<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114131156/63723b439c7e80680e0c95afjpeg.jpg" alt="" width="1280" height="854"/><figcaption>New Sajha buses as they get ready to depart from the CHTC factory in Nanjing. Photo: MUKUNDA SHAH.</figcaption></figure>Electric vehicles are making a splash in Nepal, <a href="https://www.nepalitimes.com/latest/e-vehicles-prepare-for-post-lockdown-boom/" target="_blank" rel="noopener noreferrer">sales have seen a spurt</a> in the past two years. But a lot more work needs to be done to make battery-powered transport a sustainable solution in the country.That was the message of the three-day discussion series, EV Chautari, jointly organised by the Nepal Automobile Dealers’ Association (NADA) and USAID Clean Air to coincide with NADA’s first ever EV-only car show this week in Kathmandu.EV sales worldwide are gaining momentum. In 2021, there were 16.5 million electric cars on the road, a tripling in just three years. Twenty percent of the vehicles sold in China last year were battery-driven.Nepal is also <a href="https://www.nepalitimes.com/latest/nepal-goes-electric-but-conditions-apply/" target="_blank" rel="noopener noreferrer">keeping up</a> with this global trend. In 2021, the government announced that it would shift from petrol fuelled light weight vehicles to electric vehicles entirely by the year 2031.  While the decision was deemed too ambitious by many at the time, in the context of Nepal, shifting to electric transport makes sense. And the market agrees.Driven by tax rebates, electric vehicles have seen a dramatic rise in popularity in Nepal market in the past few years. Last year, the import of lightweight electric four-wheelers saw a seven-fold increase. There is currently a six-month waiting list for bookings of some of the popular electric four-wheelers.Institutional consumers are also starting to make changes. Last week, Daraz, the biggest e-commerce site in Nepal, purchased electric scooters for deliveries within Kathmandu Valley. Earlier this year, Lalitpur Metropolitan City’s Quick Response Team also started using electric scooters for its patrols within the metropolis.The industry is taking note of the shift towards electric vehicles. At NADA’s first ever EV Expo this week show-cased 51 brands, including nine four-wheeler companies, one three-wheelers, and 16 two-wheelers, and by the end of the four-day exhibition, there had been more than 30,000 footfalls and more than 200 deals signed.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114131156/63723b469c7e80680e0c95b0jpeg.jpg" alt="" width="1500" height="1000"><figcaption>Photo: MUKUNDA SHAH</figcaption></figure>Read also: <a href="https://www.nepalitimes.com/banner/nepals-electric-transport-future-is-here/">Nepal’s electric future is here</a>, Sonia AwaleGiven these rapid strides, it would not be unreasonable to assume that Nepal is smoothly moving towards electric transport. However, just as Nepal’s highways have many potholes, there are still many legislative, regulatory and technical pitfalls along the way.The biggest challenge currently facing EVs in Nepal is erratic government policy, both in terms of inconsistent <a href="https://www.nepalitimes.com/latest/why-nepal-needs-to-restore-ev-tax-subsidy/" target="_blank" rel="noopener noreferrer">tax rates for EVs</a> as well as lack of standards and protocols for EVs testing, monitoring and the conversion of ICE vehicles into electric vehicles. Furthermore, the lack of policies that support electrification of public transport is holding back investment in this important segment.In the past few years, the customs and taxes levied on electric vehicles have fluctuated wildly, leading to apprehensions from both dealers and buyers. Speaking at EV Chautari at the NADA EV Expo this week, Yamuna Shrestha, Managing Director of Cimex Pvt Ltd blamed unpredictable changes in tax policy as holding back sales.“In the past two years, the taxes have changed four times,” she told the meeting. “This has created confusion for the end user. For instance, a consumer buys an EV, then a month later the tax goes down, and suddenly the buyer has lost 20-22 lakhs.”Government policy doesn’t allow changes in prices of consumer goods of more than 10 per cent in a year, but the current fluctuation is creating much bigger changes in the final price of electric vehicles. Shrestha said an urgent priority should be consistent policy.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114131156/63723b499c7e80680e0c95b1jpeg.jpg" alt="" width="1500" height="1000"><figcaption>Kapil Siwakoti, Chairperson of the EV Committee of NADA and Deborah Kennedy, COO of FHI 360. Photos: BHUSHAN TULADHAR.</figcaption></figure>During the discussion, Sagar Gajurel, General Secretary at the Journalist Association for Automobiles and Mobility brought up the issue of EV testing, monitoring.“Right now, we are importing ready-made vehicles from abroad and selling them in Nepal. But before selling them, what we need to do is test how reliable the product is, and how it will support our current transport system, which is lacking,” he said. “As new technologies are introduced, the Department of Transport Management needs to work on monitoring capacity for the imported vehicles.”Ram Chandra Paudel, Technical Director at the Department of Transport Management states that the government is has drafted the long overdue National Transport Policy of 2078 to replace an existing one which came out more than two decades ago. Whether the new policy gives sufficient clarity on the standards and protocols for EV testing, monitoring and conversion of ICE vehicles into electric vehicles is to be seen.Another challenge facing the EV industry is technology adoption. According to Dipesh Paudel, EV Training Head at Sipradi Pvt Ltd, technicians need a lot of training and awareness in terms of technology adoption.“We need to build the competency of four to five hundred thousand local technicians who work on vehicle maintenance. A policy level solution is needed to address this gap,” he says.Similarly, customers need to be made aware of the workings of EVs in order to build trust toward the new technology. A common concern for the customers is range anxiety – whether their EV will have enough charge to get them through the day. This concern about endurance is related to the lack of charging infrastructure. Some steps are being taken by NEA and other private sector actors, but, but a lot more work needs to go into this to overcome the reluctance of customers used to petrol stations every step of the way along highways.Earlier this year, NEA launched its first charging station at Ratna Park in Kathmandu and has started a drive to open 51 charging stations across Nepal. According to Manoj Silwal, Deputy Managing Director of NEA, if anyone wants to set up a charging unit, his agency provides free installation of infrastructure for up to 200KVA.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114131156/63723b4c9c7e80680e0c95b2jpeg.jpg" alt="" width="4032" height="3024"><figcaption>(Right to left) Sonika Manandhar, Co-founder and CTO of Aloi Technologies, Sunil KC, CEO of NMB Bank, Kanak Mani Dixit, Chairman of Sajha Yatayat, Krishna Sapkota, Executive Director of Town Development Fund and Rajan Rayamajhi, Chairman of Thee Go at a session titled EV Chautari during the NADA EV expo last week.</figcaption></figure>Read also: <a href="https://www.nepalitimes.com/here-now/an-electric-shock-to-nepals-energy-future/">An electric shock to Nepal’s energy future</a>, Ramesh KumarFurthermore, NEA has provided electricity at a low cost specifically for EV charging stations. The cost for charging EVs at peak time is around Rs8/hour and in off peak times, the cost is as low as approximately Rs 4/hr.Private companies like BYD, Hyundai, TheeGo, Sipradi and others have also set up charging points for their customers. However, the issue here is that these charging stations do not have standardised appliance outlets and only serve their specific vehicles.Ram Chandra Paudel of the Department of Transport Management says, “The government needs to work with the private sector for charging infrastructure that will be compatible at multiple places with multiple types of vehicles.”The need for infrastructure development for the EVs is not limited to charging stations only. <a href="https://www.nepalitimes.com/latest/nepal-backs-evs-to-boost-hydro-electricity-uptake/" target="_blank" rel="noopener noreferrer">Electricity transmission lines</a> and infrastructure also needs to be able to withstand the increased load that is inevitably going to accompany widespread vehicle charging.Current data shows that the market for EVs in the sphere of private four-wheelers has already taken off. However, in order to ensure that the future of transportation in Nepal is electric, the focus now needs to shift towards public transport and two-wheelers.Two-wheelers make up more than 79% of registered vehicles in Nepal. However, less than 1% of two-wheelers on the streets of Nepal are electric, whereas, worldwide, 42% of two-wheelers sold in 2021 were electric. The supply of electric two-wheelers is there.At the Expo itself, 16 of the stalls were occupied by two-wheeler companies while only 9 four-wheeler brands were present. But in order to generate demand, consumer confidence and trust needs to be built through awareness campaigns and infrastructure to support electric two-wheelers.The most important (and largely missing) piece of the puzzle is electrifying Nepal’s public transport network. This is where the biggest gains can be made both in terms of reducing air pollution (and therefore improving public health) and cutting fossil fuel consumption that has sent Nepal’s import bill sky high this year.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114131156/63723b509c7e80680e0c95b3jpeg.jpg" alt="" width="4032" height="2268"><figcaption>Umesh Shrestha with Deborah Kennedy, Kapil Siwakoti and Yamuna Shrestha of CIMEX and an executive committee member of NADA at the EV expo.</figcaption></figure>Electrification of public transport started a long time ago, with trolley buses in 1975 and the introduction of electric three-wheeler Safa Tempo 30 years ago. However, this early start has not resulted in a sustained growth.Worldwide, in 2021 44% of sales of buses were electric with China leading the way. However, in Nepal the number of electric buses on the roads is insignificant. Sundar Yatayat has a few e-buses operating in Kathmandu and Butwal-Bhairawa.Recently, Sajha Yatayat has added 3 electric buses to its fleet, and 37 more are on the way from the factory in Nanjing to the China-Nepal border.Five buses that were provide to Lumbini Development Trust by the Asian Development Trust three years ago finally started operations two days ago.Similarly, several e-microbuses provided by TheeGo are now running the Kathmandu-Sindhuli route, as well as ramp buses for Guna Airlines at Kathmandu airport.But the use of electric buses in Nepal does not extend beyond this. Bagmati province has recently decided to only allow registration of electric cars as taxis, but till date, only one EV has been registered.Neighbouring India has taken more concrete steps to electrify its public transport system. It has launched two phases of Faster Adoption and Manufacturing of Electric &amp; Hybrid Vehicles (FAME) initiatives with investments of over INR 100 billion to create demand for electric public vehicles and invest in charging infrastructure.It also recently announced plans to buy 50,000 electric buses worth $10 billion. Nepal also needs to learn from its northern and southern neighbours on having a policy to support electric public transportation and investing in it.While Nepal might not have a lot of capital to invest in public electric transport, a creative solution might be the use the billions of rupees already collected from the pollution tax of Rs1.50 per litre of petrol and diesel sold in the country in the past years, to support the EV ecosystem as a whole -- particularly public transport operators who want to invest in e-buses.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114131156/63723b539c7e80680e0c95b4jpeg.jpg" alt="" width="4032" height="3024"><figcaption>Crowd at OLA stall at the NADA EV show in Kathmandu.</figcaption></figure>Another solution would be to convert old internal combustion engine vehicles to battery power. Nepal has successfully experimented with vehicle conversion some 30 years ago when Vikram Tempo three wheelers were converted to electric Safa Tempo. A similar drive to convert old buses to electric could be a solution to pursue.However, in order to do so, <a href="https://www.nepalitimes.com/latest/new-nepal-budget-sparks-electric-comeback/" target="_blank" rel="noopener noreferrer">the government</a> need to first provide legal clarity on vehicle conversion, and secondly work on standards, testing and monitoring protocols for the conversion of the vehicles.There is no question that Nepal needs to swiftly decarbonise the transport sector to manage its energy, economy and environment. However, a lot of homework needs to be done by both the government and the private sector to accelerate this process.Last year, at the <a href="https://www.nepalitimes.com/editorial/good-cop-bad-cop/" target="_blank" rel="noopener noreferrer">COP 26 climate conference in Glasgow</a>, Prime Minister Deuba said, “Nepal remains firmly committed to the implementation of Paris Agreement. We have submitted an ambitious NDC that plans to decarbonize our economy in all sectors. Nepal aims to reach a net zero emission by 2045.”It is now high time we walk our talk.Shreesha Nankhwa is an environmentalist currently engaged with FHI 360 as a Social and Behaviour Change Communication Officer.

original

674x448

610x380

500x500

400x266

400x240

400x203

301x200

1250x600

1084x550

Potholes on the highway to Nepal’s EV future

https://www.youtube.com/watch?v=C-JBl5KtybQ&amp;t=32sAshim Pandey, 30, used to be fascinated with motorcycles while growing up in Kathmandu. He wondered why Nepal could not make its own two-wheelers. Then, after working on his master's degree from Netherland's Delft University of Technology and working at the automobile company Donkervoort, he did not just narrow his vision to designing an <a href="https://www.nepalitimes.com/here-now/more-e-scooties-for-cleaner-kathmandu-air/" target="_blank" rel="noopener">electric motorcycle</a>, but also assembling it in Nepal.He returned to Nepal in 2017, and set up <a href="https://www.yatrimotorcycles.com/" target="_blank" rel="noopener">Yatri Motorcyles and ‘Project Zero’</a> – for zero carbon emitted by a battery-powered bike. The prototype bike was launched last week by its seven-member team in Kathmandu."In Holland, I learnt how to manufacture cars," recalls Pandey. “Here we design the parts, and order them from our manufacturing partners in North America, China, India and other European countries.”<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108151124/636a671a9c7e80680e0599bejpeg.jpg" alt="" width="1050" height="701"/><figcaption>Photos: MANISH POUDEL</figcaption></figure>Pandey designed the chassis of the motorcycle, which looks boxier than gasoline bikes, but has a futuristic silhouette. Mechanical engineer Ashesh Shrestha planned the bike’s tests, and system engineer Sulabh Shrestha designed the embedded software. Computer Science graduate Sarthak Sharma is an application developer, and electronic engineer Krishna Shrestha designed the overall architecture. Batsal Pandey heads business development.Industrial designer Kanisha Suwal designed the motorcycle, based on a Café Racer bike, and came up with a model that looks like a racing bike. "It is trendy, but also convenient and versatile design for users," says Suwal.Yatri motorcycles is using lighter materials like carbon fibre for the mainframe than petroleum bikes to offset the weight of the lithium batteries. They also make the bike stronger and lighter, but alas, also little more expensive.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108151124/636a671d9c7e80680e0599bfjpeg.jpg" alt="" width="1050" height="701">The battery array can be fully charged in about two hours, and will then run for 230 km, which will cost only Rs70 worth of electricity. A similar petrol bike would cost Rs700 in fuel to cover that distance.Pandey hopes that the world-class design and finish of the machines will help remove the negative image customers have of Nepali products. Safety is another primary concern, and the machines will be tested according to Final Element Analysis before they hit the market, and are expected to last ten years."We have kept safety, sensitivity, and possible accidents in mind while designing the motorcycle, and want the bikes to be as reliable as possible, riders will not have to compromise on anything," says Pandey.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108151124/636a671f9c7e80680e0599c0jpeg.jpg" alt="" width="1050" height="701">In 2018, Yatri motorcycles conducted a survey in Nepal's major cities about transportation problems. Most had ticked <a href="https://www.nepalitimes.com/here-now/air-pollution-is-more-dangerous-than-smoking/" target="_blank" rel="noopener">'pollution'</a>, 'traffic jams' and ‘cost of fuel’ as major concerns. That convinced Pandey that the future for two-wheelers was electric. Replacing even a fraction of the<a href="https://www.nepalitimes.com/banner/poisoning-the-air-we-breathe/" target="_blank" rel="noopener"> 800,000 motorcyles in Kathmandu</a> would reduce carbon monoxide and other pollutants from the air, as well as lessen the import of petrol.However, it is not all easy going in Nepal, Pandey says. There are obstacles every step of the way. For example, although <a href="https://www.nepalitimes.com/banner/electri-city-cars/" target="_blank" rel="noopener">electric vehicles in Nepal</a> are only taxed up to 10%, the components that Yatri imports for its bikes are categorised as spare parts and taxed at 30%. There is also minimal government support and incentives.However, it is when the going gets tough that the tough get going, and Pandey and his team want to set up an assembly line ans ramp up the production volume as soon as the prototype proves itself in tests on Nepal’s roads.

Designed and made in Nepal

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022110710110/6368c9f39c7e80680e02f2dejpeg.jpg" alt="" width="1400" height="786"/><figcaption>Sikuma Rai</figcaption></figure>With the growing popularity of electric cars after the fuel crisis caused by the <a href="http://archive.nepalitimes.com/blogs/thebrief/2015/09/25/unofficial-blockade/">2015 Blockade</a>, it was only a question of time before someone opened a maintenance centre just for <a href="http://archive.nepalitimes.com/news.php?id=12416#.Ws8mvy5ubIV">battery-operated vehicles</a> in Kathmandu.There are now over 350 Reva and e2O cars running on Kathmandu roads, so it seemed like the numbers had reached critical mass for Mahindra’s authorised distributor for Nepal, Agni Energy, to establish a dedicated service centre in the Valley.Agni’s newly built facility in Kunpondol was inaugurated on Tuesday by Nepali Times editor, <a href="http://archive.nepalitimes.com/blogs/kundadixit/">Kunda Dixit</a>. The spacious service centre provides necessary before and after service for its e2O, eSupro and future electric models from the Mahindra stable. Cars can have pre-delivery inspection to wash, diagnoses, maintenance, charging and spare parts.“We thought it was the right time for us to open an exclusive service centre as many countries have been announcing deadlines to convert to electric, and India has a target of 2030,” said Cabinet Shrestha of Agni Energy (pictured above)https://www.youtube.com/watch?v=M5k4-awPlAA&amp;feature=youtu.beAgni was ahead of its time <a href="http://archive.nepalitimes.com/article/Nepali-Times-Buzz/Buzz-Electric-mobility-chetan-maini,686">when it bought the Reva</a> dealership from Lotus Energy 12 years ago. Then, the government was hesitant to support zero emission vehicles and customers were reluctant to switch from petrol.However, with <a href="http://archive.nepalitimes.com/article/interview/energy-reliance-an-electric-future-for-Nepal,2639">continuous lobbying by environmentalists</a>, word of mouth appreciation of the <a href="http://archive.nepalitimes.com/article/Nepali-Times-Buzz/Buzz-Little-big-ev,685">benefits of electric</a> by drivers, the <a href="http://archive.nepalitimes.com/news.php?id=19477#.Ws8pYy5ubIU">popularity of the sleek, simple and light e2Os grew</a>.Electric car owners from various professions attending the inauguration on Tuesday said they were happy that the new service centre was being opened. Sudha Basnet, who owns a bright red Reva, said:https://www.youtube.com/watch?v=kgarfFYflYI&amp;feature=youtu.beAs a doctor, we live a very stressful life. So for me, driving this EV is stress-free since the car is easy to drive, clean, can park anywhere and there are no hassles about refuelling.”Agni Energy’s latest customer for the e2O model is the Nepal Electricity Authority (NEA) which bought three units. NEA Director Kul Man Ghising will drive one of them to work in Kathmandu.Despite the growing popularity, <a href="http://archive.nepalitimes.com/article/nation/implementation-on-ev-friendly-policy-nil,2689">the main challenges for electric vehicles</a> still remain the lack of charging stations, no government subsidy, and public reluctance. Nepal has not gone beyond <a href="http://archive.nepalitimes.com/article/nation/Be-smart-go-electric,3062">removing customs duty on imports</a>.Being a price conscious market, Mahindra plans to introduce a cheaper version of e2O Plus for Kathmandu roads with less power, according to Chaitanya Kagalkar, International Operations Manager of Mahindra.Sikuma RaiRead also<a href="http://archive.nepalitimes.com/article/Nepali-Times-Buzz/The-electric-age,3419">The electric age</a>, Kunda Dixit<a href="http://archive.nepalitimes.com/article/Nepali-Times-Buzz/Greening-of-Annapurna,1397">Greening of Annapurna</a>, Basil Edward Teo<a href="http://archive.nepalitimes.com/article/Nepali-Times-Buzz/Here,381">Here come the hybrids</a>, Kunda Dixit

Electric car service centre

Violations of Nepal’s airspace during WWII

In 2025, Nepal’s Ministry of Tourism <a href="https://nepalitimes.com/news/the-everest-industry" target="_blank">added six new 8,000m peaks </a>to those listed on its website. These are subsidiary summits of <a href="https://explorersweb.com/kangchenjungas-challenging-confusing-subpeaks/" target="_blank">Kangchenjunga</a> and <a href="https://explorersweb.com/through-the-unknown-to-the-impossible-lhotse-middle/" target="_blank">Lhotse</a>, which some view as insufficiently independent to be called separate peaks. In 2024, the international mountaineering federation (UIAA) responded to a request by the Nepal Mountaineering Association (NMA) and the government to officially recognise these peaks. While recognising that ‘there is no one definition of a “mountain” or a “peak” or a “top” or “point” in topographic terms’, and encouraging further debate the UIAA’s opinion was that the 8,000m peaks should continue to the ‘Classic 14’, first completed by Reinhold Messner in 1986. The degree of prominence and isolation of <a href="https://www.climbing.com/news/new-8000-meter-mountains-nepal/?scope=initial" target="_blank">the six new peaks </a>varies, with Yalung Kang having the strongest claim to being a separate peak with a prominence of 135m, but they are all separate enough to be included on some peak-bagging lists. The UIAA’s own list of 4,000m summits in the European Alps includes Punta Giordani with a prominence of only 6m. Whatever the case for the six peaks being geographically separate mountains, they represent significant climbing challenges. They are not minor tops that can simply be ‘bagged’ on route to a main summit. In the case of <a href="https://explorersweb.com/through-the-unknown-to-the-impossible-lhotse-middle/" target="_blank">Lhotse Middle and Lhotse Shar</a>, no one has ever managed to traverse between them and Lhotse itself.  <figure><img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260107080144_881321a6e46818beb7bbd4fe6f21589d89d19bf77ae8218474d373ef7ab0c431.png" data-media-id="editor_5" data-image-id="20260107080144_881321a6e46818beb7bbd4fe6f21589d89d19bf77ae8218474d373ef7ab0c431" data-rendition-name="original" width="2888" height="1590" loading="lazy" alt="New 8,000ers"><figcaption>Nepal’s 8 existing 8,000ers: Chomolungma 8,848.86, Kangchenjunga 8,586, Lhotse 8,516, Makalu 8,485, Manaslu 8,163, Dhaulagiri 8,167, Annapurna 8,091, Cho Oyu 8,201. Photo: GOOGLE EARTH PRO</figcaption></figure>   <figure><img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260107080144_27bf905c1a559c46819dc96ca33d22c27fc301d415fc034f26b8acd105c12da7.png" data-media-id="editor_6" data-image-id="20260107080144_27bf905c1a559c46819dc96ca33d22c27fc301d415fc034f26b8acd105c12da7" data-rendition-name="original" width="1750" height="976" loading="lazy" alt="New 8,000ers"><figcaption>Nepal has listed six additional 8,000ers: Yalung Kang (8,505, Yalung Kang West 8,077, Kanchenjunga Central (8,473, Kanchenjunga South 8,476, Lhotse Middle 8,410, and Lhotse Shar 8,400. Photo: KUNDA DIXIT</figcaption></figure>  Several fine routes have already been climbed on these mountains, such as Slovenians Andrej Štremfelj and Marko Prezelj’s alpine style ascent of the South-West Ridge of Kangchenjunga South. The six peaks have not yet achieved universal acceptance, but it is possible that climbing an expanded list of 20 eight-thousanders could become a new mountaineering challenge, just as the 14 classic peaks are today. It is therefore interesting to analyse who is currently closest to achieving this goal, using data from The Himalayan Database and other Internet research. The first conclusion of my analysis is that these six additional peaks have received far less attention than the classic 14 eight-thousanders. One of them, Yalung Kang West, has never been climbed or even attempted: probably because it is a subsidiary peak of <a href="https://explorersweb.com/kangchenjungas-challenging-confusing-subpeaks/" target="_blank">Yalung Kang</a> which is itself a subsidiary peak. The other five peaks have seen a total of 138 ascents. Just 101 people have ever climbed one or more of the additional peaks, which compares with 354 people who climbed Everest on a single day: 23 May 2019. Russian Evgeni Vinogradski is unique in having climbed five of the six new peaks. He has also climbed six of the classic 8,000ers, giving him a total of 11 out of the 20 peaks on the expanded list. Vinogradski is now 80 and is unlikely to increase this total. Several other former Soviet climbers have climbed three of the new peaks, having participated in the 1989 traverse of the four main summits of Kangchenjunga. This includes two legends of Soviet climbing: Kazakh Anatoli Boukreev and Ukrainian Sergey Bershov, each of whom has climbed 13 out of the 20 peaks on the extended list. Boukreev died attempting Annapurna in 1997. Bershov, one of the only men to have ever climbed Lhotse South Face, is now 78 and, although he was in good form when I met him in Chamonix last summer, he is unlikely to further extend his tally. The addition of the new peaks does not take any of these climbers beyond the total of 14 peaks achieved by the 76 climbers who have completed the classic ‘Himalayan Crown’. Of those who have climbed all 14 classic eight-thousanders, only one, <a href="https://nepalitimes.com/here-now/um-hong-gil-s-project-impossible" target="_blank">Korean Um Hong-Gil</a>, has climbed any of the six additional peaks.  <figure><img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260107080144_5651fc6445f5e5fd838f28e1eac1da45da136b309a4a00db1e4aafa7d4836251.png" data-media-id="editor_9" data-image-id="20260107080144_5651fc6445f5e5fd838f28e1eac1da45da136b309a4a00db1e4aafa7d4836251" data-rendition-name="original" width="2142" height="1310" loading="lazy" alt="New 8,000ers"><figcaption>Only one mountaineer, Korean Um Hong-Gil, has climbed any of the six additional peaks.</figcaption></figure>  Um climbed both Lhotse Shar and Yalung Kang, giving him a total of 16 summits. He required four attempts to climb Lhotse Shar, including one attempt in which he turned back just 100m from the summit following the deaths of two teammates. He finally succeeded in 2007 via a route up the Lhotse South Face. If a race to climb all 20 eight-thousanders were to begin, Um is currently in the lead. <a href="https://www.himalayandatabase.com/" target="_blank">The Himalayan Database</a> also lists two additional mountains in Nepal not included among the peaks announced by the Ministry of Tourism: Annapurna Central and Annapurna East. If these are included, bringing the total to 22 peaks, a few additional climbers deserve mention. Poles Piotr Pustelnik and the great Jerzy Kukuczka have both climbed all 14 classic eight-thousanders as well as Annapurna East, giving them 15 out of 22. Swiss climber Erhard Loretan climbed all 14 as well, and both Annapurna subsidiary summits, giving him a total of 16 out of 22 peaks. Annapurna East has a greater prominence than some of the 6 new peaks proposed by Nepal, but Broad Peak Central in the Karakoram has the greatest prominence of any subsidiary 8000m summit. Kukuczka has also climbed Broad Peak Central, so if the list is extended to 23 peaks, he has 16, equal with Loretan and Um. Then, there is a case for Shishapangma Central in China, which further complicates the task of coming up with a definite extended list. At the moment, these subsidiary summits are not attracting a lot of attention: of the 138 summit climbs on them, only 12 occurred in the last 25 years and none since 2011. Most climbers like to have some wide recognition of a target before investing time and money in trying to achieve it, and this may make it hard to build interest. But as completing the classic 8,000m peaks starts to become a rather frequent occurrence, some may be attracted to the longer list. If this new challenge catches on, as the Ministry of Tourism presumably hopes, how long will it be before someone passes Um Hong-Gil’s total and how long before someone climbs all 20 or 22 or 23 summits? <a href="https://nepalitimes.com/opinion/comment/dispelling-myths-about-climbing" target="_blank">Edward Morgan</a> is a British author and climber based in Switzerland. His first book, Lhotse South Face - The Wall of Legends, has been published in several languages and his second book, Chasing Mallory's Dream is due out in the UK this year.

New 8,000ers may restart peak-grabbing race

The American military action in Venezuela and the abduction of President Nicolás Maduro Moros may redefine Nepal’s geopolitics as it juggles between three world powers, India, China and the United States.&nbsp;
Nepal’s interim government is busy preparing for elections on 5 March, and it was late issuing a statement on the American intervention in Venezuela, but the country may have to re-evaluate how it deals with its immediate neighbours and the global power.
“How does Nepal avoid being the next Ukraine or Venezuela? Small countries shouldn’t go around irritating big neighbours. And when big neighbours really get upset, they usually put up a moral fig leaf justifying their miltary action,” says energy economist Dipak Gyawali. “What we see with Venezuela today is bereft of such moral content, essentially banditry which in today’s day and age is unacceptable. Neither the rising new powers nor much of the Global South will take this lying down.”
International relations experts have said that there is now a new world order in which rules-based diplomacy has been thrown out of the window, and the world has been carved into America leading the western hemisphere, Russia is allowed to do what it wants in Ukraine and Europe, and China’s sphere of influence is now the Indo-Pacific.
Foreign affairs expert Nischal Pandey says there is a lesson for smaller nations like Nepal: “We have to be aware of the sensitivities of the major powers in the vicinity.”
There is also a lesson for smaller resource-rich countries not to give an excuse for intervention with poor governance and political instability due to inequity. In Venezuela’s case it was throttling democracy and not using its immense oil-wealth to uplift its people.
Nevertheless, the Trump administration’s abduction of a sitting president of a foreign government regardless of the dictatorial nature of his regime and Venezuela’s volatile internal politics, is illegal and breaches the international order that has been in place since after World War II and its devastation on humanity.
While Trump’s intervention in Venezuela, and threats against Colombia, Cuba and Greenland have brought international condemnation, here in Nepal it has not been taken as seriously as it should.
Says Amish Mulmi, author of the book All Roads Lead North: Nepal's Turn to China: “Some of the reaction on social media has been that of glee over the fall of a dictatorial Communist government on the other side of the world. However, the government statement about fully respecting the principles of sovereignty and the Charter of the United Nations is a strong statement that makes clear Nepal's position on the matter.”
“The abduction of Maduro is a clear sign of Trump's America ensuring its sphere of influence through might and a warning to toe the line,” Mulmi adds. “It also infringes on the sanctity of borders and the preservation of sovereignty. Trump's actions reek strongly of a bygone era of imperialistic control and resource capture.”
Venezuela has 17% of the world’s reserves of crude oil, even though refining this heavy tar-like oil will be costly, and is possible in only a few places including Texas.
“This has to do with a larger political economy of oil, the unravelling of pax Americana and the post-World war II order. This is USA’s heavy-handed response to remain on the top as well as to partly solve its debt of $39 trillion,” explains Gyawali. “But this is not going to help: China is far ahead, Russia has recovered from its 1990s low point, and manufacturing capital has moved away from America. So controlling only financial capital - and using military power so brazenly - is not going to work.”
The might also be specific lessons for Nepal as a smaller country with vast water resources. While water, unlike oil, is renewable, India’s interest in Nepal’s hydro resources cannot be ignored. Ironically, America’s capture of Venezuelan oil reserves could exacerbate climate breakdown and the melting of Himalayan glaciers, which will put Nepal’s water resources in jeopardy in the coming decades.
The only way to deal with this for Nepal and downstream India will be to build reservoirs on rivers to store monsoon precipitation, and that makes water a strategic commodity for the future.&nbsp;
“If we continue in the current mode of hydropower-biased water resources development ignoring irrigation, flood control, navigation, fisheries, tourism and other benefits, India will get the free benefit of regulated water while we pay the upstream environmental and social costs. History will blame our elected leaders for having undersold our resources,” adds Gyawali, who served as water resource minister in the early 2000s.
As for a larger geopolitical lesson: “We in Nepal are fortunate in having not one threatening hegemon but two superpowers India and China: they don’t agree with each other, but do agree on a peaceful Nepal for their own security. However, our current political leaders are irritating both the neighbours, unlike since the centuries past when our rulers looked solely after Nepal’s core interests and our neighbours knew that.”
American intervention in Venezuela also calls for strengthening of our institutions and diplomatic outreach. Nepal has been a non-aligned state, and for all its history has tried to follow a policy of equidistance between India and China. The difference with Venezuela is that Nepal has to deal with two giant neighbours, and not just one.
Says Mulmi: “It is no more only about balancing great power relations but also about benefiting from them. But that will be increasingly difficult as international law and the principles of sovereignty are encroached upon.”

Might might be right, after all

At Budhanilkantha School Ujwal Thapa was a few years my senior. He was a quiet person who kept to himself; I didn’t know him very well despite being related to him because of that introversion and natural shyness. What we did have in common, coming of age in the 1990s, is our generation, GenX, which became weary, inured for the most part, to Nepal’s famously unstable politics.&nbsp; Counting the events of this past September, GenX has, astonishingly, lived through three people’s revolutions, one armed conflict, a flawed but hard won constitution, and a major earthquake. Ujwal Thapa, one of Nepal’s most cherished Gen Xers, despite his previous, youthful reticence, did not long remain a complaisant bystander against the backdrop of these extreme upheavals.&nbsp; By the mid 2000s he had become deeply political, but without the equivocation that so often accompanies politics. Thanks to his lived experience, he came to believe that the youth of Nepal are the key to our future. He believed in discerning wisdom (bibeksheelta), innovation, and nurture. He inspired entire generations, young and old, including GenZ, before his untimely death due to Covid in 2021. He was only 44.&nbsp; By the time of his passing he had started a tech company, and employed and mentored scores of youth. It is important to note that only after he had made a significant contribution to civil society did he turn towards politics, founding and then stepping back from the Bibeksheel Nepali party, which has now, after several complicated mergers and splits, been integrated into the Rastriya Swatantra Party (RSP). When the Ujwal Thapa Foundation set out to make a documentary on his life three years ago, no one could have known that it would premiere at such a crucial point in Nepal’s social and political history.&nbsp; Everything that Ujwal Thapa believed in still holds true. I think he would have been proud to see the youth of our country, GenZ, stand up for themselves, peacefully. He would have been grieved at the state condoned bloodshed, and, believing in non-violent protest himself, been deeply shocked by the savage revolution that followed.&nbsp; Most of all, I wonder how he would have reacted to the publishing of the blatantly elitist RSP proportional representation list - the party that many had pinned their hopes on, and that Bibeksheel Nepali has ultimately been absorbed into. That party now seems like it may be a chip off the rotten old block, ruled by men endorsing rampant nepotism, and outnumbered by people without scruples.&nbsp; Many of the names on the list and the rankings, in particular, disrespect the very spirit of a provision that was created for those competent individuals who would not otherwise be able to contest elections, due to lack of monetary and social capital, but whose marginalised voices are vital for inclusive policy making. There is still time for real inclusion, to embrace a more bibeksheel path, before the March elections.&nbsp; Ujwal Thapa’s own, firm, ethical stances are clear in the The Man Who Shook Our Minds, translated loosely from the Nepali title Dimaag Ghhochne Manchhe. While long, at almost two hours, it is filled with thought-provoking and sage counsel. The film also offers very real insight into how Ujwal Thapa evolved into the icon he is today.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026011111018_eb596eb063dcaf0f67840bfa4ffa39eb27df2bf9ec1a3f9a1f531824c1b7a569.jpg" data-media-id="editor_0" data-image-id="2026011111018_eb596eb063dcaf0f67840bfa4ffa39eb27df2bf9ec1a3f9a1f531824c1b7a569" data-rendition-name="original" width="1600" height="670" loading="lazy" alt="Ujwal Thapa"> <figcaption>Stills from the documentary.</figcaption> </figure>   <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026011111018_65d9625d3a4865ca228425b7ce7b7b186ae5009313bbfab0ee65eada276aebd6.jpg" data-media-id="editor_1" data-image-id="2026011111018_65d9625d3a4865ca228425b7ce7b7b186ae5009313bbfab0ee65eada276aebd6" data-rendition-name="original" width="1600" height="670" loading="lazy" alt="Ujwal Thapa"> </figure>   <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026011111018_2ff455c55722d153cafbd2d650e19584e38d7c098b109271bd106a55201f4fa0.jpg" data-media-id="editor_2" data-image-id="2026011111018_2ff455c55722d153cafbd2d650e19584e38d7c098b109271bd106a55201f4fa0" data-rendition-name="original" width="1600" height="670" loading="lazy" alt="Ujwal Thapa"> </figure>  It isn’t easy making a documentary after the passing of the primary subject. While there are many talking heads, the people featured, friends, family, fellow activists and senior politicians are all eloquent in their descriptions of Ujwal Thapa and his transformation from an engaged, civic minded entrepreneur into a committed political leader who among many other commendable things, believed in putting women first, and understood the crucial necessity for a welfare state that would serve its people. The main man is not deified, he is humanised.&nbsp; The feature is punctuated, and leavened, with moments of real humour as his infamous bluntness and occasional domestic haplessness are gently exposed. Another strength of the film is the profound love story between Ujwal Thapa and his brave, brilliant, incredibly resilient wife, Erica Adhikary, the heroine to a real life hero, and a major force behind the making of this film, alongside many of his stalwart wellwishers and friends, old and new.&nbsp; Sushila Karki, the Prime Minister, was present at the premiere of the film with members of her Cabinet. Candid and sincere in her opening remarks, she said she had wanted to attend the moment she heard about the film. She had known Ujwal Thapa, and she had mourned his loss, praying for him during his illness. She wished that leaders like him were here today to show us the way forward in a time of need. The film opened in theatres on the 9th of January, and is an essential viewing experience for anyone who cares about Nepal’s future and wants some insight into how they might make a difference.&nbsp; Ujwal Thapa was not perfect, but he was remarkable. He realised that being a civic minded citizen just isn’t enough. To make a real difference, one also needs to be principled, insightful, entrepreneurial, creative, self motivated, able to speak truth to power, uncorruptible, practical, well prepared, and, perhaps, most importantly, able to step back from holding power even after attaining it.&nbsp; The saying by Plato that goes “He who does not desire power is fit to hold it” was surely meant for people like Ujwal Thapa. One can only hope that in the near future more people embodying this description will, however reluctantly, come forward to lead Nepal. Ujwal Thapa worked hard to enable this, they must be out there. <div class="embed-block"><iframe width="560" height="315" src="https://www.youtube.com/embed/veO1yVM4pS4?si=f0Lcbs1wasyqfnK1" title="YouTube video player" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen></iframe></div> The Man Who Shook Our Minds is being screened at QFX cinemas across town. Sophia L Pandé is on the Ujwal Thapa Foundation Advisory Board. She is a writer, art-historian and filmmaker, advising on the economic and social potential of the Cultural and Creative Industries. She is Director of Development at the Kathmandu Valley Preservation Trust, and Founding Director of The Kalā Salon, a non-profit space for the arts.