<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110161120/636d17369c7e80680e0ac754jpeg.jpg" alt="" width="1200" height="800"/><figcaption>Patan's Bhaidega temple was destroyed in the 1934 megaquake, and had just started to be rebuilt 82 years later when the 2015 diaster struck and resources were diverted to other restoration. The three-storey shrine (in scaffolding) is now being reconstructed in the original design. Photo: AMIT MACHAMASI</figcaption></figure>When an 8.3 magnitude earthquake hit Kathmandu in 1934, a three-storey temple in Patan collapsed. Eighty-two years later, just as work had officially started to rebuild it, the 2015 earthquake hit central Nepal.The Bhaidega temple dedicated to Lord Shiva was built more than 350 years ago, but after it was destroyed in 1934, it was rebuilt with a much smaller Moghul style dome. Two months after work began in February 2015 to rebuild it in the original style, the earthquake destroyed much of <a href="http://archive.nepalitimes.com/page/Patan-town-as-a-museum-piece" target="_blank" rel="noopener noreferrer">Patan Darbar Square</a>.The 2015 quake killed nearly 10,000 people, and many of the temple, monuments, and homes of Kathmandu Valley’s historic towns were destroyed. For the following two years, as priorities shifted, the reconstruction of Bhaidega was suspended so that the other temples could be restored first.“When the earthquake struck, the focus and priorities changed. There was an urgent need to rebuild the temples and monuments brought down by the earthquake,” recalls Rohit Ranjitkar of <a href="https://kvptnepal.org" target="_blank" rel="noopener noreferrer">Kathmandu Valley Preservation Trust (KVPT)</a>, which was leading the restoration of the temple. “So, Bhaidega took a back seat.”Six years after the 2015 quake, while the temples around it have come out of their scaffolding, the work on the Bhaidega is stalled because money has run out.The timeline for the <a href="https://www.nepalitimes.com/here-now/good-as-old-after-two-earthquakes/" target="_blank" rel="noopener noreferrer">reconstruction of Bhaidega</a> is proof that restoration of quake-damaged monuments take a long time in Nepal, and tend to overlap each other.But earthquakes in Nepal also provide an opportunity to rediscover traditional seismic resistant construction methods, so they can be built back better, and revive ancient craftsmanship.What sets Bhaidega apart is that unlike the other temples of the Patan Darbar which were built by the Malla kings, it was put up by a commoner, Bharo Bhagirath Bhaiya in 1678. Historians believe Bhagirath Bhaiya was probably the first person in the Subcontinent to dedicate a temple to Vishweshwar after the desecration of the original shrine in Banaras nine years earlier.The Kashi Vishwanath temple in Banaras was destroyed on orders of Moghul emperor Aurangezeb. Ironically, after the 1934 earthquake, Bhaidega was rebuilt in the Moghul stucco dome architectural style that the rulers of Nepal copied.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110161120/636d17389c7e80680e0ac755jpeg.jpg" alt="" width="1400" height="534"><figcaption> </figcaption></figure><figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110161120/636d173b9c7e80680e0ac756jpeg.jpg" alt="" width="1400" height="547"><figcaption> </figcaption></figure><figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110161120/636d173d9c7e80680e0ac757jpeg.jpg" alt="" width="1200" height="800"><figcaption> </figcaption></figure>“In the past, people did not really have a concept of conservation. The priority was to have a roof over the idol of the deity,” says Ranjitkar. “So, they rebuilt it anyhow, but it was important to rebuild in the original form.”<a style="font-size: 15px; letter-spacing: 0.01em;" href="http://archive.nepalitimes.com/article/Nepali-Times-Buzz/norway-restoration-project-patan-durbar-square-bhaidegah,2179" target="_blank" rel="noopener noreferrer">Restoration work</a> actually had begun early as 2011 when well-wishers, conservation architects, historians, and community activists started to collect photos of Bhaidega taken eighty years before and traced to the collection of Felix Brandt in Germany. The photos show only partial facets of the original Bhaidega but was vital in estimating the size and outline of the temple.Detailed watercolour of the woodwork of the first-floor struts, cornices, and pillars made by Henry Ambrose Oldfield in 1853 were discovered in the British Museum. More importantly, carved wooden struts 4m tall, subsidiary struts, and pillars of the temple were discovered in the Patan Museum storeroom.All these provide clues for the reconstruction and designs for the missing wood carvings. With additional research, restoration architects could then draw up sketches of what the restored temple would look like.“When you look at the photos that are available, you can see that the carvings in Bhaidega are one of the best in the city if not the country,” says Indra Prasad Shilpakar, one of the master carvers working on the temple. “It showed us that we were on the right track, and it makes us proud that we are helping revive a part of Nepali art and history that was almost forgotten.”Rebuilding slowed after the 2015 earthquake because <a href="http://archive.nepalitimes.com/article/Nepali-Times-Buzz/saving-the-intangible,3303" target="_blank" rel="noopener noreferrer">other temples were also destroyed or damaged</a>, but the interruption was also an <a href="https://www.nepalitimes.com/banner/learning-from-nepals-past-to-rebuild-its-future/" target="_blank" rel="noopener noreferrer">opportunity to build back better</a>.“The earthquake gave us a chance to look at the foundation of Bhaidega which would not have happened if the earthquake had not hit,” says Ranjitkar.The plan was to rebuild on the original plinth, but upon inspection the team found that the foundation of the temple was weaker than what they had anticipated. Not only was it shallower but some of the stones used were round.“Rounder uncarved stones move around easily and are not structurally safe. This meant that we had to spend a lot of time and money to reinforce the foundation and make it stronger,” explains Ranjitkar.After 2015, funds and expertise were diverted to other monuments in the Valley as the country went into an emergency response mode. On the heritage front, Nepal faced a crisis of <a href="https://www.nepalitimes.com/featured-videos/out-with-the-old-in-with-the-new/" target="_blank" rel="noopener noreferrer">skilled artisans</a> to rebuild and restore collapsed and damaged monuments. This led to an increase in the cost of workers’ wages, timber, bricks, and other building materials.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110161120/636d17419c7e80680e0ac758jpeg.jpg" alt="" width="995" height="1000"><figcaption> </figcaption></figure><figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110161120/636d17449c7e80680e0ac759jpeg.jpg" alt="" width="995" height="1000"><figcaption> </figcaption></figure>In 2012, the preliminary cost estimate for the Bhaidega restoration was about Rs40 million. Within seven years, it had more than doubled to Rs90 million.Another temple in the Patan Darbar Square, the Harishankar shrine, similar in size to the original Bhaidega did not cost as much to restore because 80% of its carved wooden columns, struts, eaves were retrieved after the temple collapsed.In the case of Bhaidega, much of the wood carvings need to be replicated and built anew, which takes up the bulk of the expense, expertise, and time. Additionally, Bhaidega also needs extensive bricklaying, roof tiles, terracotta, and repairs and gilding of the original pinnacle.Because of the overwhelming need to <a href="http://archive.nepalitimes.com/article/Nepali-Times-Buzz/In-perfect-harmony,3251" target="_blank" rel="noopener noreferrer">rebuild other temples and monuments</a> destroyed in 2015, Bhaidega was not a priority for donors and the government.“We approached the government for timber at the official rate, but the Forest Ministry did not even grant us that,” says Prithvi Pande, who is the chair of the Cultural Heritage Preservation Group, a citizen’s group. “The government talks about importance of heritage and tourism but can’t even provide wood to rebuild our temples.”A big part of the rebuilding cost has been borne by Pande and his colleagues.  Before the earthquake, the Norwegian Embassy contributed to the shortfall in the initial cost estimate. After the earthquake, other private citizens and the Lalitpur Municipality also supported the cause. But funds have now dried up, while prices have skyrocketed.Ranjitkar of KVPT says the work on restoration has slowed, and there is a budget shortfall of more than Rs30 million.To ensure that the restoration makes up for lost time, the KVPT team worked through the pandemic, following safety protocols. Only the first floor has so far been completed and work is ongoing on the second tier.Most of the wood carving work for the doors, windows, columns, including the lower cornices have been completed.Says Ranjitkar, “If we get the required amount, we can finish rebuilding in 10-12 months. But it is going to get more expensive the longer it takes.”To Donate:Bank Account name: Sanskritik Sampada Samrakshan SamuhaBank and Account no: 040-0103-0250856, Nepal Investment Bank, Lagankhel Branch, Lalitpur<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110161120/636d17479c7e80680e0ac75ajpeg.jpg" alt="" width="1200" height="800"><figcaption> </figcaption></figure>_________________<h2>Who was Bhagirath Bhaiya?</h2>Bhagirath Bhaiya was a commoner who served as prime minister of the kingdom of Patan for 16 years during the reign of King Srinivas Malla. Known for his philanthropy, he was a reputed military commander and fought in battles in Makwanpur and elsewhere.He donated much land, upgraded the town’s facilities, and repaired temples in Patan and Pharping. In 1678, he built the Bhaidega temple replicating a Shiva lingam at the Kashi Vishwanath in Banaras which was destroyed nine years earlier.For the inauguration of the temple, he also built the pavilion of Lampati that still stands today across the street south of Bhaidega. It was from here that invited Kings and nobility watched the consecration of the temple. The guests included the royalty of Patan, Bhaktapur King Jitamitra and his brother Ugra Malla, King of Kathmandu Nripendra Malla and his brothers Mahipatindra and Parthivendra. Even the king of Tanahu Bhaiya Rudra Sen was invited.King Srinivas held Bhagirath Bhaiya in great esteem, and this is evident in an inscription dating 1674 at Matsyendranāth Temple, where he asks the public ‘to make no distinction between him and me’.But the elevation of Bhagirath Bhaiya did not sit well with some members of the nobility, especially Yoganarendra Malla who was envious of the former. Having consolidated power in the court, they stripped him of his position in 1685. There are written records that Bhagirath Bhaiya was ‘dragged all the way from his residence (to the palace)’.A year later, King Yoganarendra Malla usurped power from his father, and had Bhagirath Bhaiya killed.

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Restoring a piece of Nepal’s history

<figure><img width="1500" height="1125" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171132/636933799c7e80680e03df9fjpeg.jpg" alt=""/><figcaption>Yuntai or Cloud Platform, located at the base of the Great Wall's Juyongguan section. Photos: SEWA BHATTARAI</figcaption></figure>The Great Wall of China is one of the world’s most famous landmarks, but what is less well known is the historical link between this World Heritage Site to another one 4,000km to the south in Kathmandu Valley. Here on the white marble Cloud Platform of the Juyongguan Section of the Great Wall 60km from Beijing, visitors come across ancient Buddhist inscriptions that tell the story of the influence of Nepal on the Yuan dynasty in the 13thcentury.At the base of the Great Wall is an arch built in 1345 and inscribed with Buddhist sutras in six languages: Mandarin, Tibetan, Uyghur, Mongolian, Tangut and Sanskrit. Kublai Khan and his descendants had to pass under the script of the Buddhist scriptures when they visited nearby temples.What is surprising is that the Sanskrit lines inside the arch are not in the usual Devanagari letters, but in the Ranjana script that originated in Kathmandu Valley.   <figure><img width="2592" height="1944" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171132/6369337d9c7e80680e03dfa0jpeg.jpg" alt=""><figcaption> </figcaption></figure>Ranjana is called ‘Lanzha’ in Mandarin, and can be found in religious monuments across Tibet and China, having travelled with the spread of Mahayana Buddhism, whose main texts including the Pragya Paramita are written in Ranjana. Many sects of Buddhism had already spread to China through Central and South Asia more than 2,000 years ago, but they were overlaid by Mahayana Buddhism after Princess Bhrikuti took the sect to Tibet in the 7th century from Kathmandu Valley. The practice of inscribing Buddhist scriptures in a distinctive Nepali style have been documented from this time. Cultural historian Satya Mohan Joshi believes that tradition began as early as the 7thcentury in China after the arrival in Beijing of Priyajiv, the ambassador of King Narendra Dev. In his book on <a style="background-color: #ffffff; letter-spacing: 0.01em;" href="https://www.nepalitimes.com/here-now/the-life-and-times-of-arniko/">Arniko</a>, Joshi cites a 1,400-year-old stele inscribed with the Usnisa Vijaya Dharini Sutra in the Xi'an Museum. However, Ranjaan was not in the picture yet, and these scripts may have been the precursors of Ranjana. Ranjana started appearing in Buddhist monuments after the 12th century.  <figure><img width="2502" height="757" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171132/636933809c7e80680e03dfa1jpeg.jpg" alt=""><figcaption> </figcaption></figure>Ranjana alphabet was derived from the Brahmi script and originally developed in Nepal in the 11th century, which is why some say it should be called the ‘Nepali script’. "In Nepal the Brahmi developed into the Lichhavi script and the Nepal script, which further was transformed to Ranjana," says Devdas Manandhar, a forceful proponent for the preservation of Ranjana. "The Nepal script was uniquely Nepali and has a very distinctive way of writing the vowel ‘ae’ which carried over to Ranjana.” However, other scholars say the script originated in Bengal and transferred to Nepal along with other cultural heritage after Buddhism was overrun in northern India. Buddhist scholar Basanta Maharjan says that the Ranjana letters were beautified, and preserved by the Newars of Kathmandu Valley from where it travelled to Tibet, China and on to Korea and Japan."Tibet's religion and philosophy were influential not just in China but in Mongolia in the north and Kashmir in the west. The version of Ranjana found in all these places is distinctly Nepali, and that is something that we can be proud of," says Maharjan.  <img width="640" height="853" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171132/636933839c7e80680e03dfa2jpeg.jpg" alt=""><img width="640" height="850" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171132/636933869c7e80680e03dfa3jpeg.jpg" alt=""><img width="640" height="853" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171132/636933899c7e80680e03dfa4jpeg.jpg" alt="">Nepali art and philosophy got another boost in China from Arniko, the Kathmandu architect who travelled to Beijing in the 13thcentury to help  <a href="http://archive.nepalitimes.com/news.php?id=7263#.W-JtI6cQ0Wp">Kublai Khan</a> build temples and monuments with Buddhist symbolism, and leave a Nepali imprint in the ancient architecture of China, Korea and Japan.  Satya Mohan Joshi researched Arniko in China, and is convinced it was Arniko's influence that helped spread the Ranjana script. The White Dagoba built by Arniko in Beijing in 1279 still stands today, and contains many distinct Ranjana inscriptions. The Cloud Platform at the Great Wall, which Joshi also documented in his book, was built almost a century after Arniko reached China and shows his influence. On top of the arch are Garuda, crocodiles, and other carved elements which look like they have been transplanted from Kathmandu.The Ranjana script was used in a new golden stupa built in Beijing's Patachou as recently as 1960 to house the Buddha's tooth relic. "The prevalence of this script is an example of the enduring influence of Arniko, and the close cultural links between Nepal and China," says Joshi.  <img width="2592" height="1944" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171132/6369338c9c7e80680e03dfa5jpeg.jpg" alt="">Arniko created the White Pagoda on Kublai Khan's command, and it was then a symbol of the unification of China under Yuan dynasty. Today the Miaoying Temple museum in Beijing acknowledges his work as ‘a great symbol of cultural exchange between Nepal and China’. That Nepali art, architecture and the Ranjana script were so widespread in China are proof of this historical trans-Himalayan connection. Devdas Manandhar says that Ranjana is Nepal’s gift to Asia’s culture, and is still seen from Kashmir to the Great Wall of China, and in Japan. He explains: "Since the Ranjana script was associated with the Buddhist scriptures, it is always found above doors, so that you never stepped on the holy fonts.”

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The script of the scriptures

This is the first instalment in a new limited series in Nepali Times on the historic transportation infrastructures of Nepal. Nepal’s Forest Railways As<a href="https://nepalitimes.com/here-now/india-s-border-trains-that-connected-nepal"> India’s railway network </a>expanded in the 1890s and 1900s, the demand for wooden railway sleepers, called ‘ties’ in America, likewise increased. The <a href="https://archive.nepalitimes.com/article/Nepali-Times-Buzz/the-rana-reign-a-recap-of-history,3751">Rana regime</a> realised that western Nepal’s dense forests, from which sal trees could be extracted and sold, represented a valuable source of revenue. There was a problem of accessing large tracts of <a href="https://nepalitimes.com/here-now/the-tarai-s-shrinking-forests">Tarai forests</a>. However, once Indian railway lines are extended to Nepal’s border in several places, this issue could be resolved by constructing logging railways, also known as ‘tramways’ or ‘light railways’. The Nepal Government awarded a contract to Punjabi timber contractors to supply 15,000 sal sleepers to Chandan Chauki station of India’s Oudh &amp; Rohilkhand State Railway in 1908. The contractors also received a concession to construct a steam tramway to run 48km into <a href="https://nepalitimes.com/banner/reviving-nepals-community-forestry-success-story">Nepal’s forests</a> for cutting and transporting trees. The author found no records, however, indicating that such an ambitious tramway was built in 1908. The hewn logs were probably carried into India by bullock carts or <a href="https://nepalitimes.com/news/elephants-become-white-elephants">elephants</a>. The earliest known forest railway in Nepal was built in 1914 in the southwestern corner of the present-day Parsa district. A British engineer went to the Indian border town of Bikna Thori to plan a 4-mile portable light railway for the transport of timber from <a href="https://nepalitimes.com/here-now/on-the-tri-junction-of-wildlife-conservation-conflict-and-co-existence">the forest of Chitwan </a>to the Thori depot on the Bengal &amp; Northwestern Railway. This short line was laid upon wooden sleepers, and its rails could be taken up and repositioned when logging in one section of the forest was completed. This forest railway was in operation at least through 1917.&nbsp; A few year down the line in 1923, J V Collier of the Indian Forest Service built a narrow-gauge railway in Kailali district also to export of timber to India. This line, the Nepal Government Forest Railway, departed Chandan Chauki in Uttar Pradesh and ran 48km northwest into Nepal.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250824150820_84ddef57433c2f847b2c7e56c2d9c924084b6e6a504bbca905d2c593fac8eabd.jpg" data-media-id="editor_6" data-image-id="20250824150820_84ddef57433c2f847b2c7e56c2d9c924084b6e6a504bbca905d2c593fac8eabd" data-rendition-name="original" width="1130" height="689" loading="lazy" alt="Nepal's little railways"> <figcaption>A Nepal Government Forest train in Kailali District hauling sal sleepers in 1925. Photo: DAVID CHURCHILL </figcaption> </figure>  It was a 2-foot railway supported by 11kg rails. The line was ‘temporary’ in that as sal trees were thinned out in one area, railway tracks were shifted to uncut areas of the forest. The railway crossed seven small <a href="https://nepalitimes.com/here-now/saving-what-is-left-of-himalayan-rivers">rivers</a>, but the bridges were taken down during the summer and monsoon. Trains ran only from November to April. This forest railway purchased four 4-6-0T ‘tank’ engines built in Leeds, England. Each bogie could carry 100 broad-gauge sleepers, and two engines were needed to haul a 21-car train loaded with 2,100 sleepers. This huge commercial forest operation once employed about 14,000 men, most of them Indians. During one season, nearly 800,000 broad and metre-gauge sleepers were exported to India. When India suffered a depression in 1930, large scale operations came to an end. Read also: <a href="https://nepalitimes.com/news/rust-in-peace?fbclid=IwAR1_eg88TCOS6RGRW1af7WvaWx5mzh_rY8-vT1MnJxSs41QtCpaA988oXk8">Rust in peace</a>, Daniel W Edwards  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250824150828_13a0b894b9ea0c478904d358028f0c976d84f284432ee25106787366598d38e5.jpg" data-media-id="editor_9" data-image-id="20250824150828_13a0b894b9ea0c478904d358028f0c976d84f284432ee25106787366598d38e5" data-rendition-name="original" width="6000" height="4000" loading="lazy" alt="Nepal's railways"> <figcaption>Rails extended north from this spot into the virgin sal forests of Bardia in western Nepal 100 years ago.  DANIEL W EDWARDS</figcaption> </figure>  A third railway was built in <a href="https://nepalitimes.com/here-now/the-big-bulls-of-bardia">Bardia </a>where some scattered rails and signs of an old roadbed were seen in the 1960s. It ran from Nishangada in India to Khairbhatti in Nepal. From there, stations heading south were Ranipur, Karmak, Taratal and Madhuwan. Collier likely <a href="https://nepalitimes.com/here-now/nepal-train-project-struggles-to-stay-on-track">built this railway </a>as well in the 1920s. An elderly man in Bardia in 2022, whose father had worked on this forest railway, was interviewed for this account. Kathmandu Valley’s Motor (Trolley) Railway Merchants importing goods from India via the<a href="https://archive.nepalitimes.com/article/business/ropeways-connecting-nepal,1749"> ropeway</a> Chandra Shamsher built in 1927 had to go to the ropeway’s terminus at Matatirtha near Thankot to claim their goods and then haul them 6km to the customs house Bhansar Adda at Teku for clearance and payment of customs duties. The Motor Railway was built to carry goods from the<a href="https://archive.nepalitimes.com/news.php?id=16839"> ropeway station </a>directly to the customs office, making it cheaper and more convenient for merchants to receive their shipments. In December 1931, Prime Minister Bhim Shamsher issued an order (sanad) putting Lt Gen Singha Shamsher Rana in charge of building this rail line to Teku and on to ‘Nabalak Khana’ in Tripureswar, a distance of 10km. The project was subdivided into four sections or ‘phant’, and for each, budgets and timelines were established. There was bato phant (constructing the roadbed), lik sleeper and jordne phant (laying sleepers and joining the rails), culvert phant (installing culverts) and pul phant (building bridges). Colonel Kishore Narsingh Rana was put in charge of the sleeper and rail section, while Colonel Dilli Jung Thapa, an engineer at Ghar Kaj Adda, also was involved. The Motor Railway was completed by the end of 1933. In the beginning, the railway’s small wagons may have been pulled and pushed by men and bullocks. However, in 1938 a British railway manufacturer sent Nepal a four-wheel, 5½ ton, 2-foot narrow-gauge diesel-powered locomotive with mechanical transmission, hence the name motor railway. Read also: <a href="https://nepalitimes.com/latest/nepal-railways-janakpur-test-drive?fb_comment_id=3554227181262227_4263866616964943">Nepal Railways Janakpur test drive</a> Leaving Matatirtha, the trains passed Satungal, Naikap, the Bishnudevi Temple, crossed an iron bridge over Balkhu Khola, then to Ghattepakha, Sunagau, through what is now a section of Kuleshwor (‘Lik Marg’) to the Customs Office at Teku.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250825020852_033f0cee9775d7dadde7811132f84da876f614c386e3677e560ba7aed79909d9.jpg" data-media-id="editor_15" data-image-id="20250825020852_033f0cee9775d7dadde7811132f84da876f614c386e3677e560ba7aed79909d9" data-rendition-name="original" width="2000" height="1333" loading="lazy" alt="railways in Nepal"> <figcaption>Lik Marg in Kuleswor, the former route of the Motor Trolley Railway. Photo: DANIEL W EDWARDS</figcaption> </figure>  In 1945, Motor Trolley had four engines, but spare parts was badly needed. The charge for transporting one maund (about 40kg) of cargo from Matatirtha to Teku was 50 paisa. Even though the trains ran slowly and only for a short distance, <a href="https://nepalitimes.com/news/fatalism-and-fatalities">accidents were not unknown</a>. A train loaded with rice, salt and cotton derailed on a curve in July 1946, and two railway employees were crushed under the cars and killed, five others were injured. Besides the driver and a brakeman, guards rode the trains to prevent theft of goods.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250824150836_63a327d4db3b067a23dd5c6cf17a31ffe811ffd4a8429bc31011d62298a90060.jpg" data-media-id="editor_17" data-image-id="20250824150836_63a327d4db3b067a23dd5c6cf17a31ffe811ffd4a8429bc31011d62298a90060" data-rendition-name="original" width="6000" height="4000" loading="lazy" alt="Nepal's railways"> <figcaption>The author by the remains of the Balkhu Khola bridge built in 1932 with American steel. Photo: JEEVAN NEPAL</figcaption> </figure>  By 1953, government budget estimates indicated the Motor Railway would break even with an income of Rs70,000 against Rs71,000 in expenditure. It appears the railway stopped service around 1957 with the opening of the Raj Path and the extension of the ropeway from Matatirtha to Bhansar Adda. Bent steel beams of the bridge across Balkhu Khola and two plaques recovered from the river a few years ago are the only remains of this railway today. Photos of the Motor Trolley Railway in operation are hard to come by.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250825020848_3a7cd17d0ffc36bbf5fdad404f5f6e91c7aa0e4f4ed729ed2c7e9c186f32ca9b.jpg" data-media-id="editor_18" data-image-id="20250825020848_3a7cd17d0ffc36bbf5fdad404f5f6e91c7aa0e4f4ed729ed2c7e9c186f32ca9b" data-rendition-name="original" width="5189" height="1979" loading="lazy" alt="railways in Nepal"> <figcaption>Steel plaque commemorating the construction of a Motor Trolley bridge across the Balkhu Khola. Photo: DANIEL W EDWARDS</figcaption> </figure>  The Kosi Project Railway (KPR) As early as 1941, India and Nepal considered building a dam on<a href="https://nepalitimes.com/here-now/the-kosi-s-sorrow-and-scope"> the Kosi River</a> to prevent destructive floods caused by <a href="https://nepalitimes.com/editorial/when-it-rains-it-pours-ksqprbu3">monsoon rains</a>. Floods in 1950 inundated 500 villages in Bihar and left 500,000 people homeless. The two governments signed an agreement in 1954 to build a barrage on the Kosi, and King Mahendra and Prime Minister Nehru laid the foundation stone in April 1959. To transport stones from a quarry near Dharan to use in mixing concrete at the construction site, the Indian government, in charge of building the barrage, made plans to build a narrow-gauge railway linking Bihar and its border town of Bhimnagar with Nepal’s settlements at Chakraghatti, Chatra and Ghopa, the outskirts of Dharan.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250824150816_fc5e13b01022c63c64f1e83589da0015eee7ecd002bdd3d97b88c98c1f3d45b7.jpg" data-media-id="editor_21" data-image-id="20250824150816_fc5e13b01022c63c64f1e83589da0015eee7ecd002bdd3d97b88c98c1f3d45b7" data-rendition-name="original" width="4011" height="2645" loading="lazy" alt="Nepal's railways"> <figcaption>Steel plaque commemorating the construction of a Motor Trolley bridge across the Balkhu Khola. Photo: DANIEL W EDWARDS</figcaption> </figure>  The section of the KPR in Nepal totaled 66km — the country’s longest railway to date. The stations south of Chakraghatti were Rajabas, Maduhuwan, Kushaha, Haripur and Bhantabari. The line built, operated and owned by the Indian Government, was opened in 1958 and known locally as Dhunge (stone) Rail. Procuring locomotives, wagons and other materials was a challenge. India’s Railway Board searched the country for old 41 lb rails, and located steam engines, most built around 1910, in poor condition, and stored in ‘retirement’. These decrepit locomotives were later cannibalised for parts to keep the remaining engines running, and six newer locomotives built in Yugoslavia were sent to the KPR in 1960 to prevent the railway from shutting down and halting construction of the barrage.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250824150832_fd644f9e2674c5047a531de5dfeb2c8860b0f93dddc7a2df3db867bf31b2c94b.bmp" data-media-id="editor_22" data-image-id="20250824150832_fd644f9e2674c5047a531de5dfeb2c8860b0f93dddc7a2df3db867bf31b2c94b" data-rendition-name="original" width="3171" height="2069" loading="lazy" alt="Nepal's railways"> <figcaption>KPR locomotives, water tank and staff at Chakraghatti in Nepal. Photo: JOHN BENSON</figcaption> </figure>  Used bogie-wagons (gondolas) came from <a href="https://nepalitimes.com/here-now/india-nepal-rail-diplomacy">Indian railways</a> that had been converted to metre-gauge, others were manufactured in Muzaffarpur without couplers due to the non-availability of steel. A hundred new wagons arrived from Japan, but only half could be put in service, as couplers from the other 50 were removed and attached to the Muzaffarpur wagons. This smorgasbord of equipment kept shop mechanics and work crews busy, but now-abandoned railways in Nepal always operated under less-than-ideal conditions. Although the purpose of the KPR was to transport gravel, stones and boulders to the site of the barrage, photographs show people riding in loaded wagons. Excluding Dharan, there was no bus service through the wild animal infested jungle between Dharan and Chakraghatti or along the dusty paths linking other small villages on the KPR, so patient locals sat in wagons at Dharan, waiting perhaps for hours for trains to depart.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250825020852_7d011dcc8e9b8cb0fe745b352486ebc4a84dac99419eadb35875333db20837c6.jpg" data-media-id="editor_24" data-image-id="20250825020852_7d011dcc8e9b8cb0fe745b352486ebc4a84dac99419eadb35875333db20837c6" data-rendition-name="original" width="3965" height="2659" loading="lazy" alt="railways in Nepal"> <figcaption>Ticketless riders on a train of gravel and stones in the forest between Dharan and Chakragatti in 1966. Photo: JOHN BENSON</figcaption> </figure>  Sons of former railway workers in Chakraghatti say that there were no fixed schedules, three or four trains ran both ways daily in the early 1960s. Southbound trains carried gravel, stones and boulders, while northbound trains would carry coal, cement and provisions, including sacks of coins to pay the workers. Trains even ran at night, and the crews worked long hours. Workers received free housing in project-built tenements but had to buy food supplies and items for personal use. The Babu Saheb or the superintendent lived at Chakraghatti, and at one time supervised more than 1,000 employees, nearly all of them from India. The barrage was completed in 1964, but by 1970, the Kosi Project Railway had passed into history. Daniel W Edwards was a Peace Corps volunteer in 1966 and is the author of several books on Nepal.

Nepal’s five little railways

The cost of preserving Nepal’s past

Turkish Airlines is official airline partner for the second edition of the Vatsalya Everest Women’s Volleyball League (EWV). The league, scheduled for 5-13 September, will take place in Pokhara and feature 18 international players alongside elite Nepali volleyball talent. The agreement was signed by Turkish General Manager Serkan Başar, and EWV CEO Snevy Chapagain. “Turkish Airlines’ support ensures a seamless journey and adds immense prestige to the league’s goal of women’s empowerment through sports as well as the agenda of sports tourism,” said Chapagain. “We are thrilled to partner with Vatsalya Everest Women’s Volleyball League as the official airline. With this association, we aim to support women role models in sports. We believe this association will connect countries to Nepali volleyball,” remarked Basar.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250825030844_36df66612152abbea71f15579358a2bb0fe797f21cbe7e7c7f28e3fe91655ae4.jpg" data-media-id="editor_0" data-image-id="20250825030844_36df66612152abbea71f15579358a2bb0fe797f21cbe7e7c7f28e3fe91655ae4" data-rendition-name="original" width="1920" height="1280" loading="lazy" alt="Turkish"> </figure>

Turkish to sponsor women’s volleyball league

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