<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114131128/637234e99c7e80680e0c495bjpeg.jpg" alt="" width="960" height="640"/><figcaption>All photos: SUMAN NEPALI</figcaption></figure>The past often feels like a foreign country, as British author LP Hartley once famously wrote, because ‘they do things differently there’.There is a ring of truth in these words as one takes a walk around the Hanuman Dhoka Palace complex in Kathmandu. The temples and the statues, their grandiosity now laced with brown dust, age-worn and almost dwarfed by the rising jungle of cement and iron.But 400 years ago, all this must have felt like an entirely different world.While most of the buildings still stand, having survived earthquakes and successive renovations and remodelling, many of the statues have been stolen and are in exile in museums and private collections overseas.The former palace complex has not changed much since the Malla era, but the surroundings have. The valley is so longer the emerald jewel it once was where Tantric gurus transformed into eagles and appeased the gods, when the air mixed the sweet aroma of flowers rustling in the breeze. The king in one of the three city states could walk to the balcony of his palace and check if there was any new construction taking place in a neighbouring kingdom.There seems at once a great chasm between the past and the present, made wider by the dramatically divergent look of the Nepal Mandala today –– one that noted historian and scholar of Himalayan and Nepali art Éric Chazot tries to commute in his novel Le Seigneur de Katmandou.Read :<a href="https://www.nepalitimes.com/review/an-archive-of-ones-own/"> An archive of one’s own</a>, Pratibha Tuladhar<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114131128/637234ec9c7e80680e0c495cjpeg.jpg" alt="" width="2304" height="1536"><figcaption> </figcaption></figure>Published by Éditions el Viso in 2021, this French-language historical fiction is a detailed retelling – and, at times, perhaps even reimagining – of the life and times of Pratap Malla, told in his own voice, almost as though it were from his diary.The narrative weaves together the legends and inscriptions of the Valley in the latter half of the 17th-century to create a portrait of Pratap Malla not just as a king, but also as a poet, a philosopher, a son, a father, and a husband.It is already a daunting task to write a historical novel –– to try and capture a period, its persons and sensibilities often so far removed. As history is rooted in records, it leaves an author little room to indiscriminately invent.Now add into the mix the figure of Pratap Malla, arguably one of the best-known kings of Kathmandu. His historical persona has been embellished and undermined in the last three centuries, owing to folklore, propaganda and scant contemporary records.Historian Lila Bhakta Munankarmi in his book मल्लकालीन नेपाल describes Pratap Malla as being ‘glorious and brave’ and ‘an intellectual and a poet’, who ‘established numerous temples, shrines and chaitya in Kathmandu, many of whom are still standing.’He was a king who built the Rani Pokhari for his queen who was grieving the death of their son, and allegedly kept a harem of 3,000 young girls, even ravishing one 11-year-old and causing her death.This already ambivalent portraiture is coloured further by the Pratap Malla’s cultural and religious legacies, many of which are still standing in Kathmandu: the statue of Hanuman outside the Hanuman Dhoka Palace, Chyasin Dega, the Bhandarkhal pond, Anantapur and Pratappur spires in the Swayambhu complex, Guheshwari temple, Bhimsensthan, and the many chok inside his palace.Read also: <a href="https://www.nepalitimes.com/here-now/losing-loose-change-in-nepal/">Losing loose change in Nepal</a>, Ashish Dhakal<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114131128/637234ef9c7e80680e0c495djpeg.jpg" alt="" width="4320" height="6480"><figcaption> </figcaption></figure>Chazot’s novel is in some ways a representation of this multiplicity of character. It is reminiscent of the cubist paintings – for instance Duchamp’s Nude Descending a Staircase (No. 2) – and makes no attempt to justify actions or pass judgment –– as Chazot himself admits, that is not what he is trying to do with Le Seigneur de Katmandou.It was in fact to understand him, to explore his philosophy and his character. Chazot is a scholar of masks and art of the Himalaya, with a special interest in Tantrism. In 2015, his translation of the Tantra of Chandamaharosana into French at the behest of a Newa guru Dharma Guruji was published, and in 2016 he came out with another book on the Tantric art of Nepal, Tantra: Théologie de l'amour et de la liberté, which goes into the details of its philosophy and aesthetics.Pratap Malla was already a fascinating subject for Chazot who first arrived in Nepal in 1973. A contemporary of Shah Jahan in Mughal India and Louis XIV in Bourbon France, he too showed fierce love for the arts and philosophy, sometimes with a dash of decadence.  Chazot finished the first draft of what would be Le Seigneur de Katmandou in 1979, but it was 600 pages long, he recalls, “and very complicated”.So, he began to rewrite. “I wasn’t writing every day,” he says. “Sometimes I would write a few pages, take a break for a couple years, and then return to it.” The published version is the fourth draft of the work.He had previously planned a series of novels focusing on one figure from each dynasty of rulers of Nepal, the Malla, the Shah and the Rana, but decided to abandon that for the time being to focus on the story of Pratap Malla.“I really wanted to write a good novel,” he says. “It could not be a little book you read once, enjoy and then forget about it. It had to be concrete and well-written with historical facts integrated with the legends of Pratap Malla so that people find it believable.”Chazot could not remove the legends, such as Pratap Malla entering the mythical caverns of Shantipur temple in Swayambhu during a drought to recover a paubha drawn in the Naga’s blood to bring back rain. Or the story of how Jamana Gubhaju once turned himself into an eagle and carried away the heart of a young boy one foreign sorcerer had cut up and promised to bring back to life through Tantra.“I could not say that because I am a historian, none of that could have happened,” he adds. Instead, Chazot built the book as a first-person narration by Pratap Malla, giving us a direct look into the mind and impressions of the king.Sometimes the king himself appears to be an unreliable narrator, which then prompts us to try and sift, and wonder if separating facts and fiction truly matters after all, because would Pratap Malla be the character he is without the legends and stories?A devout and ambitious king, it had been his great wish to unite the three kingdoms of Nepal Mandala fractured by King Jayayakshya Malla some 200 years before, for which he was constantly at war with Yala (Patan) and Khwopa (Bhaktapur).But it was also during this time that Yen (Kantipur, or Kathmandu) saw unprecedented economic growth, fuelled largely by a treaty with Tibet which allowed the Newa merchants of the city a virtual monopoly over trade with India and Tibet.Read Also: <a href="https://www.nepalitimes.com/banner/the-history-of-heritage/" target="_blank" rel="noopener noreferrer">The history of heritage</a>, Ashish Dhakal<a href="https://www.nepalitimes.com/here-now/losing-loose-change-in-nepal/">Losing loose change in Nepal</a>, Ashish Dhakal<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114131128/637234f59c7e80680e0c495ejpeg.jpg" alt="" width="4082" height="4713"><figcaption> </figcaption></figure><figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114131128/637234f99c7e80680e0c495fjpeg.jpg" alt="" width="640" height="960"><figcaption> </figcaption></figure>Tibet was also to make a token payment in gold and silver annually to Kathmandu, and Nepal would mint coins for Tibet, allowing the King to profit vastly from these transactions and invest in the arts and culture.“He was an important king of Nepal and there are many inscriptions in his name,” says Chazot. “He was also a tantric king and pretended to know 15 languages. I was always fascinated by him.”The famous stone inscription outside the Hanuman Dhoka Palace to the goddess Kalika is written in 15 languages, including Farsi, Maithili, Hindi, Tibetan, Nepal Bhasa, Arabic, with a surprise appearance by three European words for the seasons: AVTOMNE, WINTER and LHIVERT –– the last one a lasting spelling error, maybe made by a distracted sculptor or scribe.Perhaps the Jesuit fathers Albert d'Orville and Johann Grüber taught the king the words, but the inscription remains undeciphered. In a funny scene with this clever linguistic invention, Chazot describes Pratap Malla remarking: ‘je m’amusais profondément de voir leur embarras lorsque je les interrogeais sur la signification de mon poème!’ (I found it deeply amusing to see their embarrassment when I asked them about the meaning of my poem).Chazot explains: “He called himself Kavindra – the King of poets. For me, this was an interesting idea because he was already a king, but he placed poetry above the kingdom of worldly affairs, and he wanted to be king of that too.”It is said that whosoever can read all 15 languages on that tablet will be blessed with milk miraculously flowing out of a duct at the bottom of the stone inscription. It may have flowed only once.Read also: <a href="https://www.nepalitimes.com/banner/the-historic-kathmandu-beneath-our-feet/">The historic Kathmandu beneath our feet</a>, Sahina Shrestha<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114131128/637234fb9c7e80680e0c4960jpeg.jpg" alt="" width="960" height="640"><figcaption> </figcaption></figure>But Chazot takes care to not confound us with Pratap Malla’s grandeur, for that would only give half-a-portrait. One side of the coin shows the king as an accomplished philosopher with care for his subjects and royal dreams. He wants to learn everything and bring lasting prosperity to his kingdom.On the obverse is an often impatient, lascivious man, a soul that is equally hungry for power as it is for knowledge, a man who may or may not have conspired to have a popular kaji murdered who also happened to be a brother-in-law. And a man who, to repent for killing a prepubescent girl, performs tuladan – the practice of offering Brahmins gold and silver equal to one’s weight.The reader may be tempted to suspect the validity of his claims and contrition, and the book invites one to question the act of writing itself, of telling stories. Where may we draw the line? What is honest and dishonest? The answer, readers must themselves decide.“In building the character and trying to understand,” Chazot adds, “I also want to caution the reader because it is not an objective retelling.” The novel is not just the story of the past, it is a picture of a man who also wants to be a hero. And Pratap Malla himself narrates his story.As the author, however, Chazot has tried to keep the story simple, subtle and coherent, often using juxtaposition to show the contrasting or coalescing viewpoints of cultures, countries and cults.“Brick by brick I put the story together,” he says, taking trips to the Hanuman Dhoka Palace, the temples, poring over the inscription, caressing the curves and the carvings to try and get a sense of what the king himself might have felt walking through his city almost 400 years ago.For written sources, he turned to the works by DR Regmi, Sylvain Lévi, A.W. Macdonald and Anne Vergati Stahl. He hopes Le Seigneur de Katmandou will be an addition to the œuvre that introduces Nepal, its history and culture to the world. An English translation is currently being undertaken by Vajra Publication.“Pratap Malla wanted to be a myth,” Chazot says, “and I have tried to make that come true.”Le Seigneur de KatmandouÉric ChazotPublisher: Éditions el Viso (2021)Pages: 256<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114131128/637234ff9c7e80680e0c4961jpeg.jpg" alt="" width="157" height="242">Read also: <a href="https://www.nepalitimes.com/here-now/losing-loose-change-in-nepal/">A tale of three cities</a>, Ashish Dhakal

Ashish Dhakal

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No time like the past

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

Nepal’s five little railways

· &nbsp;At least 400 people are dead or missing after heavy rainfall lashed arid regions of northwestern Pakistan. Walls of mud and boulders engulfed entire villages in Khyber Pakhtunkhwa Province. More than 700 people have been killed in floods in Pakistan since June.&nbsp; · &nbsp;Over in India’s Jammu and Kashmir at the same time, multiple slurry floods on 17-18 August killed more than 80 people · A mudslide possibly caused by a glacial collapse upstream in Uttarakhand on 5 August nearly wiped the village of Dharali off the map. At least 70 people, 23 of them Nepalis are dead or missing. · On the night of 8 July, <a href="https://nepalitimes.com/news/rasuwa-flood-likely-a-glof">glacial lakes in Tibet overflowed</a>. By dawn the mudflow had demolished the Nepal-China border bridge killing at least 11 people, destroyed hydropower plants, swept away bridges, roads, over 100 cargo trucks and newly imported electric vehicles. All these disasters have a common thread: a cascade of hazards caused by record-breaking rainfall on fragile Himalayan slopes destabilised by melting glaciers and permafrost, seismicity and poorly engineered infrastructure. They are called ‘rain bombs’ — a heavy localised downpour measuring more than 100mm/h on a steep mountainside. As global warming heats the atmosphere, warmer air can hold more water vapour. The heavy rain then falls where there should be snowfall: on moraines and slopes that have lost the permafrost adhesive that held the debris together. “Increasingly, there is now more rainfall at higher altitudes where there used to be snowfall previously, and this directly impacts loose material in that fragile landscape which moves down,” explains Mohan B Chand, a Himalayan Glaciologist at Kathmandu University. “Moreover, the rains these days are heavy and fall within a few hours. So even a small burst has bigger impact.” The <a href="https://nepalitimes.com/banner/drones-to-the-rescue-in-melamchi">2021 Melamchi flood</a> and the <a href="https://nepalitimes.com/news/sikkim-flood-is-warning-to-nepal">Sikkim disaster in 2023</a> have been attributed to record-breaking torrential rain on a glacial moraine that collapsed, unleashing a catastrophic debris flow.&nbsp; The Bhote Kosi flood this year happened even without torrential rain, and originated at rapidly expanding supraglacial lakes that overflowed, similar to what happened on the Mendenhall Galcier in Alaska last week. In Uttarakhand, the trigger could be in the upper catchment cryosphere, or a landslide dammed lake. Basanta Raj Adhikari of the Centre for Disaster Studies at the Institute of Engineering also calls them ‘sediment bombs’. He clarifies: “There is lots of sediment up there from landslides or glacial activity, and when there is heavy rainfall and hotter temperature, they are unleashed downstream. One thing is for sure, these extreme events are getting more frequent and more destructive.” Researcher Alton C Byers who has studied melting glaciers in the Himalaya and Andes names the eight most potentially dangerous glacial lakes in Nepal: Lower Barun, Chamlang North Tso, Chamlang South Tso, Dig Tso which burst in 1984, Lumding Tso, Thulagi, Tso Rolpa and Imja Tso (see map).  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250822030844_70b3bf6a1ad9b9f9481c9af860629b2a05ac1338a3b89a831506f1c6bdddf5ec.jpg" data-media-id="editor_3" data-image-id="20250822030844_70b3bf6a1ad9b9f9481c9af860629b2a05ac1338a3b89a831506f1c6bdddf5ec" data-rendition-name="original" width="522" height="557" loading="lazy" alt="high risk glacial lakes in Nepal"> </figure>  Of these, Tso Rolpa and Imja have been lowered by 3m each, while Thulagi, Lower Barun, Lumding Tsho, and Hongu 2 glacial lakes have been targeted for lowering by the Department of Hydrology and Meteorology as part of the recent Green Climate Fund grant of <a href="https://nepalitimes.com/here-now/meltpools-in-the-himalaya" target="_blank">$36.1 million awarded to Nepal</a>. “These lakes have changed over the years as their debris-covered glaciers continue to recede,” Byers told Nepali Times. “When water volume in the lake basin increases, they become more vulnerable to flood triggers such as overhanging ice as glaciers recede further to their headwalls, and permafrost on their moraines continues to melt.” <h2>These are not ‘natural disasters’</h2> Scientists have given the current planetary epoch a name: the Anthropocene. And anthropogenic causes in this era heighten the risk of disasters. Indeed, an analysis of recent Himalayan calamities (page 1) shows that there is much more at play here than climate breakdown. Haphazard encroachment of floodplains, quarrying and crusher activity exacerbated the effect of <a href="https://nepalitimes.com/editorial/when-it-rains-it-pours-ksqprbu3">extreme rainfall on 28 September around Kathmandu Valley</a> that killed 200 people. The human cost of the 5 August catastrophe in Uttarakhand would have been high in any case, but the fact that the tiny village had expanded across a vulnerable alluvial fan to cater to a tourism boom meant more death and destruction. There are similar alluvial fans across Nepal, where small towns have expanded because new highways follow rivers, like Beni located at the confluence of the Myagdi Khola and Kali Gandaki. Other towns like Kagbeni or Damauli are located on the banks of rivers and tributaries that are directly downstream from rapidly expanding glacial lakes or unstable mountains. “In Butwal, people are building houses on the floodplain of the Tinau River, and yet people blame climate change or rainfall when there is a disaster,” says Basanta Raj Adhikari at the Institute of Engineering. “This is happening all over the country. Imagine the kind of devastation Beni would suffer if there was a big flood.”  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250822030848_ed411f8618c7a411ed4c165e91f3b880abb085a8a511405710dd8220f657da84.jpg" data-media-id="editor_6" data-image-id="20250822030848_ed411f8618c7a411ed4c165e91f3b880abb085a8a511405710dd8220f657da84" data-rendition-name="original" width="1200" height="800" loading="lazy" alt="Beni Bazar"> <figcaption>RISKY CONFLUENCE: Beni has expanded rapidly after the highway to Mustang was built. But the town is situated on the alluvial fan of past flash floods on both the Kali Gandaki and Myagdi Khola which have dangerous glacial lakes in their upper catchment. Photo: BENI TOURISM</figcaption> </figure>  Traditionally, Nepal’s villages and settlements were located high above rivers because our forebears learnt lessons from recurring flash floods. Now, the road network follows rivers, and towns have sprung up along these highways. Even when roads are not on river banks, many gouge out slopes above, unleashing massive landslides that block rivers. Experts say Nepal’s hazard map should now be updated for glacial outbursts so municipalities can plan risk-sensitive land use zoning. This &nbsp;must go hand-in-hand with measures to reduce the risk by structural mitigation, such as engineering and construction, and then with risk awareness and early-warning systems. Says Himalayan researcher Alton C Byers: “Sooner or later, communities will realise that certain sites are simply no longer safe for a village or city, especially because of climate change in the mountains. The Himalaya has always been high-risk with its steep slopes, thin soil, monsoon rainfall regime, and frequent seismic activity. So, some places are no longer safe to live in.” Mohan B Chand of Kathmandu University adds that <a href="https://nepalitimes.com/banner/climate-smarter-himalayan-infrastructure">hazard mapping is especially crucial for expensive hydropower plants</a>: “Most of these are on snow-fed rivers, but environmental risk assessment is not taken seriously.” He says that because Nepal is set to generate 28,500MW by 2035 to meet its carbon neutral target, the government must work to minimise upstream risk by integrating disaster mitigation components in new energy investments. Few know that Nepal’s first hazard mapping was done 40 years ago in the Khumbu with a United Nations University study titled ‘Highland Lowland Interactive Systems’. It is hard to find that document anywhere. Today, hazard mapping technologies, satellite remote sensing, drones, synthetic aperture radar (SAR) and modelling with AI have made it much easier to integrate multi-hazard risk assessment. That data needs to be made available to local governments so they can plan. Cell phones and new apps that monitor real-time glacial lake levels, live precipitation and hydrological data, and local weather forecasts can make early warning systems more effective. Recent disasters have shown that even the smallest of glacial lakes that are rarely considered in risk assessments can cause much damage. Langmale Lake in the Barun Valley was less than 0.1 km2 in size, but <a href="https://nepalitimes.com/here-now/nepal-s-mountains-are-melting" target="_blank">the flood in 2017</a> caused extensive downstream damage. The 2012 Seti flood in Pokhara, the Chamoli disaster in Uttarakhand in 2021, the South Lhonak proglacial lake burst in Sikkim in 2023 that washed away the $1.7 billion Chungthang Teesta III Project, and the August 2024 floods above Thame in Khumbu are other recent examples.&nbsp; Byers thinks some of these floods may have been initially triggered by massive rockfall or moraine collapse related to <a href="https://nepalitimes.com/multimedia/the-not-so-permanent-frost" target="_blank">melting permafrost</a>. The size of a glacial lake alone does not determine the severity of destruction. What makes all the difference is downstream development, and if there pre-warning. Dig Tso in Khumbu which burst in 1984, was much larger than the lake that caused the Bhote Kosi flood in July, but the economic cost to the country of the trans-boundary disaster this year was much higher. Says glaciologist Chand: “We have to monitor the lakes, not just via remote sensing but with field visits. These may be costly, but mitigating the risk is less expensive than the disasters themselves.” Nepal has the technology and trained personnel to do hazard mapping, monitoring, and to design early warning apps. That data and information now needs to be available to all three levels of government to improve preparedness and risk reduction. “The cascading and compounding hazards are increasing in the Himalaya, this must be the subject of our research now,” says Adhikari at the Centre for Disaster Studies. “Recent events are a wake-up call, if we do not take this seriously things may be more dangerous in future.”

Rain bombs

The cost of preserving Nepal’s past

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

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No time like the past

Nepal’s five little railways

Rain bombs

The cost of preserving Nepal’s past

Turkish to sponsor women’s volleyball league