Sajha Yatayat formally inducted 40 new electric buses to its fleet and inaugurated Nepal’s biggest simultaneous charging station for them in Patan on Tuesday. The 1.1 MW charging station shows that Nepal’s energy transition to renewables is not just environmentally beneficial but also economically viable. The green buses seen on Kathmandu Valley routes are now fully green — running on hydroelectricity that Nepal itself produces and not on imported diesel. The 40 new e-buses are made by CHTC company in Nanjing and the entire fleet can now be charged at the new charging station. Kulman Ghising of the Nepal Electricity Authority was on hand at the inauguration and extolled the virtues of going electric, mainly that it is 33 times cheaper to run. However, the capital cost for an electric bus is much higher than diesel and the outlay has to be recovered over a decade of operation. Government tax subsidies for electric public transport would help.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240410040436_57e25a3338995639178d953009e76d39c8fb0fc42714042eda77bf286bf9d33b.jpg" data-media-id="editor_0" data-image-id="20240410040436_57e25a3338995639178d953009e76d39c8fb0fc42714042eda77bf286bf9d33b" data-rendition-name="original" width="1500" height="1000" loading="lazy" alt="Sajha Yatayat charging depot NT 1"> <figcaption>Nepal Electricity Authority Managing Director Kulman Ghising. Photo: SUMAN NEPALI</figcaption> </figure>  “Focusing on public transport yields a much bigger impact on reducing emissions,” Ghising said. “While the number of private vehicles may be higher, public vehicles run all day.” Kathmandu’s air quality further plummeted this week with AQI reading 300 and higher. While wildfire smoke was mostly responsible for this instance, petrol and diesel emissions make Kathmandu one of the most polluted cities in the world.&nbsp; Replacing them with battery-operated vehicles would help clean up the air. &nbsp;Electric vehicles are already saving Nepal Rs20 million a day with reduced petroleum consumption. Further reduction in petroleum use by 60-70% would help reduce Nepal’s trade deficit with India.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240410040436_5b761590e2fadebfac56ced0c780b71035dc635d13c6ade5f863c050b9c072e9.jpg" data-media-id="editor_1" data-image-id="20240410040436_5b761590e2fadebfac56ced0c780b71035dc635d13c6ade5f863c050b9c072e9" data-rendition-name="original" width="1500" height="1063" loading="lazy" alt="Sajha Yatayat charging depot NT 1"> <figcaption>Minister for Physical Infrastructure and Transport Raghubir Mahaseth inaugurated the new charging station at Sajha Yataya. Photo: GOPEN RAI</figcaption> </figure>  Electric buses, however, are expensive up front even though they are cheaper to operate over time. Sajha bought the 40 buses with Rs3 billion investment from the government. “The government must promote financial packages as it is too expensive for private companies to go electric at a massive scale on their own,” said Sajha Yatayat chair Kanak Mani Dixit at Tuesday’s event. “Buses charge at night when there is an electricity surplus. We are blessed with &nbsp;renewable hydro, while most countries have coal-powered electricity.”  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240410040436_8d3cb73fd6bdc47e5a6f811120d3098ae28984ae687b965905cf7adc5abaf854.jpg" data-media-id="editor_2" data-image-id="20240410040436_8d3cb73fd6bdc47e5a6f811120d3098ae28984ae687b965905cf7adc5abaf854" data-rendition-name="original" width="1500" height="1000" loading="lazy" alt="Sajha Yatayat charging depot NT 1"> <figcaption>Sajha Yatayat Chair Kanak Mani Dixit. Photo: GOPEN RAI</figcaption> </figure>  Night routes and implementation of digital travel cards for commuters would spur Kathmandu’s economy. Electric buses may need to be charged for one hour on longer trips, but solutions exist: a relay system for passengers to swap buses at charging points.&nbsp; The inaugural event also showcased a Sajha diesel bus that has been converted to electric. For the moment, the model is only a prototype, made for research and learning purposes.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240410040436_4c2680b476cc141815b0b2fb61202333d173211bac7512c72541c98be5c3bf89.jpg" data-media-id="editor_3" data-image-id="20240410040436_4c2680b476cc141815b0b2fb61202333d173211bac7512c72541c98be5c3bf89" data-rendition-name="original" width="1500" height="1000" loading="lazy" alt="Sajha Yatayat charging depot NT 1"> <figcaption>A Sajha diesel bus that has been converted to electric. Photo: SUMAN NEPALI</figcaption> </figure>  “It is a lot more than just a straight engine swap -- we have also implemented a cooling system,” says engineer Janak Risal who workd on the conversion. “We ran simulations of digital models to see whether having the components in the back made the bus move around too much.” Sajha worked with the EU-supported SOLUTIONSplus which made prototypes of remodelled Safa-tempos for passengers and cargo. The building team and Sajha are holding a workshop on 25 April to discuss conversion, as well as the viability of manufacturing battery-powered cars in Nepal.

Vishad Raj Onta

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Sajha’s green buses go greener

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

Potholes on the highway to Nepal’s EV future

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114101120/637209209c7e80680e0b5524jpeg.jpg" alt="" width="1079" height="1119"/><figcaption>Sundar Yatayat electric bus</figcaption></figure>There has been a spurt in imports of electric vehicles in the past six months since the government restored tax rebates, but there has not been a similar increase in the much more important battery-operated public transport sectorNepal imported 1,113 electric cars, jeeps and vans between last July and December, 2021 – nearly five times more than the same period last fiscal year when 249 such 4-wheelers were imported.“Imports of electric vehicles increased as a direct result of the government’s revenue policy to discourage fossil fuel cars,” says Nawaraj Poudel of the Nepal Energy Vehicle Association (NEVA). However, there is a 50% cash margin threshold for diesel and petrol cars, but there is no such limit for electric vehicles, which has kept the prices of battery cars high.Still, since the excise and customs duties on electric vehicles were reduced, they were competitive compared to petroleum-based vehicles which have much higher taxes.From last July to December 2021, Rs3.24 billion worth of electric four-wheelers were imported, up from only Rs105.1 million during the same period last fiscal year.However, besides the high dealer margins on electric cars making them expensive, there is also a  shortage of battery vehicles because of global supply chain disruptions. This means many customers are on six month waiting lists to buy their electric vehicles.“It is not possible to buy electric vehicles off the shelf right now,” says Dhruva Bahadur Thapa of NADA (Nepal Automobile Dealers Association) "The shortage of chips has slowed vehicle production. And this has also affected India and Nepal.”Read also: <a href="https://www.nepalitimes.com/banner/nepals-electric-transport-future-is-here/">Nepal's electric future is here</a>, Sonia AwaleAlthough consumers of private vehicles have been able to reap the benefits of the government's changes in tax policy, the same has not been true for public transport.Sundar Yatayat ordered 20 Chinese electric buses, but they have been stuck at the Birganj customs checkpoint for the last three weeks because of a dispute over how much they should be taxed.“The government has fixed only 1% customs on public electric vehicles, but they said we have to pay 13% VAT and 5% tax, so we are negotiating,” says Bhesh Bahadur Thapa of Sundar Yatayat. “Apart from the taxes, the number plate charge and other fees drive up the cost of electric buses which are already more expensive than diesel buses.”A diesel bus of the same size costs up to Rs4.5 million but the tax for an electric bus alone is as much, putting the price tag of Sundar’s Chinese buses at nearly Rs20 million each.“If the government scraps the road tax for electric buses, the cost will come down by Rs1.3 million,” says Thapa. “We will sell the buses to India if the government does not review its policy.”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 KumarNepal levies high taxes on petroleum vehicles but has been providing special rebates for the import of electric vehicles. Before fiscal year 2020/2021, electric vehicles had an excise duty of 10% and customs duty was completely waived.But the then Finance Minister Yubaraj Khatiwada, increased the excise duty 80% from zero according to the capacity of the vehicles in the budget of 2020/2021.He also increased the customs duty from 10% to 40%. This brought the import of electric vehicles to almost zero. Khatiwada had argued that such a tax policy was introduced to increase revenue and curb the drain on foreign exchange in importing luxury electric SUVs.His tax policy was widely criticised as being contrary to the policy of the government, which was to shift towards renewable. However, Khatiwada stuck to his guns.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114101120/637209239c7e80680e0b5525jpeg.jpg" alt="" width="1500" height="1000"><figcaption> </figcaption></figure>It was Khatiwada’s successor Bishnu Poudel who once more slashed the excise duty on electric vehicles and reduced the customs duty by one-fourth. However, electric vehicles would still have to pay customs duty, depending on their battery capacity.Electric vehicles up to 100kW have to pay 10% customs duty, 15% customs duty has been levied on electric vehicles of 100 to 200 kilowatts and 40% on electric vehicles of 200 to 300 kilowatts.The main reason electric buses have not been able to compete with their petroleum counterparts is that there is hardly any difference in the taxes they pay. Although the excise duty, customs and other charges on petroleum private vehicles is more than 240%, private electric vehicles pay ten times less. This has encouraged consumers to buy private electric vehicles.But in the case of public transport, even petroleum buses enjoy special tax breaks. Moreover, the showroom price of electric buses is upward of Rs10 million. Although it may look like all electric vehicles enjoy similar concessions, there is no real rebate for electric buses.“Even when consuming electricity at night, they have to pay extra in the name of demand charge. No matter whom we talk to in the government regarding change in policies favoring electric buses, nothing happens,” rues Sundar Yayat’s Thapa.Read also: <a href="https://www.nepalitimes.com/latest/why-nepal-needs-to-restore-ev-tax-subsidy/">Why Nepal needs to restore EV tax subsidy</a>, Raunab Singh KhatriEnvironmentalist Bhusan Tuladhar, who is also with Sajha Yatayat, says the government's current policy on electric vehicles is positive but inadequate: “Private petroleum cars will be gradually replaced by electric vehicles. But it is more important to replace diesel-powered buses with electric ones. That should be our priority.”He argues that private investors will not invest more on electric buses if the current customs and other policies are not revised. "If we really want to promote electric public transport, we need to provide additional tax rebates and other facilities. Other countries, including India, have offered similar concessions,” he says. “Electric public transport will have a direct impact on public health by reducing vehicular emission and air pollution.”Bishwas Gauchan of Institute for Integrated Development Studies (IIDS) says that the existing policy of providing tax exemption on electric vehicles is itself lopsided. "Tax exemption should be for public vehicles, not private ones,” he says.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114101120/637209269c7e80680e0b5526jpeg.jpg" alt="" width="1500" height="1061">Since big buses, taxis and two-wheelers are responsible for more of the carbon emissions as they travel more distances, they should be prioritised in government policies. “There is no need to rush tax exemptions for private electric vehicles to the detriment of the economy," says Gauchan.Tuladhar also agrees that two-wheelers which make up about 80% of vehicles in the country and a major emitter of poisonous carbon monoxide, should be prioritised. He argues that taxes and other benefits should be provided to electric two-wheelers to reduce pollution and carbon emission.According to the Economic Survey 2021, two-wheelers account for 79.3% of the 3.987 million vehicles registered by February 2021.The Delhi state government in India has introduced a policy that when delivery companies buy new vehicles, a certain percentage of them should be electric. "Even in Nepal, policies targeting electric two-wheelers need to be put forward. Additional concessions are needed to promote electric two wheelers," says Tuladhar.NEVA’s Nawaraj Poudel argues that due to the high prices, complex geographical location of Nepal and lack of charging stations, electric two-wheelers have not been able to compete with petroleum ones.Although imports of electric motorcycles and scooters have tripled since last year, this is far less than the number of petroleum two-wheelers. Around 300,000 new two-wheelers are added to the roads of Nepal every year.More than a dozen brands of electric two-wheelers are currently sold in Nepal. Sanjeev Shilpakar, director of E-Motors at Yoma which sells TailG two-wheelers, says that the new Rs10,000 road development fee has discouraged consumers."In addition to the road development fee, consumers still need to pay 40% tax under various names," he says.Another reason that electric two-wheelers have failed to gain traction in the market may also be attributed to their higher cost. The price of electric two-wheelers in Nepal is much higher than the international market since the dealers keep a higher margin.Shilpakar refutes this, saying that the transportation cost itself is higher and the bikes have to be modified to fit Nepal’s terrain. He adds, "Although the cost price of electric two-wheelers is higher than petroleum ones, the operating cost is definitely lower."Import of electric vehicles in the last five years:Fiscal year                          Electric four wheelers    Electric two wheelers2021/22 (6months)          1,103                                    1,9222020/2021                         249                                      2,3332019/2020                         575                                      3902018/2019                         4,745                                    2,0472017/2018                         5,239                                    1,004Source: Revenue DepartmentRead more:<a href="https://www.nepalitimes.com/latest/nepal-backs-evs-to-boost-hydro-electricity-uptake/">Nepal backs EVs to boost hydro-electrivity uptake</a>,  Nepali Times

Nepal goes electric, but conditions apply

<figure><a href="https://www.flickr.com/photos/26344495@N05/50981261653/in/photostream/"></a></figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022111410114/6372051f9c7e80680e0b289cjpeg.jpg" alt="" width="2048" height="1363"/><figcaption>Photo: IVAN RADIC/FLICKR</figcaption>Nepalis with battery-operated vehicles can now install a separate household meter to charge their vehicles as part of a drive by the state-owned utility to boost consumption of <a href="https://www.nepalitimes.com/banner/power-politics/" target="_blank" rel="noopener noreferrer">surplus hydro-electricity</a> from the country’s new plants.Electric vehicle (EV) owners can also opt for a larger capacity meter if the approved load for domestic use is insufficient, and the regulator is also increasing the load limit for industries, and offering additional meters for tenants on multi-storey apartments.A Nepal Electricity Authority (NEA) board of directors meeting last week decided on a slew of measures to increase consumption of electricity. Nepal is now generating 500MW more than domestic demand, and this surplus is expected to grow during the monsoon.However, due to an <a href="https://www.nepalitimes.com/banner/nepals-precious-electricity-going-waste/" target="_blank" rel="noopener noreferrer">imbalance in distribution</a> the country has to import power from India for certain areas of the country, while it sells electricity to India from other parts.“We must increase the consumption of domestically produced electricity at home to reduce spillover and wastage. That is why we are taking steps to make sure Nepalis have better access to reliable and quality power,” says Nepal Electricity Authority (NEA) chief Kulman Ghising.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022111410114/637205229c7e80680e0b289djpeg.jpg" alt="" width="1500" height="1061"><figcaption></figcaption></figure>With the increase in popularity of <a href="https://www.nepalitimes.com/banner/fully-charged-and-ready-to-go/" target="_blank" rel="noopener noreferrer">electric vehicles</a> NEA is encouraging private companies to set up charging stations in parking lots and open spaces with the new electric meter offer. Local governments will work with the NEA to facilitate the necessary paperwork.Despite a pledge to be fully electric in its transportation sector by 2031, Nepal had yet to take a significant step or invest accordingly, even though last year it <a href="https://www.nepalitimes.com/latest/nepal-reduces-tax-on-electric-cars/" target="_blank" rel="noopener noreferrer">re-introduced a tax rebate</a> for battery-powered vehicles.After complaints that house-owners were overcharging tenants for power consumption, NEA has warned landlords that their mains will be cut if they do so. Further, it is now allowing tenants to set up their own electric meters. Those living in apartment blocks, multi-storey residential buildings and housing colonies will also be allowed to have their own meters.“Occupants of apartments can get electricity directly from the NEA with a separate meter, that way the tariff will be cheaper and the consumption will also increase,” explains Ghising, adding that factories within the same industrial complex will also be allowed separate meters.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022111410114/637205269c7e80680e0b289ejpeg.jpg" alt="" width="3242" height="1773"><figcaption></figcaption></figure>The new regulation has also streamlined the mechanism for consumers to settle their electricity bills. They can pay in installments, through mobile apps and even customers who have been blacklisted because of their dues can arrange to pay it back in up to 12 instalments.<a style="font-size: 15px; letter-spacing: 0.01em;" href="https://www.nepalitimes.com/latest/nepal-electricity-demand-soars/" target="_blank" rel="noopener noreferrer">The NEA</a> is also providing power feeds to refrigerated storage for dairy products, cooperatives-run cold storages and drinking water and irrigation projects operated by the government or communities.The new regulation has also increased the load limit for companies from 50kV to 100kV for which the NEA will supply power via its transformers. If the companies pass the mark, they need to buy the transformer themselves.

Nepal backs EVs to boost hydro-electricity uptake

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109141132/636bac079c7e80680e077f0ejpeg.jpg" alt="" width="1500" height="1000"/><figcaption>Prime Minister K P Oli inaugurating the first electric bus service in 2018 after announcing 20% of vehicles in Nepal would be battery-powered by 2020. The government did not allow those electric buses to go into service, and has now reversed its tax policy favouring battery-operated vehicles. Photo: Bikram Rai</figcaption></figure>Developing countries are usually late-comers in adapting to advanced technologies, but new innovations like battery-powered cars give countries like Nepal the chance to leapfrog to clean and green energy.Nepal has been kept back by poor and limited education, low levels of industrialisation and bad governance. However, this actually puts the country in a position to catch up through the adoption of new technologies.Especially when it comes to energy and the environment, Nepal does not need to reinvent the wheel. It just has to build on past policies that have worked – like the community forestry program, manage hydropower to generate surplus electricity, and restore tax subsidies for electric vehicles.When Sajha Yatayat introduced <a href="https://en.setopati.com/market/132700">five new BYD electric buses </a>in 2018, there was great optimism that Nepal was on the right path. Prime Minister K P Oli himself inaugurated those buses by riding them into Singha Darbar, and announced that 20% of vehicles in country would be electric in two years time. Well, it is now 2020 and instead of promoting EVs, this year’s budget has withdrawn the tax breaks for battery-powered cars.Nepal needs to foster a new climate for investment in green technologies with a paradigm shift in reducing the technology gap. One such paradigm shift had been the tax concessions on electric vehicles, but Finance Minister Yuvaraj Khatiwada’s budget raised <a href="https://www.nepalitimes.com/latest/nepal-takes-3-steps-back-on-e-cars/">excise tax by 40% with another 60% of custom duty</a> and put a question mark on the government’s commitments to its own sustainability goals.There are two compelling reasons to support EV growth: controlling air pollution and cutting petroleum imports. <a href="https://www.nepalitimes.com/here-now/air-pollution-is-more-dangerous-than-smoking/">An estimated 35,000 people die annually</a> from pollution emitted by fuel-driven vehicles. Nearly <a href="https://oec.world/en/profile/country/npl">15% of Nepal’s total imports</a> is for petroleum making it Nepal’s number one item of import.According to <a href="https://gggi.org/site/assets/uploads/2020/02/GGGI_Nepal_Investment-Projects-for-Electric-Mobility_Final.pdf">Global Green Growth Institute</a>, proposed new 6.8GW of hydropower projects will give Nepal excess electricity supply in next few years. Electrifying the transportation sector will allow <a href="https://www.nepalitimes.com/latest/nepals-chance-to-green-its-budget/">proper utilisation of domestic resources</a>, and enable  new innovative business strategies for energy sufficiency.To benefit from both aspects, the government needs proactive subsidies to encourage the adoption of electric vehicles. This not only helps in low-cost access to electric vehicles, but also create the environment to <a href="https://gggi.org/site/assets/uploads/2020/02/GGGI_Nepal_Investment-Projects-for-Electric-Mobility_Final.pdf">build an electric mobility ecosystem</a> for sustainable growth.China provides a good example. Its economic development formula starts with local experimentation of reform initiatives, which then can be replicated at the national level.Back in 1998, China’s first phase of EV development actually happened on a small scale across 12 major cities.For the next 10 years, the focus was given to battery production and setting up of necessary infrastructure which then got integrated into the national plan. Subsequently, after 2008, <a href="https://www.researchgate.net/publication/321869464_Electric_mobility_and_the_quest_for_automobile_industry_upgrading_in_China">conventional fossil consuming motorcycles were banned</a> across 16 major cities, and government promoted preferential treatment and subsidies including purchase tax waiver, trade barrier removal and infrastructure subsidy that expanded pilot initiative from 12 to 88 major cities.Since then, <a href="https://thediplomat.com/2020/05/can-chinas-electric-car-industry-weather-the-covid-19-storm/">450 new EV manufacturers</a> have been registered in China, including giant  oligopolies like BYD which have taken the global lead in electric vehicles. For the past three decades, EV sales have seen an increasing trend in China and they are projected to reach <a href="https://www.chinadialogue.net/article/show/single/en/11405-Can-China-electrify-all-new-passenger-cars-by-2-3-">price parity with petrol</a> and diesel by 2030.The <a href="https://about.bnef.com/blog/battery-pack-prices-fall-as-market-ramps-up-with-market-average-at-156-kwh-in-2019/">87% drop</a> in battery prices worldwide between 2010 to 2019 will also reduce the price of electric vehicles and make them more competitive vis-à-vis fossil cars.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109141132/636bac0a9c7e80680e077f0fjpeg.jpg" alt="" width="1086" height="672">For Nepal, this means electric vehicles will gradually replace petrol and diesel vehicles whether we like it or not. It is better to stay ahead of the curve and actively promote battery-powered cars now so that Nepal gets an early-bird advantage from reduced imports, improved air quality and better public health.As the Saudi Arabian Oil Minister <a href="https://www.economist.com/leaders/2003/10/23/the-end-of-the-oil-age">Seikh Zaki Yamani once said: </a>‘The stone age did not end for the lack of stones, and the oil age will end long before the world runs out of oil.’ Despite the global importance of alternative energy, Finance Minister Khatiwada’s  argument that an increase in imports of electric vehicles would drain the economy does not hold much water. Being a one-time import, EVs replace up-front cost of petrol cars, but reduce the long-term running cost by cutting the use of <a href="https://www.nepalitimes.com/banner/from-a-fossil-past-to-an-electric-future/">imported fuel.</a>Similarly, the argument that only high-end vehicles were imported in large numbers fails to take into account that cheaper Indian and Chinese electric cars and e-scooters like <a href="https://www.nepalitimes.com/banner/electri-city-cars/">Niu and Terra Eco</a> had begun to replace petrol-powered scooters. Instead of raising taxes, Khatiwada should have should have been given incentives for <a href="https://english.khabarhub.com/2020/18/105016/#.Xurj2Xw2GrQ.twitter">entry-level or mid-range EVs</a> and electric buses which cater to local needs, reduce other costs and promotes sustainability.Germany subsidised solar power and China subsidised electric vehicles more because they made economic sense, than just because of their ecological benefits. Nepal should also embrace the benefits of electrifying the transportation sector for economic and health reasons, rather than try to convince Nepalis to reduce the country’s carbon footprint to save the planet.Raunab Singh Khatri is a graduate student in economics at the Yenching Academy of Peking University

Why Nepal needs to restore EV tax subsidy

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108111156/636a369c9c7e80680e04831ajpeg.jpg" alt="" width="1400" height="933"/><figcaption>RENEWABLE TRANSPORT: Symbolic gestures like President Bidya Devi Bhandari using an electric limousine, and more practical tax breaks for EVs have won Nepal international praise for a proactive energy policy. However, reforms are still needed to encourage electric public transport. Pic: THE PRESIDENT’S OFFICE</figcaption></figure>Residents of Kathmandu by now know that they breathe some of the <a href="http://archive.nepalitimes.com/page/every-breath-you-take-air-pollution" target="_blank" rel="noopener">dirtiest air in the world</a>. But unlike elsewhere, that awareness has not created the public opinion pressure to <a href="https://www.nepalitimes.com/here-now/open-air/" target="_blank" rel="noopener">force politicians to act</a>.Up to 35,000 Nepalis lose their lives annually due to diseases caused by air pollution. One in every 10 people in Kathmandu suffers from chronic lung diseases like COPD, bronchitis and emphysema. The average life expectancy of Nepalis <a href="http://archive.nepalitimes.com/article/Nepali-Times-Buzz/air-pollution-decreases-life-span,3999" target="_blank" rel="noopener">is reduced</a> by over two and one-half years because of air pollution.“We have seen that electric public transportation <a href="http://archive.nepalitimes.com/regular-columns/guest-editorial/public-transport-is-equal-to-public-health,844" target="_blank" rel="noopener">can improve public health by reducing pollution</a>,” says Sajha Yatayat Executive Director Bhushan Tuladhar. “Recent advances in electric transport provide the solution. What is sorely lacking in Nepal is political will, long-term commitment and strategic planning for electric mobility.”Read also: <a href="https://www.nepalitimes.com/?p=25485&amp;preview=true" target="_blank" rel="noopener">Life in the time of tornados</a>, Ajaya DixitIndeed, Nepal’s policy makers no longer have an excuse to do nothing about air pollution: they can follow the example of China and India and announce a national campaign to switch to <a href="https://www.nepalitimes.com/here-now/cleaner-air-with-greener-buses/" target="_blank" rel="noopener">electric public transport</a>.India is rolling out 7,000 electric buses this year. The Delhi Metro is now powered by solar energy and plans to go fully solar by 2021.All 16,000 public buses in Shenzhen are electric. China has replaced all its petrol two-wheelers with electric motorcycles and scooters.Global demand for electric vehicles is rising rapidly, and manufacturers are having a hard time meeting demand, mainly because of the shortage of lithium ion batteries. The sale of electric vehicles overtook fossil-fuel cars in Norway last month.Read also:<a href="https://www.nepalitimes.com/banner/electri-city-cars/" target="_blank" rel="noopener">Electri-City Cars</a>, Sikuma Rai<a href="https://www.nepalitimes.com/banner/20-electric-by-2020/" target="_blank" rel="noopener">20% electric by 2020</a>, Om Astha RaiHere in Nepal, <a href="https://www.nepalitimes.com/banner/electri-city-cars/" target="_blank" rel="noopener">electric cars</a> now make up 10% all of all new sales. The first 40 Hyundai Kona EV sold out as soon as they arrived, and the next batch of 40 are already booked. In fact, Hyundai launched Kona in Nepal before it did so in Australia and the US. The Korean car-maker listed Nepal as a top priority market in the Asia- Pacific because of tax breaks for electric vehicles here.“We were able to convince the manufacturers that Nepal was ready to go electric because of our hydropower potential and the tax difference between electric and non-electric vehicles that showed a strong government commitment,” explained Nirakar Shrestha of Laxmi InterContinental, which represents Hyundai in Nepal.While the retail price of petrol and diesel reaches up to 261% above the cost price, electric vehicles carry just a 10% tax on the purchase price.  Electric cars are exempt from road tax, which can be Rs30-50,000 per year for fossil-fuel cars. Nepal is the only country in the world with such a huge relative tax difference.Read also: <a href="https://www.nepalitimes.com/banner/from-a-fossil-past-to-an-electric-future/" target="_blank" rel="noopener">From a fossil past to an electric future</a>, Om Astha Rai<a href="https://www.nepalitimes.com/here-now/cleaner-air-with-greener-buses/" target="_blank" rel="noopener">Cleaner air with greener buses</a>, Bhushan Tuladhar<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108111156/636a369f9c7e80680e04831bjpeg.jpg" alt="" width="1500" height="1000"><figcaption> </figcaption></figure>However, there are still challenges to overcome before electric vehicles gain greater public acceptance, including the lack of charging stations, undependable electricity supply, and inadequate parking lots. A fast-charge electric station costs a minimum of $30,000 and can charge only 25 vehicles a day. Establishing one requires a government subsidy as well as a regulator to permit the charging of different EV models.Kathmandu Valley alone has <a href="https://www.nepalitimes.com/banner/poisoning-the-air-we-breathe/" target="_blank" rel="noopener">750,000 motorcycles</a>, which are a major source of toxic gases like carbon monoxide and ozone. Introducing tax incentives for bikes and scooters similar to those for private cars could be a pivotal move. Also, at the moment there is no registration policy on electric two-wheelers, discouraging buyers.In October last year, Prime Minister KP Oli unveiled an <a href="https://www.nepalitimes.com/banner/20-electric-by-2020/" target="_blank" rel="noopener">electric mobility action plan</a>, proposed to transform at least 20% of the fleet of public vehicles into battery-operated ones by 2020. Amidst much fanfare he inaugurated the first five Chinese, BYD electric buses inducted by Sajha Yatayat. President Bidya Devi Bhandari herself has a BYD electric limousine.Last year, <a href="https://www.nepalitimes.com/here-now/mayoral-airs/" target="_blank" rel="noopener">Kathmandu Valley’s 18 mayors gathered for a workshop</a> organised by ICIMOD to discuss an air pollution reduction strategy. Since then, beyond lip service little has been done to establish electric public transport and make emission tests for fossil vehicles more effective.Local and provincial governments have shown an interest in providing financial support to develop electric public transport, but the plans are sketchy and ad hoc. A case in point is the confusing and conflicting proposals for electric bus rapid transit, monorail and light rail transit along the Ring Road. The proposals are restricted to speeches and slogans, but nothing concrete has been done.One reason is the high investment cost of electric public transport, which requires government to step in with subsidies.Over the years, revenue from the Petroleum Tax has grown to a whopping Rs5.2 billion. Some of this could be invested in a clean-energy electric transportation strategy.The Seoul-based Global Green Growth Institute (<a href="http://gggi.org/" target="_blank" rel="noopener">GGGI</a>) has been helping the central government with just such a strategy on electric mobility, and to find potential investors. General Director Frank Rijsberman was in Kathmandu last week to sign an agreement to implement e-mobility in Nepal. GGGI is keen to help Nepal with its first purchase of 300 electric buses for cities across Nepal.  (See interview below)“Operating an electric transport fleet is more complex, requires higher initial investment and more infrastructure than traditional buses, but in the longer-term, renewable energy sources are not only ecologically but also economically viable,” said Rijsberman. “We believe that it is not only the right thing to do but also the best way of growing in the 21st century. In the coming years we hope to see a breakthrough and electric buses on the streets of Kathmandu.”Electric vehicles are now a necessity, not just an environmental statement. Neighbouring India and China have committed to manufacturing only electric automobiles by the year 2030. This means Nepal will be forced to go electric since most vehicle imports are from those two countries.Said Bhushan Tuladhar of Sajha Yatayat: “Like it or not, Nepal will have to go all electric in about a decade. So we may as well start planning for it. That way, the transition will be much smoother, efficient and advantageous.”<h2>Investing in renewables</h2><figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108111156/636a36a29c7e80680e04831cjpeg.jpg" alt="" width="1400" height="799"><figcaption> </figcaption></figure>Frank Rijsberman of the Korea-based <a href="http://gggi.org/" target="_blank" rel="noopener">Global Green Growth Institute</a> was recently in town to sign an agreement with the government and Sajha Yatayat on electric mobility. Nepali Times asked him about the future of electric public transport globally and in Nepal.Nepali Times: Why is your Global Green Growth Institute so involved in electric mobility around the world?Frank Rijsberman: We are a young intergovernmental organisation set up in 2012 with 32 member countries and 20 more in the process of becoming members, like Nepal. We help governments plan green growth, a model of economic development that is both more environmentally sustainable and socially inclusive. In Nepal, we helped the government develop a national electric mobility strategy, and we have also helped members mobilise $1 billion in climate finance.We are also working to make cities greener by managing water, sanitation and solid waste. I met with Nepal’s minister of forests and environment and he asked us if we could start working on forests as our next priority. We have done similar work in Indonesia and Myanmar, and that is likely to be our next priority here.Do you see Asian countries moving towards renewable energy?It is challenging to switch from big investments in coal and nuclear energy, because all those investments have become stranded assets. China and India are making enormous progress in renewable energy. Many other Asian countries are a bit behind — Vietnam is still planning to build 25 new coal fire power plants. We are working with governments to introduce large-scale renewable energy sources. The private sector will invest only if the government has the right policy, so we work with governments for that.Read also: <a href="https://www.nepalitimes.com/here-now/from-playing-victim-to-proactive-leadership-on-climate/" target="_blank" rel="noopener">From playing victim to proactive leadership on climate</a>How can Nepal mitigate on carbon, while adapting to climate change?Adaptation is still very much the number one priority for Nepal but it must grow to middle-income status by 2030, without increasing emissions, by investing in renewable energy. This is now the cheapest form of energy and decentralised solar energy is a much easier way to reach remote communities that were very poorly served by a centralised grid.So I would call it adaptation with mitigation co-benefits. It may well be possible to trade those emissions with countries that should reduce more but cannot on their own. You can have mitigation measures too, but the first priority for countries like Nepal that rely on agriculture is to make sure that society is no longer vulnerable and is more resilient to climate change.Also, many governments still want growth. But the quality of growth really matters; it should be environmentally sustainable. It used to be the right thing to do, but being sustainable is also commercially attractive.What progress are other Asian countries making to become low-carbon economies?China has become a real leader in electric transport. Shenzhen is the first city in the world with an all-electric fleet of buses. Beijing has also taken big steps in curbing air pollution. India has also made considerable progress in renewable energy. The next big thing will be energy efficiency in buildings.What are the prospects for electric public transport in Nepal?We have done electric bus projects in a number of countries and while it is more expensive initially, and also for infrastructure like charging stations and batteries, its operational cost is much cheaper. We are helping the Nepal Government find interested investors, and hope to see a breakthrough in coming years with electric buses on the streets of Kathmandu.

Sonia Awale

Nepal’s electric transport future is here

https://youtu.be/-pr72QL_ScEAfter serving as a toy for the rich, for making an environmental statement, or be a hobby, <a href="http://archive.nepalitimes.com/article/nation/Be-smart-go-electric,3062" target="_blank" rel="noopener">electric cars</a> have suddenly become a necessity. As the global climate warms up and the world weans itself away from fossil fuels, there is suddenly a rush on battery-operated vehicles.In Nepal, the government deliberately refused to provide incentives to battery-operated vehicles for many years because it would reduce revenue, but two years ago, slashed taxes on electric vehicles and increased the taxes for diesel and petrol cars. Since then, electric car sales in Kathmandu have soared.Read also: <a href="https://www.nepalitimes.com/banner/from-a-fossil-past-to-an-electric-future/">From a fossil past to an electric future</a>, Om Astha RaiAt present there are over 500 electric cars, more than 1,500 battery two-wheelers and a few thousand electric three-wheelers on Nepal’s roads. But with Sajha and other bus companies poised to induct electric buses, and private owners showing a keen interest, <a href="http://archive.nepalitimes.com/blogs/kundadixit/2018/01/24/electric-cars-shock-fossil-industry/" target="_blank" rel="noopener">the electric car market is poised for growth</a>.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171132/636933499c7e80680e03df8ajpeg.jpg" alt="" width="327" height="327"/><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171132/6369334a9c7e80680e03df8bjpeg.jpg" alt="" width="2546" height="483">Agni Incorporated, which imports the popular Mahindra e2O, plans to convert its popular petrol KUV crossover to battery and bring it to Nepal early next year. With a 180 km range, the eKUV will cost Rs3,500,000 and be able to comfortably get to Pokhara with a fast charge along the way.Agni has already sold 400 two- and four-door e2O, and slashed prices on them from Rs3,100,000 to Rs 2,200,000 by reducing the range for city driving, and the model is selling well in Kathmandu and other metros.Continental Trading Enterprises introduced the electric version of its <a href="http://archive.nepalitimes.com/article/Nepali-Times-Buzz/The-electric-age,3419" target="_blank" rel="noopener">KIA Soul</a> two years ago and sales have picked up after the tax on similar petrol vehicles was hiked. Despite its boxy look and price, the e-Soul is doing well, and KIA is preparing to introduce the e-Niro crossover with a range of 380km next year.Read also: <a href="https://www.nepalitimes.com/editorial/climate-climax/">Climate Climax</a>, Editorial<a href="https://www.nepalitimes.com/opinion/decarbonise-now/">Decarbonise now</a>, Ajaya DixitChina’s BYD made high-profile launches of its e6s by having President Bidya Devi Bhandari, the National Planning Commission and the Nepal Electricity Authority ride around in them. But its main market is in buses, and earlier this month, <a href="https://www.nepalitimes.com/banner/20-electric-by-2020/" target="_blank" rel="noopener">got the Prime Minister to launch two of its e-buses on trial for Sajha Yatayat</a>.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171132/6369334c9c7e80680e03df8cjpeg.jpg" alt="" width="640" height="245">“We would like to use our best technology, and share our know-how to serve the Nepali market and the next generation, we see possibilities for e-mobility here,” Liu Xueliang of BYD Asia-Pacific Auto Sales Division told Nepali Times. BYD hopes to establish a training school for electric vehicle engineers, and provide electric buses for airside conveyance at airports like Kathmandu, Bhairawa, Pokhara and elsewhere.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171132/6369334e9c7e80680e03df8djpeg.jpg" alt="" width="1500" height="1000"><figcaption> </figcaption></figure>The main challenge for the spread of e-vehicles has been the lack of <a href="https://www.nepalitimes.com/business/electric-car-service-centre/" target="_blank" rel="noopener">charging stations</a>. KIA has installed a fast-charger in Kurintar halfway to Pokhara, and hopes to install 12 more around the country. Mahindra is also planning to build charging stations in Naubise, Mugling, Bharatpur and Pokhara for inter-city drivers.“Actually most e2Os are used for city driving, so the lack of charging stations is just a psychological barrier. Still, we will need them when the longer range KUV starts selling here,” says Agni’s Cabinet Shrestha, who is working on universal chargers that will work with any type of car. BYD also plans to establish 50 fast and slow charging stations on main highways, says Prasidha Panday of the BYD distributor in Nepal, Cimex Group.https://www.youtube.com/watch?v=RuOYwGgs43MDriving my REVA is stress-free since the car is easy to drive, clean, I can park anywhere and there are no hassles about refuelling.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171132/636933519c7e80680e03df8ejpeg.jpg" alt="" width="540" height="720">Sudha BasnetDoctorhttps://www.youtube.com/watch?v=B7ZSHg8Xu0QSuhrid Ghimire at Continental agrees: “Till now, no one has ever complained about running out of charge, EV owners are smart and think ahead, but it is our responsibility to add charging stations.”Before buying the KIA Soul, I was aware it was a city car and it has low ground clearance. But I was more attracted by its plus points like low operating cost, air conditioning and no gear clutch. Being associated with research on air pollution in Kathmandu, I wanted to take the initiation towards being a part of the solution.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171132/636933539c7e80680e03df8fjpeg.jpg" alt="" width="960" height="960">Arnico PandayRegional Programme Manager Atmospher, ICIMODThe National Plan of Action for Electric Mobility that the Prime Minister unveiled this month has three priorities: setting up a new entity to promote EVs, a national program on infrastructure and market, and financial incentives. The Plan hopes to turn 20% of public buses into electric ones by 2020.The Nepal Electricity Authority is already putting up 20 charging stations around the country to encourage<a href="https://www.nepalitimes.com/here-now/cleaner-air-with-greener-buses/" target="_blank" rel="noopener"> electric transportation</a>. For Bhusan Tuladhar of Sajha Yatayat, this is a great leap: “The introduction of the Action Plan means the government has taken ownership of e-mobility promotion.”Read also: <a href="https://www.nepalitimes.com/here-now/the-cost-of-light/">The cost of light</a>, Om Astha Rai<a href="https://www.nepalitimes.com/banner/20-electric-by-2020/" target="_blank" rel="noopener">20% electric by 2020</a>, Om Astha Rai<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171132/636933569c7e80680e03df90jpeg.jpg" alt="" width="1500" height="1061"><figcaption> </figcaption></figure>The other obstacle for e-mobility future is still taxes. Although customs duty on e-cars has been slashed to 10%, the tax on electric two-wheelers has been increased, and electric three-wheelers have been banned in some Tarai cities.The 50 paisa per litre that consumers pay as Petroleum Tax has now grown into a kitty of a billion rupees, and could be invested in clean energy public transport. Last year, Nepal imported Rs150 billion worth of petroleum products, nearly double of the value the previous year. The country’s strategy should be to reduce this fuel import bill by switching to EVs.Says Tuladhar: “I do not see electric cars taking over Nepal’s roads any time soon. Petrol and diesel vehicles will be around but we must make a start with electric public transport. It is good for public health because it will reduce pollution, and for the national economy.”https://www.youtube.com/watch?v=HD1TLWD4eLY<h2>E-scoots</h2>Arbinda Tuladhar, 60, has been using electric scooters to commute 16km one way from Swayambhu to Kathmandu airport. Being an electrical engineer, he has struggled with many brands of battery-powered two-wheelers but always found the torque inadequate.Finally, he has found one with enough oomph: the Japanese-made Terra Eco. “With this one, I don’t have to stop half-way up the incline on my daily commute.” Terra is one of several two-wheeler brands in Nepal that offers many advantages over petrol-powered ones. It started selling in Nepal in 2014, and has sold more than 1,000 units.Now, Chinese scooters brands like Bella and NIU have also opened showrooms and are tapping the greater awareness about the environment among Nepal’s price-conscious youth.Says Shyam Sapkota of Terra Motors Nepal: “We did a survey last year and found out that out of 1,800 respondents, most were senior citizens who wanted comfort and ease, and youths who wanted affordability.”Arbinda Tuladhar, for instance, spends Rs250 on average on electricity and maintenance, compared to Rs4,500 a month if his scooter was petrol. The upfront cost of electric scooters also range from Rs100,000 to Rs260,000, which is similar to the prices of petrol scooters. the pricetag could come down further if the government cut the 10% customs duty and 13% VAT, and since battery prices have gone down worldwide, the price of e-scooters will be even lower in future.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221107171132/636933599c7e80680e03df91jpeg.jpg" alt="" width="574" height="1024">The scooters provide up to 80-100km on a full charge, and can pull a pillion rider even on the uphill of White Gumba. They can be charged at home like mobile phones. Terra and Bella both plan to introduce more powerful scooters in 2019, as customers want fast charge and extended driving range. NIU is setting up a scooter charging station in Labim Mall.Electric scooter drivers in the past did not need a driving license nor did they have to register their vehicles, but the government has now made both mandatory. This dampened demand, but now it has picked up again. Competition is also growing, and Terra now offers free lifetime maintenance, while NIU will exchange your petrol scooter and minus it from the price of a brand new one.E-scooters are also spreading outside the Valley. Terra has dealers in Narayanghat, Butwal and Lahan, NIU has reached Pokhara, Itahari and Butwal, and Bella has 18 dealers across the country.

Electri-City Cars

Fenerbahçe Beko won the Turkish Airlines EuroLeague finals in Abu Dhabi, held 23-25 May, defeating Monaco 81-70 in the final. Olympiacos, who defeated Panathinaikos 97-93, finished the series in third place. The Most Valuable Player (MVP) of the final match, Nigel Hayes-Davis from Fenerbahçe Beko, received a prize of 1,000,000 Miles&amp;Smiles from Turkish Airlines’ Chief Commercial Officer Ahmet Olmuştur. The carrier has been the title sponsor of the Turkish Airlines EuroLeague, a top tier tournament, since 2010.

Turkish Basketball

Thousands of Nepali students dreaming of an American education have been forced to look elsewhere as the Trump administration’s visa restrictions make their future uncertain.
The US was long considered a top destination for higher studies, making Nepal the 10th biggest country of origin for international students in America.&nbsp;
However, that number has seen a significant decline with the total for Nepali students now at 16,482. Some 8,000 Nepali students obtained no-objection certificates to study in the US from the Ministry of Education in the past year.&nbsp;
India, Australia, Canada, South Korea, United Kingdom and Japan are the other popular destinations for Nepali students. There are no clear numbers for Nepalis going to India, but a slight decline was noted this year after the deaths of two female students.
The US State Department has issued a circular to its embassies not to issue new visas to applicants until further notice. US Secretary of State Marco Rubio in the directive stated that the department planned to expand the screening of applicants' social media.&nbsp;
While new applicants are barred including those applying for visitor visas, students with scheduled interviews are allowed to proceed.
“Many of our students are affected by the new restrictions, but those who had applied for student visas earlier have got interview dates,” one Kathmandu-based college counsellor told us.
Meanwhile, even foreign students with spotless records already in the US have not been spared, as visa scrutiny intensifies under the new policy. In a move that underscores the growing sense of insecurity, many US colleges advised international students to carry their passports and documents at all times, even when traveling locally.
“Me and my friends did not go home this summer because we were not sure we would be allowed back, so we just went to Niagara Falls,” said a Nepali undergrad in Ohio, who like many interviewed for this report did not want her name used for fear of repercussion.
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Nepali students have adopted a cautious stance, with many choosing not to return home during summer vacation due to fear of visa revocations as well as travel bans. Meanwhile, over 7,000 Nepalis with Temporary Protected Status (TPS) will have to come back to Nepal by 5 August or face deportation. Thirty-seven were flown back to Kathmandu on Omni Air last week.
“The US is one of the most sought-after destinations for higher education, and the ban will definitely impact bright students,” says Narottam Aryal of the King’s College in Kathmandu.
Indeed, Nepali undergraduates admitted into Ivy League colleges for the 2025 academic year have been asked to look for alternatives. The entire Fulbright Foreign Scholarships Board resigned on Wednesday citing interference from the Trump administration on the selection of this year’s cohort. Some Nepali students already on Fulbright scholarships have noted disruptions, delays and even cancellation of stipends.&nbsp;
The student visa restrictions were initially just for foreign students admitted to Harvard University, but it was later extended to all Chinese students and now to all students. Universities like Columbia which actively recruit foreign students, face sharp enrolment declines, threatening their financial stability and diversity.
An Indian female PhD candidate at Columbia University had her visa revoked by the US State Department, and said she was targeted on the basis of her social media posts on Israeli military attacks in Gaza. Social media vetting of political activism has raised concerns about privacy and freedom of expression in a country where such rights were a given.
Many students have been informed via email that their visas have been revoked for getting speeding or parking tickets, but even others with no criminal record have been affected. The fear of deportation looms large amongst international students, including those from Nepal.&nbsp;
For most Nepalis who migrate to the US for education, the journey is a high-stakes investment. They come largely from middle-class families, often rely on a patchwork of scholarships, work-study programs, loans, or even the sale of family assets to afford fees.
Most Nepali students pursue STEM subjects which offer extended Optional Practical Training (OPT) periods that help fund their education. But with the US backsliding on education and humanitarian matters, countries like the UK and Canada are becoming more attractive despite their own recent stricter controls on student visas.&nbsp;
The UK universities saw a 63% rise in Nepali students’ admissions in 2024. Japan is another popular destination with 64,816 Nepali students enrolled as of 2024.
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Already, China, Hong Kong and Malaysia are poised to benefit from the increased scrutiny of US student visas. Several Hong Kong universities are offering unconditional admission to affected students, while Malaysian institutions are targeting previously US-bound Asian students. China and India have 330,000 and 280,000 students respectively in America, but the numbers for China have seen a sharp drop in the past year.
Elsewhere, branch campuses of American institutions such as NYU in Abu Dhabi, Georgetown in Dubai and Northwestern in Doha are getting more admission applications, and universities in the Gulf region are expanding infrastructure to accommodate those who would otherwise have gone to the US.&nbsp;
Even educational institutions in Nepal are hopeful that the US visa restrictions can be an opportunity to at least keep Nepali undergrads in Nepal, and also attract foreign students from the region.&nbsp;
“Many students might choose to complete their undergraduate degree here in Nepal and then move abroad for their Master’s degree later,” says Aryal of King’s College. “There was a need for quality higher education in Nepal anyway in terms of innovation and opportunities, so this could be the time to reduce our dependence on other countries.”
Nepal’s strategic position between India and China makes it sensitive to US policy shifts. India, a key ally, is also under US scrutiny for potential student travel restrictions. Chinese universities are already offering more scholarships to Nepali talent to capitalise on the US retreat.
American universities have challenged student visa restrictions in the courts. A federal court in Boston revoked the blanket ban on Harvard, and the State Department has ordered the resumption of processing student and exchange visitor visas.&nbsp;
Some are still hoping that President Trump will backtrack on the student visa restrictions, just like he has done with many of his more drastic executive orders.
Even so, the visa see-saw and longer-term uncertainties about living in the United States and its education system means students across the world are making alternative plans.
Says Aryal: “Policies of foreign countries change according to their needs, so excessive dependence was never a good idea. We should work to create different opportunities and choices of higher education within Nepal, so students are retained.” &nbsp;

America no longer prime destination for Nepali students

While Nepal was hosting the Sagarmatha Sambaad international climate conference in Kathmandu this month, on Mt Everest it was pretty much business as usual.&nbsp; The signs of climate breakdown are all there: a river now runs through Base Camp in summer, the Khumbu Icefall is more unstable, and there are more &nbsp;frequent avalanches. When expeditions arrived in March, the mountains were bare: it had not snowed since September, but then blizzards dumped unseasonal snow in May. And despite climate worries, such is the pull of Himalayan mountaineering that the Everest Industry showed no signs of slowdown. More than 600 international climbers and their Nepali guides had made it to the summit of the world’s highest mountain. At one point there were an estimated 2,000 people in the tent city on the Khumbu Glacier. All the ropes and ladders on the Icefall came down on Thursday, marking the official end of the spring climbing season, and just in time to avoid a monsoon cyclone approaching from the Bay of Bengal. It has been an action-packed season. One factor could be that Everest fees will go up from September: each foreign climber needs to pay a $15,000 royalty, up from the present $11,000. The cost for a Nepali climber on the South Col route will also go up: from Rs75,000 to Rs150,000.&nbsp; The fee to climb Everest in autumn is $7,500 (up from $5,500), but most climbers still prefer spring. Winter permit fee (December-February) is only $3,750 per person and the mountain is now also open for monsoon (June-August) climbs, when the fee is ever lower at $2,750. The revised rule also makes it mandatory for every two climbers on an 8,000m peak to hire one Nepali mountain guide.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2025053004050_67f856fe52714e4bdcf21ae7d45c6f18c82117b9d0a5f73ed1efa04c96de1046.jpg" data-media-id="editor_0" data-image-id="2025053004050_67f856fe52714e4bdcf21ae7d45c6f18c82117b9d0a5f73ed1efa04c96de1046" data-rendition-name="original" width="931" height="732" loading="lazy" alt="The Everest Industry graph 1"> </figure>  In addition, climbers also have to pay for porters and guides, equipment, Base Camp costs, Ice Fall and fixed rope team fees, so climbing Everest does not come cheap. But such is the draw of climbing the world’s highest peak that some say the increased fees will not diminish the crowds next year. The government has tried to spread expeditions out to other seasons and other 8,000ers, but with not much success. Earlier this year, Nepal unilaterally increased the number of 8,000m peaks to 14 by adding six more sub-summits to broaden the choice for climbers. Added were: Yalung Kang (8,505m), Yalung Kang West (8,077m) &nbsp;Kangchenjunga Central (8,473m), Kangchenjunga South (8,476m), Lhotse Middle (8,410m) and Lhotse Shar (8,400m).&nbsp; The announcement could go against the accepted topographic criteria that a stand alone peak has to be at least 300m higher than an adjoining prominence, and at more than 3km isolation from it. The UIAA (Union Internationale des Associations d'Alpinisme) still recognises only 14 mountains as eight-thousanders, and only eight of those are in Nepal, or on the border with China. Nepal’s revised mountaineering regulations also increased the insurance coverage of high-altitude workers to protect porters and high altitude guides who usually take more risks on the mountains. Rescue teams and clean-up campaigners to collect trash and remove bodies of dead climbers up to Camp IV of Mt Everest do not need permits.&nbsp; The Sagarmatha Pollution Control Committee is now using drones to fly down trash in 20kg sacks. Each climber is also required to bring down at least 6kg of waste and not just their own, but this rule is erratically enforced. With five fatalities on Everest and Lhotse, Spring 2025 had a historically low death toll. Another five climbers died on Annapurna, Kangchenjunga and Makalu.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2025053004050_38681de22f0fefb6faa12b01755566d09c5064d0ff84e12ccc7b5d68ea9ba38a.jpg" data-media-id="editor_1" data-image-id="2025053004050_38681de22f0fefb6faa12b01755566d09c5064d0ff84e12ccc7b5d68ea9ba38a" data-rendition-name="original" width="665" height="740" loading="lazy" alt="The Everest industry graph 2"> </figure>  Journalist Ben Ayers who ran the Everest Live social media channel from Everest Base Camp with daily updates credited the low death rate to dramatic rescues of climbers from the ‘Death Zone’ by their Nepali guides and longline helievacs — the visuals all uploaded on YouTube.&nbsp; “Ironically, this perception of safety is bringing more and more inexperienced climbers to the mountain, and they need more rescues,” Ayers said in one of his dispatches.&nbsp; American expedition chronicler and summiteer Alan Arnette suspects there is a lot of under-reporting given that the jet stream and storms were lashing Everest even till late in the season. He told us: “I heard a lot about frostbite and rescues that were not made public. It’s become practically impossible to cover the details on Everest. All the teams report nice news, and they don’t talk about bad stuff to avoid hurting businesses.” Although trash on Nepal’s mountains makes headlines, what does not receive as much attention is the climate impact of so many expeditions. The Sagarmatha Sambaad conference sidestepped this issue, which is ironic given that the impact of climate breakdown is most evident on Himalayan peaks and their glaciers.&nbsp; <h2>Need for Speed</h2> The big stories this year have been about speed-running from their home cities to the top of Everest. Ukrainian entrepreneur Andrew Ushakov flew out of JFK on 15 May at 10:15AM Nepal time, and was on the summit 3 days, 23 hours, and 7 minutes later on 19 May at 9:22AM.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250601080640_1c5cc6fc991307861768f07037ed9d30930fb20f35dbb57dc31c9a92a9e1a885.jpg" data-media-id="editor_2" data-image-id="20250601080640_1c5cc6fc991307861768f07037ed9d30930fb20f35dbb57dc31c9a92a9e1a885" data-rendition-name="original" width="1440" height="1800" loading="lazy" alt="The Everest Industry"> <figcaption>Andrew Ushakov at the summt. Photo: ELITE EXPED</figcaption> </figure>  “I could never find the time for the traditional 40-50 days of acclimatisation,” Ushakov explained matter-of-factly. His ‘Everest Sea-to-Summit’ climb was possible because he spent 400 hours in hypoxic sleep tents over the past four years in New York. However, Ushakov did use ropes already fixed, hired four Nepali guides, helicoptered to Base Camp, and used much more oxygen than an average climber. And after the climb, Ushakov was arrested at Kathmandu airport for being in possession of $20,000 of undeclared cash and spent a night in jail and fined $60,000.&nbsp; The other speedsters were Garth Miller, Alastair Cairns, Anthony Stazicker, and Kev Godlington, all former British Army commandos. They left London and summited five days later on 21 May, and flew right back. They also used hypoxic tents to simulate the thin air high on Everest.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250601080644_90c8dd5cc07b4b43f2989b1dc0c0650ab80f10ebb06680c25a6909c519957bd8.jpg" data-media-id="editor_3" data-image-id="20250601080644_90c8dd5cc07b4b43f2989b1dc0c0650ab80f10ebb06680c25a6909c519957bd8" data-rendition-name="original" width="810" height="668" loading="lazy" alt="The Everest Industry "> <figcaption>All four members of the Furtenbach team at the summit. Photo: Sandro Gromen-Hayes</figcaption> </figure>  But more controversial was their use of xenon gas therapy in a German hospital to ramp up the production of oxygen-carrying haemoglobins in their blood. Xenon is banned by the World Anti-Doping Agency for being performance enhancing in sports. Expedition leader Lukas Furtenbach said this rule does not apply to mountaineering, as it is not a regulated sport like swimming. Nepal has no rules about xenon, but the Department of Tourism said it was launching an ‘investigation’ to decide on future policy since it is difficult to ban xenon, but allow oxygen. The controversy has also divided the mountaineering community, with some climbers saying they just want to maximise their chances of survival. Spending less time on the mountain could make climbing safer by reducing avalanche risk. It would also mean less trash on the mountains, but it would reduce the income of Nepal’s expedition industry. It is also unclear how much of the success was due to xenon therapy and whether the ex-special forces were already in good physical shape.&nbsp; The need for speed hides the fact that climbing in the Himalaya is dangerous business, and climbers cannot sprint to the top just by huffing xenon. But ultra-fast climbs could be charged more, and the revenue generated can be used to establish state-of-the-art rescue operations, and increase pay and insurance for guides. Two other speed chasers this season were Swiss-Ecuadorian Karl Egloff and American Tyler Andrews, both on Everest without oxygen. Andrews choppered to Base Camp to catch a weather window, but turned back from 8,500m due to high winds. Heavy snow and wind also forced Egloff to descend from 7,000m. Slow and steady climbers like Anja Blacha from Germany did make it to the summit without oxygen, while Kami Rita Sherpa broke his own record with his 31st Everest summit as he led a 26-strong Indian Army group. There were 468 permits issued for foreign climbers from 48 expeditions to Everest this spring. Nepal’s other eight-thousanders together had only 17 expeditions. Nepal has more than 1,000 peaks above 6,000m, and has opened only 476 of them for climbing.&nbsp;

The Everest Industry

While Nepal marked <a href="https://nepalitimes.com/news/mt-everest-pvt-ltd">Mt Everest</a> Day on 29 May, on the other side of the planet in the US state of Colorado dozens of Nepalis who have climbed the world’s highest peak multiple times were busy working as chefs and Uber drivers. Among them is Nima Doma Sherpa, who climbed Mt Everest in 2019 after her husband Tshering Wangchu was among 16 crushed by an avalanche on <a href="https://nepalitimes.com/banner/on-thin-ice-in-the-khumbu">the Khumbu Icefall</a> five years earlier. A large serac broke off the West Shoulder of <a href="https://nepalitimes.com/news/the-everest-industry">Mt Everest </a>and fell directly on a group of <a href="https://nepalitimes.com/opinion/more-porters-sick-on-everest-trail">porters and guides</a> making their way up the Icefall at 5,800m. Their bodies were flown by helicopter to Khumjung where Tshering Wangchu was born. He was excited about climbing Mt Everest for the first time.&nbsp; In Khumjung, Nima Doma felt like her own life had also ended. This was the kind of news Sherpa wives, mothers and sisters dreaded every <a href="https://nepalitimes.com/here-now/peak-climbing-season-2025-s4abrxny">mountaineering season</a>. She stayed home for more than two years grieving, but ultimately gathered up all her emotional strength to take care of her 6-year-old son and 3-year-old daughter. Nima had grown up in Khumjung hearing <a href="https://nepalitimes.com/review/stories-of-nepal-s-summiteers">tales of adventure on the mountains </a>from their father, Ang Chubi Sherpa who had climbed Everest in 1993. He used to bring her and her sisters and brother European chocolates after every expedition, and used to tell them that the chocolate bars grew on the mountains. “It was only after we got older did we realise that he told us that chocolates grew in the mountains so we would not worry about him putting himself in harm's way,” Nima Doma recalled with a faraway look at her home in Boulder this week. Nima went to the school that <a href="https://archive.nepalitimes.com/article/Nepali-Times-Buzz/commemorating-edmund-hillary-in-nepal,4145">Edmund Hillary</a> opened in Khumjung till Grade 8, and then dropped out to help in the kitchen and <a href="https://nepalitimes.com/here-now/when-yaks-go-so-does-culture">tend yaks</a>. She was married off to Tshering Wangchu, who was also a high altitude guide. When Tshering went on expeditions, Nima also started working as a porter from Namche to Base Camp. It was perhaps her father’s tales of mountains of chocolates that had always attracted her to <a href="https://nepalitimes.com/here-now/knowing-our-mountains-43v4iyvo">the peaks</a>. After her husband was killed ten years ago this month, being a widow with children was not easy for Nima Doma. But she was not alone: there were at least 200 single mothers in <a href="https://nepalitimes.com/here-now/khumbu-since-1950-jaww4qn0">the Khumbu</a>, and 20 of them just in Khumjung whose husbands had been killed in <a href="https://archive.nepalitimes.com/article/nation/tragic-start-to-himalayan-spring-nepal,3695">mountaineering accidents</a>. Some were not even 20 years old, and had children growing up without fathers. But there were also women in the 50s whose husbands had been killed in the 1980s. Nima found sponsors for her children’s education, and moved to Kathmandu. In the capital, Sherpa widows used to meet to help each other. Some of them had joined the Nepal Mountaineering Association (NMA) training for rock and ice climbing. “I decided that it was no use sitting home and crying anymore, after meeting other single mothers I felt less alone,” remembers Nima, who joined the Juniper Foundation and enrolled in an NMA training camp in Manang. There she climbed Chulu East (6,584m) and met Furadiki Sherpa, whose rope-fixing husband had also been <a href="https://nepalitimes.com/news/on-mt-everest-s-70th-records-and-fatalities">killed on Everest</a> in 2013. They set themselves the goal of climbing Everest one day, and started a fund-raising drive.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250530090544_621be0724b9182c8e3594b2c562a71ec32ac01d985a71d0cf31646de9d51e15a.png" data-media-id="editor_12" data-image-id="20250530090544_621be0724b9182c8e3594b2c562a71ec32ac01d985a71d0cf31646de9d51e15a" data-rendition-name="original" width="2678" height="1274" loading="lazy" alt="Everest summiteers find new life in the US"> </figure>  “We decided we had to overcome society’s stigma of <a href="https://archive.nepalitimes.com/article/nation/widows-personal-happiness-comes-last-in-face-of-social-financial-hardships,1855">widowhood</a> and prove that <a href="https://nepalitimes.com/here-now/remembering-junko-tabei">women could also climb mountains</a>,” Nima said, adding that she was inspired by Nepal’s first woman Everest summiteer Pasang Lhamu Sherpa, who died during her descent in 1993. Nima Doma and Furdiki climbed the technically-difficult Ama Dablam (6,812m) and then arrived at Everest Base Camp in April 2019 as part of their Two Widows Expedition with the motto, ‘So Can We’. While climbing up the Icefall Nima passed the spot where her husband had been killed. It was a jumble of constantly-shifting ice blocks bigger than houses. She closed her eyes and said a prayer. “I remember thinking, this is so difficult and dangerous. This is what my husband had to do to support our family,” Nima Doma said. “I was determined to fulfil my husband’s dream of climbing Chomolungma, and to prove to ourselves that we two women could do it.” It was 23 May 2019 when <a href="https://www.reuters.com/article/world/two-sherpa-widows-scale-everest-and-smash-stigma-idUSKCN1SU0MV/" target="_blank">Nima and Furdiki stepped on the summit</a> and looked over into Tibet, and down at Tengboche Monastery to the south.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20250530090544_6b822582b5d88ba5e972db084f184690b40653c6efd9901b2dd082ffba2a263b.png" data-media-id="editor_16" data-image-id="20250530090544_6b822582b5d88ba5e972db084f184690b40653c6efd9901b2dd082ffba2a263b" data-rendition-name="original" width="2700" height="1522" loading="lazy" alt="Everest summiteers find new life in the US"> </figure>  Nima Doma hugged Furdiki, took off her mask and wept. But for the first time in five years, it was not from grief but relief — relief for being free of all the sadness and sacrifices and for fulfilling her husband’s dream. They had found <a href="https://nepalitimes.com/here-now/life-after-death">life after death</a>. “I felt this immense joy to be on top of the world, it was indescribable,” Nima Doma said, “I have wept only twice in my life. Once when my husband died, and once there on top of Everest.” The tears had frozen on Nima Doma’s cheeks, as she and Furdiki headed back down the mountain.