adequate space for social, economic and political uplifting.Chandra Kishore is a Birganj-based commentator. datelineterai@gmail.comRead also: <a href="https://www.nepalitimes.com/banner/ramadan-in-exile/" target="_blank" rel="noopener">Ramadan in exile</a>, Sewa Bhattarai

Moving to the mainstream

At 6 feet and one inch, Hira Bahadur Ghalan was exceptionally tall for a Nepali. In 1936, when people came to his Tamang village near Tistung looking for porters, they recruited him on the spot. This was no ordinary job, Hira Bahadur would lead gangs of 30 or more porters to carry cars bought by Rana rulers from Bhimphedi to Kathmandu.&nbsp; Those were the days when the only motorable roads in Nepal were in Kathmandu, but the capital was not connected to anywhere else by road. So, before cars could carry people, people had to carry cars. More Nepalis had carried cars than ridden in one. The porters were paid Rs5 for the job, and sometimes the Rana owners gave Hira Bahadur a Rs25 baksheesh. One of the cars his community helped carry was a 1939 Daimler Benz gifted by Adolf Hitler to King Tribhuvan to woo Nepal away from the British. The rusted dusty vehicle is now in the Narayanhiti Palace Museum.&nbsp; Hira Bahadur hauled cars for 25 years until his knees gave way, he died at age 90 eight years ago — the last surviving car porters of Nepal from Chitlang Valley.&nbsp; Hira Bahadur Ghalan had three sons and three daughters, one of them is Maila Kaji Lama, who at age 68, is a chauffeur in Kathmandu. His son, Manjil Lama is a pilot with Summit Air, flying to remote Himalayan airstrips. Three generations of one family worked in professions that followed a century of transportation history in Nepal. &nbsp; After the <a href="https://nepalitimes.com/multimedia/the-long-and-winding-road-to-india">Tribhuvan Rajpath was finished in 1957</a> and the ropeway upgraded, Hira Bahadur was out of a job. He tilled the family farm, watching trucks and buses headed to and from Kathmandu on the hairpins.&nbsp; As a child, Maila Kaji was fascinated by cars and wished one day to be able to drive one. After he failed Grade 8, he came to Kathmandu in 1975 and got a Rs20/month job at a petrol station in Maiti Devi. “I watched King Birendra’s coronation and was impressed by the glamour of Kathmandu, and decided to stay here,” Maila Kaji says.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041816040_a1a41e47dec8500727702f700e43af625f059043cbcd283f13b247344b3a20aa.png" data-media-id="editor_1" data-image-id="2026041816040_a1a41e47dec8500727702f700e43af625f059043cbcd283f13b247344b3a20aa" data-rendition-name="original" width="1974" height="1608" loading="lazy" alt="car carriers"> <figcaption>Maila Kaji</figcaption> </figure>  Former minister Ramesh Nath Pandey used to bring his Volkswagen Beetle to the station, and Maila Kaji started taking care of his car. Later, he drove a Russian Jeep for former minister and geographer Harka Gurung. Along the way, he fell in love with the daughter of a Brahmin colleague, and married her. “My father back in Tistung did not approve of our inter-ethnic marriage, and not speak to me for five years,” Maila Kaji recalls. Manjil Lama grew up in Kathmandu, and did well in science in school. He had wanted to go the US to become a pilot like his friends, but was denied a visa.&nbsp; “The visa officer told him I did not earn enough,” says Maila Kaji, “so I sold some property and sent Manjil to flying school in the Philippines.”  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041816040_e9091162840baa6d182de2d7cc6f09e43ec9cfd9a9b6e71e7e7b14bc72da3537.png" data-media-id="editor_2" data-image-id="2026041816040_e9091162840baa6d182de2d7cc6f09e43ec9cfd9a9b6e71e7e7b14bc72da3537" data-rendition-name="original" width="1434" height="1754" loading="lazy" alt="car carriers"> <figcaption>Manjil Lama</figcaption> </figure>  After returning to Nepal, Manjil Lama now flies Let 410s of Summit Air to difficult air strips like Lukla and Simkot, and has logged over 2,000 hours. He has to go to the Czech Republic regularly for simulator training. Says Maila Kaji Lama: “My father worked hard carrying cars to raise us, I started from scratch to become a driver to support my family, and my son is now a pilot with experience in flying in the world’s toughest terrain.” &nbsp; Watch <a href="https://www.youtube.com/watch?v=lvT3iTi8yw4" target="_blank">video clip from S Dillon Ripley here</a>.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260419020448_40f8b1bdaace08106ca5c24819b6e7a34fb2109a9a3ec5c6ac179b3309e686ed.png" data-media-id="editor_4" data-image-id="20260419020448_40f8b1bdaace08106ca5c24819b6e7a34fb2109a9a3ec5c6ac179b3309e686ed" data-rendition-name="original" width="900" height="1582" loading="lazy" alt="car carriers"> </figure>

Grandfather carried cars, son drives cars, grandson flies planes

Only 70 years ago, Kathmandu was the isolated capital of a country that had no modern surface transport link with the rest of the world.&nbsp; The idea of building a road to connect Nepal with India actually first came up during the last years of the Rana regime, after the British had left India. Construction actually began in 1952, and the serpentine route took five years to complete.&nbsp; Named Tribhuvan Rajpath, after the reigning king who initiated it, the alignment was from Thankot (1,301 m) at the western edge of the Kathmandu Valley to Nagdunga, Naubise, Tistung, Palung, Daman, Sim Bhanjyang (2,504m), Lamidanda, and Bhainse.&nbsp; At Bhainse, the highway joined the existing road to Bhimphedi and it was another 31km to Hetauda and Amlekhganj. There was a railway line between Amlekhganj and Birganj.&nbsp; After regular bus and truck service from Raxaul to Kathmandu began in 1961, the entire road popularly became known as the Tribhuvan Rajpath.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_a11b48a75c7877a0f68634f8be07d26a3f354e78ebd9adddc7d17252fddf1d1b.jpg" data-media-id="editor_0" data-image-id="2026041610044_a11b48a75c7877a0f68634f8be07d26a3f354e78ebd9adddc7d17252fddf1d1b" data-rendition-name="original" width="4608" height="3072" loading="lazy" alt="Highways NT"> <figcaption>The village of Chitlang on the main route to Kathmandu before the Rajpath was built. In the distance is the Chandragiri ridge above Thankot. Photo: DAN EDWARDS</figcaption> </figure>  <h2>Chronology&nbsp;</h2> (Based on US State Department cables and media reports) November 1945: Gen Bahadur SJB Rana asked an American official if a road could be constructed from the Indian border to Kathmandu. Nepal wanted such a road built across the mountains after first constructing an East-West artery road in the Tarai, and the government was interested in purchasing US surplus war equipment. Gen Rana inquired if there were US firms who could conduct a survey. April 1947: The Nepal government told a US official it was important to upgrade the 20-mile trail from Bhimphedi over the mountains to the Kathmandu Valley into an all-weather road and sought an estimate from the US for doing so. May 1948: Bijaya SJB Rana informed a US official that a survey for a one-lane motor road between Kathmandu and the Tarai had been completed. The road was to follow the Bagmati River to Makwanpur, then connect at Bhimphedi with the road to Amlekhgunj. The road from Tripureswor to Bhainse along the Bagmati River and via Bhimphedi would have been about 60km. (The distance from Kathmandu on the Tribhuvan Rajpath is 122 km.)  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_bb531baf5d73e00d2032814ac8abb86979a87d781abc066fcb984997aad930e6.jpg" data-media-id="editor_1" data-image-id="2026041610044_bb531baf5d73e00d2032814ac8abb86979a87d781abc066fcb984997aad930e6" data-rendition-name="original" width="4608" height="3072" loading="lazy" alt="Highways NT"> <figcaption>The road climbing the hills toward its destination of Kathmandu. Photo: DAN EDWARDS</figcaption> </figure>  July 1948: The government decided to go ahead and build a motorable road from Amlekhganj to Thankot and complete it in two years. December 1948: Construction of the motor road from Kathmandu to Amlekhgunj via the Bagmati River corridor was started. April 1949: Gen Singha SJB Rana told a US official that the motor road from Kathmandu to the Tarai and the Indo-Nepal border would be completed by the spring of 1950. February 1950: Nepal sanctioned Rs300,000 to make the 6-foot-wide road from Kathmandu along the Bagmati River to Hetauda. Of this, Rs100,000 was allocated for road-building material and machinery. Subsequently, the road would be developed into a broader motorable road at a cost of Rs7.5 million. February 1952: Nepal’s budget speech noted that a plan was underway for a road between Bhainse and Kathmandu. PM Matrika Prasad Koirala laid a foundation stone near Teku for construction of the ‘Kathmandu Hetauda Roadway’.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_e66d3b81848ec19da48be8b41cacfa8b8e2bad093719b39eda27755c9616ea9a.jpg" data-media-id="editor_2" data-image-id="2026041610044_e66d3b81848ec19da48be8b41cacfa8b8e2bad093719b39eda27755c9616ea9a" data-rendition-name="original" width="4608" height="3072" loading="lazy" alt="Highways NT"> <figcaption>Rajpath winding its way north of Bhainse. Photo: DAN EDWARDS</figcaption> </figure>  February 1952: A party of Indian engineers came to Nepal to determine the best route for a road from Raxaul to Kathmandu. March 1952: Prime Minister Jawaharlal Nehru told Parliament: “So far as India’s security is concerned, we consider the Himalayan mountains as our border.” Ministry of External Affairs official (S.N. Hakar) told a US official that the Indian government was willing to proceed with constructing the Raxaul-Kathmandu road and had sent a survey party to determine the most suitable mountain route. May 1952: Swiss experts had made surveys for a proposed new road between Bhimphedi and Thankot. Nepal government requested financial help to build the road, and India was considering the project.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_35e390c1a4812f45af7892d681230e04c63727d9006b6614ed79aaa7c22c1ece.jpg" data-media-id="editor_3" data-image-id="2026041610044_35e390c1a4812f45af7892d681230e04c63727d9006b6614ed79aaa7c22c1ece" data-rendition-name="original" width="4608" height="3072" loading="lazy" alt="Highways NT"> <figcaption>With a constant stream of trucks, buses and jeeps, the narrow Rajpath once was Nepal's busiest highway. Photo: DAN EDWARDS</figcaption> </figure>  Summer 1952: Work on a new road was at a standstill, so Nepal asked India for assistance. Indian engineers surveyed two routes: one following the Bagmati River, the other road through Daman that was later adopted. July 1952: Nepal’s Ministry of Planning decided to construct a road between Kathmandu and Raxaul, awaiting Cabinet approval soon. Prime Minister Matrika Koirala said the proposed road was longer than necessary, but it was a better route ‘for strategic reasons’, because it did not require many bridges. August 1952: King Tribhuvan said road construction from Kathmandu to Bhimphedi would “begin soon”. September 1952: An Indian Military Team began construction of the Kathmandu-Bhainse road without a formal agreement being signed with the Nepal government.&nbsp; February 1953: The Indian Ambassador said the road would be hard surfaced within a year. September 1953: Prime Minister Matrika Koirala inspected the completion of a ‘jeepable track’. December 1953: The road was named ‘Tribhuvan Rajpath’. April 1954: Reports circulated that Swiss engineers criticised the alignment, arguing it would have been easier, faster, and cheaper to build over the existing foot trail between Bhimphedi and Thankot through Kulekhani. July 1954: Heavy monsoon rain damaged much of the roadway that had been built.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_b5b2a1833f1366e532f1629f47c124d877df7b6f8a34b6c83f6c21ec3e4415dd.jpg" data-media-id="editor_4" data-image-id="2026041610044_b5b2a1833f1366e532f1629f47c124d877df7b6f8a34b6c83f6c21ec3e4415dd" data-rendition-name="original" width="855" height="1123" loading="lazy" alt="Highways NT"> <figcaption>Crown Prince Mahendra inspecting construction progress on the Tribhuvan Rajpath in October 1954. Photo: ROYAL PALACE</figcaption> </figure>  November 1954: The Indian ambassador said flood damage was so great that the road would be delayed by two years. May 1955: Twenty military trucks brought rice from Amlekhganj to Kathmandu on the Tribhuvan Rajpath. King Tribhuvan died in Zurich. December 1956: A gravel road was completed, with trucks and buses plying between Amlekhganj and Kathmandu. December 1956: Nepal government abolished regulations that required Nepali nationals to carry permits for travel within Nepal, except for women below the age of 45. 1957: Reduction in price of goods carried to Kathmandu by truck: Sugar, Rs0.13 per kg. Wheat flour Rs0.13 per kg. Kerosene Rs0.25 per litre. February 1957: An article in The Motherland newspaper in Kathmandu noted urgent action was needed to avoid Kathmandu being cut off from the Tarai during the monsoon. The correspondent wrote, ‘In a recent journey from Amlekhganj I found that almost all the bridges are in a very bad state…Now, because of the dry rivers the scores of vehicles that ply the road cross the rivers on the water level. But during monsoons… these rivers will be impossible to cross without bridges. On the road itself, landslides and big holes have made the journey a great undertaking.” April 1957: The first regular passenger bus left Amlekhganj at 12:30PM and arrived in Kathmandu completing a journey of 14 hours.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_60807e067f2d0b80bdc5e59860e9bc240b495ef606efc9301ef54ea5731d42df.jpg" data-media-id="editor_5" data-image-id="2026041610044_60807e067f2d0b80bdc5e59860e9bc240b495ef606efc9301ef54ea5731d42df" data-rendition-name="original" width="5211" height="4000" loading="lazy" alt="Highways NT"> <figcaption>Daman, one of the highest points on the Rajpath, often saw snow in winter. Photo: DAN EDWARDS</figcaption> </figure>   <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_baac4747267c751ab7b0e5ef24697fb5001c4c55e04a82d92c89282bd01a325c.jpg" data-media-id="editor_6" data-image-id="2026041610044_baac4747267c751ab7b0e5ef24697fb5001c4c55e04a82d92c89282bd01a325c" data-rendition-name="original" width="648" height="960" loading="lazy" alt="Highways NT"> <figcaption>Travelers could view the Himalayas from a view tower at Daman. Photo: DAN EDWARDS</figcaption> </figure>  June 1957: Eight thousand Nepali workers and about 500 Indian Army personnel were at work on the road.&nbsp; 30 June 1957: India officially handed the road over to Nepal. India had spent INR32.5 million on the project.&nbsp; January 1958: The road from Amlekhganj to Bhainse was upgraded. July 1961: The gravel road from Raxaul to Birganj was blacktopped. Trucks began transporting goods from Raxaul directly to Kathmandu, avoiding the need for transshipment from train to truck in Amlekhganj, or use the ropeway from Bhimphedi. 1961: Passengers could travel from Raxaul to Kathmandu in a day, whereas it took a week by train to Amlekhganj, bus to Bhimphedi and then on foot. September 1962: Nepal’s 3-Year Plan aimed at broadening and black-topping the road between Bhainse and Raxaul, bypassing the Chure tunnel, and constructing several bridges along the route. 1963: Travelers going to Kathmandu by land: Road, 158,000, Nepal Government Railway, 66,500. Railway passenger service ended in June 1965.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_2a95eb144dad74271a0fa3a27fab6b45bbab0a1c4be59d21120ad14c08e258fd.jpg" data-media-id="editor_7" data-image-id="2026041610044_2a95eb144dad74271a0fa3a27fab6b45bbab0a1c4be59d21120ad14c08e258fd" data-rendition-name="original" width="2048" height="1344" loading="lazy" alt="Highways NT"> <figcaption>A bus providing ‘deluxe service’ in 1963 is ready to leave Amlekhganj for Kathmandu. Note the railway tracks of the Nepal Government Railway. Photo: RON ELLIOTT</figcaption> </figure>   <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_d02013692e84d6add7a6e0ce66c2b552cd53bb084db2aa8df0593bbcf84c2c04.jpg" data-media-id="editor_8" data-image-id="2026041610044_d02013692e84d6add7a6e0ce66c2b552cd53bb084db2aa8df0593bbcf84c2c04" data-rendition-name="original" width="2048" height="1352" loading="lazy" alt="Highways NT"> <figcaption>Vehicles found it difficult to pass on many parts of the Rajpath in 1963. Photo: RON ELLIOTT</figcaption> </figure>  1965: Tribhuvan Highway was considered a useful addition to Nepal’s economic infrastructure, but it could not act as a prime mover in the nation’s economic development. It did play a major role in the 1960s in transporting material and equipment needed to implement development projects in the Kathmandu Valley. September 1966: Nepal took over maintenance of the Tribhuvan Rajpath from the Indian Aid Mission.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_5488ba1e92f6395ff882392ccbaef2270622632682eccb412d8de7b128f6f397.jpg" data-media-id="editor_9" data-image-id="2026041610044_5488ba1e92f6395ff882392ccbaef2270622632682eccb412d8de7b128f6f397" data-rendition-name="original" width="1764" height="1184" loading="lazy" alt="Highways NT"> <figcaption>Trees still lined the Rajpath near Thankot in 1967. Photo: DAN EDWARDS</figcaption> </figure>  1971: A UN-Nepal study said the best alignment for an alternative road was from Kathmandu, Pharping, Kulekhani, Bhimphedi to Bhainse. 1975: Nepal's Department of Roads’ engineer concluded: ‘The Tribhuvan Rajpath has been built without design speed consideration… The pavement was not constructed to any designed standard… irrespective of quality of material, and later the road was black topped without consideration of traffic intensity and load-bearing capacity of sub-base… utilisation of low-quality material in the Bhainse-Thankot section… Quality control was neither maintained in Bhainse-Thankot nor the Bhainse-Raxaul section. Local materials were used irrespective of their quality to complete the work in the earliest possible time and in the cheapest possible manner. Brick work was done in negligible quantity. Cement used was ordinary portland cement…’ &nbsp;&nbsp;&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_26c74f45991efb3dc29d616e8acafb3163661ae6573c5314538e59c54d5ca0a5.jpg" data-media-id="editor_10" data-image-id="2026041610044_26c74f45991efb3dc29d616e8acafb3163661ae6573c5314538e59c54d5ca0a5" data-rendition-name="original" width="2368" height="1365" loading="lazy" alt="Highways NT"> <figcaption>Bhainse in 2017. The road divided here, one going to Bhimphedi on the right, the main road proceeding to Kathmandu on the left. Photo: DAN EDWARDS</figcaption> </figure>   <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260416100416_4d9321abf4d912796842fe963a493501e1aceff462300ecdd9bd5e0b8ba7f294.jpg" data-media-id="editor_11" data-image-id="20260416100416_4d9321abf4d912796842fe963a493501e1aceff462300ecdd9bd5e0b8ba7f294" data-rendition-name="original" width="649" height="1667" loading="lazy" alt="Highway info NT"> </figure>  Even 70 years after it was built, there is still speculation about India's security concerns vis-a-vis China, and how Indian Army engineers purposely made the road longer than it needed to be over the 2,500 Sim Bhanjyang pass instead of following the river route.&nbsp; There is also some evidence that although the Rana regime had first requested the US for help with the highway, Nehru did not want the Americans involved in Nepal. Which is why the Tribhuvan Highway became an Indian military project.&nbsp; There was similar concern from India about the Kodari Highway linking Kathmandu to China, and King Mahednra is famously supposed to have said: "Communism will not come here in a taxi."&nbsp; Geopolitics still affects Nepal's strategic highways. After decades, links to China are still rough and often blocked. Kathmandu-Tarai Fast Track is delayed by years, and not expected to be completed during this decade. Trucks and buses still bypass the Tribuvan Highway with a 200km detour via Mugling because the other alternative routes like the Tika Bhairav or Chhaimale routes are not suitable for heavy vehicles.&nbsp; The shortcut through Chitlang that the Swiss proposed in the 1950s is still too difficult. And a 25km section of the Japanese-built BP Highway to the eastern Tarai has been knocked out by the 202 flood. Dan Edwards was a Peace Corps volunteer in 1966 and is the author of several books on Nepal. This is the fourth instalment in a new limited series in Nepali Times on the historic transportation infrastructures of Nepal.

The long and winding road to India

Nepalis are insured but not covered

The series Nepal Made profiles Nepali products and the people who make them possible. Named after the mythical bird-like creature, GarudX is Nepal’s first precision manufacturer of UAV platforms. They offer a wide range of drone products and services. Last month, GarudX won first place at the US-Nepal Startup Weekend Challenge, a three-day accelerator-style program that gathered 25 of Nepal’s most promising early-stage companies. These include custom drones, cinematography, virtual tours, first-person-view (FPV), drone racing, 3D reconstruction, ground control software, and drone light shows. “I think they liked that we pitched the company as a Drone Enterprise System, as a company providing large-scale, integrated drone services,” says Dipawoli Malla, an AI software engineer with GarudX. The company sees a lot of potential in AI-based aerial computer vision, which is already used for infrastructure planning and land surveys, and could be vital in tracking wildlife poachers and assisting search and rescue during disasters. “Our vision for the company has always been to be the one stop solution for every drone problem,” says GarudX CEO Avash Thapa, who also oversees video production. Drones have gained high profile in the past five years due to their widespread adoption in war. While they do work with the Nepali army, GarudX wants to focus on the idea of drone for good. For Nepal, the potential is great for civilian applications especially because of the country’s terrain. Past efforts have been experimental, like a project to deliver tuberculosis treatment in Piuthan in 2019, and for wildlife censuses in Chitwan. Journalists now regularly use drone footage to get a bird’s-eye view for investigative stories on illegal sand-mining or delays in infrastructure projects. Drones were vital during the GenZ protests last September, in which aerial videos provided clues about what actually happened when the crowd surged towards Parliament. They also captured the dramatic aftermath of the destruction of government buildings featured in this paper. “A lot of people do not know or appreciate that drones are also made in Nepal,” notes Malla. “We export a lot of technology as software. It is a big achievement that we can also export hardware.” GarudX was informally started and active on social media since 2018, and officially registered as GarudX Multipurpose in 2024. Founder and Managing Director Adarsha Raj Bhusal had experience working with robotics and FPV drones when he launched the company, as an engineering group interested in custom-built high-performance aerial robotics. “I design our products,” says Bhusal. “We send designs to China where they are manufactured as individual parts. Costs are low when importing from China. Then we assemble and sell them here. It's a system that works well for us.” Among the UAVs GarudX makes include the Skyreaper, which is a long-range drone with advanced obstacle sensing; the GX8 Pyro which is Nepal’s first cinema-grade cinelifter; and the Aether Zoom which is a 4K UAV camera designed for tactical, industrial, or reconnaissance missions.  <figure><img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260417150440_d9f36b32e0b4d65dedded3e705aa7bf8769fd72417fc53669e77ce7a32f8ccd1.webp" data-media-id="editor_0" data-image-id="20260417150440_d9f36b32e0b4d65dedded3e705aa7bf8769fd72417fc53669e77ce7a32f8ccd1" data-rendition-name="original" width="960" height="1280" loading="lazy" alt="garudx"></figure>  NO CERTIFICATION The main obstacle to GarudX's growth has been the lack of a national certification system. Permits to use drones are convoluted and require applications to various government agencies. “We miss out on so many international projects, for national park footage for example, since there is no way to get our drones registered — even after the army thoroughly checks our craft,” says Adarsha Raj Bhusal. GarudX says it now has the capacity to export its drones overseas at competitive prices, but Nepal does not have a registration system in place. “We can’t legally ship them,” says Avaya Pokharel, Chief Operating Officer who oversees service and repairs. With a new RSP government in place with an ambitious blueprint for digitisation, things could soon change. Relevant bodies are the Home Ministry, the Civil Aviation Authority and the Ministry of Defence because of privacy, aviation safety and national security issues. “There are meetings going on, and there is hope that progress will be made. Of course we want certification to be easy, but it is hard for the government as they have to understand the technology and what is coming in future,” says Bhusal. Legislation could look like a Remote ID system to register every drone. It could also specify pilot verification, placing limitations on what a pilot can do based on their skill level. It could also look at revising drone policies in the capital. Most of Kathmandu Valley is technically a no-fly zone for drones at present because of the concentration of government buildings, army bases and the international airport flight path. To comply with current regulations, GarudX has focused on lightweight FPV drones: small, nimble craft that can be maneuvered at high speed in tight spaces, operated by a pilot wearing immersive goggles. This results in exciting fast-paced footage, particularly useful for clients like Redbull or vehicle companies. “It feels like you are flying,” testifies Bhusal, who has flown FPV for commercials and movies, and ranks way ahead of runner ups in drone races. His work can be seen @adars_fpv on Instagram. The company has built a community of FPV drone racers, and is working with the government to certify it as a sports competition. It holds race events at colleges in Kathmandu and also consults for FPV events in in India.  <figure><img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260417150440_43b27b1b6890e47028c5e780c2ed0147a057f625d9d551221ddbd504dc03a356.png" data-media-id="editor_1" data-image-id="20260417150440_43b27b1b6890e47028c5e780c2ed0147a057f625d9d551221ddbd504dc03a356" data-rendition-name="original" width="923" height="619" loading="lazy" alt="garudx"></figure>  MULTIPURPOSE Drones can be versatile tools, but they are particularly helpful in Nepal and the Himalaya. Powerful drones have been used for the last two years to transport ropes and ladders up Mt Everest to reduce the dangers on the Khumbu Icefall, and to bring trash down. If scaled with many pilots and drones, this could be a complete solution to the Everest trash problem while massively reducing risk to human lives. GarudX has also tested its products in the mountains. A recent blog entry on their website is titled, ‘Flying at 6,120m: What We Learned Testing Drones on Lobuche Peak’. They document the process of using different battery tricks and propellers to see what combination allows for more flight time in the thin, cold air. It is refreshing to see a Nepali company making such progress in a unique industry while also documenting advances.

margins

Nepali Muslims on the margins

Moving to the mainstream

Grandfather carried cars, son drives cars, grandson flies planes

The long and winding road to India

Nepalis are insured but not covered

Nepal drone startup takes off