<img width="640" height="269" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121152/636ce60d9c7e80680e096746jpeg.jpg" alt=""/>The Supreme Court on Tuesday declared the Commission for the Investigation of Abuse of Authority's  (CIAA) use of <a href="https://www.nepalitimes.com/here-now/labour-recruiter-netted-in-sting-raid/">sting operations</a> unconstitutional, putting an end to two decades of scare-mongering fueled by personal agenda and impunity.Acting on a petition filed by Advocate Bishnu Prasad Ghimire, the Constitutional Bench of the SC led by Chief Justice Cholendra Shamsher Rana declared the provision for sting operations set out by CIAA Rule 30 (2002) as contrary to the spirit and essence of the Constitution. “The nature of the stipulated provision is found to be encouraging the investigating officer to act in an arbitrary way”, the brief judgment issued today stated. Decried by critics as a tool to further personal interests, Rule 30 gave CIAA operatives the power to procure and set up bribes for stings and exempted them from constitutional law which criminalises the giving of kickbacks.Opportunists then exploited this loophole, conspiring with operatives to set up bribes and implicate low-level employees they had disagreements with.Enforcement of Rule 30 was noticeably higher, and random, over the last few years. Of 206 cases of graft registered in the Special Court by the CIAA last fiscal year, 181 had sting operations, from which 99 involved kickbacks less than Rs 25,000.There were 277 arrests, among whom 69 ranked as non-gazetted officers or lower and 16 were office peons. It is clear that the CIAA is focused merely on the ‘easy work’ of luring low-ranked officers and making arbitrary arrests in an extralegal manner. As the CIAA goes around chasing after small-time offenders and innocents, corruption in the larger scale flourishes. Over the last three years, only four percent of cases registered by the CIAA concerned serious offences, including revenue embezzlement and illegal acquisition of property. “Despite the instructions of the parliamentary committee and the emergence of huge scandals such as Ncell and Wide Body, the CIAA has failed to conduct any meaningful investigation.” says former Chairman of the Special Court Gauri Bahadur Karki. “Sting operations are their way of fudging case numbers to inflate performance.”     <a href="https://www.nepalitimes.com/latest/ciaa-traps-small-fish-lets-big-ones-go/">A Centre for Investigative Journalism (CIJ) report</a> in July last year detailed instances where sting operations had led to arrests of low-level employees.For example, contractor Sujan Poudel filed a complaint at the CIAA against police deputy superintendent Shyam Kumar Rai, accusing him of soliciting a bribe. The CIAA decided to catch Rai red-handed in a sting operation. Poudel went to Rai’s office and surreptitiously planted Rs140,000 in cash in the police officer’s drawer. Immediately after, officials from the CIAA who were hiding outside barged into the office and arrested Rai.The media ran the news: ‘DSP Rai arrested with Rs140,000 bribe money’. The CIAA took Rai under custody and filed a corruption case at the Special Court. Rai later accused Poudel of framing him because he had taken action against the contractor for illegal sand mining and quarrying. “CIAA can file corruption case if someone is caught taking a bribe,” said constitutional expert Bhimarjun Acharya told CIJ then, “but a constitutionally empowered body’s involvement in using cash to trap someone is not really acceptable matter in any civilised society, and it goes against the rule of law.”Former police chief Hemanta Malla who has worked at the CIAA says the agency’s use of stings goes against the basic principle of ‘secret action’. He admits that sting operations can be used to expose serious crimes like match fixing, human trafficking and drug trafficking, but says the use of sting operations against petty crime is ‘overkill’.“The target of secret action should be to break organised crime networks, but the CIAA’s operation seems just focused on arresting junior-ranking officials. This should be stopped because the sting tool can be misused,” Malla added.

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Sting operation ruled illegal

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121148/636ce5af9c7e80680e096724jpeg.jpg" alt="" width="640" height="448"/><figcaption>DoFE sting team after a successful raid in Dhumbarahi. December 22, 2020.</figcaption></figure>The Nepal government transfers civil servants regularly, sometimes as routine rotation, but also because of unmet vested interests. The heads of the Department of Foreign Employment (DoFE),  which is the regulatory arm of the Labor Ministry, have recently seen short tenures. With its inter-governmental aspect, and the interests of migrant workers and private sector, overseas labour demands a steep learning curve. But once heads of the DoFe get a grasp of the issues they are transferred. Momentum is lost. Priorities change. Unfinished businesses remain unfinished. Relationships and trust need to be re-established. Progress is delayed. The Director General (DG) of DoFE, Kumar Dahal (pictured below) was recently transferred and spoke to Upasana Khadka at Nepali Times about his 14-month tenure, the <a href="https://www.nepalitimes.com/here-now/labour-recruiter-netted-in-sting-raid/">sting operations</a> of ‘manpower’ agencies last year that he helped organise which led to the suspension of the licenses of four recruiters found illegally interviewing and charging workers exorbitant fees for jobs in the Qatar Police. This suspension was quickly revoked by Labour Minister Gauri Shankar Chaudhary. Excerpts of interview:Nepali Times: Your transfer was a bit abrupt? Kumar Dahal: Look, rotation are part of the bureaucratic process, especially at the senior level. My 14-month tenure is actually considered quite long. The foreign employment sector has many stakeholders with varied interests, which don’t always align. Unwillingness to engage or cooperate in certain activities can make rotations more likely.Having said that, it would be better if people doing good work are allowed to continue for at least two years to achieve tangible results. Change is not easy in a sector where malpractice like overcharging workers or buying visas are entrenched.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121148/636ce5b39c7e80680e096725jpeg.jpg" alt="" width="640" height="639">Earlier they were isolated events, but soon they became habit and now, they have become a<a href="https://www.nepalitimes.com/opinion/why-has-zero-cost-migration-not-happened/" target="_blank" rel="noopener noreferrer"> part of the culture</a>. Our regulatory oversight has been insufficient and the situation has deteriorated over the decades. Even migrants are convinced that paying hefty fees and high interest rates are part of the recruitment culture and they comply, often questioning it only when it is too late. The players are able to make easy money without much effort, time or investment, exploiting the desperation of our youth. Changing this will take time. It depends on bold, visionary leadership, which is lacking.As a regulatory agency DoFe has to adopt restrictive policies, but you don’t want to deprive migrants of lucrative overseas opportunities. How do you balance the two?The category of migrants we are dealing with need help navigating the system. They are vulnerable to cheating, so regulations are needed. We first need to accept that most <a href="https://www.nepalitimes.com/banner/kleptocrats-of-kathmandu-and-kualalampur/" target="_blank" rel="noopener noreferrer">problems faced by migrants begin in Nepal</a> and sometimes, even problems abroad are byproducts of activities here. Every time we received a tip-off from migrants regarding possible malpractice, there has always been something illegal going on which made our sting operations successful. Recruiters have to abide by business ethics, but they often don’t, which makes regulation necessary. Ideally, they should be responsible for workers they send abroad, but that often does not happen.The private sector is driving this industry, and our role as regulators would be hands-off and minimal if their work was transparent. But it isn’t. Just a few days ago, our inspection of 45 pre-departure orientation training providers showed that 30 were giving out certificates without training. Then there are other types of problematic migration: via individuals, education consultancies or traffickers, or on wrong visas, such as visit visas.We in government also need to be responsible, which isn’t the case always, either. The question for both the government and the recruiters should be whether the migrant worker is satisfied with the services and protection being afforded. Currently, I am afraid they are not.We can do better with facilitation support. For starters, we can simplify the approval process of job demands in destination countries and explore opportunities in markets like Europe where there is a potential demand for Nepalis. A foreign employment business fund has been set up for welfare tasks, funded by interest from the Rs20 million escrow deposit of each manpower company parked at commercial banks. A guideline is being drawn up jointly by recruiters and the government.What are some of the lessons from the pandemic?First, we need to be more proactive in our decision-making. Even in instances when the governments or employers offered to send migrants desperate to get home at their own expense last year, we did not allow it due to blanket rules about flights.Second, our embassies need to be strengthened significantly to handle grievances better. The staff size at embassies is not proportionate to the numbers of Nepali workers there.Third, our governance system isn’t prepared to handle undocumented workers. The documentation status of migrants does not determine incoming remittances, so we should support all stranded migrants during a crisis.Fourth, recruiters should have been involved more during repatriation.On the bright side, the pandemic forced us to expedite technology adoption. Migrants can now renew labour approvals from anywhere in the world, and we have also started recording data on returnees.Read Also<a href="https://www.nepalitimes.com/here-now/nepali-workers-overseas-toil-through-the-pandemic/" target="_blank" rel="noopener noreferrer">Nepali workers overseas toil through the pandemic</a>, Upasana Khadka<a href="https://www.nepalitimes.com/here-now/nepali-workers-overseas-toil-through-the-pandemic/" target="_blank" rel="noopener noreferrer">Crossborder virus and Nepali migrant workers</a>, Upasana KhadkaWhat was your experience at DoFE with the free-visa-free-ticket policy?<a href="https://www.nepalitimes.com/opinion/zero-sum-game-in-zero-cost-migration/" target="_blank" rel="noopener noreferrer">Free-visa-free-ticket</a> is a populist policy implemented without considering the migration ecosystem. It isn’t being implemented and we don’t have the capacity to do so in today’s context. This has also larger implications like the government losing a high amount of tax revenue and workers not having the receipt of actual payment made.Revising the cap on services from Rs 10,000 to first month’s salary as demanded by recruiters is reasonable in cases where employers are not providing service fees--provided the penalty for overcharging workers is increased. This reform will also be meaningless if diplomatic efforts are not ramped up to get governments of destination countries and employers on board. I have heard anecdotes of Nepali recruiters paying Rs250,000 to bag jobs that pay only Rs50,000. Our recruiters do not have direct access to employers but operate through agents abroad. Most employers or foreign agents are also not ethical, so the costs trickle down to workers.We have not been able to get into the crux of the issue and some policies are merely populist. Sting operations are insufficient. The number of recruiting agencies in Nepal at 853 is too high. Incentives to facilitate mergers or regulations to drive out the bad apples are needed so that monitoring is easier. For that we need a strong governance system and bold leadership free of manipulation, political interference and corruption.And the ban on overseas household workers?The domestic work sector is problematic, especially in West Asia. Those in Japan, Cyprus and Turkey are not facing such systemic problems. It is not just Nepal that implements the ban which signals that there are problems in this sector. I get desperate calls from domestic workers in transit in Sri Lanka, Oman, Jordan and Saudi Arabia pleading for rescue support. I am not in favor of <a href="https://www.nepalitimes.com/latest/lift-the-ban-on-female-domestic-workers/" target="_blank" rel="noopener noreferrer">lifting the ban</a> completely but to have approaches specific for each country, especially domestic worker-specific bilateral labour agreements with countries that also have in place strong domestic worker specific regulations. A key criteria is that embassies and families should be able to reach domestic workers when necessary.What are three of your priorities that you hope your successor will continue?The way to minimise corruption is via faceless service so recruiters and bureaucrats do not have to meet in person. We are almost there with the current online system. The remaining kinks need to be immediately ironed out so everything can be done digitally. Eventually, we also need to go to a one-door system, so migrants don’t have to go to different offices for migration-related services.There is a high demand for workers in Europe but we don’t have active diplomatic presence in many European countries and demand attestation, market exploration, worker protection etc become a problem. Otherwise we either lose opportunities, or migrants take circuitous routes with high recruitment costs.Finally, we lack understanding on the skills profile of our youth or a systematic way to monitor labour opportunities abroad. What skills or training do they have, what is needed abroad?Overall, we have a robust foreign employment management architecture with <a href="https://www.nepalitimes.com/opinion/a-few-good-agents/" target="_blank" rel="noopener noreferrer">dedicated agencies</a> and <a href="https://www.nepalitimes.com/latest/nepal-plans-to-reintegrate-returning-workers/" target="_blank" rel="noopener noreferrer">policies</a> which is something to be optimistic about. Our singular focus should be on its implementation.Read Also:<a href="https://www.nepalitimes.com/editorial/commercially-important-people/" target="_blank" rel="noopener noreferrer">Commercially important people</a>, Editorial

Upasana Khadka

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Why are labour officials transferred frequently?

<figure><img width="1116" height="656" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110912118/636b8ada9c7e80680e06b265jpeg.jpg" alt=""/><figcaption>Businessman Sulav Agarwal and the diplomatic car he used to make delivery of black market infra-red thermometers.</figcaption></figure>The Ministry of Foreign Affairs has withdrawn certain facilities granted to honorary consuls of countries without embassies in Nepal after one of them was caught in a police sting operation on Tuesday trying to sell infra-red thermometers in the black market.The decision was taken by a meeting headed by Foreign Minister Pradeep Gyawali in Kathmandu. There are honorary consuls from over 45 countries in Kathmandu at present, and many of them are Nepali nationals.‘The privilege of using blue plate and the flag in official vehicle of the Honorary Consuls has been suspended with immediate effect until further notice,’ a statement from the Ministry said.The honorary consul of Kyrgyzstan Sulav Agarwal was caught as he was making personal delivery of 67 thermal gun infra-red thermometers to police posing as buyers. In phone negotiations, Agarwal had agreed to sell the devices used to measure body temperature for coronavirus for Rs 15,000 – three times more than the retail price.Agarwal is owner of the Shanker Group that has interests in cement, construction and textiles. He had ordered 20,000 thermal guns from China after the COVID-19 pandemic, and had brought some of them to Kathmandu last week on a special Nepal Airlines flight from Guangzhou. <figure><img width="640" height="864" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110912118/636b8adc9c7e80680e06b266jpeg.jpg" alt=""><figcaption>One of the 67 thermal guns confiscated from Agarwal.</figcaption></figure>Agarwal has been remanded in custody for a week at the Police Station in Darbar Marg pending investigation, and will face up to five years in jail if found guilty. Agarwal has repeatedly told the police he bought the devices in the local market. <figure><img width="1102" height="712" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110912118/636b8ade9c7e80680e06b267jpeg.jpg" alt=""><figcaption>Sulav Agarwal’s honorary consul ID card.</figcaption></figure>Police was acting on a tip-off and called Agarwal on his phone posing as buyers. Agarwal arrived in Naxal to make delivery of the 67 devices driving his Mitsubishi SUV with blue Kyrgyz diplomatic plates.

Not so honorary consul

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.