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

One smoggy winter morning in February 2019, Ekta regretted coming to her sculpture class. It was the first day of her period, and the 19-year-old wished she was home, curled up in bed with a hot water bag to soothe her cramps.
Her class was at Kalapremi Ceramic Studio, a dark room on the ground floor of a house in Maharajganj, and Ekta’s teacher was the artist Gopal Das Shrestha ‘Kalapremi’, a noted sculptor.
Two other students were already there, using all their muscle strength to knead the sculpting clay. Ekta, now 24, recalls how Kalapremi asked her if she was feeling all right. She avoided him, as she did not want everyone to know she was menstruating.
Kalapremi repeatedly asked Ekta what was wrong. She finally muttered that she was having her period, after which he grabbed her hand and led her to a partitioned corner of the studio and sat her on a chair. Before she could stop him, he slid his hand under her dress, and started massaging her abdomen.
“I was horrified,” Ekta recalls. “I told him to stop, but he didn’t listen, asking me not to be shy, saying he knew how to relieve my pain. He stopped only after I protested furiously.”&nbsp;
The art tutor then said, “You’re like my daughter. I’m doing it out of love to make you feel better, but you’re so stubborn.”&nbsp;
“Instead of saying sorry he acted like I was the one having crazy thoughts,” remembers Ekta, adding that from April 2016 to August 2020 beginning the time she was 16, the artist sexually abused and harassed her on several occasions. &nbsp;
Now, Ekta and the artist’s other former students are finally sharing their experiences and some are pressing legal charges against him, hoping that others do not have to endure what they did.&nbsp;
Award-winning artist and teacher Gopal Das Shrestha ‘Kalapremi’ (the name means ‘Art Lover’) is known for his ceramic art, sculpture, and contemporary pottery. He was <a href="https://nepalitimes.com/review/the-house-of-kalapremi">profiled in Nepali Times after a collaborative exhibition</a>, ‘Where the Wild Things Are’ at the Siddhartha Art Gallery three years ago.&nbsp;
His pieces, titled Gaalis, featured sculpted female figures with the heads of dogs, sheep, and donkeys (pictured) to depict derogatory terms for women. Some critics said the collection was a satire on feminists.
Kalapremi started his artistic and teaching career in 1983 and over the years taught at Bhanubhakta School, Kathmandu University School of Arts, Lalitkala Campus and at his private Kalapremi Ceramic Studio. He has also lectured at Jeonju University in South Korea and recently at Tabor Academy in the United States.
Seven of Kalapremi’s former students were interviewed for this story. Five female students said he touched them inappropriately in his studio or at Kathmandu University. Two male students said they witnessed him abuse and harass the women. In all cases, the students struggled to recognise the abuse when it occurred, and the lack of reporting systems left them to cope on their own for years.&nbsp;
Earlier this year, students shared a social media post hinting at Kalapremi’s history of abusive behaviour following which more students of the artist reached out sharing similar experiences. Some students spoke of abuse that happened as long as 20 years ago.
Kalapremi, 60, has denied the allegations. He told Nepali Times: “Some years ago, there was a movement encouraging people to hug and kiss. I used to do it purely out of friendship and love. But after seeing posts on social media last year calling out my behaviour, I realised my actions may have hurt some people. I understand now that I should have been more mindful.”
He added: “I am also an auxiliary health worker, so I know the exact points to massage to relieve menstrual pain. It’s not just menstruation, I take anyone who is ill to the hospital.”
Sexual abuse is much more rampant than reported given how difficult it is to prove it in court. The law defines sexual abuse as occuring when someone touches another’s private parts, coerces them into touching theirs, uses vulgar language, shows degrading images, or behaves indecently towards them without consent.&nbsp;
Ekta and her fellow students are consulting lawyer Suneeta Regmi Pokhrel, who says they know that even if the court decides in their favour, it is difficult to survive after speaking up, and influential men defend themselves saying they are being framed.&nbsp;
“They are in a lot of pain and weep when recalling how he abused them,” Regmi Pokhrel told us. “They are angry and have filed a case against him, but they are also terrified. They know he is a powerful man and they have seen how our society treats women who speak up against abusers. Unless people speak up, perpetrators will be emboldened.”
Art and academia in Nepal simply reflect the power imbalances in society where people with intersecting identities experience worse forms of abuse. Theatre actors Raj Kumar Pudasaini, Rajan Khatiwada, and Sunil Pokhrel were called out during the #MeToo movement in the Nepali theatre scene in 2019. Even after the allegations Pokhrel went on to receive national awards, while others continued to work without repercussions.
“If you speak up against abusers, you gradually get sidelined from projects,” explained a theatre artist who wished anonymity fearing professional setbacks. “The theatre scene in Nepal is quite small, you just have to make peace with the perpetrators and work with them if you want to sustain yourself.”&nbsp;
In academia there is a history of faculty members sexually harassing students and getting away with it. After Tribhuvan University (TU) lecturer Krishna Bhattachan was accused of harassing women students, the university said it would follow Nepal’s sexual harassment law and set up a reporting mechanism. But nothing happened to the professor, who had already retired. Instead, he counter-accused the students of 'attacking the indigenous people’s movement with baseless allegations' as <a href="https://kathmandupost.com/letters/2019/01/29/bhattachan-responds">he told the Kathmandu Post in 2019</a>. He continues to be featured as a prominent speaker including at TU.
Other faculty members previously accused of sexual harassment include Jagadish Murti Koirala from TU, Bishnu Prasad Acharya from Ratna Rajya Campus, and Bodha Raj Tripathee from Lalitpur Madhyamik Vidhyalaya. A woman staff member from TU also filed a sexual abuse complaint against Dambar Chemjong from TU.
Prominent figures like <a href="https://nepalitimes.com/news/the-rise-and-fall-of-nims-purja">mountaineer Nims Purja</a> have been <a href="https://www.nytimes.com/2024/05/31/sports/mountaineering-sexual-harassment-abuse-nims-purja.html">accused of sexual assault</a>, and cricketer Sandeep Lamichhane, actor <a href="https://nepalitimes.com/news/celebrity-rape-case-spotlights-nepal-laws">Paul Shah</a>, and former speaker of Parliament <a href="https://nepalitimes.com/news/mahara-arrested">Krishna Bahadur Mahara</a> have been accused of rape, but society-at-large has let off the alleged perpetrators amdist a larger debate about justice for survivors and punishment of perpetrators.&nbsp;
‘Gaushala-26’ is the court name given to the 18-year-old who accused Sandeep Lamichhane, former captain of Nepal’s national cricket team and skipper of Biratnagar Kings in the <a href="https://nepalitimes.com/here-now/here-comes-the-nepal-premier-league">ongoing Nepal Premier League</a>, of rape. She left the country citing society questioning her character affecting her mental health while Lamichhane got an outpouring of support. In May, the Patan High Court overturned a prior verdict that found Lamichhane guilty of rape and had sentenced him to eight years in prison. During the 23-month legal battle to pursue justice, Gaushala-26 faced threats of gang rape and acid attacks.&nbsp;
Exhausted by the struggle, Gaushala-26 sought to “move to a new world” where she could live free without hiding her identity.
Actress Samragyee Rajya Laxmi Shah in an Instagram video now deleted detailed the harassment she faced from a filmmaker during a movie shoot. She did not name any name but veteran actor Bhuwan KC filed a defamation case against Rana, but the court ruled that the charge lacked sufficient evidence.&nbsp;
Former Kathmandu mayor <a href="https://nepalitimes.com/opinion/theytoo">Keshav Sthapit also mocked the #MeToo movement</a>, calling accusations against him by journalists Rashmila Prajapati and Ujjwala Maharjan “a rape of men’s rights”.
Serial Abuse
Back at the Kalapremi Ceramics studio, another former student, 24-year-old Rajiv, says he felt the need to speak out after seeing his female classmates being abused.&nbsp;
“He frequently kissed them on their cheeks,” he told Nepali Times. “Whenever they walked into the studio he flailed his arms like a child asking for a hug. They awkwardly hugged him from the side, but he pulled them closer, held their chin, and kissed their cheeks.”&nbsp;
Rajiv says he also saw Kalapremi pull the women’s bra straps, touch their breasts, and slap their buttocks. The young students would freeze, not knowing how to react, and if they protested, he would say it was “normal in art”. Rajiv, 19 at the time like his classmates, remembers thinking perhaps the well-respected artist was right after all.
Another student, Luna, who took lessons at Kalapremi’s studio from 2020 to 2022 did try to confront the tutor after he made an obscene proposal to her. She recalls: “One day when the other students had left the studio and it was just the two of us, he told me that God had given him special artistic talent and he could transfer those powers to me. But to do that both of us will have to be naked, inside a dark room, and have sex.”
Luna, who was 18 then, was livid and told him she did not want any of his powers, but she says he laughed at her as if he was joking. She did not tell her family about the incident because she thought no one would believe her.&nbsp;
“They were all in awe of this famous artist and felt I should be grateful that to be learning sculpting from him,” she says. “I was scared to be alone with him in case he talked about sex again. My coping mechanism was to be rude so he wouldn’t try to come close to me.”
Seeing how some classmates were standing up to Kalapremi, Ekta too tried to push back against his advances, but she said he found ways to coerce her. Since Ekta, Rajiv, and Luna could not afford Kalapremi’s Rs30,000 monthly fee for lessons, he had offered them all a stipend to assist him in the studio.
“He had spondylosis and took me to his therapy sessions to learn massage techniques, then he often made me and other students massage him,” says Ekta. Whenever she refused, he would feign pain to make her feel sorry for him. “He would insist that I put my hands under his shirt so that I could massage him better,” she adds.
The art tutor often tried to “seduce sympathy” from Ekta by sharing how he had never been loved as a child and was “sexually frustrated” as an adult.&nbsp;
“At 7PM, he would pour himself Signature whiskey and immediately go off again about how he was sex-starved. I didn’t know how to respond. It took me time to realise alcohol was just an excuse to talk about sex,” Ekta says.
If convicted, Kalapremi could face financial penalty and/or a prison sentence of up to three years according to Section 224 of National Penal (Code) Act 2017.&nbsp;
Data suggests that victims of child sexual abuse on average take nearly 24 years to tell someone about their trauma, and some may never disclose it at all.&nbsp;
“In our culture, children are rarely taught about boundaries. They often react, show anger when adults pinch their cheeks. But adults insist they did it out of love, and force the children to accept it,” says Sita Lama, a psychotherapist at Manka Kura. “And even when someone touches them inappropriately they struggle to identify and verbalise it.”
When perpetrators claim to be “acting out of love”, Lama says survivors are likely to perceive it as something safe, rather than recognising it as abuse.&nbsp;
“It may take years for them to realise they were abused,” she explains. "And even when they become aware, the power imbalance with the abuser and the associated shame often prevents survivors from speaking up."
Other former students from the School of Art at Kathmandu University have also come forward years later, saying Kalapremi sexually abused them. As young adults, they felt his behaviour was off but were uncertain if it was inappropriate, illegal, or they did not know how to respond. After having understood that it was indeed abuse, they say they are speaking out now to protect others.&nbsp;
Amina Singh, a visiting faculty member at Kathmandu University, says there is no clause against sexual abuse in contracts of teachers, and there is no formal grievance handling mechanism for the students.&nbsp;
“So the only way students can to deal with sexual abuse is approach someone they trust,” she says.
Eight other former art students of Lalit Kala Campus and Srijana College of Fine Arts of Tribhuvan University and other private art studios in Kathmandu say they were also sexually abused by their art teachers. Three faculty members interviewed from these institutions said they saw the abuse, but felt it was futile to report it given how powerful the teachers were.
In the absence of a formal system, some longtime women artists warned each other about “problematic” artists. They shared &nbsp;a “heads-up” to be more cautious when collaborating with them, and avoided responding to their calls and texts after work hours.
To ensure art institutions are safe for all, galleries, museums, artist studios, and smaller art spaces need to develop policies on sexual harassment. This would include a code of conduct or studio policies that hold the leadership accountable and outline the principles of professional ethics.&nbsp;
Students and employees should inquire about accountability mechanisms for raising concerns, both formally and informally, advocates say.
Three years after Ekta left the ceramics studio, she learnt that Kalapremi had harassed many other women. Still trying to get a footing in the art industry, she attended a workshop in Kathmandu where women artists discussed ways to stay safe in the art sector.&nbsp;
Since it was a close-knit group Ekta opened up about how she felt violated and realised she was not alone, he had been abusing underprivileged students for years, and this was common knowledge among artists in Nepal.
Ekta says that even after she quit, Kalapremi continued sending her text messages like ‘I am thinking of you’, ‘Why have you stopped speaking with me’, or ‘I am waiting for your call’.&nbsp;
But what really forced her to act was when Ekta found out that he was sending similar texts to her younger sister.&nbsp;
“I’ve had enough,” she told us. “He abused me all these years but I won’t let him abuse my sister.” &nbsp;
Ekta, Rajiv and Luna are not the real names of the students.&nbsp;

‘Art Lover’ accused of sexual abuse

It was 8:15 in the evening of 25 March 1968 when everyone in the village of Batulechaur near Pokhara heard a deafening sound like thunder as a bright flashing object hurtled down to land in a field.&nbsp; That field belonged to Kul Timilsina, and the next morning he retrieved a sheet of metal about 2m by 1m and carried it home with the help of a few others, thinking it would be useful for his buffalo shed.&nbsp; Before he died at age 83 three years ago, Timilsina had told photo archivist Sunil Ulak that the black metal sheet was not rectangular and had rounded corners. There are a few witnesses still alive who have a clear recollection of the object that fell from the sky that night.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2024120707128_75cc85aac56b9cc4a77366471f058d7b3eb6868776811b0923845c2d0a61f014.jpg" data-media-id="editor_0" data-image-id="2024120707128_75cc85aac56b9cc4a77366471f058d7b3eb6868776811b0923845c2d0a61f014" data-rendition-name="original" width="1170" height="601" loading="lazy" alt="UFO over Pokhara"> <figcaption>The field in Batulechaur belonging to Kul Timilsina where fragments of a flying object fell from the sky in 1968.</figcaption> </figure>  One of them is Timilsina’s wife Gyanu, who was 22 at the time. She had been at home, and remembers hearing the big bang and the sky becoming very bright. “We saw the thing in the field in the morning,” she told us. “It looked like a lid, a covering of some sort. The way it was stuck in the ground, it must have fallen from the sky. We thought we could use it to dry clothes on, and took it home.”&nbsp; Another witness is Kul Narayan Paudel. “I was only eight then. We ran to the field to see what had fallen. It was a four-sided metal sheet. The elders took it away, and I don't know what happened to it.” &nbsp; Ram Bahadur Baniya, a teacher at the local school, says he had heard the sheet had been brought to the school, and later handed over to the Zonal Commissioner at the time, Nanda Prasad Malla. “But that is all hearsay,” he says.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2024120707128_0bf207a12063fb8155b3c8d9a00a94887b126380c9e0627527c84cf5e1101f54.jpg" data-media-id="editor_1" data-image-id="2024120707128_0bf207a12063fb8155b3c8d9a00a94887b126380c9e0627527c84cf5e1101f54" data-rendition-name="original" width="1170" height="610" loading="lazy" alt="UFO over Pokhara"> <figcaption>Gyanu Timilsina, wife of Kul Timilsina.</figcaption> </figure>  There are two versions of what happened to Kul Timilsina’s metal sheet. One is that an American Peace Corp Volunteer teaching at the nearby Bindyabasini School took it, and another is that it was handed over to the government. Recently declassified Central Intelligence Agency (CIA) and US State Department documents from the time say that the US Embassy in Kathmandu tracked down the object two years later and had it shipped back to the US. A telegram from the Department of State and Department of Defense tagged as ‘MOON DUST / Space Fragments’ dated 1 March 1972 stated: ‘1. Restored space fragment will be on board Embassy support flight 115 arriving Kathmandu on or about March 10. Fragment is packed in shipping crate (cargo no. 72-33365) marked in care of DAO.&nbsp; 2. State and Defense representatives examined fragments prior to shipment finding restoration acceptable.’  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241207071212_929d903ee06d41baa4f6040e981cd7c7d7bd75cc9c37c9b617d307fc8538d2df.png" data-media-id="editor_2" data-image-id="20241207071212_929d903ee06d41baa4f6040e981cd7c7d7bd75cc9c37c9b617d307fc8538d2df" data-rendition-name="original" width="856" height="568" loading="lazy" alt="UFO over Pokhara"> <figcaption>Declassified CIA documents about the investigation into the object sighted in Pokhara. </figcaption> </figure>  The documents show that the US government, military and intelligence agencies investigated this incident thoroughly when it occurred, and have continued to revisit it ever since, as recently as five years ago. What is even more intriguing is that the object that fell in Pokhara was not the only unidentified space object that fell to earth that year. There were similar sightings of objects falling from the sky in Ladakh, Sikkim and Bhutan between 19 February and 25 March 1968.&nbsp; These mysteries were the subject of a CIA investigation in 1968 titled ‘<a href="https://www.cia.gov/readingroom/docs/CIA-RDP81R00560R000100070007-8.pdf">Sighting of Unidentified Flying Objects in Ladakh, Nepal, Sikkim and Bhutan</a>’, and the report is part of the recent online declassification of 800,000 top-secret documents from the period.&nbsp; &nbsp;Although unidentified flying objects (UFOs) have a connotation now of being alien craft, it could be pieces of satellite, missile, rocket or even aircraft. The CIA report documents six sightings in 1968 and quotes local sources as describing all of them having similar characteristics: bright blue or red streaks in the sky accompanied by loud sounds like lightning and thunder and objects falling to the ground. Aside from the metallic object that was found in Batlechaur, there were other items also found nearby in Tallakot, Tureypasal, Armalakot and Maidan. Whatever the object was, it seems to have disintegrated even before it hit the ground.&nbsp; The CIA report records the first sighting on 19 February 1968 in various parts of Sikkim and Olangchung Gola and Ghunsa in eastern Nepal. The light was said to be ‘long and thin’ and giving out ‘green and red light’. &nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241207071212_c3c825027d966a2aedc846970390eebe063957503c7eacc8e01e0517843f9bbb.png" data-media-id="editor_4" data-image-id="20241207071212_c3c825027d966a2aedc846970390eebe063957503c7eacc8e01e0517843f9bbb" data-rendition-name="original" width="892" height="596" loading="lazy" alt="UFO over Pokhara "> </figure>  Two days later on 21 February, a soundless blue object was seen traveling fast across the sky above Thimphu in Bhutan. Then on 4 March there were multiple daytime sightings or white streaks in the sky at Chang La Pass, Fukche and Koyul in Ladakh. There were more sightings in Ladakh on the very day fragments fell near Pokhara on 25 March 1968.&nbsp; After the sightings in Pokhara, rumours started flying in Kathmandu that these were aliens trying to land on Earth, it could be Russian or Chinese spy planes or satellites, and some even say it as a sign from heaven that the end of the world was near. This was at the height of the Cold War. The Russians and Americans were testing their thermonuclear devices as well as intercontinental ballistic missile delivery systems. The Washington-Beijing rapprochement had not yet happened, and China was making quick progress testing atomic bombs. Within two years after its first atomic test, in 1966 China exploded its first hydrogen bomb at the Lop Nur site in Xinjiang, 3,000km to the north from Nepal. After neary six decades, what is still intriguing is that all the sightings within a few months of each other in 1968 were along the Himalayan arc bordering Tibet: from Bhutan, Sikkim Nepal, to Ladakh. The US military intelligence seems to have concluded that this was not a coincidence and there were frequent research trips to the site in Pokhara by American officials in the months after the incident. With the help of the Royal Nepal Army, the region north of Pokhara was thoroughly searched.&nbsp; A confidential memo dated 25 June 1968 by Jerry C Trippy to a ‘Mr Farley’ mentions that the US Air Force’s Foreign Technology Division had decided that the debris could be important because it may be related to a Chinese missile test or a Soviet ‘Vehicle Venik’ rocket.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241207071216_feb5425692dc36b20187de4e4fcc2ce9fd12b6d9e1b8724398e50bcdbf9032fe.jpg" data-media-id="editor_5" data-image-id="20241207071216_feb5425692dc36b20187de4e4fcc2ce9fd12b6d9e1b8724398e50bcdbf9032fe" data-rendition-name="original" width="1500" height="1000" loading="lazy" alt="UFO over Pokhara"> </figure>  On 28 August 1968 the US Embassy in Kathmandu sent a letter to Washington DC saying that the object could be of Soviet origin, possibly from when the rocket carrying the ‘Kosmos 208’ satellite re-entered the atmosphere. But why were the fragments falling to earth several weeks apart, and in the same region? No one knows where the metal sheet that Kul Timilsina recovered is now. It was definitely packed in a crate and taken to the US, and although it is rumoured that it was returned that is not very likely. Archivist Sunil Ulak heard from the Timilsina family that CIA officials had returned to the site five years ago. &nbsp; Interest in UFOs peaked in the US in the 1950s, with the Cold War space race and tests of atomic weapons and delivery rockets. CIA and scientists were being sent to investigate sightings, both publicly and privately. Could the Pokhara fragments as well as the sightings in Ladakh and Bhutan actually be alien craft falling to earth? The renewal in interest in space travel in large part due to Elon Musk’s SpaceX, UFOs and sightings are again subjects of public interest.&nbsp; Even 57 years later, even if there was definitive proof about whether the Batlechaur fragment was from a Chinese missile or a soviet rocket, it has not been made public in documents declassified so far. We may never know.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241207071216_b6938795f40731e7657fd6dcbb3cf460a326186a15eb11d4f832f602201ff598.jpg" data-media-id="editor_6" data-image-id="20241207071216_b6938795f40731e7657fd6dcbb3cf460a326186a15eb11d4f832f602201ff598" data-rendition-name="original" width="642" height="320" loading="lazy" alt="UFO over Pokhara"> </figure>  Sunil Ulak speculates if the debris actually came from an American aircraft, perhaps on an intel mission upon China. “Which could explain why they were so thorough in collecting the fragments in Pokhara,” he says. But that still does not explain the multiple sightings weeks apart in 1968.&nbsp; Indeed, US military aircraft were at that time flying frequent night-time missions from air force bases in India to supply weapons to Khampa guerrilla camps in Nepal located north of Pokhara in Mustang. It could very well be that the Chinese shot down one such aircraft. The other sightings could have been contrails of US spy planes, or Chinese anti-aircraft missiles.&nbsp; There were quite a few developments regarding UFOs in 2024. In a US congressional hearing in July, former intelligence officer David Grusch claimed that the government had long been involved in a program to investigate and retrieve non-human craft crashes, and then try to reverse engineer them. However Grusch did not show any evidence.&nbsp; The UAP Disclosure Act of 2024 was signed into law by Joe Biden in December 2023. It plans to oversee the public disclosure of UFO information. However, there is a clause in it that prevents disclosure if it would cause threats to military defense, intelligence operations or foreign relations.&nbsp; It is unlikely that the declassified documents about sightings in the Himalayan will cause any real surprise about definite evidence of alien life even if it was found. It seems humanity will continue, at least for now, to wonder about curious lights in the sky and whether there is anybody out there.&nbsp;

UFO over Pokhara

When Rastriya Swatantra Party (RSP) president Rabi Lamichhane was arrested in October on charges of defrauding depositors of cooperatives, the party’s vice president Swarnim Wagle gifted him Fareed Zakaria’s book, Age of Revolutions.
Since then, Lamichhane has been shunted around from Kathmandu to Pokhara to Chitwan and back to Pokhara to attend police investigations and court proceedings. He was being flown to Birganj via Kathmandu on Buddha Air on Monday. There is another pending case in Janakpur.
Human rights groups and civil society have criticised the government for hounding Lamichhane with inhumane treatment that borders on physical torture. The two parties in the coalition, Nepali Congress (NC) and the UML, see Lamichhane’s RSP as a potentially formidable challenge to their power.
Even if the fraud charges against Lamichhane are true, the Nepali public is increasingly looking at the government’s actions through the police and courts as political vendetta.
Despite all the travelling, sometimes by plane and often by road at night, Lamichhane appears to be in high spirits, waving to supporters who often gather if they know he is going to be driven around. A social media video shows him giving high fives to fellow passengers on a recent flight to Pokhara.&nbsp;
In the past weeks, streets in Pokhara have erupted with parallel protests by Lamichhane’s supporters as well as depositors of cooperatives who lost their savings to the scam.&nbsp;
Although family visits are allowed, prison officials in Pokhara told Nepali Times that not many people visit Lamichhane these days. He added, “When he does get visitors, he asks them to bring him books.”
Lamichhane is currently Nepal’s most high-profile public figure in custody, and highlights the stark difference between how influential prisoners are treated compared to ordinary inmates.
There are six prison cells at Kaski District Police Office’s two-story detention centre, three on each floor. And while authorities pack prisoners into already overcrowded cells, Lamichhane has an entire room on the second floor to himself.&nbsp;
He has also been allowed to call his family every few days. Other prisoners are not permitted phone calls except for emergencies.
Meanwhile, Lamichhane’s former business partner Chhabilal Joshi, an ex-Deputy Inspector General of Police with whom he established his Gorkha Media Network, is in custody under the same charges in the prison cell next to him.
Lamichhane is accused of siphoning off depositors' money to the tv network in which he was part-owner and anchor. &nbsp;
Both Lamichhane and Joshi are able to buy food from the police canteen instead of being served the regular meal like other prisoners. Joshi has also given his statement to authorities in Rupandehi and Kathmandu for his alleged role in the scam. Lamichhane is yet to be presented in Kathmandu for questioning.
While he was in custody at the Kathmandu District Police Complex, Joshi expressed his desire to sleep in a police officer’s office, reportedly assuring authorities that he would not run away and he was entitled to certain facilities as a former officer of the law.
“He seemed to be under the impression that he is still a police officer,” says a source at the Kathmandu District Police. “We made it clear to him that as someone accused of a crime, he was not entitled to special treatment.”
Former ministers Balkrishna Khand and Top Bahadur Rayamajhi, and ex-home secretary Tek Narayan Pandey, who were arrested in connection with the fake refugee scam last year, were similarly housed in the offices of law enforcement officials instead of prison cells. Khand has since been released after six months in jail.
While there is no legal provision to keep high-ranking officials in separate detention centres when they are arrested, authorities granting them special facilities is not uncommon. Law enforcement officials say VIP detainees expect preferential treatment while in police custody.
Among those is former Kosi Province minister Lila Ballav Adhikari, who was arrested from Biratnagar on 10 November over his alleged involvement in human trafficking and brought to Kathmandu. Adhikari had flown to Japan without government approval with three individuals on 29 October to attend a cultural conference, but had been sent back to Nepal from Narita.&nbsp;
His three companions were arrested at Kathmandu airport upon their arrival, but Adhikari was able to exit unscathed from the VIP lounge. Adhikari had resigned as the Kosi Province Minister for Internal Affairs and Law when it became public that his companions had been taken into custody, and was himself arrested shortly after. He has since been cleared by the courts.
Throughout his detention, Adhikari was kept separately from other inmates. Senior Superintendent of Police (SSP) Basant Rajouri, head of the Bhadrakali complex, says that while there is no separate detention area for VIPs, some detainees are kept separately depending on the nature of their crime.
However, sources say that arrangements were made for retired judges and others to visit Adhikari frequently worked at the office of a Deputy Superintendent of Police (DSP) during his time in custody.&nbsp;
“He used to constantly pester the authorities to let him sit outside in the sun, and to be able to use the police officer’s shower area,” added an officer.
Adhikari was released on 25 November after the government prosecutor’s office decided not to charge him in a move that was seen to expose the government’s double standards.
Over at Kathmandu’s Dilli Bazar Prison, former Kist Bank CEO Kamal Gyawali emerges from his prison cell into the courtyard of the prison’s ‘Ka (क)’ block every morning with a thick book in his hands, ready to give his daily sermon.
With his long beard, Gyawali, who is serving a prison sentence for banking fraud, looks the part of a religious guru as he implores his rapt listeners to “walk the right path, abandon bad thoughts and turn to scripture and spirituality”.&nbsp;
Afterward, the attendees gather to discuss politics and current affairs. Inmates at his daily sermons at the prison include other high-profile detainees, including former MP Ichchha Raj Tamang, who is in jail for money laundering and cooperatives fraud, former joint secretary Chudamani Sharma, who was convicted of corruption, as well as NC leader Chandra Bahadur Lama and Krishna Bahadur Upreti of the UML both of whom are on trial for embezzling billions of rupees.
Victims of the cooperatives scam that former lawmaker Tamang was involved in have made trips to the prison and requested visits, but he has refused to meet with any of them.
“Tamang often complains that the state has prevented him from returning the money to the victims by locking him up,” says a police officer at the Dili Bazar jail.
“All you hear every day from the VIP prisoners is that they have been framed,” adds the officer. “No one admits that they were involved in misdeeds.”
But while most high-profile prisoners complain about prison conditions, one exception is former provincial lawmaker Deepak Manange, who is serving a sentence at Dilli Bazar Jail for attempted murder.
“He is the happiest prisoner here,” says a warden. “Unlike the others, he doesn’t claim to have been framed, in fact he doesn’t seem to care that he is in prison.”
Manange is detained in the ‘Kha (ख)’ block of the prison complex, which he renovated at his own expense. The block previously housed female prisoners, but Manange used his influence to transfer them elsewhere. He faces no shortage of visitors, who range from political leaders to people from the underworld.
Along with Manange, other well-known prisoners in this block include Nepal Telecom Managing Director Sunil Poudel, and former executive director of the Surakshan Printing Centre Bikal Poudel, who are serving time for corruption.
Former prisoners at Dilli Bazar prison include ex-ministers Khum Bahadur Khadka and Shyam Sundar Gupta, NC leader Ganesh Lama, Maoist MP Balkrishna Dhungel, Nagarik Unmukti Party leader Resham Chaudhary, as well as former IGs Ramesh Chand Thakuri, Om Bikram Rana, and Hem Bahadur Gurung.
Section 54 of Nepal’s Prison Act assigns each prison’s internal administration the
responsibility of governing its prisoners, which means the more favourable the jail management is, the more comfortable it is for prisoners.
Dilli Bazar prison has been the prison of choice for many high-ranking prisoners, especially those convicted of white collar crimes, due to its more accommodating administrators. The prison, which has the capacity to house 700 inmates, is also less crowded than other jails.
Anuj Bhattarai, spokesperson of the Department of Prison Management, says that there is no legal classification in Nepal for felons to be assigned prisons based on the nature of their crimes.
“That Dilli Bazar Jail has a higher number of prisoners convicted of crimes like corruption is most likely a coincidence,” says Bhattarai. “There is no provision for influential people to be able to choose where they will be incarcerated.”&nbsp;
Translated by Shristi Karki from the Nepali original published in himalkhabar.com

What Nepal’s VIP prisoners do in jail

If you were raised in Nepal, you must have picked up its unique set of vocabulary: आन्दोलन, चक्का जाम, बन्द, राँके जुलुस, आफ्नो मान्छे, हाम्रो दल, कर्फु and many more words connoting political protest.
We became familiar with the acrid smell of burning tyres, and eyes smarting from tear gas. And yet, everyone speaks of another revolution in the making. Not by desire, but by suffocation.
We heard speeches about नयाँ नेपाल, but the New Nepal never arrived. The governance system changed, but it did not reflect on people’s lives — except for those close to centres of power. The state is still unreachable and is not bothered about <a href="https://nepalitimes.com/here-now/matter-of-life-and-debt">victims of loan sharks</a>, cooperative scams and other injustices.
Politicians continue to speak in sound bites, but fail to deliver. They have mastered the game of pointing fingers towards an external enemy and convincing people that they are never at fault. The political narrative is so disconnected from the actual analysis of the problem that suffocation doesn’t go away after every revolution.
No genuine effort has been made to deliver at all, which is why there is a palpable sense of disillusionment in the air forcing us to seek another revolution, even if Nepal may not be able to afford it.
How has the current system successfully held power, even if the public is deeply frustrated? How is it that for three decades we continue to be led by the same faces, who have time and again, proved to us that they may be great politicians but not national leaders?
<a href="https://nepalitimes.com/opinion/improving-internet-governance-in-nepal">My experience at the epicentre of politics</a> has led me to identify three cultures that have enabled political parties to keep a tight hold on power: acceptance, silence and dependency.
We accept things the way they are. We use fatalistic phrases like “नेपालमा यस्तै हो” or “नेपालको कानुन दैब जानुन”. While this resilience enables us to rise back up from devastating calamities, it is also a reason for our compliance with the status quo.
Despite so many ‘revolutions’ that have led to significant reforms, these phrases keep getting reinforced, to the point that the upcoming generations have made it their lingo.&nbsp;
This acceptance is not a symbol of law-abiding citizens, but citizens living in fear of those in power, unable to ask the whys and why-nots.
Innovation suffocates in this culture of acceptance of the status quo. This is manifested in remarks like “but we don’t have any laws for this,” or “we don’t have the capacity to implement this”. An innovator or entrepreneur therefore has to spend that energy to become a political lobbyist, often educating and convincing the bureaucracy.&nbsp;
Remember when locally assembled <a href="https://nepalitimes.com/banner/designed-and-made-in-nepal">Yatri motorbikes</a>, despite having willing customers, had to suffer to secure license numbers because of a lack of regulations? Instead of creating new laws, the government kept chanting the “We will promote Nepal-made goods” mantra, leaving entrepreneurs in a labyrinth of bureaucracy. The weight of acceptance of the law lies heavily on innovators. Fatalism is a tactic used by those in power to generate mass fear in society.
When we accept, we become silent. This is a pervasive phenomenon. We are trained to keep quiet, lest we ruffle feathers, burn bridges, or not get the help we need in future. We know, yet we don’t speak.
Read also: <a href="https://nepalitimes.com/here-now/bureaucratic-hurdles-in-researching-nepals-bureaucracy">Bureaucratic hurdles in researching Nepal's bureaucracy</a>, Daniel W Edwards
Here is one example: the 2021 census shows that the number of baby boys born for every 100 baby girls is 112. This is a clear indication of female foeticide because of boy preference in society.
Despite such horrifying realities, there is finger-pointing within the government between the Ministry of Health and Population with the Ministry of Home Affairs. At the citizen level, we know those who are involved in killing girls. Yet, we don’t speak up. The Nepal Medical Council reports state that despite this gender imbalance at birth, there is no indication of any action.
But why would anyone speak against one's own fraternity, no matter how vile the act is?
When we accept and keep quiet, we become dependent on those who yield power. From getting our government procedure completed on time to getting transfers, to accessing any of our legally protected rights as well, we are forced to depend on our networks of चिनेको मान्छे people we know by blood, village, relations, political affiliation.
The culture of dependency has been the established way in Nepal. If you drive a two-wheeler or four-wheeler, and you get into a small accident, you will be asked to sort it yourself, dialing up the most powerful person you know. It becomes a competition of who knows who.
Recently I was told that there were calls from the Ministry of Health and Population and another from the Prime Minister's Office for just one medical position in a private hospital. Each was pushing its own candidate. Guess which candidate got the position.&nbsp;
The dependency of people is not on the laws or the state, it is with people in power, a reliance on the network of somebody who knows somebody, including those not officially in power.
These cultures are deeply ingrained in our heads, and in society. Collectively they form a vicious circle that helps those in power to retain power. This is not the society we want to live in.
Then, what do we do as a collective to break away from this? How do we break away from the cultures of acceptance and silence that have created this dependency? What can we do to ensure that our children do not have to learn the jargon of आन्दोलन before they learn about the state?
These are the cultures political parties need to shed rather than use them to perpetuate their power. This is what <a href="https://nepalitimes.com/opinion/comment/an-alternative-to-alternative-politics-in-nepal">alternative politics</a> needs to be about.
Sumana Shrestha is a member of Parliament’s Education, Health and Information Technology parliamentary committee and represents the Rastriya Swatantara Party.

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