We were used to getting stuck in Kathmandu’s notorious traffic with gas fumes and horns blaring. We are still stuck in traffic, but now it is mostly the quiet hum of EVs, and street-level air is noticeably cleaner. Alongside Norway, Nepal has the highest combustion-to-EV conversion rates in the world. And we are not even a middle-income country yet. How did we get here?&nbsp; For the first time in Nepal’s history, 2025 saw an unprecedented turn of events: two back-to-back auto shows a week apart in August, independent of each other. This was timed for the warm up to the Dasain season. &nbsp;&nbsp; The first auto show 6-11 August was the <a href="https://naimanepal.org/mobility-expo" target="_blank">NAIMA Mobility Expo 2025 </a>by the newly established Nepal Automobile Importers and Manufacturers Association which saw 35 new models, many of them EVs with 50 participating brands like Toyota, BYD, Hyundai, Kia, MG, Mahindra, Omoda &amp; Jaecoo, Proton and Leapmotor.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2025101711108_d8c03f5141f0086814d866543af4d95310f340a7191363e4705aedda8e4b73d0.jpg" data-media-id="editor_1" data-image-id="2025101711108_d8c03f5141f0086814d866543af4d95310f340a7191363e4705aedda8e4b73d0" data-rendition-name="original" width="1770" height="1097" loading="lazy" alt="Electric cars in Nepal NT"> </figure>  The exhibition had a strong focus on two-wheelers aimed at affordable and easy mobility in a town now known for long traffic jams (see report). NAIMA attracted a record 100,000 visitors in six days.&nbsp; The second one was the Nepal Automobile Dealer’s Association Auto Show 2025 (<a href="https://youtu.be/emSd0mUuMjU" target="_blank">NADA</a>) to address the growing demands for cars and two-wheelers. It was a natural expression of new market forces at work, on one hand, and popular taste, on the other — one influencing the other.&nbsp; This year’s NADA Auto Show was its 17th iteration, and carried a hefty legacy: exhibiting a contemporary lineup from manufacturers such as Tata, Suzuki, Xpeng and Nammi, but also classics for vintage car lovers like the 1928 Ford Model A and a rare 1955 Austin Princess Dm4 sedan.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2025101711108_dda7d264ddb12448cc10d9b1cb699632eee975741fc4c56055e4df904579c34f.jpg" data-media-id="editor_3" data-image-id="2025101711108_dda7d264ddb12448cc10d9b1cb699632eee975741fc4c56055e4df904579c34f" data-rendition-name="original" width="1381" height="848" loading="lazy" alt="Electric cars in Nepal NT"> </figure>  It also showcased the Deepal eVTOL (a 2-seater drone), and a humanoid robot with dog. Curious onlookers at Bhrikuti Mandap thronged the show with footfall crossing 170,000.&nbsp; Earlier this year, I had traveled to attend India's largest auto show, the <a href="https://youtu.be/OgIIvXx6yOM?si=zNmMgklzCJpagTye" target="_blank">Bharat Mobility Global expo</a> in January in New Delhi. It was part of a <a href="https://youtu.be/GT6LBKiJvyg?si=r7YaxahjSAnsIfBY" target="_blank">roadtrip</a> from one capital to another with BYD Nepal on a Dolphin. The journey took three days through Bhairawa and then the Lucknow-Agra Expressway, covering a distance of 1200km one way.&nbsp; The drive through the horrid Narayanghat-Butwal corridor alone was testimony that EVs are no longer fragile and could handle a beating. And while both Nepal's economy pales in comparison to India, it was evident that the private passenger segment is well on its way to electrification. More than 70% of all vehicles sold in Nepal last year were electric. Sales representatives are unanimous: inquiries for EVs are at an all-time high and overshadow demand for ICE (Internal Combustion Engine) vehicles. Besides four-wheelers, a fast-growing proportion of scooters were also electric.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251017111016_e4cd988ca915ddd283a86d48fac332f22f98ff776b3d22391e10156ad56d7a1a.jpg" data-media-id="editor_6" data-image-id="20251017111016_e4cd988ca915ddd283a86d48fac332f22f98ff776b3d22391e10156ad56d7a1a" data-rendition-name="original" width="1389" height="863" loading="lazy" alt="Electric cars in Nepal"> </figure>  I have spent the last two years <a href="https://youtu.be/256YQa37Ol8?si=Sv1wQ8EdvgMCiTM_" target="_blank">reviewing</a> many of these EVs. The days of batter-powered cars being small toy cars, with sub-par build quality and the range of golf carts have long gone.&nbsp; Fit and finishing in both Chinese and Indian EVs are comparable to established brand names even in Japanese and European markets. But most significantly for us in Nepal, battery technology and range have made inter-city travel on our highways imaginable. The media sometimes portrays Nepal as a prime testing/dumping ground for EVs due to lack of regulation and the proximity to the world’s largest EV exporter (China) and our tough geographical conditions. That is just a part of the story. What actually stands out is the incredible appetite for risk among Nepali buyers.&nbsp; Since the Covid pandemic charging infrastructure has spread across the country. My early trips between Kathmandu and Pokhara saw the possibility of topping up with just one charging gun at the <a href="https://rsr.com.np/" target="_blank">Riverside Springs Resort in Kurintar</a> – and I would have to wait in line, or the charger simply would not be working.&nbsp; These days, by the time I cross Kurintar from Koteswor in my Kona, I will have passed at least 10 charging stations with multiple guns. &nbsp; On my <a href="https://www.youtube.com/@casuallyannoyeddriver" target="_blank">YouTube reviews</a>, people from across the globe ask about range and handling EVs on poor road conditions like ours. The occasional skeptics also leave comments like: ‘If this works in the higher altitudes and mountainous roads of Nepal, then it should be a breeze down here in the flats of Australia and/or hills around Auckland!’  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251017111016_8b4fbe59884538849be6428eb2ce9249627a8970ed9ef4cd3c792682bf26dbed.jpg" data-media-id="editor_10" data-image-id="20251017111016_8b4fbe59884538849be6428eb2ce9249627a8970ed9ef4cd3c792682bf26dbed" data-rendition-name="original" width="1139" height="787" loading="lazy" alt="Electric cars in Nepal"> </figure>  SATURATION? However, both the NAIMA and NADA auto show also confirmed that we could be hitting a peak EV. From having just one car in one budget segment, there are now multiple alternatives stretching from the entry of below Rs3 million to the premium and high-end Rs 10 million price point.&nbsp; Furthermore, the price wars on EVs that started in China a year ago have also trickled across to Nepal. Models such as the <a href="https://youtu.be/3wFN2I81Tq0?si=T6L4SAfRpoyNNvYC" target="_blank">MG S5</a>, Nammi Vigo, BYD Atto 2 (and 1) and <a href="https://youtu.be/y214kWbWTc4?si=bIevanDZEPQdkEs4" target="_blank">Deepal S05</a> saw aggressive pricing schemes and discounts that disrupted pre-existing quotas. Consumers can suddenly afford a lot more cars, and travel a lot further for a considerably smaller price tag.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2025101711108_276afec1bdbd37497572939a4eada4bef74c9d075cd5851892c4dd1985edb9c5.jpg" data-media-id="editor_13" data-image-id="2025101711108_276afec1bdbd37497572939a4eada4bef74c9d075cd5851892c4dd1985edb9c5" data-rendition-name="original" width="1953" height="1107" loading="lazy" alt="Electric cars in Nepal NT"> </figure>  However, booking numbers at both auto shows did not necessarily translate into actual deliveries. The fact remains that almost 80% of registered vehicles in Nepal are still two-wheelers, and GDP per capita stands at just $1500 — among the lowest in the world.&nbsp; This means that early first-adopters are first-time buyers, and the remaining customers in the market are more skeptical and less willing. But there are also those that are unlikely to consider the EV suitable to travel to off-road rural areas. For the average Nepali family, upgrading or purchasing a new car is no small decision. It happens in five years or more with resale values being a big determinant. The EV boom may be reaching saturation.&nbsp; Both NADA and NAIMA shows drove home the message that Nepal’s transport sector is on an electric fast-track, but the road ahead will be bumpy.&nbsp; Soon after the shows, the glacial debris flow on the Bhote Kosi knocked out the Rasuwa-Kerung border with China, and earlier landslides had already blocked the Koradi checkpoint. Manufacturers are now using the less convenient Korala border in Mustang. BYD, Leapmotor and Omoda &amp; Jaecoo have begun rerouting their vehicles to make up for delivery deadlines.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2025101711108_62fd70a476656062005959c247b38178d8efabf8570c73929295c0a103ff4013.jpg" data-media-id="editor_14" data-image-id="2025101711108_62fd70a476656062005959c247b38178d8efabf8570c73929295c0a103ff4013" data-rendition-name="original" width="1438" height="1031" loading="lazy" alt="Electric cars in Nepal NT"> </figure>  Although the distance from the capital to the Korala border (470km) is four times longer than from Rasuwa (128km) &nbsp;and Tatopani (112km), it is still considered faster and more cost effective than shipping via India using sea routes.&nbsp; And then Nepal was engulfed in turmoil after the youth-led protests of 8-9 September and its aftermath. Many automobile showrooms around Thapathali including Tata, Hyundai and CG were vandalised and torched.&nbsp; Sushila Karki leads a caretaker government till elections are held in March, and the unsettled situation will affect the economy and investment climate as well as the automobile sector. Arnav Upadhyay reviews automobiles and promotes road safety under the handle Casually Annoyed Driver on <a href="https://www.youtube.com/@casuallyannoyeddriver" target="_blank">Youtube</a>, <a href="https://www.tiktok.com/@casuallyannoyeddriver" target="_blank">Tiktok</a> and <a href="https://www.instagram.com/casuallyannoyeddriver/" target="_blank">IG</a>, and this monthly column Drive Line in Nepali Times.

Arnav Upadhyay

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Is Nepal reaching peak EV?

Three out of every four cars Nepalis buy is now an electric one, a huge step in reducing air pollution and the country’s dependence on imported petroleum.&nbsp; However, 80% of existing vehicles are still two-wheelers, scooters or bikes, and these still overwhelmingly run on petrol. All that may also soon be changing.&nbsp; There are an estimated 1.3 million two-wheelers in Kathmandu Valley, which has a population of 3.5 million. They are the preferred mode of transport because of affordability, mobility, ease of repair with spare parts and mechanics readily available.&nbsp; And in the past two years, two-wheelers have also transformed transportation with &nbsp;ride-sharing companies, food delivery, and e-commerce companies.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251017051052_6eb22dda0470f32f72e8947eb6876b40c02b8be3229ffe2473f711ca2f9d09dc.jpg" data-media-id="editor_0" data-image-id="20251017051052_6eb22dda0470f32f72e8947eb6876b40c02b8be3229ffe2473f711ca2f9d09dc" data-rendition-name="original" width="1491" height="976" loading="lazy" alt="electric scooters in Nepal"> </figure>  Motorcycles even played a big part in the 8-9 September protests, when demonstrators tore through streets looking for targets. The controversial TOB biker’s group was noisily patrolling the Mandala-Baneswar stretch, exhorting the GenZ rally. Many bikes were parked inside the Parliament compound, and social media posts show motorbikes revving hard right up to the steps of the Parliament building.&nbsp; While dirty exhaust from diesel trucks and buses are readily visible, the emissions from two-wheelers are unseen and odourless with carbon monoxide, ozone and other toxic gases adding to the Valley’s hazardous air quality.&nbsp; The next big step to clean up the air and make personal mobility more sustainable would be a switch to e-scooters and e-bikes and bump up their sale rates to EV levels. “The public mentality about electric two-wheelers is flipping,” says Bijen Koirala, at <a href="https://yadea.com.np/" target="_blank">Yadea</a> e-scooters Nepal. “People were sceptical about them but now trusted brands are involved. Over the next several years, expect a majority of scooters will be electric.”  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251017051048_3c1856eba1eba17337dfd5d99ed477e9dbbb3b52c8a347d91f1a95b65033c551.jpg" data-media-id="editor_2" data-image-id="20251017051048_3c1856eba1eba17337dfd5d99ed477e9dbbb3b52c8a347d91f1a95b65033c551" data-rendition-name="original" width="1097" height="892" loading="lazy" alt="electric scooters in Nepal"> </figure>  Yadea is a Chinese manufacturer of electric bicycles, motorcycles, and scooters, and has a large and expanding presence across Asia, and in Nepal it sells five e-scooter models ranging in price from Rs175,000 to Rs370,000.&nbsp; This range is exactly competitive with brand new petrol scooters from Honda, Yamaha, or Vespa. However, scooters can be bought second hand for under Rs100k. Koirala says an e-scooter would save customers close to Rs1.1 million over six years based on riders doing 90km a day using Rs500 worth of petrol. The same distance would only cost Rs27 worth of electricity.&nbsp; However, while 90kms might be a reasonable estimate for individuals who drive for ride-share or delivery serviced for a living, most Kathmandu commuters do not need that range and that is why Yadea is aiming for that market segment. “One of the main concerns customers have about electric vehicles is range,” Koirala explains. “But most commuters travel a maximum of 60km a day, which e-scooters can do easily.” Notably, the Yadea E8S Pro is billed at 150km, and according to Koirala, is consistently getting at least 110km on Kathmandu roads.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251017051048_594fe45b3e74741784ca0b2af68f17684ce448c12db50ccfd919171b41448891.jpg" data-media-id="editor_3" data-image-id="20251017051048_594fe45b3e74741784ca0b2af68f17684ce448c12db50ccfd919171b41448891" data-rendition-name="original" width="1300" height="997" loading="lazy" alt="electric scooters in Nepal"> </figure>  Another concern is after-sales service, battery life, resale value, availability of parts. It could be a matter of time. He points to the electric four-wheelers, and how markets for their resell and maintenance have grown over the last years as they became so prevalent.&nbsp; Petrol bikes will retain their popularity, at least in the near future, because many people use them for inter-city travel to Chitwan or Pokhara, and the 100cc bikes are still primary vehicles for most families. A recent boost in interest in e-scooters can be explained by two consecutive auto shows, NADA and NAIMA in August. A new player in the e-scooter market is Bajaj which launched its Chetak model after NAIMA, and is conducting trial sales only inside the Valley. Chetak hopes to win buyers over with its design. Says Rameshwor Ghimire at Bajaj: “We surveyed customers and found out that to to 80% of them were turned off with e-scooters because of how they &nbsp;looked and how they were built like toys.”&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251017051048_f6bd23d0719bcf0b6cca998d949936754f335b30dae44e3691b6d10b10c14621.jpg" data-media-id="editor_4" data-image-id="20251017051048_f6bd23d0719bcf0b6cca998d949936754f335b30dae44e3691b6d10b10c14621" data-rendition-name="original" width="1468" height="1008" loading="lazy" alt="electric scooters in Nepal"> </figure>  The Chetak has a fully metal body and looks no different from a petrol scooter, although there is a slight learning curve -- especially with the abrupt braking. For the average Kathmandu user riding 20-25km a day, using an e-scooter saves Rs70,000 in fuel every year. Ghimire says the other plus point is that the Chetak is about Rs60,000 cheaper than other Indian e-scooters with similar real range.&nbsp; At NAIMA, another e-scooter import, <a href="https://atherenergy.com.np/" target="_blank">Ather</a>, launched the <a href="https://en.wikipedia.org/wiki/Ather_Rizta" target="_blank">Rizta</a>. Suryansh Vaidya, CEO of Ather’s parent company Vaidya Energy, was pleasantly surprised by how well the model did at the autoshows, given that it was a ‘family’ scooter close to Rs400k, optimised for storage space rather than performance.&nbsp; “We’re having some trouble understanding the Nepali market,” admits Vaidya, “it isn’t clear why the most expensive variant would be the best selling, perhaps people are just willing to stretch their budgets when they buy.”&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251017051052_0a769e559c2e22228b2513a5404bacd7da50ec8e9d5b15f7a29dcee0aa0e9b15.jpg" data-media-id="editor_7" data-image-id="20251017051052_0a769e559c2e22228b2513a5404bacd7da50ec8e9d5b15f7a29dcee0aa0e9b15" data-rendition-name="original" width="1653" height="988" loading="lazy" alt="electric scooters in Nepal"> </figure>  Generally, the scooters that do well in Nepal are more energy-efficient, ‘performance’ scooters. But Vaidya points to four factors holding back e-scooter adoption: charging infrastructure, resale value, servicing, and less trust in the battery. Ather, he says, is trying to improve on all fronts.&nbsp; Ather open sources its plug points to encourage more uniform chargers like it is with four-wheel EVs. At the moment, manufacturers use different charges. For servicing, Ather looks to establish service centres across the nation.&nbsp; An obstacle there is that mechanics have to usually be trained from scratch. “We hire technicians right out of college, and start them on a 1-2 month long training,” says Vaidya. He points out that for EVs, mechanics must know both the hardware and the software of the vehicle.&nbsp; But e-bikes need a lot more engineering to give them more effective range at affordable prices to make them popular. At the moment, electric motorcycles are expensive and are sold mostly as sports bikes.&nbsp; But there is hope. Says Vaidya: “That is the strategy Tesla went with early in their life as a company, and look at them now. With the state of new battery research and development, it may happen sooner than later.”

Vishad Raj Onta

Two wheels good, electric even better

A <a href="https://www.nytimes.com/2025/07/28/business/nepal-electric-vehicles-china.html#:~:text=Over%20the%20past%20year%2C%20electric,including%20Norway%2C%20Singapore%20and%20Ethiopia.">New York Times report this week</a> on Nepal’s electric vehicle boom was widely shared. The world is finally taking notice of the country’s energy transition.&nbsp; But the success story also brings new problems. Nepal will soon be facing a crisis in managing the lithium-ion of battery-powered cars, scooters and three-wheelers. Then there are mobile phone batteries, heavy metals and rare earths. “It used to be just laptops and mobiles, so people didn’t care so much, but one electric car can mean up to 500kg of waste, it will be beyond our control once they start piling up,” warns Pankaj Panjiyar of <a href="https://dokorecyclers.com/">Doko Recyclers</a>, an electrical and electronic waste management company in Kathmandu. He adds: “We were on track to generate 3,500 tons of lithium battery waste a year after 2027, but given the <a href="https://nepalitimes.com/here-now/evs-hybrids-and-plug-ins">increased market of EVs</a> the actual figure will now be much bigger.”  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240411100420_bbef06f8a778f06fcd95f46764e9e5e280d8d0abb75563c7d7a0e5b1912caba8.jpg" data-media-id="editor_3" data-image-id="20240411100420_bbef06f8a778f06fcd95f46764e9e5e280d8d0abb75563c7d7a0e5b1912caba8" data-rendition-name="original" width="1500" height="1000" loading="lazy" alt="EV year 2081 Page 1 NT #1207"> <figcaption>With 76% of new car sales being fully battery-powered, Nepal is second only to Norway. Photo: SUMAN NEPALI</figcaption> </figure>  Besides lithium, there are also heavy metals such as cobalt, nickel, and manganese that can contaminate the air, soil, and water, as well as rare earths. Nepal imported nearly 1.9 million mobile phones in the past year, a 40% growth from the previous — and that was only through official channels. With 76% of new car sales<a href="https://nepalitimes.com/here-now/rev-your-car-and-charge-it-too?fbclid=IwY2xjawE-ds5leHRuA2FlbQIxMQABHRuXixJOm8QKgTPUuBka6dm6ifd_kyvOPOVrXxCcyZxLGhn5i3O9PPY3gw_aem_RE4gaV7GYb_AUUkkYkGsrw"> being fully battery-powered</a>, Nepal is second only to Norway. Lithium-ion battery waste from electric cars, mobile phones, toys, solar panels and the 9,000 telecommunication towers all over the country already makes up a sizeable chunk of electronic waste.&nbsp; Recycling lithium-ion batteries is possible but expensive, while the recovery rate of heavy metals, including gold, is at 95% or more. China is leading the game with more than half of the global recycling capacity of heavy metals at about 500,000 metric tons a year, much ahead of the United States and Europe. Nepal does not have recycling infrastructure for lithium-ion batteries. In fact, there is no recycling plant for lead-acid batteries either: the acid is usually just dumped while lead, other metals and plastic are extracted by the informal sector or sent to India. “Battery recycling is textbook engineering, it is not difficult, we should be able to do it ourselves,” energy economist Dipak Gyawali told a recent climate discussion. “But when there is no market, the standard law of political economy is that the state has to create one, that is how it happened in the US, the UK and China.”  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250801040832_149b8cdfa617b9d9ad8df9da39bb0795e87f2798a7317824cabfb5af7cef46c5.jpg" data-media-id="editor_5" data-image-id="20250801040832_149b8cdfa617b9d9ad8df9da39bb0795e87f2798a7317824cabfb5af7cef46c5" data-rendition-name="original" width="3791" height="2527" loading="lazy" alt="e-waste in Nepal"> <figcaption>Staff at Doko Recyclers in Kathmandu working on sorting electrical waste this week.</figcaption> </figure>  Doko Recyclers had tried to set up a recycling infrastructure for lithium-ion batteries, and had nearly got a Rs40 million investment from Singapore-based Total Environment Solutions (TES). But Nepal’s lack of e-waste policy and investment guidelines meant the company was not assured of a return on investment and pulled out. Nepal also does not have Extended Producer’s Responsibility (EPR), wherein manufacturers and distributors are responsible for disposal and pay for the <a href="https://archive.nepalitimes.com/article/nation/making-money-from-garbage-in-kathmandu,2055">recycling of the waste </a>generated by their product, including batteries. “It is only a matter of technology transfer when it comes to lithium-ion recycling, but it requires investment backed by government policies such as EPR,” explains Panjiyar. “But there must also be provisions for extracted raw materials like lithium. We don’t manufacture batteries in Nepal, so we have to export them. But who is going to pay for that?” Lithium, heavy metals and rare earths also draw much criticism for unethical mining and environmental cost. One ton of mined lithium emits nearly 15 tons of CO2. Lithium is either extracted from briny water or hard rock minerals, add is often associated with contamination of water as well as loss of water sources. Nickel and cobalt mining comes with massive ecological cost and labour exploitation.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250801040848_3b3fc49c554a1759f31becaca1c737a641c94ee7a0d964e5fa898b060f41dec1.jpg" data-media-id="editor_7" data-image-id="20250801040848_3b3fc49c554a1759f31becaca1c737a641c94ee7a0d964e5fa898b060f41dec1" data-rendition-name="original" width="5460" height="3640" loading="lazy" alt="e-waste in Nepal"> <figcaption>Repair and refurbishing of used electronic goods can help reduce e-waste. </figcaption> </figure>  Sodium-ion batteries which are a safer, cheaper and more sustainable alternative. Battery-powered transportation could also be just a stepping stone to green hydrogen fuel of the future. “If we are using these metals, at the very least deploy them for the benefit of the larger public, like by promoting electric buses,” says Shilshila Acharys of Avni Center for Sustainability which recycles plastic and other waste. “Ultimately, it comes down to our consumption patterns. It is much easier to use one less mobile phone or a car which wasn’t even necessary, than recycling.” <h2>What happens to your phone when it dies</h2> <a href="https://ewastemonitor.info/wp-content/uploads/2024/03/GEM_2024_18-03_web_page_per_page_web.pdf">Nepal generated 42,000 tons of e-waste</a> in 2024, up from just 13,000 ten years ago, according to a worldwide survey by Global E-waste Monitor. The figure for Nepal is projected to reach 69,000 tons in 2026.&nbsp; While this is modest compared to most other countries, the growth and lack of recycling facilities are worrying. Household appliances such as washing machines, refrigerators, cooking stoves and ovens still make up nearly half of <a href="https://nepalitimes.com/banner/what-will-nepal-do-with-its-e-waste">electrical and electronic waste in Nepal</a>, while phones, laptops, tablets, hard drives, routers and modems come next at 9%. Consumer electronics made up 17% of e-waste, followed by lighting equipment at 14%, screen and monitors at 8% and toys at 9%.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250801040832_c271890d0cacd31b7c4e244daef81fc612b62fb40d00500f60c35aec65822390.jpg" data-media-id="editor_10" data-image-id="20250801040832_c271890d0cacd31b7c4e244daef81fc612b62fb40d00500f60c35aec65822390" data-rendition-name="original" width="1267" height="649" loading="lazy" alt="E-waste in Nepal"> </figure>  “The nature of e-waste has changed in the last decade or so, we now have less CRT monitors and CFL bulbs but more devices, solar panels, optic fibre which actually has a negative recycling value and now EV batteries,” says Pankaj Panjiyar of the Doko Recyclers. The nature of e-waste is also guided by changing consumption patterns where people upgrade to newer gadgets every couple of years, not necessarily because they are at the end of their lives. The average lifespan for mobile phones in Nepal is only two years, four years for laptops, eight years for televisions and computers, and ten years for refrigerators and washing machines. Just last fiscal year, Nepal imported nearly 1.9 million smartphones worth Rs24 billion. “Businesses today, especially electronics, have exchange offers wherein customers can exchange even well-functioning goods for a newer version. By not using electronic goods to the end of their lives, we are creating a problem that wasn’t there to begin with,” says Shilshila Acharya of Avni Center for Sustainability. “<a href="https://nepalitimes.com/news/ev-year">Electronic use has increased dramatically</a>, but our e-waste management capacity remains the same.” When municipal governments have failed to even manage biodegradable waste, they have not even started thinking about e-waste. Which is why electronic and electrical waste is left to the informal sector. There are some 1,200 scrap dealers in Kathmandu and 20% of e-waste is thought to be recycled despite the lack of proper formal channels, and most of it ends up in India. This means limited extraction of plastic parts as well as metals such as aluminium and copper, but removal of precious and heavy elements is not yet carried out in Nepal. Liquid waste, such as acid from lead batteries, is disposed of in the dumping sites, poisoning ground water and rivers.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250801040844_ccc83c1133fc54567abc93abc87a97263b3b28f9edb58450c8804526d97aeda8.jpg" data-media-id="editor_12" data-image-id="20250801040844_ccc83c1133fc54567abc93abc87a97263b3b28f9edb58450c8804526d97aeda8" data-rendition-name="original" width="3936" height="2624" loading="lazy" alt="e-waste in Nepal"> <figcaption>Nepal doesn't have a proper recycling infrastructure for e-waste and cannot extract precious and heavy metals as of now.</figcaption> </figure>  There is also a small but growing market to refurbish used electronic goods led by the likes of Sabko Phone which buys second-hand smartphones and reconditioning them to an almost new cheaper device.&nbsp; “It was very difficult for us in the beginning to get people behind this campaign, but over the last couple of years, we have seen a change,” says Uttam Kafle of Sabko. “The fact that they are buying a refurbished phone today means they might buy a refurbished washing machine in future.” Fourteen percent of the 1.22 billion mobile phones sold in 2023 were refurbished — that translated to 190 million fewer new phones that year. Says Kafle: “If we can associate refurbishing and upcycling with environmental gain, we will go a long way.” Indeed, experts recommend reducing the consumption of electronic goods not required as the first step to managing waste, followed by repair, reuse, and upcycling. Recycling is often the last option, also because Nepal lacks proper infrastructure as well as a legal mechanism.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250801040832_9b96a8ba5e161633e6f1341da06d0fd53c8f17b12f3dc05c4d39fc0168ee01c2.jpg" data-media-id="editor_13" data-image-id="20250801040832_9b96a8ba5e161633e6f1341da06d0fd53c8f17b12f3dc05c4d39fc0168ee01c2" data-rendition-name="original" width="5879" height="3919" loading="lazy" alt="E-waste in Nepal"> <figcaption>Experts recommend reducing the consumption of unwanted electronic goods as the first step to better manage e-waste. </figcaption> </figure>  Nepal’s Solid Waste Management Act 2011 has no mention of e-waste. It has since been revised, but the document is making rounds of various ministers and is yet to be finalised. Even so, it does not have any guidelines on managing electrical and electronic waste, and has only defined the terminology. India has an Extended Producer’s Responsibility (EPR) as well as Battery Waste Management Rules 2022 which clearly outline the responsibilities of producers, recyclers, and refurbishers. “A national-level e-waste legislation with EPR is a must with provisions at municipalities such that there is a separate collection value chain, and such a policy should allow for recycling infrastructure,” says Panjiyar. “All of this should happen simultaneously and with public awareness about e-waste in Nepal.” EPR will also help remove unreliable players in the market, and in turn reduce the flow of unwanted goods. This is in line with calls to curb unchecked and uncontrolled consumption of goods as well as prioritising ethical and sustainable development. This has much relevance for the EV boom in Nepal. Of the 22,907 four-wheelers worth Rs50.88 billion that the country imported last fiscal year, 16,701 units valued at Rs41.23 billion were electric vehicles. Few of them were passenger buses, which are much more expensive than diesel ones of the same size. Until grid-to-motor technology, such as trolley and tram, are introduced, the <a href="https://nepalitimes.com/here-now/the-public-in-public-transport">government must subsidise electric buses</a> to make the best use of surplus hydroelectricity while cleaning up the air and reducing Nepal’s petroleum bill.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240315040324_95d6be14bc19ae56151d75be42d3d39d6cba00308b4159104bc6c6fe0292b39a.jpg" data-media-id="editor_15" data-image-id="20240315040324_95d6be14bc19ae56151d75be42d3d39d6cba00308b4159104bc6c6fe0292b39a" data-rendition-name="original" width="3500" height="2141" loading="lazy" alt="Poor cash-rich Nepal NT"> <figcaption>An electric bus and bicycle lane in Lalitpur. Photo: GOPEN RAI</figcaption> </figure>  After all, only so many individuals can afford private EVs, and even then, they do not nearly reduce emissions as much, but add to traffic. Large electric buses also mean fewer lithium-ion batteries per person. “Our EV adoption is both a success story and a disaster waiting to happen given all that battery waste we will be faced with soon. It is like by trying to solve one problem we have created another,” says Acharya. Uttam Kafle at Sabko Phone says the concept of responsible use and circular economy which involves reusing, repairing, refurbishing and recycling existing materials and products as long as possible, should be the way forward. “We must make the best use of electronics for the betterment of our lives, there are still places and people without much access to these goods. But their ethical use and management, especially at the end of their life, will help save us from a lot of future problems.” This article is brought to you by <a href="https://nepalitimes.com/" target="_blank">Nepali Times</a>, in collaboration with <a href="https://inpsjapan.com/en/" target="_blank">INPS Japan</a> and <a href="https://sgi-peace.org/" target="_blank">Soka Gakkai International</a>, in consultative status with UN ECOSOC.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250307140328_30c3782f9c09219bf1c249b51483a3cfb7a53a06d117d2aebd23ca7080d12758.jpg" data-media-id="editor_19" data-image-id="20250307140328_30c3782f9c09219bf1c249b51483a3cfb7a53a06d117d2aebd23ca7080d12758" data-rendition-name="original" width="680" height="103" loading="lazy" alt="SDG logo"> </figure>  &nbsp;

Sonia Awale

Waste not, want not

Transport is one of the biggest and fastest-growing sources of <a href="https://nepalitimes.com/news/nepal-doubles-its-carbon-footprint">carbon emissions </a>in Nepal where private cars and motorcycles make up 87% of the registered vehicles and 37% of the total emissions.&nbsp; Meanwhile, freight and <a href="https://nepalitimes.com/news/public-transport-back-on-kathmandu-roads">public transport </a>make up a small share of registered vehicles, but contribute 36% and 27% respectively to Nepal’s emissions. <a href="https://nepalitimes.com/here-now/green-sticker-green-light-to-pollute">Transport emissions </a>have risen six-fold in the last two decades after the end of <a href="https://nepalitimes.com/news/14-years-after-conflict-no-closure-in-nepal">the Maoist conflict</a>.<a href="https://nepalitimes.com/banner/from-a-fossil-past-to-an-electric-future"> Petroleum and vehicle imports </a>have widened the country’s <a href="https://nepalitimes.com/news/balance-of-power">trade deficit with India</a>. Ambient<a href="https://nepalitimes.com/here-now/air-pollution-is-more-dangerous-than-smoking"> air pollution</a> is a major <a href="https://nepalitimes.com/banner/nepal-tb-cases-grossly-underestimated">public health risk</a> directly causing the deaths of 12,700 Nepalis in 2021, according to the State of Global Air. Nepal is preparing the next round of Nationally Determined Contributions (NDC 3.0) as required by the Paris Agreement, and must set ambitious and robust targets to <a href="https://nepalitimes.com/news/decarbonisation-needs-to-begin-today">decarbonise</a> transportation.&nbsp; This is not so much to save the planet, given the country’s negligible carbon footprint, but to reduce our dependence on imported petroleum, increase consumption of <a href="https://nepalitimes.com/here-now/right-climate-for-nepal-s-energy-transition">clean hydropower</a>, and improve <a href="https://nepalitimes.com/banner/why-is-the-air-in-bhaktapur-so-bad">air quality</a>. The government needs to phase out vehicles with internal combustion engines (ICE), starting with a ban on their import and sale by 2030. Heavy commercial vehicles can be exempted for now. The federal budget of 2021/22 did include a policy to phase out fossil fuel vehicles by 2031, and by 2028 from the urban centres of Bagmati Province. The government banned the registration of new ICE taxis in the capital, showing that regulatory measures can be cost-effective, sustainable, and transformative. Read also: <a href="https://nepalitimes.com/banner/blueprint-for-a-net-zero-nepal">Blueprint for a net-zero Nepal</a> Norway has an even more ambitious target to ban ICE vehicle sales by end-2025. The EU adopted legislation to reduce 100% of carbon emissions from 2035 for new cars and vans. Over 20 vehicle manufacturers, representing over 90% of car sales in 2023, have set targets for EV production, with many setting a goal to achieve 50–100% of electric vehicle production or sales by 2030–2035. EV sales in Nepal will likely increase even without government effort. Already, battery powered vehicles make up 75% of all new car sales in Nepal. But our focus should now shift to the<a href="https://nepalitimes.com/here-now/rev-your-car-and-charge-it-too"> electrification of public transport</a>. Transforming the transport system requires it to be inclusive and equitable. Electric public transport such as buses provide the greatest emission reduction potential and wider social and economic benefits from equitable access to mobility to meet Nepal’s energy security. Read also: <a href="https://nepalitimes.com/here-now/the-public-in-public-transport">The public in public transport</a>, Sonia Awale  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250327100316_de83a26005595b4d20f9a32bb4243ed53097ae413de0aa2788e287c195e51fbb.jpg" data-media-id="editor_14" data-image-id="20250327100316_de83a26005595b4d20f9a32bb4243ed53097ae413de0aa2788e287c195e51fbb" data-rendition-name="original" width="877" height="613" loading="lazy" alt="Transforming transport in Nepal NT"> </figure>  This means <a href="https://nepalitimes.com/news/why-invest-in-nepal">investment </a>and financial incentives from the government, and not just tax rebates, to be extended to other electric or <a href="https://nepalitimes.com/news/net-zero-is-not-zero">zero-emission </a>public service vehicles, such as taxis and cargo trucks. Enabling more people to walk and cycle safely is also a quick, affordable, and reliable way to help reduce transport emissions by as much as 50%. Public transport is a public service, and the onus lies squarely with the government. It cannot be left entirely to the private sector as is the case at the moment. To be sure, Nepal has some policies on <a href="https://nepalitimes.com/business/green-bond-option-for-climate-finance">sustainable</a> transportation on paper but government agencies are working at cross purposes.&nbsp; For example: no federal budget has been allocated for a public bus system and pedestrian and cycling infrastructures this year.&nbsp; Almost the entire transport budget goes into <a href="https://nepalitimes.com/here-now/nepal-building-a-highway-to-everest">building roads </a>and widening <a href="https://nepalitimes.com/opinion/nepal-needs-wildlife-friendly-highways">highways</a>. There is little hope of transformation unless the Ministry of Physical Infrastructure and Transport sets new priorities.&nbsp; The Department of Roads has not moved beyond its focus on roads and highway construction, while continuously failing on <a href="https://archive.nepalitimes.com/article/nation/traffic-accidents-continue-to-increase-worryingly-in-Nepal,2799">road safety</a>. The Department of Transport Management on the other hand acts solely as a vehicle registration and licensing agency. These departments need to be overhauled with a mandate for sustainable public transportation. The jurisdiction over all roads, other than <a href="https://nepalitimes.com/news/roadkill">national highways</a>, should be devolved to local governments. The federal government can then ensure that the biggest slice of the transport budget flows to sustainable public transport projects. Decarbonising and transforming transport require a whole-of-government approach with a strong commitment to reforming the sector, and not just paying lip service to it.&nbsp; But while one arm of the government plans to increase <a href="https://nepalitimes.com/here-now/right-climate-for-nepal-s-energy-transition">clean energy generation </a>and achieve<a href="https://nepalitimes.com/news/charging-nepal"> net-zero</a>, the other is drilling for oil and building petroleum pipelines. &nbsp; Prashanta Khanal is an independent climate and transport policy researcher.&nbsp;

Transforming transport in Nepal

The <a href="https://archive.nepalitimes.com/article/nation/rescuing-kathmandus-from-its-future-public-transport-and-traffic-challenges,1877">former Bogota mayor Enrique Peñalosa</a> who implemented a successful bus rapid transit system for his city once said: “Democracy can be measured by the width of a country’s sidewalks.” To this, we could add that the state of democracy in a country can also be measured by the quality of its public transport system. Going by that criteria, Nepal is not doing very well. “We forget that the first word in public transport is public,” says urban planner <a href="https://archive.nepalitimes.com/regular-columns/guest-editorial/public-transport-is-equal-to-public-health,844">Bhushan Tuladhar</a>. “Public transport in Nepal needs a complete reform from route structuring and information management to building an ecosystem for electric mobility.” In Kathmandu the government does not support or subsidise public transport, which are run by over 55 private operators and the semi-government Sajha Yatayat. &nbsp; The government does regulate bus fares, and the Department of Transport Management (DoTM) issues driving licenses and route permits, but it is regarded as <a href="https://nepalitimes.com/here-now/green-sticker-green-light-to-pollute">a snake pit of corruption</a>. The Department of Roads is more interested in building roads than managing public transport.&nbsp; Since the 1990s there have been over 15 studies on public transport in Kathmandu Valley, but zero results. The proposals range from a fanciful underground metro, impractical overhead cable cars, or trams and light rail transit. But experts at a regional symposium on public transport this week organised by Sajha Yatayat point to Bus Rapid Transit (BRT) modelled after Bogota’s transformative TransMilenio as the best mass mobility strategy for Kathmandu and other cities. A BRT uses high-capacity articulated buses on dedicated lanes and elevated subway-style stations with priority passage at intersections for uninterrupted commutes in traffic-clogged cities. The main advantage of BRT systems is that they are more reliable and convenient than current bus routes, they are cheaper than trains to build, and help reduce traffic and air pollution, especially if the buses are electric. Besides Bogota, BRT serves cities like Jakarta and Istanbul. According to former senior superintendent of Police Jagatman Shrestha there are 163 public transport routes in Kathmandu Valley while there are 495 big buses plying just on the 27.2km Ring Road.&nbsp; Of the 1.8 million registered vehicles in Kathmandu Valley, only 3% of them are public vehicles. Most of them are two-wheelers, and they are a major contributor to odourless and toxic gases like carbon monoxide and ozone. A high frequency and reliable rapid bus transit system in Kathmandu would encourage commuters to use public transport and <a href="https://nepalitimes.com/editorial/cleaner-air-longer-lives-0z0okfeu?fbclid=IwZXh0bgNhZW0CMTEAAR1JZUEgX9b2uisUuzw6u9APT1Pq7E8zupyJA13VJuq01nKe3sWdFTkeL5M_aem_2Fz7QRnCnd8mOX3kADDC9Q">improve air quality and public health</a>. Tax incentives to convert diesel buses to electric would make public transport even cleaner and greener. The government has proven that it can be done with the tax rebates on smaller electric vehicles, and similar incentives could transform public transport in Kathmandu and other cities. ---  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250328090336_d21eb7c0325aa90b6c473393050bb21cb60ee3205055f5e46b5b51e84d5b2c5f.jpg" data-media-id="editor_4" data-image-id="20250328090336_d21eb7c0325aa90b6c473393050bb21cb60ee3205055f5e46b5b51e84d5b2c5f" data-rendition-name="original" width="1520" height="2500" loading="lazy" alt="energy and climate crisis"> <figcaption>HIGH TENSION: Transmission line in Tehrathum that will evacuate electricity from several new hydropower plants in the Arun basin in eastern Nepal. Photo: KUNDA DIXIT</figcaption> </figure>  Prominent signs along the BP Highway from Kathmandu to eastern Nepal announce electric vehicle fast-charging stations every few kilometres on some stretches. On routes like Kathmandu-Dharan, or Kathmandu-Bardibas, there were as many electric public vans as there were petrol ones. Every few private car was a battery-powered BYD or Nexon.&nbsp; Indeed, 75% of new car sales last year in Nepal were electric, and the country was only behind Norway where EVs now make up 90% of total sales. The encouraging part of this is that it is not just private cars that have gone electric, but also public vehicles like vans and three wheelers. But instead of building on this trend by announcing tax rebates for <a href="https://nepalitimes.com/here-now/potholes-on-the-highway-to-nepal-s-ev-future">bigger battery-powered buses</a>, Nepal Rastra Bank last month increased the ‘Loan-to-Value (LTV) Ratio’ for electric vehicle financing to 40%, up from 20%. Insiders see this as a calculated move to appease the diesel and petrol vehicle lobby.&nbsp; The history of electric transportation in Nepal has often been one step forward and two steps back as <a href="https://nepalitimes.com/news/1-step-forward-2-steps-back-in-nepal">governments have flip-flopped on incentives</a>. Nepal was making progress to achieve its own target of making 20% of all vehicles on the roads electric by this year, but heftier down payments on car loans is not going to help. The government works at cross purposes with itself, undermining its own authority and with no clear strategy to implement its own green transport goal of ensure that 90% of all private vehicles and 60% of public transport will be battery powered by 2030. “This is a regressive move which will have people reverting to diesel and petrol vehicles, it will especially hurt electric e-buses and e-vans,” says urban planner Bhushan Tuladhar of the Rastra Bank down payment policy revision. “Electric buses are already much more expensive than similar size diesel ones, but increased down payment means some private operators who were planning to bring electric buses are rethinking their decision.” Meanwhile, Thee Go SriBiT which is behind Nepal’s best-selling electric micro van ‘TheeGo’ has a rental solution for both passenger and cargo vehicles for short trips and long-term leases which can help potential businesses bypass Rastra Bank’s revised loan down payment ratio. It also provides vehicles under a leasehold model for low-income customers. The sale of private electric cars has soared in Nepal, and this has reduced <a href="https://nepalitimes.com/here-now/cleaner-air-with-greener-buses">air pollution</a> and petroleum imports to some extent, but there would be much bigger advantage to encouraging diesel bus operators to go electric while benefiting more people. Fewer people can afford electric cars, and their increase has added to traffic congestion in Kathmandu’s city core. &nbsp; Nepal’s installed capacity for electricity has now crossed 3,000MW, <a href="https://nepalitimes.com/editorial/hydrocarbon-to-hydropower">although the generation is nearly a third of that at present</a> due to low water level in rivers. During the monsoon, however, there is surplus electricity even after exporting to India and some of the energy is wasted due to low domestic consumption. Energy experts have recommended increasing domestic demand, starting with more rapid electrification of public transport so that it reduces petroleum imports from India, and improve Nepal’s balance of trade. The added benefit would be better air quality that will increase the average lifespan of Kathmandu’s residents. One 42-seater bus can replace about 19 private cars or 35 motorcycles on the road. And if that bus is electric, the benefit is multiplied. There are operators running electric buses and vans on 16 routes: 40 buses, and 258 micro vans, with 355 more on the way. There are 10 EV inter-city routes in which 62 buses and vans are electric-powered. &nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250328090340_916c254bba5237f366bc5c9859298a6b5128752c06b1c2454c4aad151c804a7a.jpg" data-media-id="editor_9" data-image-id="20250328090340_916c254bba5237f366bc5c9859298a6b5128752c06b1c2454c4aad151c804a7a" data-rendition-name="original" width="1017" height="902" loading="lazy" alt="proposed bus routes for Kathmandu"> </figure>  Lack of state investment or subsidy is the main reason behind the limited growth of electric public transport. That makes it much cheaper to buy diesel buses. In China, all the city buses are already electric while India adopted the Faster Adoption and Manufacturing of Hybrid and Electric Vehicles (FAME) in 2015 and is now in its second phase.&nbsp; In 2024, there were 3,616 electric buses in India, with the government planning to add 50,000 more by 2027. “The initial cost of electric buses is very high, and not all governments have that kind of money,” said Alok Jain, international Nepali export on public transport (see profile, right). “But those that have done the transition know that the total cost of ownership of EV is actually cheaper, whatever you pay upfront you recover quickly and you make a profit because operating and maintenance costs are much lower.” Most young people in Kathmandu have no memory of the Chinese-donated <a href="https://nepalitimes.com/banner/kathmandu-bhaktapur-trolley-bus">Kathmandu-Bhaktapur trolley bus service</a> which was way ahead of its time when it started in 1975. There were 22 electric buses covering the 13km distance one way, and carried up to 10,000 passengers daily. The line was operated by the Nepal Trolley Bus Service, a branch of the Nepal Transportation Corporation (NTC). However, government bureaucracy, overstaffing and cronyism led to deteriorating service. Private bus operators were rumoured to have a hand in wrecking the electric trolley bus service.&nbsp; NTC was dissolved in 2001, and the trolley bus operations were halted in 2009. The rusting hulks of the buses can still be seen at the trolley terminal in New Baneswar which is now occupied by a government agency. After Sajha Yatayat was revived, it started plying trunk routes in Kathmandu Valley and 40 buses in its fleet are battery powered. The company is planning to add 100 new electric buses with a government-to-government grant from China.&nbsp; The Chinese company CHTC KINWIN in Nanjing <a href="https://nepalitimes.com/here-now/nepal-s-journey-to-electric-public-transport">supplied the first 40 buses during the pandemic</a>, and will also be bidding for the new lot. Since the manufacturers had not seen Kathmandu’s road conditions which are different from ones in China, the buses had low clearance and could not be used on certain routes.&nbsp; “Since the first buses were sent here two years ago, we now have a lot of experience with Kathmandu’s road conditions, and we have also seen that the EV market is booming in Nepal,” says Zhu Xiansong, Director of Overseas Sales at CHTC KINWIN. &nbsp;&nbsp; Zhu adds: “Nepal was the biggest buyer of electric vehicles from China last year, and this country is definitely a viable market for China. We plan to hire Nepali technicians to work for us so that they can further promote our business as well as bring back to Nepal technical know-how to maintain electric vehicles.”&nbsp; The public transport symposium also heard that even if long range buses convert to battery power, the condition of national highways at present is so poor and road travel is so dangerous that most travellers are forced to gamble with their lives.&nbsp; This week alone, at least 12 people have died on Nepal’s highways. There is a spike in fatalities during the monsoon due to landslides and floods. Three buses were buried by a mudslide in <a href="https://nepalitimes.com/editorial/when-it-rains-it-pours-ksqprbu3">Dhading last year</a> during September floods killing at least 35 people. Two intercity buses were swept down to the Trisuli River at <a href="https://nepalitimes.com/here-now/100-101-102-hh5uvzf9">Simaltal</a> killing at least 60 people. The buses were never found.&nbsp; Haphazard engineering on steep slopes combined with reckless driving and poor vehicle maintenance are to blame. Highway accidents are now the major cause of death of young Nepalis — more than natural disasters and other diseases. Brett R C Molesworth, Professor at the School of Aviation in the University of New South Wales Sydney says that air transport safety practices should be seen as an exemplar when improving road safety. He says: “Over the past decade Nepal has made strides to improve its air safety, it is near the world average, it is just that plane crashes get so much more news coverage than road accidents ever do.”

The public in public transport

Transportation globally accounts for 7 billion metric tons of CO2 every year, and 75% of that comes from vehicles on the road. Replacing gas-guzzling vehicles is the shortcut to reducing a country’s carbon footprint. Nepal’s per capita petroleum consumption is so low that nothing we do is going to help much to save the planet. But reducing petrol, diesel and LPG use can save the country’s economy, since petroleum products make up nearly 25% of our imports. Nepal is hardly responsible for the buildup in atmospheric carbon leading to global warming, but is one of the most vulnerable countries to climate breakdown. In the past year, 14% of all vehicles sold around the world were battery-powered – up from only 4% four years ago. China is the biggest EV manufacturer, accounting for 60% of all EVs sold worldwide. One of the most remarkable shifts has actually happened here in Nepal. Of the nearly 18,000 vehicles imported in the past year, official records show that 12,000 were battery-powered. One big reason was the zero excise duty and only 10% custom duty in 2022, and last year the taxes were even less on EVs below 50kW. This was drastically lower than the 30-80% taxes on petrol and diesel cars. Taxes are higher on more powerful (and expensive) battery-powered SUVs. The Finance Ministry has always been ambivalent about EVs, fearing rising sales will eat into revenue from car and gas station taxes, forgetting that in the longterm battery vehicles will reduce petroleum imports. In a classic case of one step forward, two steps back, the budget by the previous government in June reinstated hefty taxes on EVs, despite a national commitment to make 20% of all vehicles electric by 2025. EVs use domestically-generated hydroelectricity of which there is a surplus, yet are punished. Despite the rapid rise in EV sales worldwide, growth has slowed. Mainly, this is because of range anxiety and long charging times, as well as the comparatively low resale value of battery-powered vehicles. A recent survey in the US and India of EV owners had more than half of them saying they were switching back to petrol. EVs use lithium ion batteries, and there are questions about the environmental cost of mining lithium, the difficulty in recycling and disposal of the cells, and the delays in using substitutes like sodium. Lithium is also seen as a stepping stone to solid state batteries, and green hydrogen fuel. <h2>HYBRID FUTURE</h2> This is where hybrids come in, as a compromise between fully battery-powered cars and those with internal combustion engines. Hybrid technology has been around much longer than modern EVs, and do not have the disadvantages mentioned above. Hybrids use a mixture of fossil fuels and electricity to power the vehicle, providing almost unlimited range. Hybrids have batteries to store regenerated energy and different hybrids obtain power in different ways. ‘Plug-in’ hybrids can be charged like an electric vehicle, while a conventional hybrid can use the vehicle’s kinetic energy while braking, or route unused engine power to charge the battery. Most hybrids sold in Nepal are conventional. Worldwide, hybrids make up about 10-12% of all cars sold. They are especially popular in Japan, with manufacturers like Toyota and Honda which pioneered the technology refusing to join the EV bandwagon 20 years ago. Toyota has a 1:6:90 study in which its engineers calculated that the raw materials and energy used to make one fully-electric vehicle could make six plug-in hybrids, or 90 conventional ones -- leading to drastically less emissions in the whole manufacturing and operational cycle. Despite the growth in EV sales, hybrid cars are rare in Nepal. Even Toyota’s popular Prius model never made inroads. Of the over 12,000 EVs Nepal imported last year, only 36 were petrol-electric or diesel-electric hybrids – despite the fact that hybrids are actually cheaper than full electric cars elsewhere. The main reason for this is that successive Nepali finance ministers in the past decade have put hybrids in the same tax bracket as petrol cars, slapping an 80% tariff on them. Price tags of hybrid SUVs available in Nepal are already high, and the tax pushes them into the high end of the market. The other reason is that the manufacturers themselves have in the past not trusted after-sales service for hybrids in Nepal, and not pushed them as much. The Chinese company BYD has the largest market share among EVs in Nepal. However, in China and globally, half the cars BYD makes are hybrids. We asked BYD Nepal’s Yamuna Shrestha why she is not promoting hybrids here. She answered simply: “Taxes.” <h2>SUBARU (Crosstrek)</h2> Subaru recently launched its Crosstrek Hybrid, and most of those who have bought it are doctors, businessmen, politicians, generals and traders who need to drive down to the border a lot. “We frequently hear from customers that they simply do not get tired driving our vehicles,” says Annie Gardner Vaidya of Vijay Motors, which sells the Subaru Crosstrek at its showroom in Gyaneswor. “Subaru has the highest customer retention rates of any car brand with owners getting their second or third Subaru, even couples buying them for their marrying kids.” The main selling point of all Subaru models are its safety features, which makes it the preferred family car. The hybrid Subarus come with features present in its petrol models – with All Wheel Drive and ‘EyeSight’ technology that uses radar and cameras to alert drivers of possible hazards and collisions. “Our customers do their research well, and know what they want,” adds Vaidya, who has tales of Subarus that have climbed inclines where even tractors fear to tread. Tarun Onta was one of the first customers of the Crosstrek and was at the launch event to receive his keys. He wanted an eco-friendly vehicle because he was not fully satisfied with EVs. He says, “My top priority is safety. I have been driving the Crosstrek and other than a faint jolt when switching between electric and fuel, it has been a top-class car so far.” Despite all this, Subarus are so rare in Nepal that when two of them pass on the road, drivers wave at each other. It only sells three models, only one of them hybrid, and is too expen sive for most first-car buyers. Subaru Crosstrek hybrid  <figure><img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240823070856_7dd4af1d741b3d69cc3708ce93f68a90eac9f82199676681b2460761ab945cc1.jpg" data-media-id="editor_0" data-image-id="20240823070856_7dd4af1d741b3d69cc3708ce93f68a90eac9f82199676681b2460761ab945cc1" data-rendition-name="original" width="2000" height="892" loading="lazy" alt="Subaru crosstrek NT"></figure>  Type of Hybrid : Conventional (not a plug-in) Mileage : 13.9km/L Fuel Tank : 63L Price : Rs14,000,000- Rs16,900,000 Other: All Wheel Drive system, Max speed 198 km/h, ground clearance: 220, Eyesight <h2>TOYOTA (Corolla, the Camry, the RAV4, and the Yaris)</h2> Toyota has been a pioneer in hybrid transmission, and decided early on not to bet on full-electric cars. In fact its Prius hybrid predated full-electric cars when it was launched back in 1997 as ‘a car for the 21st century’. In Nepal, Toyota sells four hybrid models: the Corolla, Camry, RAV4, and Yaris. Toyota Nepal’s Suryansh Vaidya is convinced that despite the surge in EV sales, Nepal is “not in a place financially and infrastructure wise where there would be mass market for EVs”. Essentially, it boils down to prices. If the taxes on hybrids were brought down, they could be competitive with full-electric vehicles, and definitely score over petrol cars. “Reducing the tax on hybrid cars would actually increase government revenue because hybrids would be more popular and more would be sold than presently,” Vaidya argues. Toyota Corolla Cross Hybrid Electric  <figure><img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2024082308080_487f61d5903bf874ee98ffe97f2b130e8ce223cf787fccdaf20d926739149a66.jpg" data-media-id="editor_1" data-image-id="2024082308080_487f61d5903bf874ee98ffe97f2b130e8ce223cf787fccdaf20d926739149a66" data-rendition-name="original" width="2000" height="883" loading="lazy" alt="Toyota Corolla NT"></figure>  Type of hybrid: Conventional Mileage:15-20km/L Fuel Tank Capacity: 36L Price: Rs18,100,000 Toyota Camry Hybrid Electric  <figure><img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2024082308080_9c481570468cb9b71e88f902f4f0100e2f34071f66192b9170495df7f76dbcbd.jpg" data-media-id="editor_2" data-image-id="2024082308080_9c481570468cb9b71e88f902f4f0100e2f34071f66192b9170495df7f76dbcbd" data-rendition-name="original" width="2416" height="1100" loading="lazy" alt="Toyota Camry"></figure>  Type of hybrid: Conventional Mileage: 15-19km/L Fuel Tank Capacity: 50L Price: Approx Rs20,000,000 Toyota RAV4  <figure><img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2024082308080_21ef534c2bb4422fb41418483669562e9aa01798ea6e39be86967a8176dfe0d7.jpg" data-media-id="editor_3" data-image-id="2024082308080_21ef534c2bb4422fb41418483669562e9aa01798ea6e39be86967a8176dfe0d7" data-rendition-name="original" width="2250" height="1178" loading="lazy" alt="Toyota RAV4"></figure>  Type of hybrid: Conventional Mileage: 15-19km/L Fuel Tank Capacity: 55L Price: Rs19,500,000 Yaris Cross Hybrid  <figure><img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2024082308080_811968606c4931e5a543674f5c2b8e714ea870cba353fb9edbbc587bdceb5cc1.jpg" data-media-id="editor_4" data-image-id="2024082308080_811968606c4931e5a543674f5c2b8e714ea870cba353fb9edbbc587bdceb5cc1" data-rendition-name="original" width="1391" height="699" loading="lazy" alt="Toyota Yaris"></figure>  Type of hybrid: Conventional Mileage: 20-25km/L Fuel Tank Capacity: 36L Price: Rs12,500,000

Rev your car (and charge it, too)

Nepal has had an impressive growth in hydropower development over the past decade from 734MW in 2014 to a combined capacity of 2,625MW from solar and hydropower stations, with 95% of households connected to the grid. Investment to the tune of $5 billion, predominantly in domestic NPR, is estimated to have gone into new generation projects in this time to complete construction and invest in some 8,000MW of new power plants that are at various stages of design and construction. It is certainly reassuring to a population still suffering PTSD from years of brutal load-shedding to realise that Nepal is headed for long term power surplus, with prospects in 2024 for the first time to export more power than import from India, if the monsoon cooperates. One important question in a lot of people’s minds, however, is how Nepal’s generation of clean energy compares with the fossil fuel Nepal continues to import at an annual cost of almost $3 billion, and growing. Are we anywhere close to generating the hydropower and solar energy needed to replace the petroleum fuel that Nepal imports? At first glance it looks like the gap is discouragingly large. NEA sold just over 10 billion kWh or 10 TWh of electricity in 2023. In the same year, all the petroleum-based fuels the Nepal Oil Corporation (NOC) imported had a total energy content of 40TWh. It would seem that NEA and Independent Power Producers (IPPs) would need to complete construction of the full pipeline of 8,000MW on top of what they are already generating to match even the petroleum fuel we use today. Fortunately, electricity can be used more efficiently than fossil fuels. An LPG stove has a thermal efficiency of around 50%, reflecting the percentage of heat from burning the mix of propane and butane that is transferred to the pot. The rest goes into heating the burner, the counter-top, and the rest of the kitchen. An induction cooker on the other hand is able to transfer around 90% of the energy directly to the pot since the cooking surface does not even get hot itself. So, cooking with electricity can be accomplished with 45% less energy compared to LPG with the use of an efficient appliance.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240802120856_d0349977d5fb14944e7897b9bd8bad605348f6d9351fcc70a2e6cc7a178bc8dc.webp" data-media-id="editor_0" data-image-id="20240802120856_d0349977d5fb14944e7897b9bd8bad605348f6d9351fcc70a2e6cc7a178bc8dc" data-rendition-name="original" width="992" height="1245" loading="lazy" alt="Nepal turns on the electric switch NT"> <figcaption>INDUCTION STOVES: 90% of the energy in induction stoves is transferred directly to the pot, so cooking with electricity uses 45% less energy compared to LPG. PHOTO: CLIMATE AND CLEAN AIR COALITION</figcaption> </figure>  The end-use efficiency advantage is even more impressive when it comes to transportation. A petrol burning internal combustion engine converts only 20% of the energy the fuel produces into motion. The remaining 80% of the energy content of the petrol is lost as heat in the engine, requiring a radiator to keep the engine from overheating. An electric vehicle on the other hand uses high efficiency motors that have conversion efficiencies in the range of 80-85%. Even with the 20% ‘round trip’ losses in charging and discharging the battery, an EV uses less than a third of the energy to drive a kilometre than an equivalent petroleum fuel vehicle does. Since close to 95% of the petroleum fuel imported into Nepal is used to meet either road transportation or cooking needs, it is very encouraging that appliances already exist in the market for Nepal to transition away from petroleum fuel. Similar efficiencies exist for switching away from diesel irrigation to electric pumps and for a range of industrial processes to switch from using different fossil fuels to electricity. For the consumer to switch over to electric cooking and electricity-fueled transportation, the relative prices of each energy type are important, along with the improved efficiency. Here too the news is promising: NEA’s applicable domestic electricity tariff for users wanting to cook with electricity for cooking or charging EVs at home is a maximum of Rs11 per kWh. This compares with Rs18.5 per kWh of petrol and Rs9.83 per kWh of LPG. Once the thermal efficiency is taken into account, however, the effective price of petrol and LPG go up to Rs55.50 and Rs17.87 respectively for driving the same distance or cooking the same volume of food as one kWh of electricity. Two final barriers must be removed before consumers will be able to make the switch to efficient electric vehicles and cooking appliances. First: NEA must invest in strengthening transmission and distribution networks. It is not enough for there to be sufficient hydropower and solar energy generated if the power lines and transformers are not sufficiently sized to distribute the additional electricity needed for switching to electricity. Second: end-users must be able to afford EVs and cooking appliances. The government and banks have an important role to play in making this transition happen. The government needs to appreciate the tradeoff: provide tax incentives for people to purchase EVs and high efficiency electric appliances that can replace petroleum. Banks need to provide financing for users to be able to purchase EVs and appliances and pay for them from the savings in fuel. The good news is Nepal is very close to generating enough electricity to replace petroleum imports. Making up for 40TWh of petroleum fuel will likely require less than 20TWh of electricity. Extrapolating from the rate of growth of hydropower and solar generation over the past decade, Nepal could have sufficient clean energy projects online to be generating 30TWh as early as 2028. &nbsp; Bikash Pandey is Director of Clean Energy and Circular Economy at Winrock International. People Power is his new regular column in Nepali Times on global energy issues relevant to Nepal.

Bikash Pandey

Nepal turns on the electric switch

Nepalis looking to splurge on a new car for the new year might want to think about electric or hybrid options. Gone are the days of small, claustrophobic EVs, there are now battery-powered cars that are as green as they are cool.&nbsp; If you have been out on Kathmandu’s roads these days, and with the air quality being what it is this week we understand if you have not, there seems to be a lot more battery-operated vehicles on the streets. As range improves, there are a lot more EVs even on the highways, negotiating the mud and dust.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240412120436_ff293ae4da0a697a030334ccb1f9d723ef20b4d902a5153e9f95c8252d95afa5.png" data-media-id="editor_0" data-image-id="20240412120436_ff293ae4da0a697a030334ccb1f9d723ef20b4d902a5153e9f95c8252d95afa5" data-rendition-name="original" width="956" height="726" loading="lazy" alt="EV"> </figure>  The numbers back this up. By March, nearly 6,500 electric vehicles had been imported into Nepal in the six months of the fiscal year. During the same period last year, this number was only 2,198.&nbsp; The battery-powered cars in Nepal are imported from China, India, Indonesia, the United States, South Korea, and now from Germany. Import numbers of electric three-wheel taxis also show an increase of 54% from 5,380 to 8,303.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240412120436_de4ba3e82f7af336a34d5c590b28a109eef625441b88b164c8a0a09ec46e3ee7.png" data-media-id="editor_1" data-image-id="20240412120436_de4ba3e82f7af336a34d5c590b28a109eef625441b88b164c8a0a09ec46e3ee7" data-rendition-name="original" width="857" height="551" loading="lazy" alt="EV"> </figure>  This means the contribution of vehicular emissions to air pollution levels in Kathmandu Valley is going down, although the other sources (wildfire smoke, roadside dust, and transboundary pollution) are getting worse. The bigger change can be in Nepal’s petroleum import bill, which makes up nearly a quarter of total imports. Nepal Oil Corporation (NOC) reports that petrol and diesel demand has gone down slightly, but there will have to be a lot more electric public transport and private cars to make a dent on the trade deficit.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240412120436_d9b2c5e2ad232d224065605813ea6c1558dcaac5c1ed7513493f4ed0f6270080.png" data-media-id="editor_2" data-image-id="20240412120436_d9b2c5e2ad232d224065605813ea6c1558dcaac5c1ed7513493f4ed0f6270080" data-rendition-name="original" width="833" height="654" loading="lazy" alt="EV"> </figure>  Besides fully battery-powered cars, hybrids and plug-in hybrids are also available, although the numbers so far are tiny. Only 17 hybrids were imported in February-March, and 21 in March-April.&nbsp; Hybrids tend to be more expensive than fully electric cars, and they also need more specialised maintenance backup since they have both a gasoline engine and an electric motor.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240412120436_0d7f8b2559c78646a518c09a1faa7231216d502fb988e91a8b27ba40ee4e04cf.png" data-media-id="editor_3" data-image-id="20240412120436_0d7f8b2559c78646a518c09a1faa7231216d502fb988e91a8b27ba40ee4e04cf" data-rendition-name="original" width="1282" height="675" loading="lazy" alt="EV"> </figure>   <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240412120432_057a1a2ba625c116b47cfca4e50fbb18dcd985b29763cc62dcd8492d786e071b.png" data-media-id="editor_4" data-image-id="20240412120432_057a1a2ba625c116b47cfca4e50fbb18dcd985b29763cc62dcd8492d786e071b" data-rendition-name="original" width="1012" height="782" loading="lazy" alt="EV"> </figure>  The difference between regular hybrids and the plug-in hybrids is in how the battery is charged to power the electric motor. Regular hybrids charge their batteries while driving, and there is regenerative braking which means the motor turns into a generator to charge the battery. Also, when the petrol engine is producing more power than the car needs, the car’s computer routes the extra energy to the battery.&nbsp; Plug-in hybrids have these capabilities as well, but can also be plugged in to wall sockets for charging. While the electric motors in regular hybrids only assist the gasoline engine, plug-in hybrids can run entirely on the charged battery just like in EVs, and switch to gas when it runs out.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240412120436_4230544724483b7898da0d610247ecb439e199c116fcbdab4c876654823e7593.png" data-media-id="editor_5" data-image-id="20240412120436_4230544724483b7898da0d610247ecb439e199c116fcbdab4c876654823e7593" data-rendition-name="original" width="1099" height="829" loading="lazy" alt="EV"> </figure>   <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240412120436_8d674ca57678d7f707970a8c900883e60a811a0c86b78f4e58c52eb8c3cf405e.png" data-media-id="editor_6" data-image-id="20240412120436_8d674ca57678d7f707970a8c900883e60a811a0c86b78f4e58c52eb8c3cf405e" data-rendition-name="original" width="852" height="751" loading="lazy" alt="EV"> </figure>  Regular hybrids, plug-in hybrids, and electric vehicles all save fuel and are better for the ecology and economy than petrol or diesel cars. There are, however, trade offs in choosing any one kind. &nbsp; A fully electric vehicle will use no fossil fuels at all, so it is the best in reducing emissions. But they can be expensive up front, and are limited by range because of the lack of charging infrastructure. Charging is slow, which is not ideal during long trips.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240415090428_d7345578eb15e0834e03f0fa50a14ad7256a1f23c60a82fd8f7b9f6afb279703.jpg" data-media-id="editor_7" data-image-id="20240415090428_d7345578eb15e0834e03f0fa50a14ad7256a1f23c60a82fd8f7b9f6afb279703" data-rendition-name="original" width="674" height="356" loading="lazy" alt="Audi electric"> </figure>   <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240412120432_539206ecb44998657426ef1b0cdc54774c5c6e1a61cd6053a1da4c731e3a275c.png" data-media-id="editor_8" data-image-id="20240412120432_539206ecb44998657426ef1b0cdc54774c5c6e1a61cd6053a1da4c731e3a275c" data-rendition-name="original" width="1049" height="857" loading="lazy" alt="EV"> </figure>  Electric cars have not been around as long as regular ones, so maintenance experts and replacement parts are harder to come by. &nbsp; A regular hybrid does not need to be plugged in at all, so there is no range anxiety. However, it is going to use more fuel, leading to a higher running cost and some emissions. There are more components, so there are more things that can go wrong.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240412120432_4efd199719ebc37050c7b4d8ccc6711d64fe8cd0c508e6bee8e30f48a416f9e3.png" data-media-id="editor_9" data-image-id="20240412120432_4efd199719ebc37050c7b4d8ccc6711d64fe8cd0c508e6bee8e30f48a416f9e3" data-rendition-name="original" width="1093" height="554" loading="lazy" alt="EV"> </figure>   <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240415090428_f650e2834b231ec2550e3862dd3804791367fad4e6f6133e1fcd093e1e24bd62.jpg" data-media-id="editor_10" data-image-id="20240415090428_f650e2834b231ec2550e3862dd3804791367fad4e6f6133e1fcd093e1e24bd62" data-rendition-name="original" width="640" height="507" loading="lazy" alt="Tata Nexon"> </figure>  A plug-in hybrid offers the most flexibility as it can run on either electricity or fuel. However, the battery capacity is limited and fuel is the option on longer drives. The price tags of these cars are much higher. &nbsp; There is some debate about battery-powered cars not being as climate friendly as claimed because of the lithium, cadmium and other raw materials needed for batteries and electrodes have to be extracted through energy-intensive methods.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240415090428_8cefbd01237b1e3803588125c79412233460b3056290610a6a9a157ce0f50b32.jpg" data-media-id="editor_11" data-image-id="20240415090428_8cefbd01237b1e3803588125c79412233460b3056290610a6a9a157ce0f50b32" data-rendition-name="original" width="701" height="503" loading="lazy" alt="Subaru hybrid"> </figure>   <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240412120432_c6fedf87a122a94bce272b1f5d98165a945851171ff060d30e00800d9ece334e.png" data-media-id="editor_12" data-image-id="20240412120432_c6fedf87a122a94bce272b1f5d98165a945851171ff060d30e00800d9ece334e" data-rendition-name="original" width="1036" height="840" loading="lazy" alt="EV"> </figure>  A lot more lithium and other resources goes into making fully electric cars simply because they need higher capacity batteries. The same lithium could be used to make many more gas-electric hybrids or plug-ins, leading to a lower carbon footprint over the lifetime of the cars. A Toyota document states that 90 hybrids can be made with the resources to make one fully electric vehicle, reducing carbon emission by 37 times over their lifetime, compared to the electric car.&nbsp; Whatever you choose to buy, there is a range of choices of models and propulsion systems. BYD, Tata, Hyundai, Tesla, and Audi all offer fully electric vehicles. Toyota and Subaru have popular hybrid options.

EVs, Hybrids, and Plug-ins

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.”

EV year २०८१

If there is one thing Nepal’s annual budget is consistent about, it is being inconsistent. In 2020, the government reduced the taxes on electric vehicles, the next one re-imposed it for electric SUVs while cheaper vehicles were still taxed less, this year Finance Minister Prakash Mahat increased the tax on smaller EVs and electric vans while inexplicably reducing the tax on luxury SUVs. &nbsp; By increasing the tax on entry-level battery-powered vehicles, the government has effectively discouraged the public from switching to clean energy at a time when Nepal is all set to have year-round electricity surplus. The decision also undermines the government’s own decarbonisation goals. &nbsp; Continued proliferation of diesel and petrol vehicles will also keep worsening air pollution in the cities, affecting public health. &nbsp; Customs and excise tax on electric cars between 50-100KW has increased by 5% and 10%, meaning they now have to pay 15% customs tax and 10% excise duty, the latter of which was not applicable before. Vehicles in this bracket include electric public utility vans, battery-operated microbuses and smaller e-cars which were gaining popularity across Nepal. 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 Kumar “This is a blatant disregard for the country’s environment policies because the government has significantly increased the tax on more affordable EV options,” says environmentalist Bhushan Tuladhar. “To add insult to injury, they have slashed the tax on bigger vehicles. This is suspicious, especially as it does nothing for government revenue even if that was the reasoning. It’s not just EVs, even the taxes for higher-end 350cc motorcycles have also been lowered.”&nbsp; Indeed, mid-range and high-end EVs enjoy reduced tax rates or a very minimal increase. Customs and excise for 100-200KW EVs is down from 30% to 20%. Similarly, customs duty for 200-300KW EVs has gone down from 45% to 40% while excise remains the same at 45%. Customs for EVs in the 300KW or above bracket is set at 60-80% against 60% previously with excise maintained at 60%. EVs with 100KW motors will now be at least 20% more expensive.&nbsp; ‘It is deliberate sabotage,’ wrote Atmospheric Scientist Arnico Panday who is also a central committee member of the RSP, the fourth largest party in Parliament on Twitter. ‘The present leadership does not care about clean air, health, people, domestic energy, new technology or the country's future, &amp; probably got bribed by dealers of polluting vehicles in segments with popular EVs.’ The government has changed the tax rates for EVs five times in two years, disrupting the market and raising suspicions that the rates are adjusted based on political patronage of power lobbies among car importers. Especially egregious is the increase in the tax of electric micro-buses which had started becoming a popular form of public transport, and fingers are pointing to diesel microbus importers. &nbsp; “The tax hike is also unfair from a social justice aspect as we are essentially denying those who could otherwise afford entry-level EVs,” says climate activist Shilshila Acharya. “Our EV landscape is being shaped by vested interest groups.” Read also: <a href="https://www.nepalitimes.com/here-now/potholes-on-the-highway-to-nepal-s-ev-future">Potholes on the highway to Nepal’s EV future</a>  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20230609020628_e4164e59b5982f63d1246eaebbbb6c118a33f051112cdf9885d2c430fd64d862.jpg" data-media-id="editor_2" data-image-id="20230609020628_e4164e59b5982f63d1246eaebbbb6c118a33f051112cdf9885d2c430fd64d862" data-rendition-name="original" width="3000" height="2000" loading="lazy" alt="ELectric bus NT"> <figcaption>Photo: GOPEN RAI</figcaption> </figure>  By 2024 Nepal’s peak power generation capacity is expected to reach 4,500MW while domestic demand will only grow to 2,000MW at current rates of consumption. Much of this surplus therefore risks being spilled. And as of now, Nepal is not allowed to export more than 420MW to India which has rejected any and all Chinese involvement in Nepal’s hydropower projects. Tax incentives for electric public transport would reduce Nepal’s growing petroleum import bill, and improve air quality. Air pollution was the direct cause of over 42,000 deaths in Nepal in 2019.&nbsp; “Our policies contradict our climate targets, but more importantly they make no sense even from an economic point of view,” adds Acharya who is with the Avni Centre for Sustainability. She adds: “We want to reduce our trade deficit and increase the consumption of hydropower. Electric vehicles would have been the best strategy going forward and yet we keep changing our mind about taxing them.” At COP26 in 2021 in Glasgow, Nepal’s prime minister committed to achieving net zero by 2045 and increasing the sales of private electric vehicles to 25% by 2025 and 90% by 2030. Electric public transport would be 20% by 2025 and 60% by 2030. Read also: <a href="https://www.nepalitimes.com/news/e-2-wheelers">e-2 wheelers</a> Another sign of contradictory policies was the signing of two petroleum pipeline deals during Prime Minister Dahal’s visit to New Delhi last week. Both India and China have publicly announced that they would stop manufacturing petrol cars by 2030. By that time, Nepal will not be able to import fossil fuel-powered vehicles even if it wanted to. But perhaps the biggest letdown is the disincentives on switching to electric buses. The budget provides no concessions to electric public transport. India subsidies electric buses, but in Nepal government ministries have been putting up obstacles on charging station to run 40 electric buses by Sajha Yatayat.&nbsp; Within the electric vehicle bracket, it is the electric buses that benefit any country the most. Reliable public transport is accessible to most people, discourages consumerism and reduces traffic. “Things we could do immediately to correct our course of action is reduce the tax on electric micros, the market will boom benefiting small time entrepreneurs and help finance electric buses to rapidly shift to cleaner energy,” says Tuladhar who is also the director of Sajha Yatayat. He adds: “We could use the Rs4 billion already collected as pollution tax, just 5 million will buy 200 electric buses. If you must tax something, increase the pollution tax which is less than 1% of all the taxes we pay, and then divert the fund for clean alternatives.” Read also: <a href="https://www.nepalitimes.com/news/nepal-goes-electric-but-conditions-apply">Nepal goes electric, but conditions apply</a>, Ramesh Kumar Corrigendum: Corrected some new car prices from print edition.

1 step forward, 2 steps back in Nepal

Imagine a high-end fair trade tea brand from Nepal that has done everything right, with ethical sourcing practices and international certifications. It has built a loyal base of socially conscious, premium customers in an export market and focuses on quality over quantity. Then one day, a government in the export market introduces a new ‘listing criteria’ that requires exporting a certain amount of tea to at least three countries in the past five years. But this was never a numbers game, it was about a niche market of socially responsible tea lovers.&nbsp; Suddenly, fair trade tea companies are restricted from exporting tea to that country.&nbsp; Pretty unfair for the company, for consumers, for the tea sector. More importantly, for tea farmers and families benefiting from fair standards. The overseas labour industry is facing a similar risk as recruiters, including those that have adopted ethical standards, may soon be barred from finding workers for Malaysia.&nbsp; On 27 October, the Malaysian Ministry of Foreign Affairs sent letters to five countries including Nepal, Bangladesh, Burma, Pakistan and India to ‘rationalise the number of licensed private recruitment agencies permitted to facilitate recruitment and placement of workers to Malaysia’.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251030141040_050274dddc6cf10224b0ad9283eec7b3bc3c0acd650543a808a8ea473ecf40db.jpg" data-media-id="editor_0" data-image-id="20251030141040_050274dddc6cf10224b0ad9283eec7b3bc3c0acd650543a808a8ea473ecf40db" data-rendition-name="original" width="961" height="1135" loading="lazy" alt="Malaysia recruitment"> </figure>  The letter includes 10 criteria for private recruiting agencies including at least five years of operating experience, deployment of 3,000 workers in the past three years of operation, &nbsp;experience sending workers to at least three countries, a 10,000 sq m office maintained for three years, valid licenses and good conduct certificates, five employer testimonials, and operating their own training and accommodation centres. Two conditions stand out as potentially harmful to Nepal’s ethical recruitment movement. First, although the letter cites a minimum of 3,000 workers, it says three years in the heading and five in the body text. A big enough difference to affect a significant number of recruiters from making the cut, but problematic regardless.&nbsp; Second, the requirement to send workers to at least three countries disproportionately impacts responsible recruiters in Nepal and elsewhere. Turning the selection of workers into a numbers game is dehumanising. Responsible &nbsp;recruiters deprioritise volume, focus on quality of jobs even when business sustainability comes under threat as ethical opportunities that do not require workers to pay any feed and ensure greater transparency are difficult to come by. Sending workers is further impacted by a series of external shocks. For example, in the Malaysian context Nepal banned emigration to Malaysia for two years followed by the Covid pandemic, and then Malaysia’s decision to stop the intake of foreign workers for the last two years.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251030141040_b1b88b3ae2e94c6bc077529ac6f2a4e380a385ee9a22219edfed25067c9d25a1.jpg" data-media-id="editor_1" data-image-id="20251030141040_b1b88b3ae2e94c6bc077529ac6f2a4e380a385ee9a22219edfed25067c9d25a1" data-rendition-name="original" width="595" height="841" loading="lazy" alt="Malaysia recruitment"> </figure>   <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251030141040_2cf252908d18aaf09c875002eef2d92ab45897a56b560addd2dc02311725c8a7.jpg" data-media-id="editor_2" data-image-id="20251030141040_2cf252908d18aaf09c875002eef2d92ab45897a56b560addd2dc02311725c8a7" data-rendition-name="original" width="590" height="238" loading="lazy" alt="Malaysia recruitment"> </figure>  Many ethical recruiters have focused on Malaysia because it is a more common labour market for responsible recruitment than other destinations like the Gulf. There is no credible justification to why responsible recruiters well regarded by scores of Malaysia-based multinational companies and with decades of experience should be ‘disqualified’ for not diversifying. Finding jobs for Nepalis in new markets is difficult given fierce competition, challenges &nbsp;identifying companies which follow the employer-pays principle, lack of networks and shortcomings in marketing strategies. These factors hit responsible recruiters harder because profit-motivated employers are often unwilling to cover the costs and fees associated with workers’ recruitment.&nbsp; “The volume of deployment does not determine a recruiter’s capability or the quality of services provided,” says Sujit Shrestha of the Nepal Association of Foreign Employment Agencies (NAFEA). Nepal recently scrapped the licensing renewal requirement that mandated sending at least 100 workers a year as it was impractical. The new Malaysian criteria is similar in nature, he added. The ball is now in Nepal’s court at a time when the interim government does not even have designated heads in the Foreign Ministry and the Ministry of Labour, Employment Employment and Social Security. When rumours about the Malaysian action started circulating, NAFEA had raised the issue, but was assured that this was not an attempt to set up a syndicate.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251030141044_83c8a174ef116603f747d1cd254c4d353e8b855a41fb99feec54e701f5fc4c3f.jpg" data-media-id="editor_3" data-image-id="20251030141044_83c8a174ef116603f747d1cd254c4d353e8b855a41fb99feec54e701f5fc4c3f" data-rendition-name="original" width="3456" height="5184" loading="lazy" alt="Malaysia recruitment"> </figure>  How will governments and recruiters in other origin countries now respond? There is precedence from Bangladesh. Dhaka-based journalist at the Daily Star, Porimol Palma who says, “Earlier, the Malaysian authorities had selected 101 Bangladeshi recruiters unilaterally, despite Bangladesh’s call for a syndicate-free recruitment mechanism.” Between 2022-2024, 450,000 Bangladeshis were recruited under this system with workers paying between $4,500 and $6,000, even though the legal limit was $750. Palma attributes part of the high fees workers had to pay were for commissions or bribes to recruitment syndicates. Adrian Pereira heads the North South Initiative in Malaysia says: “The criteria seems a bit fishy, as they do not appear to address the actual problems in the the recruitment of foreign workers. Some of the criteria seem to encourage a system of monopoly or syndicate rather than a rights-based approach. Every government has the right to set criteria for recruiters, but conventions and ILO (International Labour Organization) standards on recruitment exist. It looks like we’re back to square one.”&nbsp; Whether migrant origin countries including Bangladesh and Nepal accept the terms sent without reservations or push back in good faith remains to be seen. In an ideal world, a collective stance should put workers’ needs and welfare at the centre. How rational is the proposed ‘rationalising strategy’? What aspects of it are promising to curb recruitment abuse and what merits serious reconsideration?&nbsp; Even if the move from the Malaysian side is well-intentioned to address rampant malpractices migrant workers face, Nepal should deliberate on the conditions set, the collateral damage especially on the responsible actors and small but capable recruiters. Alternate options that might serve everyone better before rushing to respond with a chosen list by 15 November. If the proposal is accepted, how would it be done in a transparent and accountable way? It is noteworthy that Indonesia was not listed even though it has the most workers in Malaysia among the 16 countries that send migrants to Malaysia.&nbsp; The Responsible Business Alliance (RBA), the ILO, the International Organization for Migration (IOM), and certification programs like On the Level (OTL) also need to use their leverage to ensure that recruiters, including those they have trained or certified on ethical recruitment principles, are not penalised.&nbsp; This is more than just about protecting the ethical recruitment movement, but raising even more basic questions: Who can legally be a recruiter in Nepal? There are already obligations like hefty security deposit and minimum office requirements. But requirements to have building facilities with ‘accommodations’ or ‘testing centres’ are not among them. There are 1,150 plus players in Nepal’s recruitment sector, with a few hundred engaged in the Malaysian market. A unilateral selection criteria could risk foul play, or lead to unintended, unfavourable consequences. To be sure, overseas recruitment in Nepal is known for ‘settings’, corruption, dog-eat-dog competition, and collusion. The profiteering is out of control, often at the expense of workers. But the solution does not lie in stifling the industry with criteria like deployment volume, building worker accommodations or expanding office floors.&nbsp; The focus should instead be on enforcing rules and laws in both countries that govern the industry, and the Malaysian labour agreement that has not been renewed since October 2023.&nbsp; Meddling in the industry in ways that harms fair competition and ethical actors means workers suffer. The only issue that should be taking precedence is: how will Malaysia’s 10-point criteria and planned arrangement affect migrant workers? We have seen how for identical Malaysia-based jobs, one worker might pay zero while another pays up to Rs400,000, depending on the employer and recruiter. It is unclear if the 10-point selection criteria rewards the responsible employers and recruiters.&nbsp; As a longstanding host country for Nepali migrants, Malaysia deserves credit for nurturing the small but growing ethical recruitment industry here. Export-oriented companies in Malaysia need responsible recruitment partners and have mentored recruiters to strengthen their practices and move away from worker-paid models.&nbsp; The business case for ethical recruitment standards has led many recruiters in Nepal to pivot with many now in various stages of transition from traditional to hybrid or purely ethical practices. This progress needs to be acknowledged and built upon.&nbsp; Large, well-networked recruiters with large physical assets and high volume of workers seem to be the winners of Malaysia’s 10-point criteria after two years of waiting for the Malaysian market to reopen. Responsible recruiters endure long periods of minimal or no deployments that threatens their survival. The letter now sitting on the desk of the interim government in Nepal deepens the concern: rather than just failing to recognise or reward responsible recruiters, does the international recruitment market actually punish them? Upasana Khadka heads Migration Lab, a social enterprise aimed at making migration outcomes better for workers and their families. Labour Mobility is a regular column in Nepali Times.

Who gets to recruit for Malaysia?

Nepal’s cricket team first beat powerhouse West Indies in two out of three matches in September, the first time it won a match and then a series against a test-playing nation.&nbsp; Then the Rhinos played six qualifiers in Oman for the 2026 T20 World Cup which is being held in India and Sri Lanka from 7 February to 8 March next year. The national team qualified comfortably with two games to spare, and won all six matches anyway. In the three months before the World Cup, cricketers will play the second season of the Nepal Premier League from 17 November to 13 December.&nbsp; After a hugely successful first season, steady upgrades have been made. The flood-lit Tribhuvan University Cricket Ground has been fitted with 15,000 seats, even though this takes away from the festival-like atmosphere of fans on their feet on the grassy slope.&nbsp; Last season, matches began at noon and three in the afternoon. Late-evening matches in winter under flood lights will increase attendance and viewership.&nbsp; There is also now technology that will display how far a six was hit and how fast a ball was bowled. Foreign players who will play in the league include Chris Lynn, D’arcy Short, Ravi Bopara, and Sohail Tanvir, all good ex-international players that people have heard of.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251101031128_9db0830fb65d0743e3d36cc4b4473e61d750789028a130f5dff8a619307b0215.jpg" data-media-id="editor_0" data-image-id="20251101031128_9db0830fb65d0743e3d36cc4b4473e61d750789028a130f5dff8a619307b0215" data-rendition-name="original" width="1365" height="1803" loading="lazy" alt="Nepal cricket"> <figcaption>Aasif Sheikh drives through the covers on his way to 69 off 41 vs Samoa.</figcaption> </figure>  But the most important point of the Nepal Premier League will be to prepare and experiment for the World Cup, which starts less than two months after the NPL ends. Team Nepal will be extra eager to play well, given that the matches are happening in South Asia and Nepali fans can make the trip.&nbsp; Head coach Stuart Law will be watching each NPL match keenly, to gain more insight into how to best use his current starters.&nbsp; As each of the eight teams are only allowed a maximum of four foreign players in their starting eleven, Law and Nepali fans will also be scouting new talent who will be hungry to emerge and prove themselves to earn a place in the World Cup Squad.&nbsp; ALL-ROUNDERS One of the most unusual features of the current Nepali squad is how many all-rounders there are. Kushal Bhurtel, Rohit Paudel, Kushal Malla, Gulshan Jha, and Dipendra Singh Airee are all regular starters, and they all bat and bowl. Opener Aasif Sheikh is also the wicketkeeper.&nbsp; Airee, of course, is also an excellent fielder. In the first five games of the qualifiers, he got a record five runouts with direct hits, and was on a roll with a run in every single game. This depth means that almost always seven players bowl for Nepal, and the wealth of options keeps the opponent batting order guessing, but it may create hesitancy within the team in tough situations against stronger teams.&nbsp; Countries at the top level of the sport tend to have more specialists. Perhaps Stuart Law might want to tell Bhurtel to really focus on his batting, or Airee to hone his bowling, which seems to be their strengths. The team would be better off with them performing one aspect consistently well than being hit or miss with both. &nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251101031128_c30fdbab65736ea728f2f94fa121d2169e4d3627194ce1fe9de26eebdb3fc5b3.jpg" data-media-id="editor_1" data-image-id="20251101031128_c30fdbab65736ea728f2f94fa121d2169e4d3627194ce1fe9de26eebdb3fc5b3" data-rendition-name="original" width="957" height="1269" loading="lazy" alt="Nepal cricket"> <figcaption>Lalit Rajbhansi with tricky left arm spin, 3/13 vs Samoa.</figcaption> </figure>  POWERPLAYS The Nepali team likes batting first. It chased only against Japan, but they struggle to put up really competitive scores of say, above 170 unless two batsmen do really well.&nbsp; In the second match against the West Indies, Aasif Sheikh’s 68 and Sundeep Jora’s 63 set up Nepal at 173/6. Against Samoa, Aasif Sheikh had 69 and Airee had 53, before Lokesh Bam’s fierce 39 off 12 featuring 4 sixes set up 211/4.&nbsp; Besides these games, Nepal tends to score up to 150 batting first. To the experienced teams that Nepal will face at the world cup, this is not at all an intimidating score. One reason is that Nepal just cannot seem to get going in the first six powerplay overs, when there are limited fielders on the boundaries.&nbsp; A solution to this might be to promote Gulshan Jha up the order. Although Jha has also been an excellent batter in the end overs, using him at three or four might help set up a more productive powerplay and bigger scores. He should try it out with the Karnali Yaks.&nbsp; Despite all the controversy that comes with Sandip Lamichhane, and his strange decision to sit out the West Indies series minutes before the first match started, his output with the ball is undeniable.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251101031128_453d54ce627367c537d459c38d260d8aca1d56949c49c8023de582f3e72bb678.jpg" data-media-id="editor_2" data-image-id="20251101031128_453d54ce627367c537d459c38d260d8aca1d56949c49c8023de582f3e72bb678" data-rendition-name="original" width="1499" height="1000" loading="lazy" alt="Nepal cricket"> <figcaption>Nepalis turn out to support the team vs Samoa at Al Ameret Stadium in Oman.</figcaption> </figure>  He took wickets in each of the six qualifiers, most notably five vital ones in the match against Qatar that Nepal won by five runs. Lamichhane also gives away very few runs, which cuts some of the more part-time bowlers some slack.&nbsp; Airee is also economical, and his 3/22 was vital in the one-run win against the UAE. Together with Lamichhane the duo constricted the opposition in the middle overs. Veteran Sompal Kami has not been as productive with the ball, and gave away a lot of runs in the series against the West Indies.&nbsp; This is a weakness, because Kami does not contribute with the bat much. While his experience is valuable to ground the young Nepali team, Stuart Law should look out for fast bowlers during the NPL to help balance out quality spinners.&nbsp; One of the most impressive and professional parts of Nepal’s winning streak has been the attention to detail. The players have been generally excellent in the field, giving away very few runs due to wides or no balls. They had three run outs against the UAE and two against Qatar and Japan and in the first game against the West Indies.&nbsp; The fielders seem much calmer and focused when executing difficult catches, a welcome change from past complacency. This attention to detail makes the difference in narrow games and keeps morale high.&nbsp; The Nepali team has performed well, but besides the narrowly-beaten UAE, all the matches were against teams ranked lower in the world T20 rankings. And the series against the West Indies was against a weakened team. In the world cup, Nepal will be facing much stronger teams and will lack the element of surprise it had in the 2024 World Cup.&nbsp; If Nepal wants to keep improving, it now has to be able to dominate teams like Kuwait and Oman. It also should set up more series with associate nations like Scotland, Ireland, Namibia and The Netherlands. This will help accurately gauge the team’s progress and expose its weaknesses.

Nepal’s prospects at World Cup 2026

With the holidays over and elections only four months away, Nepal’s interim government led by Prime Minister Sushila Karki is trying to get down to brass tacks. But it is not easy.
On Wednesday, Karki held the first three-way meeting between GenZ representatives, political parties and the government. Despite some acrimony, there was near unanimity about creating the environment for elections on 5 March. 
Only the UML is holding out, still not taking responsibility for the 8 September massacre, and calling for the reinstatement of Parliament. GenZ delegates poured their wrath on the unrepentant UML, but were themselves talking at cross purposes on the demand for a directly-elected executive. 
Karki was on the defensive, her exasperation spilling over: “How do we undo the damage done by corruption, exploitation, and discrimination over the last 35 years in a single month?” 
She is reported to have added, “There is a tendency to not allow this government to work, and then turn around to criticise it for not achieving anything. We are trying our best, and will fulfil our goal of elections no matter what.” 
The Wednesday meeting does seem to have turned the attention of old parties towards elections, and spurred the GenZ and others with political ambition to form parties.
With the deadline for party registration looming, several like-minded individuals and collectives are coalescing, or trying to. The Election Commission is already reviewing applications from more than a dozen new political parties. 
Kathmandu Mayor Balen Shah has held talks with RSP members, but his popularity on social media is not matched by public visibility and accessibility. Intriguingly, Shah and his supporters on social media have been publicly asking for the resignation of Home Minister Om Aryal for not arresting members of the UML-NC government for the 8 September killings. Aryal used to be Mayor Shah’s legal adviser.
Sudan Gurung of GenZ, ex-RSP Sumana Shrestha, and Energy Minister Kulman Ghising are all shopping for existing or new political parties to join. 
The RSP with its alternative anti-corruption agenda would be the logical choice, but there is a question mark over the role of its head Rabi Lamichhane, who is back in jail on charges of embezzlement.
LARGER CABINET
This week, Karki expanded her Cabinet for the third time by inducting Sudha Sharma Gautam as Minister for Health and activist Bablu Gupta as the Minister for Youth and Sports. 
Recommended by GenZ members, Gupta, 28, is the youngest Minister in Karki’s team. But, as has become the norm with this electoral government, two other controversial nominations fell through. Khagendra Sunar was dropped as Minister for Labour because of several ongoing criminal charges, including for assault and inflammatory speech. And Ganapati Lal Shrestha for Minister of Land Management declined at the last moment after he was not given the Tourism and Culture portfolio as preferred. 
Critics say there is a lack of due diligence on the part of Karki’s advisers in selecting candidates. Last month, Sangeeta Mishra who was nominated for Health Minister was dropped after it turned out that she was under investigation at the CIAA. However, Kulman Ghising also had complaints filed at the anti-corruption body, but was still given three portfolios. 
Then the nomination of Tashi Lhazom was withdrawn after an online controversy over her citizenship. There was also outrage on social media about Mishra and Lhazom being singled out for their ethnicity and gender.
Internal leaks making her choices prematurely public has made Karki’s team overcautious about Cabinet expansion. It is also distracting her from her main goal — to hold credible elections by striking a balance between the political parties and GenZ groups.
After a preliminary hearing on 16 writ petitions against the House dissolution and appointment of new government, the Supreme Court on Wednesday refused to issue an interim order.
“The formation of the government is unconstitutional, and a government formed unconstitutionally is not allowed to make any decisions, until the final hearing,” stated advocate Surendra Bhandari. 
The UML, still smarting from the September protests, is trying to put a spanner in the works of the election government. The GenZ, meanwhile, still do not have a consensus over fundamental demands prior to elections. Combined, these two factors portend a precarious future.

Future imperfect

A little more than one month into its six-month term, Nepal's interim government recalled ambassadors from 11 countries: China, Japan, Malaysia, Qatar, Saudi Arabia, Israel, Russia, Spain, Germany, the UK, the US, and Japan.&nbsp;
Mostly appointed by previous governments, they have to return to Kathmandu by 6 November. The envoys who were retained, even if they were political appointees, tended to be women or from various ethnic minorities.
The recall has met with criticism back home. Prime Minister Sushila Karki is blamed for borrowing a page out of its predecessors’ playbook. Although it was a symbolically inclusive move in a diplomatic corps dominated by established groups, the government may have got its timing wrong.
On Sunday, however, the Supreme Court issued an interim order against government decision to recall the 11 ambassadors. The court questioned the neccesssity and justification of such a move, concerned that it could affect Nepal's relations with the host countries.&nbsp;
Karki has said <a href="https://nepalitimes.com/news/future-imperfect">her priority is to hold elections in March</a>, and by recalling Nepal’s emissaries from important capitals like Washington, London, Bonn, Tokyo, Abu Dhabi and Kuala Lumpur her government has cut channels of communication and support from development partners and with the international community.&nbsp;
Nepal’s anti-corruption GenZ protest and the devolution of the youth movement into <a href="https://nepalitimes.com/here-now/relocate-reallocate-recover">arson, looting, and violence</a> after the targeted killing of protestors in September put the nation in the international spotlight. And the interest was especially keen in neighbouring New Delhi and Beijing.&nbsp;
The Nepal unrest has sparked similar protests across the world from <a href="https://nepalitimes.com/here-now/nepal-genzs-inspired-filipinos">the Philippines</a> to East Timor, Madagascar and Peru. But there is also worry in India where exposure of #nepokids on social media as well as corruption in high places could instigate copycat youth unrest.
And in China, there is still a lingering memory of the deadly protests in 1989 Tiananmen Square. But the Chinese also suspect that some in the GenZ movement have links to free-Tibet. &nbsp;
Foreign policy experts in Nepal reject conspiracy theories about foreign backing for the GenZ, characterising it as mostly triggered by home-grown outrage over chronic corruption of the governing elite.&nbsp;
Throughout its history Nepal has always had to balance the geo-strategic interests of its neighbours: the British in India and the Chinese Empire, and more recently independent India and Communist China.
When former PM K P Oli resigned, he had <a href="https://nepalitimes.com/opinion/comment/when-xi-meets-modi-and-oli">just returned from a visit to Beijing</a> and was a week away from making an official visit to India. A new Nepali prime minister typically makes the first visit to India, but Oli broke that tradition last year by going to China to sign the Belt and Road Initiative (BRI) framework agreement.
"Oli was China's trusted partner supporting <a href="https://nepalitimes.com/news/china-syndrome">Nepal’s participation in BRI</a> and SCO (Shanghai Cooperation Organization)," says geopolitical analyst Sanjay Upadhya. "Now, some in Beijing are apprehensive that there is external support for the youth protests that contributed to Oli’s sudden departure. It is perceived as a strategic setback for China."
Despite an ongoing dispute with India over a 364 sq km border territory, Nepal is heavily dependent economically on India with which it has an open border.&nbsp;
Rulers in Kathmandu have usually leaned over backwards to be closer to China to counterbalance India’s gravitational pull following a strategy of ‘equidistance’ between the two giant neighbours.&nbsp;
Growing American and Western disinterest in the region is making India and China more assertive towards smaller nations. Educator Dovan Rai says, “China is also becoming more aggressive and trying to show its presence in and around South Asia.”
She adds, “Nepal is an important neighbour for China, especially considering issues it regards as sensitive, like the Dalai Lama and Tibet.”
Indeed, the Chinese are said to be suspicious about the links that the <a href="https://nepalitimes.com/here-now/nepal-s-historic-youth-dissensus">GenZ movement</a> was infiltrated by elements linked with Free Tibet or with US-based interests.&nbsp;
What must have especially raised eyebrows at the Chinese Embassy in Kathmandu was that the Dalai Lama’s office in exile in India congratulated Sushila Karki — the first time in history it has sent such a greeting to a new prime minister of Nepal.&nbsp;
Although Nepal’s two neighbours do not see eye-to-eye, both agree and are worried about instability in Nepal, and if it might trigger a refugee crisis, empower extremist factions, or attract Western interference.&nbsp;
Nepal’s September protests were preceded and succeeded by similar movements in the region and around the world. In light of this global eruption of youth frustration, and desire to lead from the front, the hardline governments of Nepal’s two neighbours are undoubtedly wary of the possibility of similar unrest within their own borders.&nbsp;
‘India advocates democratic legitimacy, while China prioritises control and predictability. Recent upheavals demonstrate that neither democracy nor stability alone suffices for sustainable nationhood,’ Upadhya wrote in a recent blog.
With early elections scheduled for 5 March, <a href="https://nepalitimes.com/news/one-month-later">the main challenge for Karki’s transition government</a> is to maintain dialogue and establish consensus between youth groups, political parties, and other agitating forces to participate in polls — all while ensuring there is no covert external influence.&nbsp;
Indeed, with <a href="https://nepalitimes.com/here-now/nepals-democracy-keeps-doubting-itself">Nepal’s democracy</a> at stake as well as new political forces with competing interests set to battle it out in a new political landscape, experts warn that there could be powers that will want to fish in troubled waters.&nbsp;
Explains Dovan Rai: “Along with soft power, foreign countries including our neighbours could intervene in the online information space to promote their interests in Nepal. Fake narratives and disinformation could be spread &nbsp;through digital platforms. We must be careful and vigilant about our digital space.”

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