On World Health Day on 7 April this week, the Air Quality Index (AQI) in Kathmandu exceeded 300 – one of the dirtiest in any city in the world. Breathing was literally <a href="https://nepalitimes.com/banner/breathing-is-hazardous-to-health">lethal</a>.
Although the main source of pollution this week was smoke from brushfires raging across the country, emissions from diesel and petrol vehicles are a bigger year-round source of hazardous suspended particles and toxic gases.&nbsp;
The good news is that the sale of electric four-wheelers is growing rapidly, and battery-powered vehicles now account for one-third of Nepal’s total car imports. Outside Kathmandu, vans, microbuses and three-wheelers are switching to electric as never before
All this has happened even though there is still a hefty <a href="https://nepalitimes.com/news/1-step-forward-2-steps-back-in-nepal">tax on battery-powered vehicles</a>. In last year’s budget ex-Finance Minister Prakash Mahat increased the tax on smaller EVs and electric vans while inexplicably reducing the tax on luxury SUVs.
This year, all eyes are on the new Finance Minister Barsha Man Pun, who is under pressure to raise government revenue that has fallen drastically due to a slowdown in imports. Instead of lowering taxes and even announcing subsidies on electric cars and appliances, he may actually increase them. He could also do it selectively to favour certain EV brands imported by cronies.
“The government should be more careful in how it taxes electric vehicles,” says air pollution activist Bhushan Tuladhar who is also the director of Sajha Yatayat, the public transport company that is operating 40 electric buses. “It should be consistent, predictable and guided by science, it can’t be a kneejerk reaction with no real planning.”
One large electric bus can replace at least 10 cars, easing road congestion, improving air pollution and reducing petroleum imports. But existing excise and import taxes make battery-powered buses up to five times more expensive than a diesel bus of similar capacity.&nbsp;
On Tuesday, <a href="https://nepalitimes.com/news/sajha-s-green-buses-go-greener">Sajha Yatayat inaugurated Nepal’s largest charging station</a> with 24 charging points where it will charge its 40 e-buses. Speaking at the event, Kulman Ghising of Nepal Electricity Authority (NEA) acknowledged that Nepal was undergoing a “massive transport transition”.&nbsp;
“We will soon have surplus power even in winter, and private EVs can only use so much of our electricity, what we really need is to electrify our mass transport,” he said. “On one hand, by increasing our consumption of electricity, it will reduce our petroleum imports and subsequently our trade deficit. It will also help us meet our net zero target. This is also very feasible as a business model.”
Petroleum imports account for one-fourth of Nepal’s total imports and is more than all of our exports combined. Reducing petroleum consumption by just 10% would save the country over Rs30 billion whereas even exporting all of our current power generation of 3,000MW would earn us just half that amount.
It is simple maths: prioritising <a href="https://nepalitimes.com/multimedia/missing-pieces-of-the-hydropower-jigsaw">domestic electricity consumption</a> is a win-win-win for the country. Electrification of industries, tourism and agriculture would also mean tens of thousands of new green jobs and help stem the mass exodus of youth.&nbsp;
A policy decision is also urgently needed for electric taxis. Bagmati Province does not register new battery-powered cabs, but they are still being imported as private cars which then buy number plates of the older taxis. This means the electric taxis have to pay higher road taxes, keeping their fares high.
A battery-powered taxi can be fully charged for just Rs106, and will have a range of 180km. A petrol taxi would need Rs3,500 worth of petrol to cover that distance.&nbsp;
Climate expert Manjeet Dhakal says that budget fluctuations make people and investors lose confidence, and this is especially important ahead of the Nepal Investment Summit later this month.
“At a time when the whole world is moving towards clean energy, Nepal’s contradictory policy regarding EV sends out the wrong message to the business community,” he adds. “But at the next &nbsp;budget, we must incentivise electric buses. Even within the EV bracket, this is the segment we have to hit had if we are to make a real difference.”
Without state subsidy and support, the private sector is unlikely to expand on electric facilities. Pollution tax can very well come in handy here if there is a political will.
Even then EVs are just a part of an ecosystem, we need charging infrastructure, skilled human resources for the new technology, and policies that promote them.
Similarly, two-wheelers make up nearly 80% of total vehicles in Nepal. But there are electric bikes and scooters, government and the private sector have much to do to increase consumer and market confidence in them.
Consecutive governments have been flip-flopping tax rates on electric vehicles in recent years. In 2020, <a href="https://nepalitimes.com/news/nepal-reduces-tax-on-electric-cars">the government reduced the taxes on battery-powered vehicles</a>. A year later, it re-imposed tax for electric SUVs while cheaper vehicles were still taxed less. Last year, the tax on smaller EVs and electric vans was increased while that on luxury SUVs was slashed.
Not long ago a former finance minister was caught questioning how the government would earn its revenue if it didn’t tax electric vehicles. Such is our policymaking that we rely on imports to generate income for the government when in fact revenue should be based on local industries and goods.
“Financial policy is based on politics and that is the sad reality, more so now with coalition governments,” says Tuladhar. “But even then, taxation should not be a long-term policy. But unfortunately, people who are making policies aren't riding buses &nbsp;so they have no interest in public transport or don’t even know what to do with it.”

Sonia Awale

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EV year २०८१

<img width="1500" height="1000" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110141128/636cfd179c7e80680e0a0bc6jpeg.jpg" alt=""/>In 1911, Nepal became the second country in Asia to install <a href="https://www.nepalitimes.com/banner/nepals-1st-hydroelectric-plant-is-a-museum-piece/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/banner/nepals-1st-hydroelectric-plant-is-a-museum-piece/&amp;source=gmail&amp;ust=1628960160899000&amp;usg=AFQjCNGTfe_ElDUnDBA5y1fWiNeNMmj3iw">a hydroelectric plant</a>, and was a pioneer in  electric transportation with the opening in <a href="http://archive.nepalitimes.com/news.php?id=1651#.YREMFtMzbRY" data-saferedirecturl="https://www.google.com/url?q=http://archive.nepalitimes.com/news.php?id%3D1651%23.YREMFtMzbRY&amp;source=gmail&amp;ust=1628960160899000&amp;usg=AFQjCNFCMXd7Cwgzp9Nvx_5uv6jjxw5VdA">1922</a> of a ropeway connecting Kathmandu to Dhorsing and <a href="https://archive.nepalitimes.com/article/business/ropeways-connecting-nepal,1749" data-saferedirecturl="https://www.google.com/url?q=https://archive.nepalitimes.com/article/business/ropeways-connecting-nepal,1749&amp;source=gmail&amp;ust=1628960160899000&amp;usg=AFQjCNFoAmTmRhO8F_jUynodP4VGdDGB2g">later to Hetauda</a>.  The Chinese gifted an <a href="https://www.nepalitimes.com/banner/kathmandu-bhaktapur-trolley-bus/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/banner/kathmandu-bhaktapur-trolley-bus/&amp;source=gmail&amp;ust=1628960160899000&amp;usg=AFQjCNEJ0EZMCfEEa7kLPULhzZRB_DGcng">electric trolley bus line</a> from Kathmandu to Bhaktapur in 1975, which provided valuable commuter service for nearly 30 years. In 1995, the government replaced polluting diesel three-wheelers with electric ones, and 700 of the <a href="https://www.nepalitimes.com/opinion/12-full-opinion/how-to-get-things-done-in-nepal/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/opinion/12-full-opinion/how-to-get-things-done-in-nepal/&amp;source=gmail&amp;ust=1628960160899000&amp;usg=AFQjCNHCvZcncwin-QX5AckUaljaRos77g">Safa Tempo</a> are still running on 28 routes, serving Kathmandu’s public transport needs. However, despite these milestones in electric transportation, Nepal has not taken the leaps it could have in powering mass transit with the country’s plentiful renewable energy potential.“We missed the bus on electric buses,” says environmental expert <a href="https://www.nepalitimes.com/here-now/cleaner-air-with-greener-buses/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/here-now/cleaner-air-with-greener-buses/&amp;source=gmail&amp;ust=1628960160899000&amp;usg=AFQjCNEl_IlhZ7KVICnzsc-SRPKQHCTwSQ">Bhusan Tuladhar</a>. “We could have taken e-vehicles to the next level much earlier.”Indeed, the Safa Tempo now faces competition from diesel buses on trunk routes, and government policy on replacing larger diesel buses with electric ones has been erratic. Daily commuter volume in Kathmandu today now needs larger mass transit modes, but Safas are ideally suited for narrower streets of the inner city.“After the diesel three-wheelers were replaced by Safa Tempo, the government adopted a contradictory policy of promoting micro-buses,” explains Dharma Kumar Shrestha of NEVI (Nepal Electric Vehicle Industry).  <figure><img width="1435" height="1845" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110141128/636cfd1b9c7e80680e0a0bc7jpeg.jpg" alt=""><figcaption> </figcaption></figure>Sadly, in the early 2000s, the <a href="https://www.nepalitimes.com/banner/kathmandu-bhaktapur-trolley-bus/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/banner/kathmandu-bhaktapur-trolley-bus/&amp;source=gmail&amp;ust=1628960160899000&amp;usg=AFQjCNEJ0EZMCfEEa7kLPULhzZRB_DGcng">trolley bus system</a> and another cargo ropeway to Hetauda were closed due to losses and mismanagement. Although private electric cable cars are coming into operation nationwide for tourism, there is still no strategic solution in sight for electrified public transportation, particularly electric buses.<a href="https://www.nepalitimes.com/banner/nepals-electric-transport-future-is-here/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/banner/nepals-electric-transport-future-is-here/&amp;source=gmail&amp;ust=1628960160899000&amp;usg=AFQjCNEluSwdpWldVQB8IdEn83UBiR6-RQ">Electric vehicles</a> still have problems with carbon emission during production and battery disposal, but they will help improve the air quality and reduce Nepal’s petroleum imports which have more than doubled in the past 10 years. Some <a href="http://www.mofe.gov.np/downloadfile/E-mobility%20Assmnt%20NDC%202020_1623998131.pdf" data-saferedirecturl="https://www.google.com/url?q=http://www.mofe.gov.np/downloadfile/E-mobility%2520Assmnt%2520NDC%25202020_1623998131.pdf&amp;source=gmail&amp;ust=1628960160899000&amp;usg=AFQjCNE2VntIF8kJ7PIXXcPqAHkOF4QTHQ">12%</a> percent of the greenhouse gas emissions from the energy sector in Nepal comes from transportation, with heavy vehicles like fuel-run trucks and buses being the main polluters. There are now about 6,000 battery two-wheelers, over 27 thousand electric three-wheelers, and 1,000 electric vehicles in Nepal, but this is still only 1% of the total, according to a <a href="http://www.mofe.gov.np/downloadfile/E-mobility%20Assmnt%20NDC%202020_1623998131.pdf" data-saferedirecturl="https://www.google.com/url?q=http://www.mofe.gov.np/downloadfile/E-mobility%2520Assmnt%2520NDC%25202020_1623998131.pdf&amp;source=gmail&amp;ust=1628960160899000&amp;usg=AFQjCNE2VntIF8kJ7PIXXcPqAHkOF4QTHQ">Ministry of Forests and Environment report.</a> <figure><img width="1000" height="589" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110141128/636cfd1e9c7e80680e0a0bc8jpeg.jpg" alt=""><figcaption> </figcaption></figure>“Since transportation contributes a significant amount of Nepal’s total greenhouse emissions, a shift to electric is essential to achieve the country’s goal of being carbon-neutral by 2050,” says Radha Wagle, Chief of the Climate Change Management Division under the Ministry of Forests and Environment. Electric Vehicles are initially more expensive, but in the long run not are not just less-polluting, but will also help improve Nepal’s balance of trade deficit with India. While production and battery cost of electric bus makes them more expensive than a new diesel bus of the same capacity, running costs, maintenance and repairs means that for every kilometer travelled, an electric bus will be <a href="https://www.nepjol.info/index.php/jiee/article/view/34321" data-saferedirecturl="https://www.google.com/url?q=https://www.nepjol.info/index.php/jiee/article/view/34321&amp;source=gmail&amp;ust=1628960160899000&amp;usg=AFQjCNHvg12N6jF8_nWl4dVJoCTHjzyUSQ">Rs14 cheaper to run.  </a> “The operational cost of a diesel bus is high,” says Tuladhar, who is also a board member of Sajha Yatayat, where 40% of the running cost is diesel. “If we switch to an all-electric fleet, we will have significantly lower costs that will let us provide better service. But because of the higher initial investment necessary, a government subsidy is necessary for the purchase of electric vehicles.” In this year’s budget, the <a href="https://www.nepalitimes.com/latest/new-nepal-budget-sparks-electric-comeback/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/latest/new-nepal-budget-sparks-electric-comeback/&amp;source=gmail&amp;ust=1628960160899000&amp;usg=AFQjCNGOdQbO8PkEMjBfZpNw847NLJ3Q-w">government reinstated tax rebates</a> on electric vehicles which now makes their cost comparable to 4- and 2-wheelers of the same capacity. However, the capital cost of electric buses is still more than double the cost of diesel-run buses, which is why further subsidies are needed. The government can easily recoup the lost tax revenue from reduced petroleum import bills, experts say.  NEVI’s Shrestha agrees that government subsidies would inventivise buyers for electric vehicles, and also setting up charging stations across the country.  Among all registered vehicles in Nepal, nearly 80% are privately owned two-wheelers, but they contribute only 8% to total emissions from transportation. Trucks and public buses emit 57% of CO2.  The demand for electric vehicles is highly sensitive to government policies. With the taxes imposed in 2020, the import of electric vehicles in the first 5 months of the fiscal year at the start of 2021, <a href="https://www.nepalitimes.com/latest/how-much-will-electric-cars-cost-now/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/latest/how-much-will-electric-cars-cost-now/&amp;source=gmail&amp;ust=1628960160899000&amp;usg=AFQjCNFvouUWmKFkrMCzKw9Z2vqYQ76y_g">declined by 88% compared to the previous year</a>. However, sales are expected to pick up again after the tax reversal. Electric rickshaws are gaining popularity in the Tarai, with over 26,000 registered  –- making up 0.82% of all vehicles in the country. <figure><img width="1588" height="946" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110141128/636cfd219c7e80680e0a0bc9jpeg.jpg" alt=""><figcaption> </figcaption></figure>“A transition towards e-transport will reduce our trade deficit massively and further ensure green economic growth,” says Rajan Thapa, a climate change expert. Over the past decades, successive governments have taken pro-electric policies. The National Transport Policy in 2001 was developed to make the transportation sector environmentally friendly, and the Environmentally Friendly Vehicle and Transport Policy of 2014 calls for diversifying vehicles to run on electricity, hybrid, and gas. The government also is going to open 50 charging stations across the country and announced that it is buying 300 electric buses. The second Nationally Determined Contribution (NDC) that Nepal submitted to the UN last year pledges a 200km electric railway network, increasing the total sale of private e-vehicles to cover 90% and public transport (besides three-wheelers) to 60% of imports by 2030. This is expected to reduce carbon emission by 28% and <a href="https://www.nepalitimes.com/here-now/green-sticker-green-light-to-pollute/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/here-now/green-sticker-green-light-to-pollute/&amp;source=gmail&amp;ust=1628960160899000&amp;usg=AFQjCNE3Q7u9yrExf3zy5U0L51alzQDptQ">lower pollution levels in cities</a>. “The government of Nepal is being more ambitious and committed to ensuring net-zero emissions ahead of 2050, " says Prem Kandel, secretary of the Ministry of Forests and Environment (MoFE). “We have made a long-term strategy that will provide us with evidence and policy choices to look at potential ways of reducing carbon emission. E-mobility is one of the means of achieving our ambitious target.”Diya Rijal is a communication consultant for the UK government-funded Policy and Institutions Facility.

The road to electric transportation in Nepal

One aspect of colonial cartography of South Asia leaps out in this must-see exhibition – while the coastline of India, Ceylon, Burma are extraordinarily accurate in maps made more than 200 years ago, the Himalayan hinterland is wholly approximate and inexact. The accuracy improves as modern survey techniques are introduced by atlas-makers, but even then formidable terrain and forbidden lands thwart precision. Map aficionados will be fascinated by the 40 antique maps from The Rajbhandari Collection on display at the exhibition ‘Imaging South Asia: Nepal in the Making at Kathmandu Art Gallery’ at Baber Mahal Revisited from 13 February - 17 March.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260211090252_0cbeb88674a97c6292e2b43b2135df219257ca641cbd4723e9aabf5541c2b258.jpg" data-media-id="editor_0" data-image-id="20260211090252_0cbeb88674a97c6292e2b43b2135df219257ca641cbd4723e9aabf5541c2b258" data-rendition-name="original" width="4160" height="3485" loading="lazy" alt="Map Land NT"> </figure>  The first maps were made on clay tablets and cave paintings, but maps improved with Chinese maritime charts of Southeast Asia and beyond. Nautical maps created during the European Age of Exploration used geometry, latitude and longitude. Competition for colonial riches rested on the accuracy of these maps. The Portuguese had the lead in the 15th century, but were soon overtaken by the Spanish with Columbus voyaging to India but landing up in the Americas.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260211090252_1fb21d20cf29b408119f5279ce666e73dee089356e52277d753a27e3440364eb.jpg" data-media-id="editor_1" data-image-id="20260211090252_1fb21d20cf29b408119f5279ce666e73dee089356e52277d753a27e3440364eb" data-rendition-name="original" width="4030" height="3407" loading="lazy" alt="Map Land NT"> </figure>  European mapping of the coastline of peninsular India &nbsp;began after Vasco de Gama sailed around the Horn of Africa to arrive at what is now Kerala in 1498. The British and French struggled for control of India, and the Carnatic Wars of the 19th century were extensions of their rivalry in Europe.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260211090252_0fb0969dc3e07c5a77123b4aa5eb0f11d2ffea73c108077f7e4d1892d6bd4bb6.jpg" data-media-id="editor_2" data-image-id="20260211090252_0fb0969dc3e07c5a77123b4aa5eb0f11d2ffea73c108077f7e4d1892d6bd4bb6" data-rendition-name="original" width="2842" height="4160" loading="lazy" alt="Map Land NT"> </figure>  While most of the maps at this exhibition were commissioned by the East India Company and the Survey of India, there are quite a few made by Parisian cartographers and feature Pondicherry and the Danish trading outpost at Tranquebar. Followed chronologically, the maps show improvements in cartographic techniques. The earliest French map L’Inde of J D Barbié du Bocage from 1760 is a copper engraving with hand painted colours demarcating boundaries. ‘Napaul’, ‘Gorka’ and ‘Catmando’ are depicted. The rivers of India are precisely drawn, as is the Brahmaputra (Yarou Tsanpou) even though locations across the rest of Tibet are rough estimates.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260211090252_486dc1b12f391550516be164f27170d4702a69b5125c1b8c4b10f76fdae4c0b1.jpg" data-media-id="editor_3" data-image-id="20260211090252_486dc1b12f391550516be164f27170d4702a69b5125c1b8c4b10f76fdae4c0b1" data-rendition-name="original" width="1675" height="604" loading="lazy" alt="Map Land NT"> </figure>  The 1781 map Carte des Indes en deçà et au-delà du Gange of Rigobert Bonne has slightly more detail about Nepal with even ‘Pattan’ and ‘Bagmally’ river marked. William Darton’s 1802 map has ‘Nogarcot’ and ‘Mocaumpour’ wrongly placed to the east of the valley of ‘Napaul’. Samuel Arrowsmith’s 1828 map ‘India and the Birman Empire’ has Nepal’s rough boundaries demarcated for the first time within a hand-coloured green border, with the mountain ‘Dholagiri’ and ‘Dhunchi’ appearing for the first time. The 1835 map by Boston-based American cartographer Thomas Bradford has a more precise ‘Burrampooter’ river with ‘Sgigatoe’, ‘Lassa’ and ‘Bootan’ marked. In Nepal, ‘Batgan’, ‘Macwampour’ and ‘Lelit Pattan’ appear near ‘Catmandu’.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260211090252_5509c8e043a74b3e34e399c0684ca8eef7fc79953ee0dd18aedc738e8189d552.jpg" data-media-id="editor_4" data-image-id="20260211090252_5509c8e043a74b3e34e399c0684ca8eef7fc79953ee0dd18aedc738e8189d552" data-rendition-name="original" width="4094" height="3646" loading="lazy" alt="Map Land NT"> </figure>  One striking landmark appears consistently through a century of map-making from 1760 onwards, and that is the sacred Yamdrok Tso near Lhasa. It is precisely located, although it is drawn as a circular lake called ‘Jamdro or Palto Lake’ till J Bartholomew’s lithographic map in 1893 Constable’s Hand Atlas of India. Bartholomew’s map is also where ‘Mt Everest’ appears for the first time with its altitude ’29,002ft’ after Peak XV was calculated to be the highest mountain in the world by the Survey of India. Meanwhile, ‘Kinchinjunga’ appears in some of the earlier maps from the mid-1800s, north of ‘Dorjeloo’. The maps did not only have locations of towns, rivers and mountains but also other interesting facts about places. History buffs will find much to pore over in these maps.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260211090252_8280c979b175946a2ac29e22b7a2b2427f7f36f22093c3456524f1f529311498.jpg" data-media-id="editor_5" data-image-id="20260211090252_8280c979b175946a2ac29e22b7a2b2427f7f36f22093c3456524f1f529311498" data-rendition-name="original" width="4160" height="2762" loading="lazy" alt="Map Land NT"> </figure>  Many have sites of major British battles while conquering India. The ‘British India’ map by J Rapkin has dates and times of the ‘Principle Massacres’ during the Indian Mutiny of 1857. The map also shows India’s growing railway network with completed lines and those ‘in progress’. Narrow gauge lines can be seen in successive maps snaking up to the Nepal border to haul sal logs for sleepers for India’s expanding railway network. Many maps were drawn by British military intelligence. One even has the Kuti route of the Nepal Army while invading Tibet in 1791, and the Chinese Army’s advance in hot pursuit through Kerung to Nuwakot.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260211090252_a41ff6a7453f95d1e83c12ed3f831911d65ebd4d2389e0e3b774252dfa037132.jpg" data-media-id="editor_6" data-image-id="20260211090252_a41ff6a7453f95d1e83c12ed3f831911d65ebd4d2389e0e3b774252dfa037132" data-rendition-name="original" width="1173" height="679" loading="lazy" alt="Map Land NT"> </figure>  Pre-1857 maps show the western Tarai as a part of British India, but in later ones the Naya Muluk districts of Banke, Bardia, Kailali and Kanchanpur have reverted back to Nepal. The maps clearly mark Nepal as an independent nation, and represent it differently from Indian princely states. The Atlas of India of 1846 shows the ‘Dominion of the King of Nepal’.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260211090252_52132146d9ee8b922560b98e90d866149715d7f53ced408b5f3af8f3b142a07b.jpg" data-media-id="editor_7" data-image-id="20260211090252_52132146d9ee8b922560b98e90d866149715d7f53ced408b5f3af8f3b142a07b" data-rendition-name="original" width="4149" height="3682" loading="lazy" alt="Map Land NT"> </figure>  Visitors will be curious about Nepal's claim to Limpiyadhura and Lipu Lek. A map by Mason &amp; Payne from 1846 clearly shows the ‘Kallee River’ as being the border between Nepal and British India, with Kalapni within Nepal. The Lipu Gad tributary (which India claims is the border) is not marked. Some other maps, however, seem to show the border not following the Kali river to Limpiyadhura but the tributary up to Lipu Lek.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026021112024_9a1b6055a9fbecca7b64c3882c205efb336aac03e64ecf43a2044cb079cd699f.jpg" data-media-id="editor_8" data-image-id="2026021112024_9a1b6055a9fbecca7b64c3882c205efb336aac03e64ecf43a2044cb079cd699f" data-rendition-name="original" width="875" height="1215" loading="lazy" alt="Map Land NT"> </figure>  Imaging South Asia: Nepal in the Making&nbsp; Kathmandu Art Gallery, Baber Mahal Revisited&nbsp; 13 February – 17 March For guided walk-throughs and curatorial tours: +977 1-5318048 Panel discussions: -Cartographic Practices from the &nbsp;Gorkha Polity to the Present with Buddhi Narayan Shrestha and Kanak Mani Dixit&nbsp; Friday, 13 February, 4pm -Mapping Beyond Borders with Akhilesh Upadhyay and Amish Raj Mulmi Wednesday, 25 February, 4pm&nbsp;

Map land

The series <a href="https://nepalitimes.com/multimedia/looking-good-by-doing-good">Nepal Made</a> profiles world-class Nepali products and the people behind them. The Dutch colonised Indonesian island of Java in 1596, and found that the coffee plant thrived in its fertile volcanic soil. Java had become the primary source of coffee for the world by 1720, and the place name became synonymous with the beverage.&nbsp; Four hundred years later, in Kathmandu an entrepreneur named Gagan Pradhan founded Himalayan Java Coffee. After returning from Australia in 1990, he found that opening a café was the most affordable investment. Now, 27 years later, there are 100 Java franchises in the Kathmandu Valley, Pokhara, Kurintar, Itahari and even Toronto and Lhasa.&nbsp; The story of Himalayan Java is pioneering, yet simple, combining consistent delivery in tastefully designed cafes at strategic locations to create a juggernaut of a brand. New Javas seem to pop up exactly where you would expect them to. “It all started as a passion, a hobby, and I never expected this venture to spread so widely so rapidly,” founder Pradhan told us at the Thamel outlet, where Himalayan Java moved in 2000 after opening the first small café in Kamaladi. Located on the first floor of a North Face showroom opposite Fire &amp; Ice Pizzeria in Thamel, the cafe has seating overlooking the street, and a spacious, bright indoors that is packed with locals, tourists, furniture, staff, baked goods on display, Himalayan Java merch, and coffee paraphernalia.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260208020256_12442271634ac9d5c2fa0ff723e42acb521a4b5d6f02b2c8ddb43664acf3f4b9.jpg" data-media-id="editor_1" data-image-id="20260208020256_12442271634ac9d5c2fa0ff723e42acb521a4b5d6f02b2c8ddb43664acf3f4b9" data-rendition-name="original" width="1416" height="943" loading="lazy" alt="Himalayan Java"> </figure>  On a recent Friday afternoon, there were Nepalis, tourists from India and China in groups and solo, and monks in maroon. Westerners lounged on sofas, focused intensely on their laptops with headphones on. On an isolated balcony corner, two UML cadre could be overheard planning a campaign rally for the March election.&nbsp; CUSTOMER SATISFACTION Nearby in Darbar Marg is another Himalayan Java on the top floor of a building overlooking Narayanhiti Palace. On Mandala Street up a flight of stairs and in JP Marg is another Java outlet. That makes four outlets within a 400m circle in Kathmandu. Over in Patan, the density of locations is even higher: within 1sq km in the Sanepa-Jhamsikhel- Pulchok area are eight Himalayan Java outlets.&nbsp; Himalayan Java’s franchise business model is unique for Nepal: there is no other food or beverage business that has pulled it off on this scale.&nbsp; “We want Java to become a part of the customers’ life, as a casual place to meet or rest,” says General Manager Diwakar Ojha, explaining that an interested party applies, is vetted and can buy a franchise for a certain location. The criteria is whether the franchise has the resources and capacity to handle running the outlet long-term.&nbsp; The investor must follow rules and regulations to ensure quality of the product, standard of service and interior décor. But the management, marketing, staffing and supply chain are all handled by Himalayan Java which charges a franchise fee and a percentage of sales.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260205100212_f1f71a5f440495f3a66c02ca81b12e0bd65f819b43b6b95bc7e6dd25692ad3e1.jpg" data-media-id="editor_2" data-image-id="20260205100212_f1f71a5f440495f3a66c02ca81b12e0bd65f819b43b6b95bc7e6dd25692ad3e1" data-rendition-name="original" width="641" height="960" loading="lazy" alt="Himalayan Java coffee"> </figure>  Some investors are prolific – there is one in Kathmandu who opened three franchises in two years. The outlets have a common ambience, but each location has its own unique vibe as well.&nbsp; “Same same, but different. We put a lot of thought into it,” Ojha says. “We are careful about location, and getting the design and feel of the cafe to gel with the surroundings. We integrate core things like furniture, bar counters, colours, but each one is unique.” A key value of the brand is consistency, and the main challenge is managing the supply chain. There are sister companies under the Himalayan Java brand: The Bakery, Bakery School, Roastery, Barista School, Import and Export, and Brewshala, where coffees and drinks are trialed and experimented. The hub of the operation is the Roastery and the Bakery in Bluebird Mall from where all beans and baked goods are sent to the outlets. Java now also has its own coffee farm in Ilam, and the rest of the beans are sourced from the Nepal Coffee Company, and it sells only Nepali coffee sourced from small farmers. Java has also evolved into co-working and lounge-type spaces where customers can meet, explore and follow social media trends like Matcha the green-tea based beverage that Java modified into the popular Blended Matcha, a Matcha Latte, and a Strawberry Matcha drink. Himalayan Java Coffee recently received a large investment from NIBL Equity Partners who acquired a 28.8% stake opening the way for more expansion (pictured). Plans are afoot to open more franchises across Nepal and in New Delhi. Despite its popularity, one criticism is the price point. An Americano can cost up to Rs355. Ojha justifies this saying the price reflects the high overheads.&nbsp; One solution is Himalayan Java Express, designed much more pragmatically, mainly for to-go orders where drink prices are slashed by half. &nbsp;&nbsp;

Java in the Himalaya

The arrest on 25 January of six people on charges of insurance fraud has brought the scandal of fake helicopter rescue of trekkers in Nepal to the fore once more, denting the image of the tourism industry. Trekking companies, helicopter operators and hospitals were said to be in cahoots to carry out medical evacuations that were not necessary. In some cases, even the rescues were said to be fake with false names of ‘patients’ and their ailments. The six who were arrested were charged by the Central Bureau of Investigation (CIB) with <a href="https://asia.nikkei.com/business/travel-leisure/nepal-s-rescue-helicopter-scam-casts-doubt-on-tourism-credibility2" target="_blank">cheating insurance companies</a>of millions of dollars in the past four years with more than 300 <a href="https://nepalitimes.com/multimedia/heli-rescue-fraud-tarnishes-nepal-s-image" target="_blank">fake chopper medevacs</a> from the base of Himalayan peaks to hospitals in Kathmandu. Nepali personnel of three companies, Nepal Charter Service, Everest Experience and Mountain Rescue were accused of heavily overcharging &nbsp;for fraudulent rescues, faking or inflating medical bills, and claiming payment of over $18 million over the years, the CIB said.&nbsp; In some cases, trekkers themselves who do not want to walk back along the same trail to Everest Base Camp or other routes, and pretend to be sick, are also said to be involved in the scam. “Tourism will attract opportunists, that is true everywhere,” explains Raj Gyawali of <a href="https://socialtours.com/" target="_blank">socialtours</a> and a partner of <a href="https://ethicaltravelportal.com/" target="_blank">Ethical Travel Portal</a>. “Our responsibility as an industry is to weed them out, protect what matters, and keep tourism rooted in passion, integrity, and long-term value.” The scam got <a href="https://www.nytimes.com/2026/02/03/world/asia/mount-everest-helicopter-insurance-fraud.html" target="_blank">wide international attention</a>, and tainted the reputation of Nepal’s mountain tourism sector that employs up to 1 million people. International media headlined allegations that trekker food was spiked to cause diarrhoea to force evacuations. Despite the bad publicity, tourism operators see a silver lining. It shows that Nepal is cleaning up its act and the system is working. Besides, the cheaters are in a minority in an industry that provides some of the best organised and most experienced mountain tourism service in the world.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260210040232_141217f8e5dc8a584642f7cb8d130de1a05cdcf149467334f9ab4e392f7d67aa.jpg" data-media-id="editor_5" data-image-id="20260210040232_141217f8e5dc8a584642f7cb8d130de1a05cdcf149467334f9ab4e392f7d67aa" data-rendition-name="original" width="1584" height="1500" loading="lazy" alt="Helicopter medevac scam NT"> </figure>  “After years of talk and investigation, we are now seeing arrests and it’s encouraging to finally see action. This didn’t happen overnight,” Gyawali says. “The post GenZ interim government works with much less politics, we are seeing a functional system for the first time in decades in Nepal.”&nbsp; This is not a new story. <a href="https://archive.nepalitimes.com/article/nation/Insurance,361" target="_blank">Nepali Times first covered </a>trekking insurance scams in 2013, following up on an investigation by the British Mountaineering Council in <a href="https://www.thebmc.co.uk/" target="_blank">Summit magazine</a> about insurance fraud involving fake helicopter rescues. In <a href="https://nepalitimes.com/multimedia/heli-rescue-fraud-tarnishes-nepal-s-image" target="_blank">another news item</a> published in this paper in 2018 cited an investigation by insurance watchdog <a href="https://www.travellerassist.co/" target="_blank">Traveller Assist</a> which showed that a third of the 1,600 helicopter rescues in Nepal that year were fraudulent, costing up to $4 million. Insurance companies gave the Nepal government <a href="https://nepalitimes.com/banner/nepal-trekking-industry-in-damage-control-mode" target="_blank">an ultimatum</a> to clean up its act, and an investigation committee was formed and 13 companies said to be involved were named. It now looks like although insurance fraud declined, it was still continuing to some extent till 2025. In the cut-throat competition in Nepal’s mountain tourism industry, companies undercut each other, and there are some trying to make a quick buck. These rotten apples spoil the whole barrel. Given Nepal’s remote terrain and extreme weather along Himalayan trekking routes, helicopter rescues are vital in saving hundreds of lives every year, rescuing trekkers and mountaineers suffering from acute mountain sickness, stomach or lung infections. “Nepal has a unique advantage over other Himalayan countries like India, Pakistan, or China because it allows private helicopter companies to conduct rescues,” Gyawali says. “This makes rescues faster and more accessible, often life-saving.” The real problem is that sometimes rescues take too long because of &nbsp;permission needed from multiple government agencies to conduct rescues near the Chinese border, which is considered sensitive. Last year, a mountaineer died on Himlung Himal because a helicopter company could not get clearance in time for a rescue.

Fake rescues hurt Himalayan tourism

This is the 83rd episode of Diaspora Diaries, a Nepali Times series in collaboration with Migration Lab providing a platform to share experiences of living, working and studying abroad. Spain is regularising over 500,000 undocumented workers, and Nepalis come to me inquiring about the program. Those who benefit from it will be very lucky, as it is a life-changing opportunity. I know because I too benefited from the last large scaled regularisation program back in 2005. I left Nepal in 2000 and went to Germany, Belgium, France before landing in Spain. Things were pretty bad in Nepal back then with the Maoist conflict and strikes.&nbsp; Our business was impacted. There was not much hope. When you leave Nepal, you want to make something of yourself and support your family back home. But you have to dream in phases.&nbsp; The first dream is to get ‘kagaj’ or a temporary residence card (TRC). Only then can you focus on your actual dreams. Whether it was because the countries I traveled were not a good fit or because the chances of getting the document was low, I kept country hopping until I reached Spain in 2004. I have not left since.&nbsp; In Spain, I felt at home. The European dream had brought me here, salaries were higher than Gulf which I thought was too strict. Then there was the possibility of traveling to seven European countries back then with the Schengen visa.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260210150228_b57c873801361755cf25048f294b2d1d0574796ef70a0e270531ced2508f64ed.jpg" data-media-id="editor_0" data-image-id="20260210150228_b57c873801361755cf25048f294b2d1d0574796ef70a0e270531ced2508f64ed" data-rendition-name="original" width="2048" height="1536" loading="lazy" alt="Nepalis in Spain"> </figure>  But mostly, I just wanted a secure life for me and my family. What I valued the most about Europe was free healthcare and education. This is very important because in other parts of the world including Nepal, people from our background are just one small disease away from losing half our capital and we spend a significant amount of money on educational expenses. Nepali dais back then told me it would be best to go to either Italy, Spain or Portugal if we wanted to establish ourselves as paper work was relatively easier there than in other European countries. My initial days in Spain without the paper work were difficult. Not concerns about being raided or deported because if we had our apartment, even police let us be.&nbsp; But it was because of unfair pay. You could not go home. It made you tense and irritable. It affects your mental well-being. Some are smart enough to invest time in skills as they wait that will prove useful. Others get depressed. The main reason we migrate is to support our family and when you cannot do it properly and are uncertain about when things will get better, it bothers you. This happened to me too, sometimes I would be staring at the TV and would flinch when other Nepalis asked me what is wrong, and why I look so lost.&nbsp; The newspaper Canarias also interviewed us about our conditions (pictured). I had not gone home since five years, and there was no way to. There was no social media like now to talk to family. Calling home from booths was expensive, just once every three weeks. You did not talk. It was just to hear voices, pass the phone around to say a quick hello.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260210150232_8af8b6f6acb1252e0d67a43556e21ff8074543acfcc318c985816479c6146fd9.jpg" data-media-id="editor_1" data-image-id="20260210150232_8af8b6f6acb1252e0d67a43556e21ff8074543acfcc318c985816479c6146fd9" data-rendition-name="original" width="2048" height="1536" loading="lazy" alt="Nepalis in Spain"> </figure>  When you are undocumented, you don’t get fair wages. But you make that sacrifice because my bigger goal was to establish myself and in the meantime, to support family with whatever I could earn with my wages. All we could do was wait for a regularisation program to open. When Spain initiated such a program in 2005, we were so relieved. We were relatively new so did not understand the language. Other Nepalis guided us and were well-versed in the latest updates via news and consultation with immigration lawyers which they would pass on to us. This time, the regularisation program will come through within 30 days, but back then it took time. I had to wait for nine months. Those nine months felt like nine years. I would keep visiting the cyber café to check my online status. When friends got their notification, I would get even more anxious and wonder if I would get rejected. Maybe today? Maybe tomorrow? It was a long wait. I wanted to know what it felt like to hold the card in my hand. Then I could hold my five-year-old baby back in Nepal in my hand. She was born after I left for Europe. When I finally got it after nine months, I could not be happier. I informed my family. I thanked God. Even when I was having food, I would put the card right in front of me on my table. Food never tasted better, I would eat twice the amount with happiness. It was a different kind of elation — it opened the doors for me to think about my dreams, my targets and how to realise them.&nbsp; There was no stopping me now, I was going to go far. But mostly, I could go home. In that flight back to Nepal after six years my heart swelled and I knelt on the tarmac to pay respect to my motherland. The minute I saw my parents, I touched their feet for blessings. My wife and I cried. My daughter was scared of me and would run away - it took some time for her to get comfortable with my presence. I still break down when I think about it.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260210150232_beba1745d845e219eaeaaf1bc33e0a02c07748ebd80bcc74a467c933cc5602e3.jpg" data-media-id="editor_2" data-image-id="20260210150232_beba1745d845e219eaeaaf1bc33e0a02c07748ebd80bcc74a467c933cc5602e3" data-rendition-name="original" width="2048" height="1536" loading="lazy" alt="Nepalis in Spain"> </figure>  A few trips to Nepal later, I brought my family to Spain after I had fulfilled various rules for family migration. As expenses rise for a migrant, the choice is to either work extra hours or start your own business. Since I got the TRC, I have done it all: various jobs, businesses from selling handicraft from India to a cyber cafe, and the restaurant business.&nbsp; As an entrepreneur, I have seen highs when I could open a second restaurant branch or earn enough to buy an apartment. I have seen lows where I closed down businesses and sold apartment. I have gone from an entrepreneur to a wage job to recoup the losses I made by working extra hours. When I felt comfortable enough, I have gone back to starting a new business.&nbsp; I have met wonderful people who have supported me when I started my business either by providing me financial help or as business partners. I have been duped by my own business partner or worked with colleagues who did not want me to prosper. I now run a handicraft shop, an Indian restaurant and a café. The struggle never ends. There are many Nepalis like me who are running businesses here and have bought property. Back in 2004, Nepalis were mostly working in jobs and for a slight salary bump, we would keep switching jobs. Now, they run their own businesses and have bought property. The power of honesty and hard work that Nepalis are known for helps in businesses. Malaga is incredibly beautiful and reminds me of Thamel. The brilliant weather and beautiful beaches attracts tourists. The houses are kept small to preserve the culture and civilisation.&nbsp; I miss Nepal. I especially miss my father who passed in 2020. He was my biggest cheerleader as I struggled thousands of miles away, and always reminded me that he was here for back support. My mother reminds me to keep at it without worrying.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260210150232_2cea4b66ad47c15859980c696446362603b10981a1b471ab5e076a22a58727b1.jpg" data-media-id="editor_3" data-image-id="20260210150232_2cea4b66ad47c15859980c696446362603b10981a1b471ab5e076a22a58727b1" data-rendition-name="original" width="2077" height="1433" loading="lazy" alt="Nepalis in Spain"> </figure>  Sometimes I ask myself, what did I leave behind to earn money and provide a good life to my family? I regret not getting to spend more time with my father before he died. I am not sure what would have happened if I had not left Nepal, but I would have figured something out. Whatever determination I have shown in Spain to navigate my life here, I would have used it back home, too.&nbsp; I have missed important milestones like weddings, births, deaths and festivals. I have missed it all. Of my three daughters I missed the births of the first two in Nepal. I was only there for my youngest’s birth, in Spain.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260210150232_a6295e4f58d73e5b340235caf916b98eba785e3559341ea4622629c262e7b1a4.jpg" data-media-id="editor_4" data-image-id="20260210150232_a6295e4f58d73e5b340235caf916b98eba785e3559341ea4622629c262e7b1a4" data-rendition-name="original" width="1630" height="1125" loading="lazy" alt="Nepalis in Spain"> </figure>  The regularisation program from 2005 that allowed me to raise the living standards of a number of living around me and reunite with my family. This platform was life changing for me, and my loved ones. There are many Nepalis who will be applying for the 2026 regularisation program if they meet the criteria like presence in the country for at least five months before December 31, 2025. Other European countries have tightened their policies so many Nepalis are in Spain. This is a great opportunity for Nepalis. There are many more undocumented workers than the available quota, a majority from Latin America in Spain who want to benefit. The Nepali diaspora is helping raise awareness and provide accurate information about the processes so they can benefit and no one is left out. I do whatever I can to support young Nepalis because I was in the same position 20 years ago.

battery-powered-vehicles

EV year २०८१

The road to electric transportation in Nepal

Map land

Java in the Himalaya

Fake rescues hurt Himalayan tourism

Dreaming in phases