Podway in Farakpatra Magazine

Podway in Farakpatra Magazine

September 7, 2026

An English-translated feature and interview from Farakpatra magazine (Nepal, Asar–Saun 2083 BS / June–August 2026) covering "Podway" — an elevated, Autonomous -driven electric pod/rail transport system based on Unitsky String technology. The article outlines the case for Podway as a safer, cheaper alternative to Nepal's road network, its potential national routes, environmental and economic benefits, and government policy steps toward adoption. It's followed by an interview with Nil Bhattarai, Vice President of Kathmandu Podway Company, on the technical vetting process, the legal hurdles faced in introducing the technology, and the recently signed Rani Customs–Biratnagar pilot project agreement.

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Way Cleared for Podway Construction in Biratnagar: Kathmandu Podway and Koshi Investment Authority Sign DPR Agreement

Way Cleared for Podway Construction in Biratnagar: Kathmandu Podway and Koshi Investment Authority Sign DPR Agreement

   August 8, 2026

Following the 2025. revolution and political transition in Nepal, infrastructure negotiations have reached a major new milestone. Kathmandu Podway Company Pvt. Ltd. signed a formal agreement with the Koshi Investment Authority to prepare the Detailed Project Report (DPR) and feasibility study for a new Podway network in Koshi Province.

Nepal Advances Podway and Micro Rail Transport Plans Across the Kathmandu Valley and Beyond

Nepal Advances Podway and Micro Rail Transport Plans Across the Kathmandu Valley and Beyond

   August 5, 2026

Nepal Launches Transit Revolution: AI-Powered Podway Micro Rails Approved Nepal has officially incorporated AI-powered, elevated wire-based podway micro rails into its National Transport Policy and 16th National Plan to ease traffic congestion and enhance regional connectivity. Kathmandu & Regional Expansion: Following approval by 13 municipalities in the Kathmandu Valley, networks are planned for the Birgunj–Kathmandu trade corridor, as well as Koshi, Lumbini, and Karnali provinces, targeting a 2,055 km nationwide network. Tourism Potential: The eco-friendly system will connect major tourist hubs, airports, and heritage sites in Pokhara and Lumbini. Funding & Regulation: Implementation will rely on public-private partnerships and foreign investment, alongside establishing a legal framework for autonomous transit.

A New Era in Nepal's Transportation Revolution: The 'Alternative Financial Management Fund' and the Bright Future of Podway

A New Era in Nepal's Transportation Revolution: The 'Alternative Financial Management Fund' and the Bright Future of Podway

   May 28, 2026

A New Era in Nepal's Transportation Revolution: The 'Alternative Financial Management Fund' and the Bright Future of Podway

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Building the Future Through Peace, Responsibility, and Unity

Building the Future Through Peace, Responsibility, and Unity

   March 1, 2026

On the occasion of the upcoming elections on March 5, 2026, Kathmandu Podway wishes to extend a message of stability and accountability to all our fellow citizens.

GCF - opportunities for sustainable development

GCF - opportunities for sustainable development

   January 7, 2026

Developing mountainous countries like Nepal are today paying the price for the centuries-long industrial development of developed nations. The rapid melting of glaciers and the increase in natural disasters have obstructed our pace of development. Yet, Nepal is still struggling to benefit from climate finance available at international forums.

Innovative Podway Technology Showcased at Kathmandu University Conference

Innovative Podway Technology Showcased at Kathmandu University Conference

   November 23, 2025

A brief presentation of innovative and sustainable Podway transport technology at Kathmandu University Dhulikhel

Department of Railways' Public Notice  and our response

Department of Railways' Public Notice  and our response

   November 12, 2025

Department of Railways' Public Notice and our response

We will rise

We will rise

   November 2, 2025

Kathmandu Podway Highlights the Urgent Need for Integrated Transport Solutions at High-Level Investment Dialogue Kathmandu, October 31, 2025 (14 Kartik 2082 BS)

Podway in IBN metting

Podway in IBN metting

   October 19, 2025

Representatives of Podway in IBN meeting

Kathmandu Podway: Update on the current situation in Nepal.

Kathmandu Podway: Update on the current situation in Nepal.

   September 12, 2025

Update on the current situation in Nepal.

RoW granted for Kathmandu-Hetauda-Birgunj

RoW granted for Kathmandu-Hetauda-Birgunj

   August 24, 2025

On Friday afternoon, August 22, 2025, Kathmandu Podway Pvt. Ltd. was officially granted the right of way to prepare a Detailed Project Report (DPR) for the Kathmandu–Hetauda–Birgunj corridor.

Kathmandu Podway Meets with Bekaert Dubai to Discuss Transformative Transport Projects in Nepal

Kathmandu Podway Meets with Bekaert Dubai to Discuss Transformative Transport Projects in Nepal

   August 13, 2025

Kathmandu Podway Meets with Bekaert Dubai to Discuss Transformative Transport Projects in Nepal

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We are open to communication with Media representatives and ready to provide information, comments, photos, and other content in response to your requests. Contact us in any convenient way for you. We also consider offers of Media on cooperation and participation of the Company’s speakers in conferences and other events.

FAQs

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The minimum traffic interval is based on the applicable requirements that ensure a necessary level of safety. On the one hand, by the on-line traffic speed, and on the other hand, by the length of the station platform and the time of embarkation and disembarkation of passengers. For single Pods this interval is 25-30 seconds. uPods that are electronically coupled in a train can leave the station one after another with a minimum interval of 2-3 seconds (this is, for example, the interval of cars on the highway).

Podway Transport & Infrastructure Complex can operate 24/7 on intercity lines (as on railroad) and 20/7 on city lines (as in subway)

Yes, they are GoA4 in the grade of automation (IEC 62290‐1) – unmanned, with central control.

Pods can be located both in special holding stations (“parking lots”) and on the spare lines of stations and in the garages with repair shops (depending on the performance of Podway Transport & Infrastructure Complex). During off-peak hours, electric rail cars, if necessary, are removed from the line with the help of appropriate infrastructure components and placed in special holding stations or in service and repair areas.

There are no structural limitation, and the only one is the vertical curvature radius of the track over the support, which determines centrifugal accelerations (no more than 1 m/s2), and thus the comfort for passengers when passing a support. For instance, for a speed of 500 km/h, both horizontal and vertical track curvature radii (including on supports) must be at least 20,000 meters. The combination of structural solutions in string rail overpass and rolling stock includes the support saddle, high bending stiffness of the track structure, highly tensioned holding rope, and pneumatic suspension of the wheels, which ensures any required traveling smoothness of Pods, including when passing a support. If necessary, the support section can have reverse curvature of the track (concave curve with bending in the middle of a span), that is the passenger not only will not feel overloads, but on the contrary, his weight will decrease to some extent when passing a support.

Unfortunately, you cannot be 100% sure to guarantee that any component will not fail. However, so far, we have not yet recorded a single malfunction in power supply. The onboard traction electric drive is equipped with a mature cooling system that has independent loops, the products are tested in climatic chamber, the tropical Pod has been successfully operated in the UAE for more than three years already.
We should also highlight that a failure of the traction power supply (e.g., electric substation) will not stop the traffic on the line. Even a failed part of the electric drive system won’t stop the complex, as each system in it is duplicated. Besides, if there are any power supply problems on rails, the onboard emergency battery of uPod will produce enough power for at least 100 km of journey.

Yes, Pod can move at the same speed in reverse direction as a shuttle. The movement direction of the rolling stock is determined by the design of the undercarriage, suspension systems, traction electric drive control systems and the external contours of the body. The main types of Pods will be operated without any reference to directionality, as this solution is universal, which also allows reducing the operating costs. At the same time, of course, there are also solutions with unidirectional movement, which is a priority in a number of projects, especially with large passenger and cargo flows.

Podway Transport & Infrastructure Complex can be designed both for operation in freezing climate (down to -60 °C) and for in tropical conditions

(+50 °C with extension of operating temperature up to +55 °C).

Today, string transport is operated both in temperate climate (the bottom temperature limit is -40 °C in Belarus) and in the tropics (up to +55 °C in the UAE).

As for rainfall, Pods are undergo sprinkling tests with rainfall intensity of at least 2-3 mm per minute, which corresponds to a heavy tropical downpour.

Humidity is up to 100% inclusive under appropriate conditions of the climatic region.

Wind stability for the complex to operate in a standard version is 90 km/h (25 m/s). Anything higher – up to 250 km/h (70 m/s) – is possible in a special version based on customer requirements.

Yes. Our Pods are prepared and already operated in harsh conditions, including sandstorms, in Sharjah (UAE). The possibility of operation is ensured by a number of structural solutions in the infrastructure components of the string rail overpass, rolling stock, including a mature filtration system and installation of various cleaning systems. Such systems include, for example, a device to clean the rolling surface of the rail from stuck sand or the traction module blowing system.

Prestressed strings are elements in which tensile stress state is created in various ways, so in its design essence it is a prestressed bearing reinforcement. The company mainly uses reinforcing ropes.

The vertical load is distributed to supporting towers, installed at intervals of up to 2 km. The string rail track structure looks light and delicate: it does not block the sky and preserves natural landscapes along the route of laying tracks.

The strength of a string rail in such structures is ensured by choosing materials with certain strength characteristics, selecting the necessary rigidity and creating a tensile prestress state, which holds the superstructure.

  • Flexible – standard payloads up to 20 tons, speeds up to 150 km/h and long spans up to 2 km that can reach up to 5 km when using composite strings, such as carbon fiber.
  • Rigid – maximum payload up to 100 tons, high-speed modes up to 500 km/h, short spans up to 60 m.
  • Semi-rigid – increased payload up to 30 tons, speeds up to 350 km/h, short spans up to 60 m.
  • Semi-flexible – a combination of semi-rigid and flexible – increased payload up to 50 tons, high-speed modes up to 500 km/h and long spans up to 2 km that can reach up to 5 km when using composite strings.

The most material-intensive and expensive overpass of the listed ones is rigid, while the lightest and most inexpensive is flexible.

The energy consumption of Pods is 2–3 times lower than in traditional modes of transport using steel wheels or a magnetic cushion. If we compare this figure with road transport, including a traditional electric car on pneumatic tires, then it is 5–7 times lower.

Conventional electric vehicles use pneumatic tires, which, when worn together with asphalt, emit soot, benzopyrene, phenols and other carcinogens (more than 100 of them) into the air, while some carcinogens are contained here in greater quantities than in automobile exhaust. With Podway this problem is solved due to the use of steel wheels of a special design – more efficient, for example, in comparison with railway wheelsets.

Pod is more environmentally friendly than a traditional electric vehicle, which consumes several times more electricity and takes up space on a city road, which leads to traffic jams in which toxic substances are released. Podway vehicles move above the ground and eliminate the problem of traffic jams.

Noise and vibration from Podway transport is significantly lower than from a railway, tram or monorail. It has already been studied that, for example, in the Moscow metro, the presence of a passenger will be safe only for the first three seconds. Further, negative factors begin to affect the human body – an isolated and compressed space, powerful electromagnetic radiation, as well as the strongest noise and vibration. While Podway Pods do not have even a small share of such a negative impact on a person.

Pods, including those assembled into trains, can have different capacities – from 2 to 250 passengers. For mountain region 2-40 .Their design is separate modules, combined into a composition through a rigid or electronic coupling. Such a train is capable of transporting up to 50 thousand people per hour, that is, at the level of the metro and the railway. The number of sections and their capacity depends on the passenger flow. The Pod is driven by a traction electric drive. Speed and route control are provided by automated control systems.

Podway  transport can carry different types of cargo: bulk, liquid, piece, special, as well as sea containers with a nominal length of 20 and 40 feet. Their loading and unloading occurs automatically. Speed and route control are provided by automated control systems. Cargo transport is capable of carrying up to 100 million tons of cargo per year.

The string rail overpass is located above the ground, so collisions with ground vehicles (buses, cars or agricultural machinery), pedestrians or animals are impossible. The prestressed track structure maintains the operability of the Podway complexes even if one or more supporting towers are damaged in the event of natural disasters or other force majeure circumstances. In such a situation, the string rails will sag more, but they will not break and their performance will not be impaired. The collapse of the track structure is also excluded in case of damage and rupture of individual strings (up to 50% of their total number), for example, as a result of a terrorist act.

Features of the Podway transport and infrastructure complex elements make it possible to use it in regions with difficult climatic conditions. Pre-tensioning of rails solves the problem of temperature deformations and allows transport to operate at abnormally high and low temperatures.

The change in the characteristics of the rails under the influence of temperature is included in the project so that it does not affect the performance of the Podway complexes, as well as the speed limits and the comfort of transportation. When the temperature changes, the length of the string rail does not change – the structure is prestressed and only the tensile stresses in the rail change, which ultimately makes it possible to abandon the expansion joints that affect the performance properties. The safety margin of strings is such that they will be broken only if they are cooled to the temperature of liquid nitrogen – about −200 °C.

The Podway transport overpass in terrestrial conditions is designed for a temperature difference of 120 °C: from −60 °C to +60 °C. It is resistant to snow drifts up to 10 m high, icing and sandstorms, floods up to 10 m high and tsunamis, heavy rains and fogs, storm winds up to 250 km/h, earthquakes of 9 points on the Richter scale and other extreme impacts, including vandalism and terrorist acts, if such impacts are considered probable in the project, even with a probability of once in 100 years.

Control system for Podway transport and infrastructure complexes is automated. Using the technical vision of the Pod onboard control system, they continuously read information from the track structure, monitor the fulfillment of the route task, and also instantly respond to obstacles and threats. Their task is to ensure comfortable and safe transportation of passengers, as well as reliable and trouble-free transportation of goods.

The systems receive, process and analyze information thanks to sensors and fully control the route and speed of movement, independently make decisions to reduce speed or stop if obstacles are detected on the route. It provides for real-time data exchange with elements of the transport and infrastructure complex, as well as obtaining up-to-date information from other Pods.

Automated systems provide control over the state of safety in the Pod cabin and coordinate the processes of embarkation and disembarkation of passengers. The systems are able to recognize the actions of passengers that may pose a safety risk and take measures to prevent dangerous situations. For example, acts of terrorism and vandalism.

 

The number of personnel required to maintain the operation of the complex is determined individually for each project, but it is much less than, for example, on a traditional railway or on high-speed roads with a magnetic cushion. uST facilities need mechanical engineers, telemetry and communications engineers, locksmiths, mechanics, security guards, and other traditional professionals. Control room requres 2 operaters.

The costs for the construction of a specific Podway transport and infrastructure complex depend on the planned volume of traffic, estimated speeds, the nature of the terrain and climatic conditions, the type of logistics tasks and, accordingly, the design option. At the same time, factors such as the total length of the route are important (the longer it is, the cheaper the subsequent kilometers), the terrain (plain, sea shelf, foothills, mountains), the height of the supports (the higher the path is placed, the more expensive it is), the strength of the underlying soil (sand, rocky soil, swamp), the presence of obstacles (rivers, lakes, gorges), etc.

Compared to existing overpass transport solutions (monorail, cable car, rope way,  light rail transport, high-speed tram, metro, etc.), the cost of construction and operation of uST complexes is several times lower, primarily due to a decrease in the material consumption of all elements of the complex, as well as due to reducing the construction complexity. In the production of rolling stock, i.e. rail electric vehicles on steel wheels, a small consumption of structural materials is also required. The absence of massive drives, powerful frames, heavy undercarriages and wheelsets significantly reduces the cost of rolling stock production.

Resistance to external influences and durability of the string rail overpass provide low operating costs. Regular replacement of the complex elements is not required, while service intervals are significantly increased in time and mileage. The service life of the overpass before overhaul is from 50 years, while for the rolling stock this figure is from 25 years.

Maintenance of the transport complex requires work on pre-trip inspection of rolling stock and interval inspection of track structures by automatic devices as well as periodic testing of the control system with related subsystems.

It is easier to integrate a string rail overpass into an already formed urban environment than to build a new metro, railway or highway. The light string rail track will harmoniously fit into the architecture of any settlement, cross city streets, roads and rivers, and, if necessary, pass over parks and low-rise buildings. Existing communication networks can be integrated into the transport overpass, no radical re-planning of the city infrastructure is required. Passenger stations are combined with anchoring structures. Stations can be used as commercial real estate, placing cafes, shopping and entertainment centers, hotels, pharmacies and other facilities in them. Stations can also be used as additional advertising space. Due to this, the payback period of Podway transport complexes is reduced.

The capacity required to power uST systems varies by project. Depending on the logistics, the number of stations, length of the complex, passenger traffic, traffic speeds, and power consumption will be determined. In any case, Podway fleet, with similar transport work, will require approximately 5 times less primary energy (starting from fuel combustion in a power plant) than, for example, a Tesla electric vehicle fleet.

Therefore, Podway is the “greenest” transport of all possible, including in comparison with traditional electric vehicles and magnetic levitation trains.

Transport and infrastructure complexes of Podway is characterized by almost zero environmental impact and low noise level. Electric rail vehicles on steel wheels run on the most environmentally friendly form of energy – electricity. Transport should peacefully coexist with nature, and not be at enmity with it, complement it, but not replace it – this is the approach the company adheres to when developing its solutions.

Ecologically clean string rail roads are dotted on the ground. This advantage, with the widespread use of transport and infrastructure complexes, can save vast territories for land users, which would otherwise be occupied by traditional transport communications. For example, under roads and railways, soils which area is five times bigger than the territory of Great Britain have already been destroyed on the planet. Vegetation will remain in the areas saved by Podway, annually replenishing the atmosphere with billions of tons of life-giving oxygen. The severity of environmental pollution problems will then decrease to a safe level.

The Pod must be removed from the route to perform additional checks and determine the causes of the breakdown and allow other pods to continue with operation. However, the probability of such a risk is extremely low. The main systems that ensure a safe transportation process have multi-circuit redundancy. In addition, the rolling stock is equipped with systems that make it possible for its automated evacuation by neighboring Pods located on the line. The uST complex also provides access for special equipment (module with tow device) and maintenance personnel to perform forced evacuation.

Emissions of harmful substances in electrified uST complexes are practically absent, amounting to only 0.1 g/pass-km. This is especially noticeable against the background of traditional modes of transport. On high-speed railways this figure is approximately 0.6 g/passenger-km. Vehicle emissions of harmful substances are on average more than 10 g/pass—km. Aviation pollutes the atmosphere the most. If we take modern aircraft, the total emission of harmful substances reaches 300-400 g/pass-km.

Podway transport is virtually silent even at high speeds. The exceptionally quiet and smooth rolling of the steel wheel is ensured by several factors:

  • No gaps in rail joints
  • Presence of internal and support dampers
  • Low unsprung weight of the undercarriage and multi-stage independent springing

The friction forces in the steel wheel-steel rail head pair will ensure a steady rise with a slope of up to 15% if all wheels of the uPod are driven. At climb angles of 20-30%, each uPod must be equipped with an additional group of rollers that create the required coupling force for a given section of track.

Each electric rail vehicle can be assembled into trains by means of a rigid (physical) or electronic (control system-based) coupling.

Standard power is supplied from the contact network on electrified sections of the track and from an energy storage device on non-electrified ones. In the event of a drive failure in an unelectrified section, the transport will be slowed down. Information about the malfunction will be sent to the central control system. If the Pod is unable to continue driving on its own, it will be towed to the nearest station for disembarking passengers, and then to a garage combined with a repair shop.

The Podway solution allows you to transport:

  • Oil, petroleum products and other liquid cargoes
  • Coal, ore and other bulk cargoes
  • Timber, building materials and structures
  • Food products
  • Rolled metal products
  • Chemical products
  • Special cargoes, etc.
  • Cargo containers 20ft and 40ft

The terrain is not important for the uST complex, so the route will take the shortest path — in a straight line. If necessary, the track structure can have curvature in both the vertical and horizontal planes.

Overloads on curves should not be felt by passengers, therefore, the radii of curvature of the route for a speed of 300 km/h should be at least 10 km, for 400 km/h — at least 15 km, for 500 km/h — 20 km. For smaller turning radii of horizontal curves, bends performing is provided. Curves can have a radius of, for example, 1000 m, but then on these sections of the route the speed should be no more than 100-150 km/h.

The minimum radius of the curves is 10 m (at stations, terminals, or garages combined with a repair shop, where the speed of electric rail vehicles is close to zero). At the same time, on curved sections of the route with a radius of less than 100 m, the rail will be made without strings (according to the type of railway rails) and supported by beam or truss superstructures of both conventional design and string type.

The anchor structure can be combined with turns at the station or be common to two track structures at the turn.

Electric rail vehicles provide for an independent emergency evacuation in case of force majeure, when there is nowhere to wait for help: an earthquake, a terrorist attack, etc.

The passenger module is equipped with a rope-lowering rescue device of the tow truck type (for small-capacity Pods carrying up to 25 people), so that any passenger can descend to the ground.

Each large-capacity Pod (carrying more than 40 people) is equipped with a rescue sleeve and a folding ladder, which will also ensure the rapid evacuation of people from the aboveground “second level”, if necessary.

In addition, the emergency electric drive and control system in such cases will ensure that uST transport stops not in a random place, but precisely where it is possible for passengers to safely descend to the ground.

It is impossible to name a fixed figure, since the cost of building 1 km of the Podway track is influenced by the following factors:

  • Is it a single- or double-track
  • Is it a high-speed or low-speed track
  • Is it an urban or an intercity track
  • Is it a passenger, cargo, or both passenger and cargo track
  • Is it a mounted or suspended track
  • Is it an ultralight, light, medium, heavy or super-heavy class track
  • Frequent or rare location of stations, train stations, cargo terminals and other infrastructure elements on the route, the number of vehicles on the line (organization of storage)
  • Natural and climatic factors of the region of operation (passage of the route through the plain, sea shelf, tundra, permafrost, desert, mountains)
  • Is the track structure located on low or high supports
  • Development of the region’s infrastructure, transport accessibility

At the same time, the cost of building 1 km of the uST complex transport overpass, other things being equal (i.e. climatic and infrastructural conditions), will be: from 50% of the cost of building 1 km of cable car, from 10% of the cost of building 1 km of light rail overpass, from 4% of the cost of building 1 km of subway.

If necessary, the station can be integrated into an existing building, taking into account the assessment of economic and technical feasibility.

There will be no longitudinal temperature deformations at all — neither in the body and the rail head, nor in the string. After all, their length remains unchanged in summer and winter. The rail and the string a priori do not have temperature deformation seams along their length, just as telephone wires or power line wires do not have them, which, like the strings in the rail, are sagging between supports and stretch without joints for many kilometers.

However, it should be kept in mind that a change in temperature in the structure can lead to changes in its stress-strain state. Therefore, the uST track structure is designed so that only tensile forces are present in the rail and string at any calculated temperature changes. In this exact case the structure will never lose stability, which would’ve happened if compression forces appeared in these elements.