In early 20th century, Prime Minister Chandra Shamsher Rana wanted to build a railway from the Indian border north towards Kathmandu to reduce the costs of transporting food and other supplies.&nbsp; It would also facilitate travel of thousands of Hindu pilgrims from India, who had to walk up to five days to reach Kathmandu to celebrate Shivaratri and other religious festivals. The plan was to bring a railway up to Dhursing, where a ropeway to Kathmandu had just been constructed. This would avoid the need to carry supplies on the backs of porters from Birganj to Bhimphedi then over Chandragiri Pass to the Valley. However, the costs of building a railway to Dhursing were found excessive because of the steep grades trains would encounter north of Amlekhganj.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2025100404100_ffac8f6a5b41d2727ae92690ccced8da5d2684cc88d933c75b9c90f555956757.jpg" data-media-id="editor_0" data-image-id="2025100404100_ffac8f6a5b41d2727ae92690ccced8da5d2684cc88d933c75b9c90f555956757" data-rendition-name="original" width="1554" height="1000" loading="lazy" alt="Life and times of Nepal Government Railway NT"> <figcaption>Mahabir, a unique Garratt locomotive, built in Manchester, England in 1932. Collection: RICHARD PELHAM</figcaption> </figure>  A Calcutta firm Martin &amp; Company surveyed and built the Nepal Government Railway (NGR) in one year at a cost of approximately 1.1 million Indian rupees. The 30 lb narrow-gauge rails, 2’ 6” apart, extended 29 miles from Raxaul, India to Birganj, Parwanipur, Jitpur, Simara and Amlekhganj. Prime Minister Chandra, his wife, other Rana officials, and King Tribhuvan attended the dedication ceremony in Raxaul on 16 February 1927. It was only the second time in history a Nepal king had stepped foot on foreign soil. The NGR began service with two steam locomotives, 4-6-0 tanks (indicating wheel arrangements) built in Leeds, England in 1926. They were given the auspicious names of Pashupati and Guhyeshwari. As traffic increased, the NGR later purchased Goraknath (in 1928), Mahabir, Krishna, Sita-Ram, and lastly Sri Bishnu (in 1949).  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2025100404100_864b56ea45c837a9b4110bccb2df09a0011b2e2ad20202b3f9d9316d2b4fdce5.jpg" data-media-id="editor_1" data-image-id="2025100404100_864b56ea45c837a9b4110bccb2df09a0011b2e2ad20202b3f9d9316d2b4fdce5" data-rendition-name="original" width="1523" height="1000" loading="lazy" alt="Life and times of Nepal Government Railway NT"> <figcaption>Gorarkhnath on a bridge north of Birganj in 1958. Photo: DEREK CROSS</figcaption> </figure>  Railway engines embodied a religious-cultural significance besides their secular importance as mechanisms of transportation. These engines later ran on the Janakpur Railway as well. A British citizen, W S Pedrick was the NGR’s chief officer from 1927 to 1941. Tek Jung Thapa then became NGR general manager until 1959, when Kulbir Singh KC replaced him. Devendra Singh KC took over in 1963. A Bengali, Radha Charan Bhattarchaya, lived in Birganj and worked as an accountant and auditor for the NGR for 25 years.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2025100404104_1d7e97674ebac55bf3634ce9e44fc3af617b1bac9cb7fc818278329f44bf7e62.jpg" data-media-id="editor_2" data-image-id="2025100404104_1d7e97674ebac55bf3634ce9e44fc3af617b1bac9cb7fc818278329f44bf7e62" data-rendition-name="original" width="1051" height="1297" loading="lazy" alt="Life and times of Nepal Government Railway NT"> <figcaption>Sardar Tek JungThapa, the Nepal Government Railway (NGR) general manager for many years. Photo: ANIL JUNG THAPA</figcaption> </figure>  The opening of the Tribhuvan Rajpath and the advent of air cargo services in the late 1950s took traffic away from the NGR. During 1956-57, the NGR carried 255,000 passengers and 60,000 tons of freight and made an estimated profit of 800,000 Indian rupees. By 1963-64, the railway transported only 66,450 passengers, 30,070 tons of goods and for the first time in its history operated at a loss of 151,000 rupees. Passenger service ended in June 1965, and all freight trains were suspended on 13 April 1968. A sporadic 5km 'freight shuttle service' between Birganj and Raxaul continued until the late 1980s.&nbsp; The NGR played an important role in Nepal’s commercial life. During 1937-38, the top four products imported into Nepal by value were cloth, iron, yarn, and cigarettes. Since Kathmandu was the largest market for imports, many of those and other products were loaded on NGR freight cars at Raxaul and transported to Amlekhganj, then by lorry to Dhursing, finally by ropeway to Kathmandu.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2025100404100_e3157ef1cd2ce312902d40178aa9d35cab1b9b23dfc0d0f37e77ce59b3df756d.jpg" data-media-id="editor_3" data-image-id="2025100404100_e3157ef1cd2ce312902d40178aa9d35cab1b9b23dfc0d0f37e77ce59b3df756d" data-rendition-name="original" width="1619" height="1000" loading="lazy" alt="Life and times of Nepal Government Railway NT"> <figcaption>Sita-Ram at Amlekhganj in 1958. Photo: DEREK CROSS</figcaption> </figure>  Passenger traffic also was impressive. During World War II, the NGR did a booming business transporting Nepal Army troops to India for garrison duty and services abroad. For example, 6,000 soldiers from two Nepali brigades rode the NGR during March 1940. At the end of the war, Maharaja Juddha Shamsher stated that Nepal had sent 148,500 troops to India at British request. Many of those men rode the NGR on their return to Nepal in 1945. A 1936 document in Nepal’s National Archives shows the NGR had nearly 170 employees that year. Annual salaries for those in the General Department ranged from 1,200 Indian rupees (a medical officer) to nine sweepers at 102 rupees. In the Traffic Department, five station managers each received 384 rupees, while four trolley men got 132 rupees. The Engineering Department supervisor’s salary was 1,800 rupees, while eight guards were paid 120 rupees each. Locomotive drivers took home 300 rupees, firemen 204 rupees. The Ranas had outlawed unions, but with regime change in 1951, railway workers went on strike and submitted a list of demands to the government for higher salaries, more sick leave, free housing, and establishment of a provident fund. Nepali Congress Minister Bhadra Kali Mishra met with railway representatives and made promises, but workers were not satisfied and continued their protests throughout the 1950s, actions that Nepal’s Communist Party enthusiastically endorsed. &nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251004031056_ef965e3369c8947dddd53fc69986ceff8ea0ae037474252e4ff3d2623df70fe8.jpg" data-media-id="editor_4" data-image-id="20251004031056_ef965e3369c8947dddd53fc69986ceff8ea0ae037474252e4ff3d2623df70fe8" data-rendition-name="original" width="1733" height="1000" loading="lazy" alt="Life and times of Nepal Government Railway"> <figcaption>Mahabir with a freight train leaving Raxaul in 1964. Photo: FRITZ LEHMAN</figcaption> </figure>  &nbsp;In his book Prachin Sansmaran, Ram Mani Dixit tells how he and a party of Nepali officials and soldiers were entrusted with 1,530 boxes of Indian currency worth nine million rupees to deliver to the Calcutta mint in 1939. A special NGR train left Amlekhganj with the treasure, but being heavily overloaded, the train rapidly gained speed, and Dixit and the party became alarmed and began crying “Narayan, Narayan” in fear. The driver lost control, the train derailed, soldiers were thrown from the wagons, and silver coins were scattered in the jungle. Dixit and his colleagues managed to escape through the coach windows with only bumps and bruises. The NGR repeatedly faced several problems in operating its trains. Its engines could run on wood, but coal was the preferred fuel, and coal supplies from India sometimes were interrupted.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2025100404104_1b5c40eb721f6d1c019764a7208ef93883374261f3823bf82606ca0599a12546.jpg" data-media-id="editor_5" data-image-id="2025100404104_1b5c40eb721f6d1c019764a7208ef93883374261f3823bf82606ca0599a12546" data-rendition-name="original" width="1548" height="1000" loading="lazy" alt="Life and times of Nepal Government Railway NT"> <figcaption>Gorarkhnath taking water at Simara. Photo: DEREL CROSS</figcaption> </figure>  By the 1940s, spare parts for its locomotives were hard to obtain from England, and its 30 lb. rails could not support heavier equipment that would allow more efficient and less costly operations. While mechanics with only on-the-job training performed heroically to keep broken-down equipment repaired and in service, regular maintenance was neglected, and the Ranas took no steps to invest the amounts needed to modernise the railway. Nor did matters improve with the advent of democracy in 1951. Nepal’s First Five-Year Plan (1956-1961) for the transportation sector focused its attention and provided funds for building roads and airports. In Nepal’s transportation family, railways were the sano bhai, even the sautini bhai. However, the NGR was not forgotten, and several studies were conducted from 1952 to 1971 to consider what should and could be done with the NGR. A report by Indian railway officials in 1952 described the alternatives: rehabilitate the NGR at minimal cost; rehabilitate it as a permanent measure; convert the line to a metre-gauge railway, extend the existing narrow-gauge line from Amlekhganj to Hetauda after rehabilitating the entire system; or construct a new metre-gauge line to Hetauda.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2025100404100_16b15ff70330db854836323a6827b53ceec5cbc14691748f7cdf61b9dd767e22.jpg" data-media-id="editor_6" data-image-id="2025100404100_16b15ff70330db854836323a6827b53ceec5cbc14691748f7cdf61b9dd767e22" data-rendition-name="original" width="1525" height="1000" loading="lazy" alt="Life and times of Nepal Government Railway NT"> <figcaption>Gorakhnath heading toward Birganj. Children around the world are fascinated by the sight and sound of steam locomotives. Photo: DAVID CROSS</figcaption> </figure>  Nepal adopted the last and most expensive alternative, but all that was accomplished was a survey of a new line to Hetauda. There were no efforts to implement the ambitious project or to secure the necessary funding. As the NGR rapidly deteriorated after 1956, newspaper stories and editorials rallied to support the railway and criticised government inaction. A 1959 article claimed that 'ill-feeling and disunity are prevalent among railway employees, and this has resulted in inefficient service causing anxiety and inconveniences for passengers. Local people who know the inside stories of the Railway are afraid to make a journey even up to one station.' In 1964, another paper wrote: 'The Nepal Government Railway is no more than a heap of scrap iron. The number of passengers is negligible. The Government has become completely indifferent towards the condition of the railway.'  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251004031056_c27b470a52bf8f66d7d56fef8bcbf1e3d74d997c5fd66d7e9e3085f322e7de92.jpg" data-media-id="editor_7" data-image-id="20251004031056_c27b470a52bf8f66d7d56fef8bcbf1e3d74d997c5fd66d7e9e3085f322e7de92" data-rendition-name="original" width="1519" height="1000" loading="lazy" alt="Life and times of Nepal Government Railway NT"> <figcaption>Shri Bishnu under repair at Birganj. Photo: JOHN BENSON</figcaption> </figure>  Another article charged: 'The NGR has reached a stage of total ruination… Employees never receive their salaries in time… The train starts with ticketless passengers. No government authority ever inspects this wretched transport [system]... It is painful to note that we cannot improve the condition of such a small railway. We appeal to the Government…to improve the condition of this railway.' A 1965 World Bank study of Nepal’s transportation needs provided the coup de grace. It recommended the NGR be abandoned, as the cost of rehabilitation was excessive and did not solve the problem of incompatible track gauges at Raxaul, which necessitated transferring by hand freight from India Railway’s metre-gauge wagons to NGR’s narrow-gauge wagons. Nevertheless, Indian technicians completed surveys and submitted reports to Nepal in 1967 for rehabilitating the NGR, but by then the situation was hopeless: the railway was losing 300,000 rupees a year. Yet a few government officials continued to advocate for broad gauging the then-defunct NGR and extending it to Hetauda.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2025100404100_9c70a2962fba05a9dbf239efd539adb42663070594bcc014bf84c9f2d1a05329.jpg" data-media-id="editor_8" data-image-id="2025100404100_9c70a2962fba05a9dbf239efd539adb42663070594bcc014bf84c9f2d1a05329" data-rendition-name="original" width="1504" height="1000" loading="lazy" alt="Life and times of Nepal Government Railway NT"> <figcaption>The former NGR station at Amlekhganj in 2017. Photo: DAN EDWARDS</figcaption> </figure>  Again, Indian engineers conducted a survey for such a 52-mile broad-gauge, electric line in 1971 and submitted a reportto the government. They estimated the project would cost at least $200 million plus $60 million more for rolling stock. India’s Railway Ministry promptly concluded it was not a viable project, and the report died in Nepal’s byzantine bureaucracy. It seems some dreams never die, and hope springs eternal. In April 2018, the prime ministers of India and Nepal met in New Delhi and agreed to build an electric rail line from Raxaul to Kathmandu and that India would conduct the studies and pay the full costs of construction. That was seven years ago. No rails have yet been laid. Costs continue to escalate, and no guaranteed funding has been secured. Will we ever see electric broad-gauge trains arriving in Kathmandu? Certainly not in this author’s lifetime, but then he is no longer a young man. &nbsp;&nbsp; Read aoslo: <a href="https://nepalitimes.com/multimedia/nepal-s-five-little-railways">Nepal’s five little railways</a>, Dan Edwards Dan Edwards was a Peace Corps volunteer in 1966 and is the author of several books on Nepal. This is the second instalment in a new limited series in Nepali Times on the historic transportation infrastructures of Nepal.

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Life and times of Nepal Government Railway

<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20230208140216/63e3a1359c7e80680e0d7071jpeg.jpg" alt="" width="850" height="501"/>Imagine it is the year 2070 AD. You board a train in Janakpur at 7:37AM, enjoy scenic views between tunnel stretches, and arrive into Kathmandu Central Station’s cavernous underground hall at 8:43AM.You take the escalator up to the South Exit and emerge on to the front steps of what was once Narayanhiti Palace, gazing on to a broad plaza and Darbar Marg beyond. You stroll along dust-free streets to New Road, take care of  business and hop onto the Metro back to Central Station to catch the 12:46PM West-Nepal Express.After a four-minute ride through a tunnel, the train stops briefly among the high-rise bank and office buildings that long ago replaced the ageing factories and vehicle service centres at what was once Balaju Industrial Estate.At mid-day the station is quiet, unlike in the mornings and evenings when it is crowded with tens of thousands of people who come by train to work from outside the valley. After several tunnels and quick stops in Bidur, Galchhi, Charaundi and Shaktikhor, you reach Bharatpur at 1:35PM. You finish work in Chitwan and catch the 5:30PM East-West train to Janakpur, reaching home at 7PM.This may sound like a dream, but dreaming is important for long-term planning.On 27 August 1893 industrialist Adolf Guyer-Zeller was hiking in the Swiss Alps with his daughter when he imagined riding a train from the pasture at Kleine Scheidegg to the mountain viewpoint at Jungfraujoch.By 1896 he had permission and financing in place and began construction. The project was completed in 1912 and still brings thousands of daily visitors to Europe’s highest train station, 3,435m above sea level.Railroads are the backbone of Switzerland’s train network, putting much of the mountainous country (one third the size of Nepal) into commuting distance to the largest city Zurich, while transporting across the Alps tens of million tons of freight a year between Switzerland’s larger neighbours. The country's first rail masterplan was prepared by British engineers in 1850, and big parts of today’s network was built over the next 60 years, at a time when Switzerland’s GDP was comparable to Nepal’s today.In Nepal, railroads are back in mainstream discourse with the opening of the updated railway from Jaynagar past Janakpur to Kurtha. Nepalis now have  firsthand experience of how trains can cheaply transport thousands of people at a time.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20230208140216/63e3a1379c7e80680e0d7072jpeg.jpg" alt="" width="1137" height="640">While railroads have high up-front costs and need phased construction with long-term financing, they are right for Nepal’s future for a number of reasons:Electric trains will use clean domestic energy instead of imported fossil fuels.Railroads carry more people (and freight), faster and more safely using a narrower right-of-way than roads. Railroads thus have less impact on agricultural land, slope stability, and even urban vitality compared to multi-lane roads clogged with traffic.Travel by train is smoother than by road, allowing passengers to read, write and do other productive activities while traveling, without the risk of congestion delays faced in road traffic.Trains make it feasible for people to commute daily from 50-150km away, reducing the pressure to migrate to large cities for education and work.As the world reduces fossil fuel consumption to mitigate climate change, air travel will necessarily become rarer and more expensive, as it does not have ready clean-energy options. Nepal’s neighbours have extensive railroad networks; direct transboundary trains could bring to Nepal large numbers of tourists without relying on air travel.Nepal’s location between large and growing economies means there is the potential for trans-Himalayan freight trains to partially displace sea-shipping and air freight between the two countries.Several potential railroad projects in Nepal are in the pipeline. These include a freight connector from Jogbani border to Biratnagar, expansion of the line from Kurtha to Bardibas, as well as more ambitious projects including a train from Raxaul to Kathmandu, and a train along Mahendra Highway, with side-connectors to Biratnagar, Bhairawa-Lumbini, and Nepalganj.Most ambitious is the proposal to bring trains from across the Tibetan Plateau to Kathmandu via Rasuwagadi-Bidur, with 98% of the track in tunnels or on bridges.There have been proposals for possible extensions to Pokhara and Lumbini, but without clarity on alignment. In addition, there have been several proposals for a metro rail system for the Kathmandu Valley.What is missing from the discourse on individual railroad lines is the longer term thinking of what a 50-year masterplan for Nepal’s network should look like. The individual lines considered so far need to be part of this larger future network, with design decisions for the individual lines based on the masterplan.Preparing a five-decade Railway Masterplan for Nepal needs to be led by National Planning Commission (NPC) in consultation with stakeholders in Nepal and experts abroad. Several questions need to be addressed early in the master planning process:First: What kind of ultimate railroad network would address Nepal’s domestic needs in the context of long-term plans for land-use, agriculture, industry and urban growth? Which cities should grow, and what should be their catchment areas?  Where should agricultural land and forests be protected (and thus no stations built) and from where will products need to reach the market? Should the east-west railroad connect the towns along Mahendra Highway or run further south? Why?Should it go through Madi Valley and Chitwan National Park or via Hetauda-Bharatpur? Where should the main interchange between the proposed Raxaul-Kathmandu line and the East-West line be located?Would it make sense to co-locate it with the proposed Nijgad airport the way Frankfurt and Paris airports integrated long-distance train stations? While many critical questions about the airport project remain, including its exact final location, a direct rail link to Kathmandu would certainly improve the airport’s useability compared to four lanes of traffic jam on a ‘fast track’.But should the Raxaul line terminate in Chobar, or continue underground to a city centre station as imagined in the opening story?  What additional places in Nepal need to be connected to the railroad network? Dhangadi? Surkhet? Dang Valley? Pokhara? Dharan? Are there mountain towns whose access will be easier to maintain via cable car rather than roads?  How should the base stations of these cable cars be integrated into the train network?Second: What kind of a railroad network would meet Nepal’s needs for interconnectivity with the neighbouring countries? Direct trains to Nepal from Indian, Chinese and Bangladeshi cities would enhance tourism in Nepal. There is already a twice-weekly train from New Jalpaiguri near Siliguri to Dhaka. Can the end of Nepal’s East-West trains be connected to New Jalpaiguri to allow direct trains from Nepal to Bangladesh? How would that be negotiated?Third: What kind of a railroad network would allow Nepal to optimally facilitate and earn from transit trade across the Himalaya?  Currently the proposed line from China is expected to descend to Bidur and then to climb up 800m to end in Tokha, north of Kathmandu, while the train from Raxaul on the India border is expected to end at Chobar, south of Kathmandu. This does not allow easy transfer of passengers and freight.Would trans-Himalayan freight not travel more easily along a track from Bidur to Galchhi and through a tunnel to the Rapti Valley without climbing up to Kathmandu?  Or are there other north-south corridors that could work better than the Trisuli Valley, such as Arun Valley?We also need to keep in mind that freight trains often run at night, when their noise may be un-welcome in larger cities.Fourth: since our neighbouring countries’ railroads use different track standards, which one should we align with? Most of China’s trunk routes are ‘standard gauge’ with a 1435mm (4’ 8.5”) separation between tracks, similar to Europe’s. Trunk lines in India and Bangladesh use ‘broad gauge’, with a 1676mm (5’ 6”) separation. Janakpur’s existing train is broad gauge.Given the larger number of potential border crossings to India, does it make sense for Nepal to use broad gauge throughout most of its trunk network, allowing direct trains from cities in Nepal to India and Bangladesh? Then, how far into Nepal should China’s standard gauge line come?That is partly determined by where there is enough space for a transfer station where cranes lift shipping containers between Chinese and South Asian trains, and where tourists coming from China cross the platform to board Nepali, Indian and Bangladeshi trains. Does Bidur have space for such a station?If so, we could have a broad gauge line coming up from Nijgad to Kathmandu, passing under the city, descending to Bidur and then heading southwest to Galchhi and the Rapti Valley to re-connect with the East-West line, while a standard gauge line runs north from Bidur.Fifth: Where do we need to learn from? Engineering challenges and costs increase greatly when trains leave flat open areas to run through mountains or under cities.  Design decisions can have large impacts on cost, durability and usability.Before we invest in construction, it is important for us to learn from the experience and expertise in other countries. While discussion have started with India and China, it will be particularly worthwhile to learn from Japan’s experience in building and maintaining railroads in steep terrain with frequent earthquakes.It will be important to learn from Austria and Switzerland about how they manage transit freight trains. And learn from the experiences of European cities on how to build effective intermodal connections that tie together urban and long-distance transport while maintaining and enhancing the vitality of historic cities.In addition, it will be worthwhile to study the financing models used in more recent railroad projects in Kenya, Ethiopia, Thailand and Laos.Designing and building a national railway network will require longer-term planning than we are used to in Nepal. The leaders who plant the seeds today may not even be alive by the time the investments bear fruit. But there is no time to waste.We need a masterplan to guide a phase-wise construction of our railway network in well thought-out, predictable and financially sustainable way. Nepal’s railroads will not only generate employment in construction and operation, but it will also bring efficiency and interconnectivity to Nepal’s economy. They will shrink costs and distances while allowing more people to live at home while working in larger cities.Arnico Panday is an atmospheric scientist with a broad interest in sustainable development. He chairs the Development Planning and Policy Analysis department of Rastriya Swatantra Party (RSP).

Putting Nepal on the right track

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

TRILATERAL TRAINS

<a href="https://nepalitimes.com/here-now/waiting-for-bipin-joshi" target="_blank">Nepali student Bipin Joshi</a>, who was taken captive by Hamas on 7 October 2023, was not on the list of those freed following the end of the bombardment and fighting in Gaza.&nbsp; On Monday morning, the Israeli military notified Bipin's family and Nepal’s ambassador to Israel Dhan Prasad Pandit, that there is no evidence of him still being alive. However, Nepal's Foreign Ministry is yet to be notified by Israel's government of Bipin's status. The news came three days after a US-brokered ceasefire between Israel and Hamas came into effect, and hostage and prisoner exchanges by the two sides started Monday morning.&nbsp; Almost 2,000 Palestinians held in Israeli prisions are expected to be released by Israel in exchange for the hostages during the next phase of the peace deal between the two parties, and the bodies of deceased hostages remaining in Gaza are also expected to be returned.&nbsp; Bipin Joshi was among a group of Nepalis who had arrived in Israel in 2023 just weeks before 7 October 2023 as part of a ‘learn and earn’ program to work and earn in kibbutz farms there.&nbsp; Along with other students Joshi had been working on a farm in Kibbutz Alumim in southern Israel near Gaza. <a href="https://nepalitimes.com/here-now/war-in-israel-earthquake-and-grief-in-nepal">Ten Nepali students were killed </a>while taking cover in shelters near their farms in two separate attacks by Hamas fighters.&nbsp; Joshi’s colleagues, fellow Nepalis who survived the attack, recall gunmen lobbing two grenades into the bunker that they had taken cover in. Bipin hurled one of the grenades out, they say, but the other one exploded, killing and injuring Nepalis inside. &nbsp;&nbsp;&nbsp;&nbsp; Shortly after, Bipin was captured by Hamas along with a Thai national and led away into Gaza. CCTV footage showed Bipin alive and at a hospital in Gaza on the day of the attack itself after he was taken hostage.&nbsp; Thirty-one Thai citizens, who like Nepalis worked in farms in Israel, were taken hostage during the Hamas attack, the highest number of foreign captives in October 2023.&nbsp; <a href="https://nepalitimes.com/news/deft-diplomacy-freed-thai-hostages">Deft Thai diplomatic engagement</a> with officials from Iran, Egypt, and Qatar brought about the release of 23 of its nationals in 2023. Five more Thai nationals were released earlier this year.&nbsp; In August, Joshi’s family visited Israel at the invitation of the government and urged the international community to push for his return. Bipin’s mother Padma and sister Pushpa have been at the United Nations to lobby for his release.&nbsp; His family last week also released a video clip of Bipin briefly speaking on camera, reportedly obtained by Israel and said to be filmed in November 2023, around a month after he was taken captive. Joshi looks healthy in that video.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251013091028_d551c7f88204c52217152fb5db655bb5a5f8bf2cff1e6a055326ebf64453ff9f.png" data-media-id="editor_3" data-image-id="20251013091028_d551c7f88204c52217152fb5db655bb5a5f8bf2cff1e6a055326ebf64453ff9f" data-rendition-name="original" width="2848" height="1528" loading="lazy" alt="Bipin Joshi NT"> </figure>  More than 67,000 Palestinians have been killed during the last two years of the genocide in Gaza. About 1,200 people were killed during the Hamas attack on 7 October 2023, while more than 251, including Bipin Joshi, were taken as captives.&nbsp; This is the third ceasefire implemented in Gaza since 7 October 2023 after previous ones in November 2023 and January 2025. This 20-point deal facilitated by intermediaries US, Qatar, Turkey, and Egypt included terms for Hamas to give up its arms, and for a devastated Gaza to be governed by a Palestinian body of independent technocrats, while Israeli troops will withdraw in stages from Gaza.&nbsp; Hamas has agreed to relinquish control of Gaza, but has rejected the demand for disarmament, saying the group will demobilise but is prepared to resume fighting if Israel breaches the ceasefire.&nbsp; Following the ceasefire, Palestinians in Gaza have begun long journeys back to homes reduced to rubble by Israel’s two-year assault on the strip. The flow of humanitarian aid in the city has also increased following the peace deal.&nbsp; Israel's closure of humanitarian corridors in the past months had blocked the entry of food and medicine into Gaza, causing widespread famine. The United Nations Relief and Works Agency for Palestine Refugees in the Near East (UNRWA) has said that the restriction of aid into the beseiged city has left as many as <a href="https://www.unrwa.org/newsroom/news-releases/gaza-unrwa%E2%80%99s-lancet-study-reveals-alarming-surge-child-malnutrition">54,600 children acutely malnourished</a>.&nbsp; Meanwhile, US president Donald Trump landed in Israel on Monday as hostages were being released, and world leaders are expected to head to Egypt for an international summit to discuss the next steps in Gaza, Israel, and West Asia.&nbsp;

Nepali hostage in Gaza not alive: Israel

Already trying to balance youth demands with legal provisions in the Constitution, Prime Minister Sushila Karki’s interim government faced yet another challenge over Dasain: a receding monsoon dumped unseasonal rain unleashing floods and landslides that killed at least 60, mostly in eastern Nepal.&nbsp; The government was rated positively for its early warning and the ‘visibility’ of its disaster response, with many comparing it to the inaction of the NC-UML coalition during last year’s floods.&nbsp; Government agencies and police proactively closed off hazardous sections of highways as Kathmandu was marooned from the rest of the country in the peak holiday season. Stranded passengers were taken care of, with police, army and local governments in Ilam coordinating rescue and relief efforts. Many of the problems were structural and inherited from decades of neglect and corruption in highway contracts. Shoddy bridges and encroachment of settlements along river banks have increased risk from more frequent extreme weather caused by climate breakdown. With Dasain over Tihar around the corner and the worst of the disaster behind, the Karki administration is trying to balance the separate demands of GenZ movers and shakers who installed her in office with constitutional provisions. It has not helped that the badly-mauled political parties are spoiling for a fight, and the three top leaders show little signs of stepping down. “Nepal’s movement did not happen in a democratic vacuum, so this government walks a very fine line in political legitimacy," says Bidushi Dhungel of the National Democratic Institute in Nepal. "In this fragile space, whatever the work done — or not done— by the interim government within its limited mandate, it may open up avenues for further dissent from old and new actors. They are &nbsp;caught between a rock and a hard place.” Civil society activists issued a statement on Wednesday calling on the main political parties to heed the writing on the wall and reform themselves. Signed by professor Krishna Khanal and former ambassador Keshab Mathema, the statement said: 'The main leaders of the main parties should say sorry, and voluntarily resign ... they must respect public sentiments and work to reform and transform their parties to be more accountable to the public, or risk being irrelevant.'&nbsp; Complicating matters further are the sometimes contradictory demands of various GenZ factions on punishing those responsible for the carnage and rampage of 8-9 September, Constitution and elections. Karki faces calls to immediately detain former PM KP Oli and Home Minister Ramesh Lekhak for their involvement in the massacre outside Parliament. Under pressure from GenZ delegates, Home Minister Om Aryal fired off a letter to the police to arrest Oli and Lekhak. But later at a confrontational midnight meeting at the prime minister’s residence in Baluwatar, all four security chiefs advised Karki that arresting the UML and NC ex-ministers could unleash violent confrontation on the streets. The interim government is in a bind. It has formed a committee headed by Gauri Bahadur Karki to investigate the killings last month as well as the arson and vandalism that followed. The question is: should it wait for the committee to submit its report before punishing perpetrators, or let police arrest those who can easily be identified in social media posts setting fire to Singha Darbar, the Supreme Court and other sites.&nbsp; GenZ’s Sudan Gurung faction has gone beyond its original demand to submit an 8-point ultimatum that includes the sacking of the Chief Justice and officials of the anti-corruption bureau.&nbsp; The Prime Minister is caught in the crossfire between managing the expectations of a movement that appointed her, and working within the framework of her interim government’s mandate and Constitution. But it is not just the government that faces challenges. The lack of clear consensus among youth factions and their outspoken collectives is surfacing.&nbsp; &nbsp;“This has been a leaderless and decentralised movement, and the traditional variables typically seen in a political revolt seem missing here," notes political scientist Sucheta Pyakuryal. “There is no organised structure, nor any ideological pull factor, therefore a big question is how much bargaining power does a movement like this have, and how sustainable will it be.” GenZ leaders seem to be in two main camps. Demands like the one for a directly elected prime minister, and the constitutional processes that can make for such an outcome, have emerged as a major point dividing the movement.&nbsp; Nepalis both within and outside the youth movement are watching Hami Nepal’s Sudan Gurung closely — especially after his recent interview with Al-Jazeera during which he expressed his interest to run for Prime Minister and seemed to not accept a win by political parties in the March elections.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251009201044_fcba7e92bb9a8812fd0ad4e9770d6f4d4189972de5229f91e9a832a26e388901.jpg" data-media-id="editor_0" data-image-id="20251009201044_fcba7e92bb9a8812fd0ad4e9770d6f4d4189972de5229f91e9a832a26e388901" data-rendition-name="original" width="2916" height="1000" loading="lazy" alt="One month on NT"> <figcaption>GROUND ZERO: The destroyed centre of Nepal's government with Singha Darbar (in green scaffolding), the Attorney General's Office, Supreme Court, and in the distance, Parliament building. Also seen are the nearly finished new Parliament Complex and the new Supreme Court buildings. Drone shot taken on Thursday morning. Photo: SUMAN NEPALI</figcaption> </figure>  Gurung’s participation in the NDRRMA’s disaster management meeting and manner of his interaction with officials at the event was met with both bouquets and brickbats. Interestingly, some of the criticism was youth activists themselves. &nbsp;“There's a lot of self-involvement and self-importance that seems to be guiding a fragmented young leadership, as opposed to constructively engaging in how to concretise reforms,” says Dhungel. “There seems to be very little stocktaking of what's happened in the past, and what's happened in other countries to try identify where lapses could be before they occur."&nbsp; In the absence of unified positions and level-headed leadership, the youth who spearheaded post-protest negotiations, as well as the GenZ movement in general, risk losing public goodwill already dented by the destruction of state property on 9 September. This also leaves an opening for political parties which are on the defensive and licking their wounds to capitalise on youth discord.&nbsp; Says Pyakuryal: “Post revolution, the political landscape becomes extremely unpredictable and therefore there is a risk of co-optation from several Machiavellian political actors including political parties, monarchists, as well as other forces, and that is concerning.” The immediate and visible transformation that Nepal’s youth expect will not manifest right away, and while there is a need for long-term political planning, the caretaker government must also undertake measures that have a palpable impact on the daily life of citizens. &nbsp;&nbsp; “While youth frustrations must be addressed urgently, statecraft isn’t just about fulfilling short-term goals,”says Pyakuryal. &nbsp; Many, including the youth themselves, now see the need for GenZ to have a more united stance and to move beyond making demands that the interim government cannot fulfil and start mobilising for elections — even by forming its own party.&nbsp; A strong showing in elections can enable them to enact the changes they want to strengthen Nepal’s democracy, and make future governments more accountable.&nbsp; This week, the Election Commission announced 16 November as the deadline to register new parties for the 5 March polls.&nbsp; Youth representatives have said that they want to be active participants in the political process, particularly in national-level politics. The Constitution defines ‘youth’ as being between the ages of 16-40. In the 2022 elections, the Election Commission stated that over 41% of locally-elected representatives were from ages 21-40 years.&nbsp; If young Nepalis are to contest the election outside the banner of mainstream parties, this leaves electoral aspirants little more than a month to decide whether to form a loose coalition with existing parties, a separate political party, or to contest elections independently. “This is first of a kind movement, where political language is digital, not ideological, where organising is done through online platforms and where there is no one leader spearheading the movement,”says Pyakuryal. “I don’t know if ‘anti-corruption’ or ‘political reform’ have a strong enough ideological pull to band people together in the long run.” Indeed, the RSP was formed only four months before the 2022 elections and cashed in on anti-incumbent and anti-corruption sentiments of voters — mainly driven by social media. But controversy and strife within their party means it has largely lost its public trust.&nbsp; Nepal’s September Uprising and its aftermath have shown that a majority of young people are entirely disillusioned with establishment parties and politicians, even using ‘ex-political parties’ as a phrase of reference. Any new young political figures that emerge from this movement and this election will have to work with mainstream parties in a multiparty democracy.&nbsp; &nbsp;“The reality of politics is that change is not possible without engaging with existing political institutions and actors,” says Dhungel. “To say that they do not want to engage, negotiate, or identify allies or proactively seek out input from at least the reform-minded individuals within each of those outfits is political naivety, and may lead to a lack of institutionalised reform.” However, Dhungel notes that the youth leadership would have more agency if they are clear not just on what they want to change, but about whether they are interested in active politics or civic engagement. “The window of opportunity that is fast closing is to really negotiate hard and push for internal reforms within political parties and across the electoral system,” she adds. Pyakurel also adds: “GenZ are smart and politically mature, I hope they see these loopholes. I am optimistic about the direction they take.”

One month on

Scenic Phortse in the lap of Mt Everest is called ‘the village of mountaineers’ because just about every household has someone who has summited the world’s highest mountain multiple times. However, while the international mountaineers they assist to make it to the top go on to fame and glory, their Sherpa guides from Phortse <a href="https://nepalitimes.com/news/without-sherpas-there-is-no-mountaineering" target="_blank">barely get a mention</a>. It is a risky occupation for Nepal’s high altitude guides, and every other family in this village has lost a member in Himalayan expeditions. Sherpa guides are <a href="https://nepalitimes.com/news/on-mt-everest-s-70th-records-and-fatalities" target="_blank">disproportionately more at risk </a>on Mt Everest because they have to traverse the Khumbu Icefall many times during an expedition. One third of the over 300 climbers who have died climbing Mt Everest are Nepali high altitude guides and porters. In 2014, <a href="https://archive.nepalitimes.com/article/nation/everest-dangerous-place-to-work,1316" target="_blank">16 guides were killed</a> when an avalanche fell on them while going up the treacherous Icefall carrying expedition gear. Then in 2015, the <a href="https://archive.nepalitimes.com/article/Nepali-Times-Buzz/big-drops-in-Everest-bookings-affect-livelihoods-of-Nepali-high-altitude-guides,2048" target="_blank">earthquake triggered a massive avalanche</a> that killed 22 climbers at Base Camp. Many of the fatalities in both years were Sherpa guides from Phortse. Despite the danger, Phortse honours and celebrates its climbers like heroes. One such is the late &nbsp;Nima Tshiring Sherpa, who was a porter and guide in the 1953 John Hunt expedition in which Edmund Hillary and Tenzing Norgay became the first to set foot on the world’s highest summit.&nbsp; Nima Tshiring and his eldest son Pasang Gyalzen both reached 8,000m carrying expedition gear for the Hunt expedition in 1953. Nima Tshiring had eight sons and a daughter and although he never submitted himself, most of them have climbed Mt Everest at least once. In fact, his children and grandchildren have been to the top of Mt Everest a total of 81 times — a record for any family in Nepal.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251011171048_a55e45bee2b5bbf38e4ee5bcea101edcc3041f40e331b8fee44e473457f42553.png" data-media-id="editor_4" data-image-id="20251011171048_a55e45bee2b5bbf38e4ee5bcea101edcc3041f40e331b8fee44e473457f42553" data-rendition-name="original" width="2144" height="1436" loading="lazy" alt="Sherpa climbers"> <figcaption>Nima Tshiring Sherpa with wife and children in Phortse. An unanmed Everest climber on right.</figcaption> </figure>  “We were born in Phortse which is in the lap of Everest, our identity is Chomolungma,” says one of his sons, Panuru, using the Sherpa name for the mountain. “In fact, I feel our entire family was born to climb Everest.”&nbsp; Phortse has a population of 350 people living in 95 households. Besides Nima Tshiring’s clan, more than 75 of the inhabitants have climbed Everest, many of them multiple times.&nbsp; Another one of Nima Tshiring’s sons, Ngawang climbed Everest 11 times, his brother Mingma Dorje has summited 14 times, and another brother Ngati not only got to the top seven times, but was the first climber to reach the peak from the Chinese side and descend down the Nepal part of Mt Everest. Ngati was killed in an avalanche on Annapurna while climbing with an American expedition in 1993.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251011171044_60693527b31aba22fe6f6c233cf367a3683b88be8dc2a53bfb5c2c02b2db1e5b.png" data-media-id="editor_5" data-image-id="20251011171044_60693527b31aba22fe6f6c233cf367a3683b88be8dc2a53bfb5c2c02b2db1e5b" data-rendition-name="original" width="2242" height="1660" loading="lazy" alt="Sherpa climbers"> <figcaption>Mingma Dorje has climbed Everest 14 times.</figcaption> </figure>  Panuru himself has reached the summit of Everest 16 times, and set up the<a href="https://www.khumbuclimbingcenter.com/" target="_blank"> Khumbu Climbing Centre</a> in 2003 to train others in climbing techniques. Following in his footsteps was another brother Mingma Tshiring, who has been up 15 times and <a href="https://nepalitimes.com/here-now/sherpaland-co-usa" target="_blank">now lives in Colorado</a>.&nbsp; Nima Tshiring’s only daughter Mingma Yanjin has also climbed Cho Oyu, Ama Dablam and other &nbsp;Himalayan mountains. Her husband Lhakpa Chiri Sherpa has climbed Everest 11 times. Counting him, the total summits for the family would be 92. This number also does not include other Himalayan eight-thousanders besides Mt Everest that the family from Phortse has summited. Nima Tsiring’s youngest son is Danuru who has climbed Everest 16 times, and has been on top of North American peaks from his base in Colorado. He is giving Everest yet another try.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251011171048_cd3e2961567ca507fc4110c97e01d85ee1c7e35f787276564ff59a4a76151fe2.png" data-media-id="editor_8" data-image-id="20251011171048_cd3e2961567ca507fc4110c97e01d85ee1c7e35f787276564ff59a4a76151fe2" data-rendition-name="original" width="1308" height="980" loading="lazy" alt="Sherpa climbers"> <figcaption>Nima Tshiring Sherpa and his son Danuru.</figcaption> </figure>  Even his grandchildren are following Nima Tshiring’s footsteps up Everest. Panuru’s son Lhakpa has climbed Everest from both sides and wants to break previous Everest records.&nbsp; “It is a dangerous occupation, but the rewards in terms of fame and money are substantial,” says Danuru. “One season’s income is enough for a Phortse climber to support his family for a year. And we have Chomolungma to be thankful for.”  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251011171048_d1f16e3925890663cadf3e20d955a531f21c479708f662df371fad3fdb87cf7a.png" data-media-id="editor_9" data-image-id="20251011171048_d1f16e3925890663cadf3e20d955a531f21c479708f662df371fad3fdb87cf7a" data-rendition-name="original" width="760" height="1040" loading="lazy" alt="Sherpa climbers"> <figcaption>Mingma Chhiring Sherpa who has climbed the Everest 16 times with a client.</figcaption> </figure>

trains

Life and times of Nepal Government Railway

Putting Nepal on the right track

TRILATERAL TRAINS

Nepali hostage in Gaza not alive: Israel

One month on

Nepal’s most prolific mountaineering clan

National interest vs community needs