Cycling brings fond memories. Learning to take that first ride with my mother in the small alley next to home. Re-learning with my husband in the streets of Europe.
Both came as a necessity. The first because I had failed several attempts at balancing, and it was a matter of self-pride. The second because cycling was the primary mode of affordable commute for a student overseas.
Read also: <a href="https://nepalitimes.com/banner/no-city-for-cyclists">No city for cyclists</a>, Sewa Bhattarai
I often connect cycling with life, a balance you need to learn, and once learnt can never unlearn. What a beautiful form of experience that already is.
In Kathmandu, I cycle to work each day. Family, friends and acquaintances compliment me for being so conscious of my <a href="https://nepalitimes.com/here-now/cycling-to-cop28">carbon footprint</a>. But my cycling was due to forced necessity, I just do not have the fortitude to drive in the city’s chaotic traffic.
I switched to cycling during the <a href="https://archive.nepalitimes.com/regular-columns/As-It-Happens/blockade-that-benefitted-no-one,660">2015 blockade</a>. Between daily chores at the office and home with two little girls, the struggle to join the long queues at the petrol station had tired me out.&nbsp;
One evening, my husband brought home a beautiful bicycle. I was a bit angry about buying such an expensive bike. But eight years on I am so thankful because the bicycle continues to run solid and is my best buddy on the road.
Read also: <a href="https://nepalitimes.com/banner/netherlands-to-nepal-by-bicycle">Netherlands to Nepal by bicycle</a>, Ashish Dhakal
Thin traffic during the blockade gave me confidence, and although hard at first, muscle memory eventually kicked in. When the blockade was lifted after six months and fuel was plentiful again, traffic clogged the streets again.&nbsp;
Honking always troubled me, and I wished I could put a banner with bold letters on my bag: Don’t Honk. My wish was answered in 2016 when traffic police declared unnecessary honking a punishable offence.
A lot of people still warn me about the dangers of being on a bicycle on Kathmandu’s roads. That is true, they are not the safest place to be. I have had a few scrapes with bruises and aches, but that does not deter me. <a href="https://nepalitimes.com/here-now/pedalling-for-life">Cycling</a> has become a part of my life.&nbsp;
And there are people who encourage me. One traffic police officer always greeted me at the intersection I crossed every morning during my commute to work. Once a little girl asked me if it was all right for a woman to cycle. I told her I hoped someday she would be a pilot.
One night, the driver of a private car switched on the high beam so I could pedal along the potholed street in torrential rain. Strangers on the sidewalk smiled when they saw me on my bicycle.&nbsp;
However, I am aghast at the utter recklessness and impatience of motorcycle and vehicle drivers on the roads, speeding and overtaking dangerously. On a bicycle one notices such rashness even more.&nbsp;
<a href="https://nepalitimes.com/banner/downhill-all-the-way">Most of Kathmandu is a cycle city</a>. Lalitpur now has bicycle lanes and that has made it easier to negotiate for space with other traffic. Moving slowly at my own pace, I have the opportunity to see and feel the things around me, to savour the beauty (and, yes, also the ugliness and dangers) of my city.
Cycling has become a ritual, and it does not tire me at all. It has given me a perspective on life, on how one needs to keep going no matter how steep the uphill, and keep an eye on the smaller wins every day. It reminds me that I am not in competition with anyone else, and I am only challenging myself to do better each day.
All these years, cycling has given me serenity, peace of mind, and a time for self-reflection. As the cycling culture continues to grow, it is also a reminder to <a href="https://nepalitimes.com/news/re-cycling-kathmandu-is-not-so-easy">make our roads safer for everyone</a>. Fast or slow, all street users are equal.&nbsp;
Cycling teaches us to be civil and considerate of others. My right to use the road also comes with the responsibility to think for fellow citizens. And this could be small, yet meaningful contributions towards reducing my and your carbon footprint.
Eliza Sthapit is the National Director for Habitat for Humanity International Nepal.

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Pedalling as a life lesson

<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20230208140216/63e3a1109c7e80680e0d7066jpeg.jpg" alt="" width="960" height="712"/>Piecemeal and whimsical decisions by governments about Nepal’s transport infrastructure have not only drained scarce resources, but also created long-term economic inefficiencies.The Transport Policy of 2001 is obsolete, and over-run by vote bank politics. Two parallel East-West Highways and one railway along the entire length of the 20km wide Tarai is a triplication, and sure to yield negative economic returns.The railway’s bisection will inhibit natural trickle-down development affect and further settlement expansion southwards. Water impounding is another challenge, and Nepal is already suffering from drainage obstructions by embankments on the Indian side.Then there is the Madan Bhandari Highway along the Chure Range just 20km north of the East-West Mahendra Highway. It has disturbed the ecologically fragile region, intensified deforestation which in turn has unleashed sedimentation and floods.The ongoing widening of the Kathmandu-Pokhara Prithivi Highway to 4 lanes, parallel to the 2-lane Pushpalal Mid Hill Highway is not justifiable, either. North-South links for India-Nepal-China tripartite trade do not make sense if Korala on the China border is linked to Gaidakot, which is an Inner Tarai city with no border checkpoint.A road connection to Sunauli on the Indian border is a better option. But the alignment of the Kali Gandaki Corridor in Gulmi and Baglung have been politically determined, jeopardising the much more convenient route via Syangja and Parbat which would have saved time and cost.Out in the east, the roadhead connecting Khandbari to hydropower projects along the Arun Valley was built in the wrong direction towards Basantapur from Hile, instead of Leguwaghat involving a detour of 40km.The previous government set aside budget for the Chandragiri–Chitlang–Palung– Chitwan Expressway with a design speed of more than 100km/h to be implemented by the private sector. This pie-in-the-sky expressway is doomed because the Kathmandu-Tarai Fast Track, is already under construction by the Nepal Army.This kind of haphazard, ad hoc planning is not just happening at the federal level. Provincial and local governments are also on a full-scale road building spree, often duplicating each other’s plans and wasting money.Nepal’s Strategic Highways are supposed to harness the development potentials of adjoining regions to complement agricultural and manufacturing, spur education and tourism. Such highway arteries are also essential because of national defense and security considerations.Strategic Highways have to be fully backed by a national political consensus, and strictly adhered to. The 2001 Transport Policy has to be redrafted to reflect Nepal’s new federal structure, changing demographics and economy.The 2021 census revealed that although the Tarai makes up 23% of Nepal’s area, 54% of the country’s 30 million people live there. On the other hand, only 6% of the population lives in the high mountains and trans-Himalaya, which make up 35% of the country’s area. The mid-mountains have 40% of the population and 42% of the area.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20230208140216/63e3a1139c7e80680e0d7067jpeg.jpg" alt="" width="850" height="501">Nepal’s population is on the move and this has created new urban hubs in the Tarai: the eastern conurbation based in Itahari, the Madhes centre in Janakpur, the Inner Tarai conurbation in Chitwan, the Butwal and Lumbini hubs, and Nepalganj and Dhangadi conurbations in the far west.Surkhet, Pokhara and Kathmandu are the mid-mountain population centres, and interconnectedness among these nine focal points should be the first principle for transport network planning.The 24 custom checkpoints with India, prominently Kakadbhitta, Jogbani, Birganj (Raxual), Bhairawa (Sunauli), Nepalganj, Dhangadi (Gauriphanta) and Gaddachauki (Banbasa) need to have roadheads aligned with Indian railway terminals, and treated as obligatory points for Nepal’s domestic transport network.To the north, there are only five main trading points based on topography and connectivity: Yari, Nheghung, Rasuwagadi, Tatopani and Kimathanka which are conveniently located along rivers that start in Tibet and cut through the Himalaya.In addition to the interconnecting all these points, high-speed connectivity will be required to accelerate growth and exploit locational advantages for which the shortest alignments are necessary. This means Nepal has to move towards expressways.The Mahendra Highway and the Nijgad–Kathmandu fast-track will be the arteries of Nepal’s transport network, but the development quadrilateral of Kathmandu–Pokhara–Lumbini– Nijgad–Kathmandu needs to also be factored.Raxual–Rasuwaghadi is a low hanging fruit among the North South corridors as the Raxual to Kathmandu section is under construction and the Kathmandu–Rasuwagadi segment is a relatively short 100km, albeit technologically demanding. The ongoing plans to construct three other North–South roads: Biratnagar–Kimathanka, Bhairawa–Korala and Nepalganj–Hilsa require realignment in a number of sections, and the design standards have to be improved if a trilateral agreement between India, Nepal and China can be concluded.Expressways must have design speeds of 100–110 km/h with hard shoulders. They need CCTVs, numbered junctions, regulated entries and exits, at least two lanes each direction with median strip and restricted grade crossings. Slow vehicles are prohibited.This means that in mountainous contours, a number of considerable stretches may require viaducts or tunnels to also reduce environmental impact. Passages for wild animal crossings are mandatory. The critical issue here will be financing.International creditors like the World Bank and the Asian Development Bank (ADB) are engaged in upgrading the Mahendra Highway. But their design standards will have to be revisited. The private sector could be urged to build the Pokhara-Kathmandu, Pokhara-Butwal and Kathmandu Rasuwagadi expressways under at Build Operate Transfer scheme.Expressway concessionaires and other investors should also be encouraged to invest in tourism and other industries. Planning industrial corridors along expressways and setting up required infrastructure will be the backbone of Nepal’s future prosperity.Chandra B Shrestha is former member of the National Reconstruction Authority (NRA).

On the fast lane to expressways

Nothing could be more symbolic of Nepal’s goal of being net-zero in energy by 2045 than the sight on new year’s day on Thursday as three new Chinese electric buses drove past a hydro-electric plant and a solar panel array on the Bhote Kosi River.The three buses are the first of 40 battery-powered buses ordered by the Sajha Yatayat cooperative public transport service from China. They will be running on renewable energy generated by power-plants like the 45MW <a href="https://www.bhotekoshi.com.np/index.php" data-saferedirecturl="https://www.google.com/url?q=https://www.bhotekoshi.com.np/index.php&amp;source=gmail&amp;ust=1650092562397000&amp;usg=AOvVaw3sGdzihFRmy8Okph2swkt6">Upper Bhote Kosi</a> hydroelectric project along the Arniko Highway to the Chinese border.The three buses arrived at the Tatopani customs on Saturday, and will be brought to Kathmandu on flatbed trucks, since the highway is rough in places for the low-clearance buses. And after undergoing gradient, roadworthiness and range tests in Kathmandu, the other 37 buses will arrive later this year.  <figure><img width="4032" height="2268" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114111148/63721cf79c7e80680e0bd4c0jpeg.jpg" alt=""/><figcaption>New Chinese-made electric buses drive past the 45MW Bhote Kosi hydroelectric project and its solar power array on Thursday after entering Nepal. Photos and Video: BHUSHAN TULADHAR</figcaption></figure><img width="640" height="360" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114111148/63721cfb9c7e80680e0bd4c1jpeg.jpg" alt=""><img width="640" height="360" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114111148/63721cfe9c7e80680e0bd4c2jpeg.jpg" alt="">One of the three buses that Sajha Yatayat imported from China drive past the Upper Bhote Kosi hydroelectric project on Thursday. Thirty-seven more buses are on order. The $3.7 million deal with China’s CHTC company also includes the supply of 20 chargers of 90kW each, which can top up the batteries in two buses simultaneously in four hours.  “This is the future for transportation energy in Nepal,” says Sajha Yatayat board member and clean energy activist Bhusan Tuladhar. “We have to transition to electric public transport not just to reduce our carbon footprint and petroleum import bill, but also to reduce air pollution from diesel vehicles.”Read also: <a href="https://www.nepalitimes.com/latest/nepal-backs-evs-to-boost-hydro-electricity-uptake/">Nepal backs EVs to boost hydro-electricity uptake</a>Tuladhar talks about how the buses will address Nepal’s 3E’s: energy management, environment management and economic management. “Electric buses are a win-win-win for us,” he adds. “Although the capital cost is high, with diesel prices being what they are, our operation costs will come down to make them feasible in the long-run.”Even before the current fuel price hike, 40% of Sajha Yatayat’s operational cost was fuel, spare parts and maintenance. With the diesel price hike, operating costs will have gone up to 50%, and the additional benefit is that battery-powered vehicles have lower maintenance cost.      <img width="1079" height="1119" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114111148/63721d029c7e80680e0bd4c3jpeg.jpg" alt="">Besides the 40 Chinese electric buses, Sajha is also negotiating with an Indian company for four smaller buses to be operated within Lalitpur, with more buses to be added later.       Later, Sajha will also expand to add 12m electric buses for inter-province long-distance connections. Earlier, the private Sundar Yatayat (pictured) had also brought in four electric buses which it is using on its Ring Road routes, and Guna Airlines uses a fleet of electric ramp buses at Kathmandu’s domestic airport.Nepal imported nearly 2,000 electric vehicles in the last fiscal year, with 800 being imported through Rasuwa border in just this year from China. The switch to private electric vehicles is a direct result of the government’s policy to reduce petroleum consumption, but electric bus prices are still high because of taxes and retailer margins are still high.Nepal’s plan is to electrify 25% of private cars and 20% of buses by 2025, but while private electric SUVs get a tax rebate and diesel buses that are subsidised, <a href="https://www.nepalitimes.com/latest/nepal-goes-electric-but-conditions-apply/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/latest/nepal-goes-electric-but-conditions-apply/&amp;source=gmail&amp;ust=1650088883049000&amp;usg=AOvVaw2TlinPRZGnwOkQHeoCE13l">electric buses cost five times more</a> because of high customs duty and other taxes. <img width="517" height="540" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114111148/63721d049c7e80680e0bd4c4jpeg.jpg" alt="">Nepal’s installed generation capacity from hydropower plants increased by over 700MW in the past year, taking total generation to 2,150MW. However, most of these are from run-of-the river plants which means generation falls in dry months, and there is a surplus during the monsoon. Currently, Nepal is importing up to 400MW from India because of the domestic shortfall, but can export to India during the rainy season.At the <a href="https://www.nepalitimes.com/banner/blueprint-for-a-net-zero-nepal/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/banner/blueprint-for-a-net-zero-nepal/&amp;source=gmail&amp;ust=1650088883049000&amp;usg=AOvVaw1JwQGIXUDq1U1I9u7zcZeb">COP26 Climate Summit in Glasgow</a> last year, Prime Minister Sher Bahadur Deuba committed that Nepal would be on a path of “cumulatively net zero carbon’ from 2022 and by carbon negative after that by reducing fossil fuel consumption and increasing forest cover to 45% by 2030.   <img width="3242" height="1773" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114111148/63721d069c7e80680e0bd4c5jpeg.jpg" alt="">Nepal spent <a href="https://www.nepalitimes.com/latest/nepals-chance-to-green-its-budget/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/latest/nepals-chance-to-green-its-budget/&amp;source=gmail&amp;ust=1650088883049000&amp;usg=AOvVaw0P0L83rnW_hRhFKyWH2rh_">Rs217 billion last fiscal year</a> in importing petroleum, and <a href="https://www.nepalitimes.com/here-now/ukraine-climate-and-nepal/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/here-now/ukraine-climate-and-nepal/&amp;source=gmail&amp;ust=1650088883049000&amp;usg=AOvVaw2z387Ff-kqIN6_dq2k1XsE">Rs180 billion just in the past six months</a>. With the global price hike of crude oil this amount is expected to be much higher in the current fiscal year. Petroleum products make up <a href="https://www.nepalitimes.com/here-now/ukraine-crisis-hits-nepal-economy-hard/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/here-now/ukraine-crisis-hits-nepal-economy-hard/&amp;source=gmail&amp;ust=1650088883049000&amp;usg=AOvVaw2M_RQvCJDmvWo1x6_GCmge">13% of Nepal’s total imports.</a>Petrol and diesel prices at the filling stations have been hiked four times in the past six months, and the cost of petrol is now Rs160/l – nearly double what it was last year. In fact, the government is planning to announce a five day work-week to reduce petroleum use by 20%.    <img width="881" height="537" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114111148/63721d099c7e80680e0bd4c6jpeg.jpg" alt="">The state-owned Nepal Oil Corporation (NOC) says it <a href="https://www.nepalitimes.com/here-now/ukraine-crisis-hits-nepal-economy-hard/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/here-now/ukraine-crisis-hits-nepal-economy-hard/&amp;source=gmail&amp;ust=1650088883049000&amp;usg=AOvVaw2M_RQvCJDmvWo1x6_GCmge">loses Rs16 for every litre of petrol</a> and Rs12 for diesel it sells, raking up losses of Rs5 billion every month, which means further price hikes are a certainty. <a href="https://www.nepalitimes.com/latest/sky-high-fuel-price-hits-nepals-tourism-airlines/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/latest/sky-high-fuel-price-hits-nepals-tourism-airlines/&amp;source=gmail&amp;ust=1650088883049000&amp;usg=AOvVaw16AqXJhNWrbZmVnALocFGq">NOC says it has run out of cash</a> to pay for future fuel imports from India.Although the sight of electric buses driving past hydroelectric and solar plants on their way from the Chinese border to Kathmandu was a welcome sight, the poor condition of the Arniko Highway was also an indication of the dilapidated state of Nepal’s transport infrastructure. In fact, the buses cannot negotiate the bumpy road on their own and have to be loaded onto the backs of flatbed trucks to be ferried to Kathmandu.The highway as well as the Kodari checkpoint between Nepal and China has remained closed after damage in the 2015 earthquake. Built in 1996, the Upper Bhote Kosi power plant was also hit by twin disasters of the earthquake and a glacial lake outburst flood in 2015, and resumed operation only three years ago after repairs.Read more: <a href="https://www.nepalitimes.com/latest/nepal-goes-electric-but-conditions-apply/">Nepal goes electric, but conditions apply</a>, Ramesh Kumar

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Nepal’s journey to electric public transport

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114101124/637209bc9c7e80680e0b555djpeg.jpg" alt="" width="1500" height="1000"/><figcaption>Photos: AMIT MACHAMASI</figcaption></figure>Everyone in Kathmandu knows we <a href="https://www.nepalitimes.com/here-now/air-pollution-is-more-dangerous-than-smoking/" target="_blank" rel="noopener noreferrer">breathe some of the dirtiest air</a> in the world. As if we needed any more proof, a new study uses technology developed during the Cold War to analyse radioactive particles to pinpoint where the pollution is coming from.In the first week of November in 2020, the concentration of PM2.5 in Kathmandu’s air doubled in a matter of a few days. A Nepali Times pollution monitoring project measured an Air Quality Index (AQI) as bad as 430 at its peak.Satellite images showed blue smoke from Pakistan and India’s Punjab and Haryana blanketing the Indo-Gangetic plains and Nepal’s Tarai and moving up the Himalayan valleys. Farmers were burning post-harvest biomass, and the <a href="https://www.nepalitimes.com/here-now/how-transboundary-haze-affects-nepal/" target="_blank" rel="noopener noreferrer">link between the two was obvious</a>.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114101124/637209be9c7e80680e0b555ejpeg.jpg" alt="" width="1876" height="1018"><figcaption> </figcaption></figure>Now, international researchers have used a technology originally developed by the US military to locate Soviet atomic tests by analysing tiny particles in the air blown across the Pacific by prevailing winds.The model is now used widely for real-time wildfire smoke detection and forecasting, and to study stationary sources of anthropogenic emissions of greenhouse gases.Satellite-based sensors showed that the smoke was from more than 3,000 active fires in Punjab and Haryana, its plume <a href="https://www.nepalitimes.com/banner/how-weather-elevates-air-pollution-in-kathmandu/" target="_blank" rel="noopener noreferrer">transported by prevailing winds</a> to the foothills of the Himalaya and up to Kathmandu Valley.“It was not just the open burning in Haryana and Punjab but also weather conditions that allowed for aerosols concentrated in the southern plains to be transported to Kathmandu and higher elevations,” says climate scientist Binod Pokharel, one of the authors of <a href="https://www.sciencedirect.com/science/article/pii/S1309104221003329?via%3Dihub" target="_blank" rel="noopener noreferrer">the recent paper</a> in the journal Atmospheric Pollution Research.The team consisting mainly of Nepali scientists deployed the tongue-twistingly named Hybrid Single-Particle Lagrangian Integrated Trajectory (HYSPLIT), a computer model that computes air parcel trajectories to determine how far and in what direction pollutants will travel.“Our main objective was to start a multilateral dialogue between countries in the region because while local solutions are important, air pollution is also a transboundary problem and needs committed leaders working together to develop and implement policies prioritising air pollution and mitigate its impact on public health,” adds Pokharel, who is Associate Professor at Tribhuvan University in Kathmandu.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114101124/637209c29c7e80680e0b555fjpeg.jpg" alt="" width="1500" height="1000"><figcaption> </figcaption></figure>Lack of real-time data at ground level and different elevations due to a limited number of functioning air monitoring stations has been a major hurdle for scientists who have had to rely only on modelling. For example, air pollution in Kathmandu peaked again in March 2021 <a href="https://www.nepalitimes.com/latest/wildfires-in-nepal-cause-air-quality-to-plummet/" target="_blank" rel="noopener noreferrer">reaching AQI over 600</a> after <a href="https://www.nepalitimes.com/banner/nepal-is-going-up-in-smoke/" target="_blank" rel="noopener noreferrer">unprecedented wildfires</a> raged across Nepal following winter drought.Another recently-published research confirmed that <a href="https://www.nepalitimes.com/banner/breathing-can-kill-you/" target="_blank" rel="noopener noreferrer">vehicular emissions are a major source</a> of air pollution in Kathmandu Valley, and old buses and poorly maintained vehicles make it worse.Researchers conducted composite measurements of particulate matter, carbon monoxide, sulphur, nitrogen dioxide and ozone and built a comprehensive diesel vehicle emission inventory of Nepal from 1989 to 2018.Published in the journal Science of the Total Environment the researchers found diesel consumption in Nepal increased 13-fold during the study period, and concluded that fuel quality and poor engine maintenance were the <a href="https://www.sciencedirect.com/science/article/abs/pii/S0048969721076178?dgcid=author&amp;fbclid=IwAR3sMSNAiVv0NUa6xcRhZPNOnWVxM2LZXrYHrPzdjmaOqm08s8EMuV44uTc" target="_blank" rel="noopener noreferrer">main culprits for pollution</a>.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114101124/637209c59c7e80680e0b5560jpeg.jpg" alt="" width="2048" height="1366"><figcaption> </figcaption></figure>“We found that regular servicing and maintenance of vehicles can reduce pollution by up to 60% and this figure is even higher at 90% for petrol-run automobiles,” says <a href="https://www.nepalitimes.com/latest/nepal-must-scrap-old-diesel-vehicles/" target="_blank" rel="noopener noreferrer">Bhupendra Das</a>, lead author and researcher at the Institute for Advanced Sustainability Studies in Potsdam, Germany.“But the real solution lies in finding the political will to replace fossil fuel vehicles with electric ones, and introducing Euro 6 vehicles, most of all we need to revise and update our transport policies,” says Das, who is also associated with Tribhuvan University.All this is not just bad news for public health and the global climate, but the soot particles called <a href="http://archive.nepalitimes.com/news.php?id=19368" target="_blank" rel="noopener noreferrer">‘black carbon’</a> are also carried up to the mountains where they are deposited on the ice and snow, making them absorb more sunlight and melt faster.Nepal has pledged that at least 25% of all private passenger car sales and 20% of public transport vehicles will be battery-powered by 2025, but government policy does not reflect this. Presently, while private electric SUVs get a tax rebate, it is diesel buses that are subsidised, while <a href="https://www.nepalitimes.com/latest/nepal-goes-electric-but-conditions-apply/" target="_blank" rel="noopener noreferrer">electric ones cost five times more</a> because of high customs duty and other taxes.Both India and China have committed to only manufacturing battery-operated vehicles from 2030. The world has now moved on to the possibility of zero-emission with hydrogen fuel, but Nepal’s policies do not reflect its Glasgow goals.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114101124/637209c89c7e80680e0b5561jpeg.jpg" alt="" width="517" height="540"><figcaption> </figcaption></figure>As a result, air pollution in Nepal’s cities is getting worse and is a leading cause of asthma, high blood pressure, lung inflammation, congenital disabilities, mental disorders, various cancers and allergic hypersensitivity. Air pollution was the direct cause of 42,100 deaths across the country in 2019, and is <a href="http://archive.nepalitimes.com/article/Nepali-Times-Buzz/air-pollution-decreases-life-span,3999" target="_blank" rel="noopener noreferrer">reducing the average lifespan</a> of people by at least four years.A United Nations report this week stated that pollution and toxic substances <a href="https://www.reuters.com/business/environment/pollution-causing-more-deaths-than-covid-action-needed-says-un-expert-2022-02-15/" target="_blank" rel="noopener noreferrer">cause 9 million premature deaths annually</a>, much more than the Covid-19 pandemic that has claimed 5.8 million lives in the last two years.‘Current approaches to managing the risks posed by pollution and toxic substances are clearly failing, resulting in widespread violations of the right to a clean, healthy and sustainable environment,’ states the report to be presented at a forthcoming meeting of the UN Human Rights Council.Worldwide and in Nepal, state priorities in favour of <a href="https://www.nepalitimes.com/banner/nepal-struggles-to-balance-nature-and-industry/" target="_blank" rel="noopener noreferrer">revenue and industry over the health</a> of citizens is the main reason for worsening pollution. Only urgent policy level interventions can set things right, and for that there needs to be <a href="https://www.nepalitimes.com/banner/happy-new-air/" target="_blank" rel="noopener noreferrer">public pressure on candidates</a> for local and national governments during this year’s elections in Nepal.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114101124/637209ca9c7e80680e0b5562jpeg.jpg" alt="" width="677" height="380"><figcaption> </figcaption></figure>A <a href="http://archive.nepalitimes.com/page/political-power-of-the-ballot-local-elections-nepal" target="_blank" rel="noopener noreferrer">survey in this paper ahead of the 2017 elections</a> showed ‘air pollution’ topping the list of concerns of Kathmandu citizens — even ahead of water supply, health, education and inflation (see graph above). Air pollution in Kathmandu has gotten much worse since then.Says researcher Bhupendra Das: “Air pollution is no more a mere environmental and health crisis, it is a political issue and must be treated as such.”

Sonia Awale

Things are up in the air in Nepal

<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 width="1198" height="1227" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/2022111016114/636d13819c7e80680e0a9926jpeg.jpg" alt=""/><figcaption>Photo: BIKRAM RAI/ NEPALI TIMES ARCHIVES</figcaption></figure>Nepal could lose Rs142 billion a year in wasted surplus energy if the <a href="https://www.nepalitimes.com/editorial/just-do-it/" target="_blank" rel="noopener noreferrer">Millennium Challenge Corporation (MCC)</a> project designed to upgrade the electricity grid and highways is not endorsed by Parliament.
Nepal is currently generating 2,000MW of <a href="https://www.nepalitimes.com/editorial/manpower-and-hydropower/" target="_blank" rel="noopener noreferrer">hydroelectricity</a> with an additional 2,500MW under construction. This figure will soar to 7,300MW by 2025 as per Nepal Electricity Authority (NEA) estimates.Presently, Nepal consumes 1,500MW of electricity during the peak season, which is increasing by 20% every year. At this rate, in the next four years, the peak demand will be at 2,600MW, which means there will be an excess of 4,700MW.  
Nepal can export this surplus power to India and there are already agreements in place to facilitate trade between the two countries, but the existing Dhalkebar-Muzaffarpur cross border <a href="https://www.nepalitimes.com/latest/mcc-damned-if-we-do-damned-if-we-dont/" target="_blank" rel="noopener noreferrer">transmission line</a> can only handle 800MW each way. 
“If Nepal is unable to sell excess energy, we will be losing Rs142 billion every year. At a time when we are lagging in infrastructure, we shouldn’t stop the MCC from being approved,” says Dinesh Shrestha, chair of the Federation of Nepalese Chambers of Commerce and Industry (FNCCI).
FNCCI, Confederation of Nepalese Industries (CNI), Nepal Chamber of Commerce, Federation of Contractors’ Associations of Nepal, Independent Energy Producers’ Association and Nepal-US Chamber of Commerce and Industry have submitted a memorandum to Prime Minister Sher Bahadur Deuba urging the government to stop delaying <a href="https://www.nepalitimes.com/latest/missing-links-in-nepals-mcc-debate/" target="_blank" rel="noopener noreferrer">the five-year compact</a> and implement it soon. 
This is the private sector’s second memorandum to the government in a month. The group also states that some 7,000 Nepalis will be employed during the construction phase of the MCC, which also includes the upgrade of arterial highways to facilitate efficient transportation. The FNCCI memo comes just before the arrival in Kathmandu on Wednesday of US Assistant Secretary for South and Central Asian Affairs, Donald Lu during which he is expected to discuss the MCC ratification with Prime Minister Deuba and other party leaders.It is an indication of the importance the US attaches to the project that Deputy Assistant Secretary for South ans Central Asian Affairs Kelly Keiderling also arrives in Kathmandu on Thursday. Deuba met US President Joe Biden at the COP26 Glasgow summit two weeks ago, and revealed that he and Maoist leader Pushpa Kamal Dahal had written jointly to the US government saying the MCC would be ratified. But the project has become such a political hot potato in Nepal that Dahal quickly backtracked, clarifying that he had only said that it needed amendments before being passed. A large chunk of the US-aided $500 million grant project is set aside to build the Kathmandu-Hetauda-Butwal 400KVa transmission line which will distribute electricity from existing and new hydropower plants on the Budi Gandaki, Trisuli, Kali Gandaki, Marsyangdi, Kosi, and Tamakosi corridors, and also connect to a high-capacity line to Gorakhpur so Nepal can sell surplus monsoon electricity to India.  
In fact, in anticipation of the MCC project being completed, the NEA <a href="https://www.nepalitimes.com/latest/india-nepal-sign-power-exchange-deal/" target="_blank" rel="noopener noreferrer">signed an agreement</a> with the state-run Power Grid Corporation of India (POWERGRID) for the Butwal-Gorakhpur cross border transmission line extension two months ago in September, ahead of MCC vice president <a href="https://www.nepalitimes.com/banner/mcc-ball-in-nepals-court/" target="_blank" rel="noopener noreferrer">Fatema Z Sumar's visit to Nepal</a>.
But the MCC, the biggest grant aid Nepal has ever received has become the victim of intense power struggle and political infighting within the country. It was first weaponised to unseat K P Oli and now <a href="https://www.nepalitimes.com/latest/mcc-row-rocks-nepals-ruling-coalition/" target="_blank" rel="noopener noreferrer">threatens to split the ruling coalition</a> led by Prime Minister Sher Bahadur Deuba. 
The project is seen by the critics as part of America’s Indo-Pacific Strategy to counter China’s Belt Road Initiative. The anti-MCC rhetoric has gained such momentum that the public is convinced it supersedes Nepal’s Constitution and is anti-national, forcing even the staunch supporters from speaking in its favour.
Adds FNCCI’s Dinesh Shrestha: “The MCC is crucial for Nepal’s energy sector and <a href="https://www.nepalitimes.com/editorial/knowing-whats-good-for-nepal/" target="_blank" rel="noopener noreferrer">is to our benefit</a>. Moreover, this is a grant, not a loan. Further delaying and cancelling the compact will <a href="https://www.nepalitimes.com/latest/mcc-row-damages-nepals-credibility/" target="_blank" rel="noopener noreferrer">tarnish Nepal’s image and credibility</a> in the world community.”
MCC or no MCC, one thing is for sure. Nepal must build transmission lines and upgrade its electricity grid one way or the other so as not to waste surplus energy it is set to generate in the near future. 
Alternatively, experts say, the government must work immediately to <a href="https://www.nepalitimes.com/editorial/good-cop-bad-cop/" target="_blank" rel="noopener noreferrer">electrify transport and cooking</a> for domestic consumption of surplus power and reduce its import bill on petroleum products and LPG.

The cost of no MCC

<figure><img width="1419" height="630" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3df9c7e80680e09667ajpeg.jpg" alt=""/><figcaption>FISHING OUT: Armymen try to pull out the bus that fell into the Madi River in Tanahu in 2013. Photo: PAWAN PAUDEL</figcaption></figure>At 5AM on 12 December 2019, residents of Khadichaur of Sindhupalchok district woke up to a loud crash. A bus had careened off a hairpin bend and plunged 500m down the mountain, killing 17 and wounding 18 passengers.They were pilgrims on the way back from the Kalinchok shrine. A little over a year later, the tragedy has become part of the deadly statistics of <a href="https://www.nepalitimes.com/latest/how-covid-19-saves-lives-in-nepal/" target="_blank" rel="noopener noreferrer">Nepal’s highway accidents</a> in which an average of seven people die every day.“There was a pile of bodies, some with their limbs severed. I had never before seen such a horrendous sight,” recalls Mithu Mijar. “All we could do was help lift the bodies and place them in ambulances.”Tara Bahadur Karki is still traumatised by the sight, and cannot walk past the site without recalling that fateful day: “The entire slope was covered with bodies and there were more under the bus. After a while, we lost count, as we kept pulling them out of the wreckage.”https://www.youtube.com/watch?v=bqRS60ctCj4 <figure><img width="1500" height="844" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3e29c7e80680e09667bjpeg.jpg" alt=""><figcaption> </figcaption></figure>Most of the accidents are preventable, and the causes are mainly poor road condition and reckless driving. The <a href="https://www.nepalitimes.com/here-now/its-an-emergency-nepal-needs-to-improve-trauma-care/" target="_blank" rel="noopener noreferrer">pandemic of highway accidents</a> kills as many Nepalis every year as all the natural disasters combined. In fact they are so common that most Nepalis are desensitised by the numbers. From July 2014-July 2019, there were a total of 54,000 road accidents in Nepal resulting in 12,000 deaths of people mostly in the age group 15-40 years. This number <a href="https://www.nepalitimes.com/latest/how-covid-19-saves-lives-in-nepal/" target="_blank" rel="noopener noreferrer">went down sharply during the Covid-19 lockdown</a>. Highway fatalities declined by half to less than 700 in March-August 2020, compared to the same period the previous year. By the Dasain-Tihar festival in November 2020, with restrictions removed, the number of deaths on the roads again spiked to 242 after falling to 52 in May. <figure><img width="1263" height="752" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3e49c7e80680e09667cjpeg.jpg" alt=""><figcaption> </figcaption></figure>“In developing country like ours we have fewer accidents but more casualties because of our mass transport. But we often forget about those wounded, they are sentenced to a life of economic hardships and trauma beyond our imaginations,” says former Superintendent of Police Jagat Man Shrestha.On average, 40 people are injured on roads across the country each day.In 2019, there were nearly 13,000 highway and road accidents in which 2,736 people lost their lives and 10,731 were seriously injured. Those who survive often have a <a href="https://www.nepalitimes.com/here-now/injured-use-internet-to-reach-physiotherapists/?preview_nonce=aefd82ecbe" target="_blank" rel="noopener noreferrer">traumatic brain and spinal cord injuries</a>, requiring long-term or life-long rehabilitative care. <figure><img width="1636" height="942" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3e79c7e80680e09667djpeg.jpg" alt=""><figcaption> </figcaption></figure>Journalist Gajendra Budathoki was on his way home one rainy night when the blinding headlight of an oncoming bus from the wrong side at Bhadrakali turn caused his motorcyle to skid off the road. A spinal cord injury has paralysed him from the waist down. “I would never go faster than 50km/hour and my friends used to poke fun at me for being slower than a bicycle but now I’m forced to leave the rest of my life bound on a wheelchair,” he laments.According to the WHO Global Status on Road Safety 2018, only 8 in 100,000 people die of highway and road accidents in developed countries, but the number soars to 27.5 in low-income nations like Nepal.A Ministry of Physical Infrastructure and Transport study has found that 76% of <a href="https://www.nepalitimes.com/here-now/the-other-global-pandemic-road-fatalities/" target="_blank" rel="noopener noreferrer">highway accidents</a> are caused by drivers who do not follow traffic rules, or are speeding.“Tipper truck drivers get Rs1,000 per trip so they try to make as many roundtrips as possible. I have seen them make five per night, driving even as they doze off at the wheels. If they don’t kill people, who will?” asks the chief of Lalitpur Metropolitan Police Sitaram Hachhethu.Traffic police have now deployed speed guns to check speeding at the accident-prone Satdobato-Gwarko road. They penalise up to 100 commuters a day, many of them in motorcycles that are going at 90km/hour in the road with a speed limit of 50km/hour.  Road maintenance or lack thereof is another major cause of traffic accidents. Local governments need to wait for the budget to maintain road safety while the Department of Roads is unable to add crash barriers on highways.“Our roads are narrow, bad, and frankly not the kind we should have built,” accepts Arjun Thapa, head of the Department. “Priority on road construction without proper infrastructure planning is to blame.”Roads are synonymous with development in Nepal. Every election, politicians promise highways to boost their vote banks. There are <a href="https://archive.nepalitimes.com/article/nation/accident-prone-Mugling-Narayangadi-highway,3828" target="_blank" rel="noopener noreferrer">excavators clawing away at the mountains</a> all over the country. <figure><img width="1500" height="1000" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3ea9c7e80680e09667ejpeg.jpg" alt=""><figcaption> </figcaption></figure>Says road safety analyst Kamal Panday: “Well-constructed roads prevent accidents, but we have made ours ignoring technical and engineering aspects because new roads bring in votes, and maintenance doesn’t.”All automobiles are subjected to mechanical inspection tests every six months, those that fail are not allowed on the streets. But testing centres across the country are not functional as vehicles are certified based on manual (visual) inspection alone.The design of vehicles can also factor in crucial life and death situations. For example, tipper truck drivers have blind spots on the sides which prevent them from seeing motorcyclists. Moreover, the bumpers of these heavy load vehicles is 1.5m above the ground making them lethal in a collision. Many countries including China, Brazil and Japan have now added 360degree cameras for tipper drivers.“Our tippers are not fit for highway and city traffic, their only purpose is to carry raw material from mines to construction site,” says Namraj Ghimire of the Department of Transport Management. <figure><img width="1536" height="850" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3ed9c7e80680e09667fjpeg.jpg" alt=""><figcaption> </figcaption></figure>An important aspect when it comes to traumatic road traffic accidents is the transportation of the wounded to the hospitals without further aggravating their condition. “We have seen many cases of careless handling leading to unnecessary damage to the spine resulting into deaths,” says Raju Dhakal of the Spinal Injury Rehabilitation Centre in Sangha.The traffic police and the Department of Transport Management are responsible for implementing rules and regulations. The Department of Roads has to build safe infrastructure. But when asked, they all pass the blame to each other. Traffic police complain that they do not have enough human resources. The Department of Roads states that most roads in Nepal are now under the purview of local governments. The Transport Service Department simply does not bother about vehicular inspections. <figure><img width="1400" height="1050" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3f09c7e80680e096680jpeg.jpg" alt=""><figcaption> </figcaption></figure>It is therefore up to the public to make their voice heard, and make government agencies feel more responsible, says activist Anandaraj Joshi, who used to be a truck driver in Western Nepal. “Civil society, media and investigators must continue to pursue this issue, start a discourse to wake up the uncaring state and together eradicate this calamity from its roots,” Joshi says.There is a consensus among experts that the implementation of road engineering suited to the geography of the place and mechanical knowledge among drivers is crucial to reducing road accidents. Similarly, traffic education goes a long way in preventing road fatalities and must start at homes and schools.Says former SP Jagat Man Shrestha: “Traffic enforcement gives us a quick result but it will be temporary. To prevent as many road accidents as possible, we must revamp our education system and upgrade engineering.”

Anita Bhetwal

Nepal’s other pandemic: road fatalities

https://youtu.be/0E0s-5VtGU4Rekha Thapa of Dailekh, in far western Nepal had a job in Kathmandu after graduation, but she was not able to join. Not because it would mean distance from her family, but because of respiratory problems caused by <a href="https://www.nepalitimes.com/here-now/air-pollution-is-more-dangerous-than-smoking/" target="_blank" rel="noopener noreferrer">severe air pollution in the capital</a>.“I have asthma,” says Thapa. “Dailekh may not have modern health facilities, but at least the air there is fresh.”Ram Bahadur Shahi, 65, is also an <a href="https://www.nepalitimes.com/here-now/the-thickness-we-breathe/" target="_blank" rel="noopener noreferrer">asthma patient</a>, and can breathe without problems in his home village in Kavre. But as soon as he comes to Kathmandu, the dust and the smog make him wheeze and he has difficulty breathing.We cannot measure the impact of air pollution directly, as we can with blood pressure or glucose level. Nonetheless, it kills as many people as does chronic diseases, if not more. One study showed that in 2019 alone, 42,100 Nepalis died directly due to dirty air, and the average lifespan of a resident of Kathmandu is cut by nearly 4 years.“Air pollution affects all parts of the human body and even unborn babies. It is carcinogenic and about 43% of asthma deaths are cases that are aggravated by dirty air,” says cardiologist, Bhagwan Koirala.But for something as lethal as that, what is surprising is the lack of public outrage. Clean air activist Bhusan Tuladhar attributes it to the lack of a direct causal link. “When a patient dies of respiratory problems, the hospital’s death certificate does not mention ‘air pollution’ as the cause of death,” Tuladhar said in a Saglo Samaj interview (see below).Air quality in Kathmandu <a href="https://www.nepalitimes.com/latest/kathmandu-air-pollution-hits-record-high/" target="_blank" rel="noopener noreferrer">is now so bad</a> that there are now ‘pollution refugees’ who have decided to emigrate to other parts of the country, if not abroad, for health reasons. “Parents visiting their children in Australia need no medication there but as soon as they return to Kathmandu, they have to be admitted to hospitals,” says pulmonary specialist, Raju Pangeni.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110111128/636cd2fb9c7e80680e08f942jpeg.jpg" alt="" width="1500" height="1000"/><figcaption>Kathmandu's air pollution is hazardous to health. Photos: SAGLO SAMAJ</figcaption></figure>Two weeks ago, the Air quality index (AQI) in the capital hit record high levels. A <a href="https://www.nepalitimes.com/banner/dirty-politics-dirty-air/" data-saferedirecturl="https://www.google.com/url?q=https://www.nepalitimes.com/banner/dirty-politics-dirty-air/&amp;source=gmail&amp;ust=1611115453107000&amp;usg=AFQjCNE0zPVkVGIT59IE5o9KvcX7d0roKg">Nepali Times monitoring team</a> on 6 January morning, recorded AQI at 450 at Bagmati Bridge and above 300 in most parts of the city. And that was on a good day.Diesel vehicles are among the worst polluters in Kathmandu, and the number of buses and trucks are increasing exponentially. Ten years ago, Nepal’s annual diesel import from India was only about 500,000 kilolitres. Today, it is nearly 1,500,000 kilolitres. The number of vehicles in Kathmandu Valley is increasing every year by at least 22%.Green stickers can be bought under the counter, and there are no emission checks on the streets. There is a lack of political will to relocate brick kilns, among the major sources of suspended particulate matter. Municipalities have done little to nothing to control open garbage burning.Correct government policy interventions were allowed to lapse. <a href="https://www.nepalitimes.com/banner/a-walk-back-in-time-chandragiri-hatiban/" target="_blank" rel="noopener noreferrer">Cargo ropeways</a> to Hetauda used to transport up to 25 tons of cargo a day. The Kathmandu-Bhaktapur trolley bus system was <a href="https://www.nepalitimes.com/banner/kathmandu-bhaktapur-trolley-bus/" target="_blank" rel="noopener noreferrer">allowed to rot away</a> after serving commuters for over 30 years.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110111128/636cd2fe9c7e80680e08f943jpeg.jpg" alt="" width="1500" height="844"><figcaption>The once iconic trolley bus in ruins.</figcaption></figure>But there were examples of citizen action that forced politicians to reduce air pollution. Battery-operated Safa three-wheelers replaced diesel Vikram tempos, and <a href="https://www.google.com/url?client=internal-element-cse&amp;cx=bead8272edd0f2143&amp;q=https://archive.nepalitimes.com/article/nation/brick-factories-still-using-old-polluting-technology,2078&amp;sa=U&amp;ved=2ahUKEwj4rrKGl6fuAhVPzDgGHTAVDMoQFjAAegQIBBAC&amp;usg=AOvVaw3dMIeAXsjN47r_-9W_Tx01" target="_blank" rel="noopener noreferrer">brick kilns</a> were regulated. But there has been no follow-up to encourage electric public transport, and the kilns are back. And after announcing two years ago that 20% of vehicles in Nepal would be battery-powered by 2020, Prime Minister Oli’s government <a href="https://www.nepalitimes.com/here-now/an-electric-shock-to-nepals-energy-future/" target="_blank" rel="noopener noreferrer">re-imposed taxes on electric cars</a> last year.The biggest impediment to clean air is the lack of political will. After all, if Kathmandu could so effectively curb drinking and driving with breathalyser tests, why is it so difficult to conduct effective emission checks? There is now Rs7 billion accumulated from pollution tax, that could be invested in clean public transport and charging infrastructure.“Air pollution is not just an environmental problem” In an interview on the Saglo Samaj tv magazine program, urban planner and clean air activist, Bhushan Tuladhar explains the challenges of achieving better air quality. Excerpt:Saglo Samaj: Which parts of Kathmandu Valley are at more risk of air pollution?Bhushan Tuladhar: Everyone who breathes in Kathmandu is at risk. Some places are more polluted than others, but even the least polluted areas have pollution levels much higher than that recommended by the World Health Organisation (WHO). But neighbourhoods near traffic, brick kilns and firewood burning are most exposed.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110111128/636cd3029c7e80680e08f944jpeg.jpg" alt="" width="1500" height="844"><figcaption>Urban planner and environmentalist Bhushan Tuladhar</figcaption></figure>Recently our team went out across the town with air pollution monitoring devices. Bagmati Bridge had the worst air quality.That is because Bagmati Bridge has constant flow of vehicles and traffic jams throughout the day. And most of these are from motorcycles, which make up 80% of vehicles in Kathmandu.  They emit invisible poisonous gases. What are the main sources of air pollution in Kathmandu?The main source of pollution is transport, followed by brick kilns, garbage burning and firewood for cooking. But during winter, an inversion layer traps smoke and dust in this bowl-shaped Valley with no outlet. And we keep adding to it until it suffocates us, which is what happened two weeks ago.What is the solution?Use of firewood for cooking is decreasing and brick kilns have also adopted cleaner technology. But people still burn their garbage in many places, including Kathmandu. So, local representatives can be mobilised to discourage garbage burning. We need an efficient and reliable mass transit system. The per capita emission of public transport is much lower. Only 27% of the rides in Kathmandu are on buses, we need to double it. And if we can convert to electric buses, it will be even cleaner.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110111128/636cd3049c7e80680e08f945jpeg.jpg" alt="" width="1500" height="844"><figcaption>Transport is the biggest source of air pollution in Kathmandu Valley.</figcaption></figure>If air pollution is so hazardous, why are people not outraged?Air pollution is a silent killer. When a patient dies of respiratory problems, the hospital’s death certificate does not mention ‘air pollution’ as the cause of death. So, people do not see the linkages between dirty air and dangerous diseases.Is there hope that elected local governments now have decision-making power?Municipalities have to take the lead now. The federal government should just backstop the measures and provide guidance. Air pollution is not just an environmental problem. It is a public health and economic issue and we have to treat it as such.This interview is based on the fourth episode of  <a href="https://www.facebook.com/saglosamaj" data-saferedirecturl="https://www.google.com/url?q=https://www.facebook.com/saglosamaj&amp;source=gmail&amp;ust=1611115453108000&amp;usg=AFQjCNGZ6Kvd04aAdnsNvsEWbfXcRmfp-g">Saglo Samaj</a>, a tv magazine program produced by Himalmedia which is broadcast every Monday, at 8:30 pm on Dish Home Channel 130. Go online to watch a trailer of the program.

Breathing is hazardous to health

<figure><img width="900" height="544" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109141136/636bad3e9c7e80680e077f80jpeg.jpg" alt=""/><figcaption>All photo: BIKRAM RAI</figcaption></figure>Some bus companies in Kathmandu Valley have started to operate bus routes for the first time in nearly four months after accepting the government's conditions for operation. The protocols include allowing buses to carry only half the capacity of passengers, requiring them to all wear masks, making only one passenger per row, no standing passengers, mandatory fever check with thermal gun on entry, conductors to wear PPE. Drivers and conductors are all required to wear gloves. Inter-district buses are not allowed to operate yet, except for the three districts inside Kathmandu Valley. Bus companies are also allowed to charge double the fare from passengers, even though some operators like Sundar Yatayat have announce that they will not increase their fare. <img width="760" height="507" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109141136/636bad409c7e80680e077f81jpeg.jpg" alt=""><img width="760" height="476" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109141136/636bad439c7e80680e077f82jpeg.jpg" alt=""><img width="760" height="488" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109141136/636bad459c7e80680e077f83jpeg.jpg" alt=""><img width="760" height="507" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109141136/636bad489c7e80680e077f84jpeg.jpg" alt=""><img width="760" height="484" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109141136/636bad4a9c7e80680e077f85jpeg.jpg" alt=""><img width="760" height="467" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109141136/636bad4c9c7e80680e077f86jpeg.jpg" alt="">Read also: <a href="https://www.nepalitimes.com/here-now/kathmandus-road-ahead-post-covid-19/" target="_blank" rel="noopener noreferrer">Kathmandu's road ahead post-COVID-19</a>, Bhushan Tuladhar

Public transport back on Kathmandu roads

<figure><img width="1500" height="1000" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221109121112/636b8b9c9c7e80680e06b2afjpeg.jpg" alt=""/><figcaption>Illustration: DIWAKAR CHHETRI</figcaption></figure>The COVID-19 pandemic has caught the world off guard, with enormous repercussions for Nepal’s economy because of its reliance on overseas migration and tourism.Nepal’s three week lockdown has been extended till at least 27 April. Flights are not going to restart till mid-May at the earliest. The country’s remittance-fueled, consumption-led economy, low manufacturing capacity, unemployment, huge trade deficit, high reliance on import-based consumption have been pre-existing challenges even before the lockdown. The pandemic has made everything more difficult.Tourism is the hardest hit, especially the hotel industry which is most vulnerable due to the fixed cost associated with not only salary and wages but also regular maintenance well as loan servicing obligations. Tourism is cash flow sensitive, and its oxygen supply has come to complete halt. It will take at least till 2021 for travel and tourism to revive, or rebound. Priority rescue measures are urgently required.Transport is another sector that needs urgent attention. Once the lockdown situation improves, transportation will kickstart itself. But till then, the industry needs support to manage maintenance and financial obligations.Aviation witnessed a quick rebound after the double whammy of the earthquake and Blockade, particularly for domestic movement. The situation is different this time. The high cost of grounded aircraft due to leasing, fixed and variable costs will pose a major challenge. Big ticket loan exposure and interest expense may just kill some operators. Most airlines have equipment on ‘Dry Lease’ that carry certain fixed costs ranging from $100-150,000 per month for smaller aircraft. Dollar fares for expats and tourists have been a major revenue earner for operators, and with tourism down this will dry up.Finance industry including the banking sector are operating at bare minimum, and only offering basic services such as cash operation including remittance services and basic trade finance. New book creation has virtually stopped as no loan processing is being carried out. <a style="font-size: 15px; letter-spacing: 0.01em;" href="https://www.nepalitimes.com/opinion/also-keeping-financially-healthy-in-a-lockdown/" target="_blank" rel="noopener">Also keeping financially healthy in a lockdown</a>, Siddhant Raj PandeyLiquidity has been a problem that predates the pandemic. Nepali BFIs have  been long plagued by liquidity crunch, particularly after the real estate crash of 2009. After the earthquake, the industry faced a major credit crunch. The capital hike, reconstruction demand, a stable government all led to a surge in loan demand. But an unstable liquidity supply was a chronic threat.If prolonged, this could lead to assets price burst and real-estate could take the plunge. Banks would have to revalue risk assets, as most are backed by real estate collaterals. In short, non-performing assets need to be closelh monitored.  Remittance-dependence has fuelled consumption growth, and this could be affected by coronavirus outbreaks in destination coutnries for Nepali migrants like Japan, Malaysia, Korea and the Gulf. In addition, there is now <a href="https://www.nepalitimes.com/editorial/commercially-important-people/" target="_blank" rel="noopener">uncertainty about labour demand</a> because of the global downturn. Annual remittances could take a nosedive.Construction could pick up as soon as the lockdown is lifted. But big ticket projects, particularly ones with foreign contractors, in hydro, airports, highways could slow down and costs could overshoot. Banks with guarantee exposure in the construction sector could also be hit. The non-funded instrument could see ‘Willful Claim’ capitalising on grey area of force majeure, currently under discussion at the Nepal Rastra Bank and the banking sector. Trade may rebound quickly because of Nepal’s import-based consumption patterns. However, the dent in purchasing power capacity due to loss of business and employment could be a matter of concern.The Health Sector ironically may see a slowdown during the pandemic. The banks carry significant exposure in medical care in heads like working capital, term loan and fixed assets. Balance of Payments could be a major concern as remittances drop. Tourism is another forex earner that is hit hard. Exports were always negligible, but even that will be slowed further with the lockdown.  Revenue Collection could dry up due to shortfall in revenue targets.  This could limit spending and development in infrastructure projects, creating problems in multiple areas from employment, base level economic activities, consumption amongst others.Small and Medium Enterprises are key economic enablers and yet largely out of formal sector reach. This impact assessment could be bit tricky and may require a deep dive into both formal and informal source of borrowings.Perhaps linkage to cooperatives could be one way to establish the relationship so as to gauge the depth of the impact. The critical focus here should be on employment generation, domestic production and revenue collection. GDP has 15 main sectors contributing to it. It may be wise to run a predictive analysis of each critical sector that may impact employment, value chain, economy amongst others.These are trying times for the economy, and we must be strategic about pressing the right buttons to speed up the rebound. Sanjib Subba was until recently the CEO of Nepal Banking Institute.

Unlocking the economy post-lockdown

Earlier this month, Nepal received Rs1.6 billion from the World Bank as part of its <a href="https://nepalitimes.com/news/will-nepal-ever-be-paid-for-saving-trees">Forest Carbon Partnership Facility (FCPF)</a>, rewarding the country for increasing its carbon sink capacity. Nepal is the first in South Asia to benefit from this facility, and it is specifically to recompense the country for increasing forest cover in 13 Tarai districts between 2018-2024. “We are also trying to get another Rs13 billion from the facility while also preparing for free market-based carbon trading in the international market,” says Nabaraj Pudasaini of the REDD (Reducing Emissions from Deforestation and Forest Degradation in Developing Countries) Implementation Centre. Big emitters of greenhouse gases are under pressure to reduce their carbon emissions, and many have signed agreements to do so by investing in decarbonisation projects in developing countries. Countries that emit more than a specified amount of carbon would be able to buy emission rights from countries that emit less. Nepal is internationally known for its community forestry program which has been largely credited for <a href="https://nepalitimes.com/banner/tree-mendous">increasing tree cover to over 45%</a> in less than three decades. But this achievement had not been adequately recognised or rewarded internationally before. Forests, especially in the tropics, absorb and store large amounts of carbon while releasing oxygen in a process known as photosynthesis. <a href="https://www.fao.org/forest-resources-assessment/en/">Preventing deforestation</a> and increasing canopy cover is considered a much more achievable goal than reducing emission in the scale necessary to limit global average temperature to 1.5°C above pre-industrial levels. COP11 in Montreal in 2005 first proposed reducing carbon emissions by improving forest quality by halting degradation. By 2015, a new mechanism of financial assistance was created to help less developed countries with sustainable management of forests <a href="https://www.un-redd.org/">(called REDD+)</a>. Under this new mechanism, countries receive aid based on their efforts to prevent forest degradation and increase carbon sink, and in 2021 the World Bank was entrusted with implementing it. Nepal’s FCPF receipt this month was calculated on the basis of 2.4 million tons of carbon stored at a rate of $5 per ton. In the second phase, Nepal will receive more than Rs4 billion within the next year for storing an additional 7 million tons of carbon. Eighty per cent of this amount obtained from carbon trading needs to be spent on local beneficiaries and indigenous communities.&nbsp; But carbon trading is not easy, Nepal needs to prove that protected forests will not be destroyed in future.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241121091132_c8a381c9a95aa86fec558951650d97bb87914741f01766982ba2b086af001f16.jpg" data-media-id="editor_4" data-image-id="20241121091132_c8a381c9a95aa86fec558951650d97bb87914741f01766982ba2b086af001f16" data-rendition-name="original" width="1500" height="999" loading="lazy" alt="Greenbacks for greenery NT "> <figcaption>Photo: KUNDA DIXIT</figcaption> </figure>  Explains carbon trading expert Yugan Manandhar. “Forests should be handed over to the community and shown that they are managed sustainably. Proving this will be particularly challenging; forest encroachment and degradation is rife in the Tarai.” <a href="https://nepalitimes.com/multimedia/nepal-is-going-up-in-smoke">Deliberate forest fires</a> have also added to the challenge because they increase carbon emissions and reduce the sink capacity of forests. The basis for the amount that Nepal received was set five years ago by calculating the carbon reserves of forests in the 13 Tarai districts. In the meantime, sustainable forest management, tree plantation, forest destruction and erosion control were prioritised to increase carbon reserves in those forests. Nepal is signing another carbon trading agreement during the ongoing Baku climate conference. The <a href="https://www.leafcoalition.org/">Lowering Emissions by Accelerating Forest finance (LEAF Coalition) </a>proposes to sell the carbon stored in the forests of Bagmati, Gandaki and Lumbini provinces. For this, Nepal signed the letter of intent three years ago at COP26 in Glasgow. The target is to store 70 million tons of carbon in 32 million hectares of forest in the three provinces per which Nepal will receive Rs13 billion in four years at $10 per ton with provisions to increase the rate if various conditions are met. However, the agreement in itself doesn’t guarantee the amount. According to the targets set by Nepal, forest degradation should be stopped and carbon reserves increased by protecting tree cover. Preparations are also underway for clean air carbon trade because it has offset fossil fuel use by introducing 30,000 electric vehicles. Nepal has been selected for the first round to receive $40 million within one and a half years through the Clean Air System of the World Bank. Given that most of Nepal’s energy mix is from biomass, replacing them with electric stoves can significantly improve health by reducing indoor pollution as well as strengthen the country’s capacity for carbon trade. “Nepal's goal now is to sell carbon in the free market where carbon credits are bought and sold based on supply and demand in an open and transparent manner,” adds Pudasaini of the REDD Implementation Centre. “Nepal can now set its own price and bargain with interested buyer countries and organisations.” Lately, India has been discussing setting up a carbon market. Nepal has exported Rs12.72 billion worth of electricity to India so far this fiscal year, which can be traded under Nepal’s carbon market. “Carbon trading can create significant economic benefits for Nepal, which will help reinvest in development and environmental protection projects,” says Manandhar. “But we must prioritise sustainable management of forests, cutting older trees and allowing regrowth as well as promoting electric stoves and electric vehicles.”

Greenbacks for greenery

Khukri Rum is <a href="http://archive.nepalitimes.com/news.php?id=3719#.WurBk6SFPIU">one of Nepal’s most iconic brands</a>, and is now launching a new Cask Series premium product to sell in Nepal and abroad. The Cask Series Smoked Finish Khukri Rum is a limited edition with only about 7,000 bottles, most of it for export and rest to be sold to rum connoisseurs in Nepal itself. Each bottle is numbered and will mention the cask from which it is derived. “We are working on taking a classic Nepali rum to a new luxury premium brand category, the Cask Series will only be produced this year with new product ranges in future,” explains Subash Lamichhane, managing director of Nepal Distilleries that first started making Khukri rum in 1959 in Balaju and has never stopped. Fermented from molasses in Bara district in the Tarai after the annual sugarcane harvest, the rum is matured for at least eight months during distillation. The distillery bottles the classic Khukri XXX, Coronation Khukri XXX, Khukri White Rum and Khukri Spiced Rum.&nbsp; The distillery is now adding this limited edition of its ‘Cask Series’. While the original rum is stored in huge wooden vats, the rum used for this more exclusive line is in smaller casks made either from oak or sal, with charred insides to give the rum a smoky flavour. The Cask Series rum is indeed smokier than the classic, while the spiced rum tastes toasty and mostly of cardamom. The company has a tasting suite with a master blender and tasters who have to approve the palate test.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241122131124_10b8ddca93b37b0348bf964b4f09e7fac6ef4e754cca6231368850539cd558e2.jpg" data-media-id="editor_1" data-image-id="20241122131124_10b8ddca93b37b0348bf964b4f09e7fac6ef4e754cca6231368850539cd558e2" data-rendition-name="original" width="1498" height="1000" loading="lazy" alt="Khukri Rum"> </figure>  The packaging for the Cask Series is as special as the process. A sturdy patterned box that opens up to a black glass bottle with gold lettering, and an indication of which cask the rum is from. These are then shipped to premium customers around the world One of the reasons this is the more expensive premium line is because the casks are smaller than the vats and the blenders reject more than half of the rum in the casks when the aging period is complete. The trick for the blender is also to decide when to take the run out of the cask.&nbsp; Says Lamichhane: “If we have 25 casks, we expect to throw away about fifteen.”Over the decades, Nepal Distilleries have created and maintained a brand that feels quintessentially Nepali, and has served as Nepal’s ‘ambassador’ with exports to Germany, Korea, Belgium, Finland, the Czech Republic, besides the existing markets among Nepalis in the US, UK, Hong Kong and Australia. &nbsp;Its unique <a href="https://nepalitimes.com/here-now/khukri-rum-sharpens-its-act">khukri shaped bottle</a> first introduced for King Birendra’s coronation in 1975 has been a collector’s item. The bottle and rum have been a staple for Nepalis and visitors to take as gifts when they leave the country, and is used as decoration on bar tables around the world. Now, nearly 40 years later, even that bottle will soon be getting a makeover with a sharper design and sleeker handle. “Our bottle design has always been instantly recognisable, and it is,” says Lamichhane. The Himalayan restaurant at The Hague, for example, has a Khukri Coronation bottle adorning its bar (page 6-7). In Washington DC Himalayan Heritage Restaurant &amp; Bar offers ‘Nepalese Khukri Rum’ mojito in its drinks menu with fresh mint, soda water, lime juice and sugar syrup, for $12.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241122131124_b9474db3fc83c85845348dddc30c49652ee1f17229531867fa241de50849cedc.jpg" data-media-id="editor_3" data-image-id="20241122131124_b9474db3fc83c85845348dddc30c49652ee1f17229531867fa241de50849cedc" data-rendition-name="original" width="1500" height="1000" loading="lazy" alt="Khukri Rum NT"> <figcaption>Christopher Armes, master blender of the Cask Series.</figcaption> </figure>  A distinct element of the award-winning <a href="https://nepalitimes.com/business/khukri-rum-gets-award">classic Khukri rum</a> is its burgundy colour from caramel sourced from cooking sugar and blended with the raw rum. The spirits are then stored in a warehouse with floor-to-ceiling vats. The vats are not just for storage, the wood in the vats imparts flavour into the rum, and removes a lot of the harshness. &nbsp; On a visit this week, the bottling room was just about to begin for the day and the production line was churning out different shapes and sizes of Khukri Rum bottles. Most of the process is automated, including screwing bottle caps, sticking labels, placing the government seal, and packaging. The only manual intervention is the quality control where bottles are held against the light to check for sediment and colour. A mural on the wall of the distillery in Balaju depicts the rum-making process. A lady slings sugarcane on her shoulder, the molasses is churned in a pot, water is channelled into the distillation process, cinnamon, cloves and cardamom are added to a container, and finally there is a bottle of the classic Khukri Rum against a Kathmandu backdrop.

Khukri goes premium with new rum

Turkish Airlines has introduced a new amenity kit collection designed in collaboration with French fashion house Lanvin for international business class passengers on flights more than five hours. It consists of five pieces designed for sustainability and elegance. Bags are reusable and will consist of Lanvin cosmetic products like hand and body lotions and lip balm. Eye masks and socks are made from recycled materials, earplugs are packaged in paper and the toothbrush is bamboo.

Turkish amenity kit

Nepal now generates a surplus of electricity and it is all from renewable hydropower. Nearly half the country is under forest cover. Despite meeting these decarbonisation goals, Nepal’s hydropower plants are threatened by increased risk due to climate impact.&nbsp; Till <a href="https://nepalitimes.com/editorial/when-it-rains-it-pours-ksqprbu3">28 September</a>, Nepal was <a href="https://nepalitimes.com/news/india-nepal-sign-power-exchange-deal">exporting just over 1,000MW</a> of electricity to power-hungry India, when flash floods and landslides unleashed by historically heavy rains damaged over 30 hydropower plants across the country, temporarily <a href="https://nepalitimes.com/news/power-to-the-people">slashing nearly half the power generation.</a> The 456MW Upper Tamakosi in Dolakha was the hardest hit and it will take six months and Rs2 billion to repair. This has significantly reduced exports as well as domestic generation. Two months later, Nepal has still not been unable to fully keep its export commitment, and is actually paying Rs100 million in fines to India. Thirty-seven existing and under construction projects under the Independent Power Producers' Association Nepal (IPPAN) suffered Rs2.5 billion in damage. One of them is the 22MW Bagmati project in Makwanpur which was almost completely buried in flood debris. Even before <a href="https://nepalitimes.com/news/60-dead-64-missing-in-nepal-floods">record-breaking rain in September</a>, 15 other hydropower projects had been damaged by floods. Last year, floods caused by heavy localised rain damaged 28 hydropower plants. World governments met in Baku for COP29 to discuss the Loss &amp; Damage Fund and the Adaptation Fund, but for countries like Nepal the commas and brackets are meaningless until they are turned into $ and €. And likelihood of adequate compensation for climate-related damage is a long way off, if ever. Nepal’s national strategy is to use its vast hydropower resource as clean energy to spur economic growth, job creation, and boost export revenue. But the plants are located in narrow Himalayan valleys prone to landslides and floods even at the best of times. Now, those <a href="https://nepalitimes.com/opinion/comment/changing-climate-for-investment-in-nepal">risks have been heightened by weather extremes</a> due to climate breakdown. At present, Nepal generates over 3,300MW of clean hydropower, and the target is to reach 12,700MW in the next five years. Projects equivalent to 6,000MW are under construction or ready to start. The Ministry of Energy, Water Resources and Irrigation has an Energy Development Roadmap and Action Plan with the target of producing 28,500MW by 2035 by when more than half of it will be exported.&nbsp; “The climate crisis will further change the rainfall patterns making hydropower generation a big question mark in the future,” Manjeet Dhakal in Baku, who is also the Nepali adviser to the LDC Chair at the United Nations Framework Convention on Climate Change (UNFCCC). “We are building hydropower projects on rivers without evaluating risk. This whole process needs to be reviewed and reconsidered.” The report of the National Adaptation Plan published by the Ministry of Forest and Environment last year mentions that hydropower production, transmission and distribution will be at risk from flash floods, debris flows, glacial lake outbursts and rising temperatures.&nbsp; This risk is not confined to Nepal. Average global temperatures have increased by 1.3°C compared to the pre-industrial era. Worse, the Himalayan mountains are warming faster than the global average by 0.7°C because of elevation-dependent warming. A study conducted by our own Department of Hydrology and Meteorology in 2017 showed that the average temperature in Nepal has increased in the last four decades. Scientists say this is leading to extreme weather unleashing floods and landslides on slopes already destabilized by seismicity.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241124071128_d22901a360e8958f606d80ffa21defba05a671f65afec65539dc21a6885d8345.jpg" data-media-id="editor_5" data-image-id="20241124071128_d22901a360e8958f606d80ffa21defba05a671f65afec65539dc21a6885d8345" data-rendition-name="original" width="1333" height="1000" loading="lazy" alt="Right climate for Nepal’s energy transition NT"> <figcaption>BIBLICAL RAIN: Photo taken during catastrophic rain on 27-28 September at the Upper Tamakosi project site that destroyed the control room, killing four staff and burying the sedimentation tanks. Photo: RSS</figcaption> </figure>  Increased atmospheric temperatures has made the monsoon rains more erratic. It does not rain when it is supposed to, and it comes down in torrents when it is not supposed to. The September floods happened two weeks after the monsoon was supposed to retreat from central Nepal. Kathmandu Valley received half its annual precipitation in just over a day. &nbsp; Winter precipitation has also failed, especially in the high mountains and trans-Himalayan valleys. Thirteen of the past 19 years experienced winter drought. This impacts on dry season flows of the rivers, reducing hydropower generation. Nepal’s power capacity normally goes down by one-fourth during winter, but the gap is widening. The Kabeli corridor could only generate 20MW November-March even though plants there have an installed capacity of 200MW. Similarly, Upper Tamakosi only produced 65MW at most against its 456MW capacity last winter. The Nepal Electricity Authority (NEA) pays producers double the price for winter electricity, Rs8.40 per unit. Even though winter operation is highly profitable the rivers run low and NEA has to import from India to meet the winter demand. “This is not just a weather problem but a serious challenge also for the country's energy future, good climate-friendly design should be combined with policy and effective implementation,” says Subarna Das Shrestha, a hydropower investor and CEO of Sanima Mai Hydropower. “Insurance premiums have gone up as well, and settlement for damage is not timely.” <a href="https://nepalitimes.com/opinion/climate-risk-to-hydropower-investment">Hydropower investment</a> at one time was regarded as having a high rate of return. Now, some investors have become <a href="https://nepalitimes.com/banner/climate-smarter-himalayan-infrastructure">wary of the risks involved</a>. Says IPPAN’s Uttam Blon Lama: “Hydropower projects expected to give stable returns are now looking risky. Not only is climate adaptation design and planning expensive, but future repair and maintenance costs will also skyrocket.” Nepal has only one storage type dam <a href="https://nepalitimes.com/multimedia/rivers-be-dammed">in Kulekhani</a> and another one is being built in <a href="https://nepalitimes.com/multimedia/missing-pieces-of-the-hydropower-jigsaw">Tanahu</a>, but they are also at risk. In September, the sluice gates of Kulekhani Dam had to be opened causing loss of life and destruction downstream. Nepal has to learn lessons from the deadly collapse of the $1 billion <a href="https://nepalitimes.com/news/sikkim-flood-is-warning-to-nepal">Chungthang Dam in Sikkim</a> in October 2023 cause by a glacial lake burst. Glacial Lake Outburst Floods (GLOFs) in Nepal pose potentially catastrophic risk to infrastructure. The <a href="https://nepalitimes.com/here-now/lives-on-the-line-in-the-himalaya">Thame flood in August</a> was a relatively minor debris flow that damaged half of this village in the Everest region when <a href="https://nepalitimes.com/news/climate-breakdown-linked-to-thame-flood">two glacial lakes at 4,760m burst</a>. Luckily there was no loss of life. Of the <a href="https://nepalitimes.com/here-now/lives-on-the-line-in-the-himalaya">47 high-risk glacial lakes</a> in the eastern Nepal Himalaya, 21 are in Nepal and the rest are in rivers in China that are tributaries of the Arun and Bhote Kosi where Nepal has major hydropower plants under construction, or planned.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20241123021128_b596cd8520c57a6c5476031e7a3ea6510f26b464c4d5351d2bc10f6f7d6b70d8.jpg" data-media-id="editor_14" data-image-id="20241123021128_b596cd8520c57a6c5476031e7a3ea6510f26b464c4d5351d2bc10f6f7d6b70d8" data-rendition-name="original" width="871" height="648" loading="lazy" alt="Page 10-11 map #1236 NT"> </figure>  Global temperature rise is accelerating the melting of Himalayan snow and ice, increasing the <a href="https://nepalitimes.com/here-now/living-below-nepal-s-melting-mountains">number and size of glacial lakes</a> so that we do not even have names for them. Imja Tso did not even exist in the old trekking maps until 25 years ago, but is now a 2km long lake. “Natural moraine dams in the mountains are weak, and the projects downstream can face major destruction if they burst, and the risk will only increase in future,” warns climatologist Arun Bhakta Shrestha at the <a href="https://www.icimod.org/">International Centre for Integrated Mountain Development (ICIMOD)</a>. <a href="https://nepalitimes.com/here-now/terrifying-assessment-of-a-himalayan-melting">An ICIMOD assessment in 2019</a> projected that if present heating trends continue, as they probably will, the Himalaya will lose two-thirds of our glaciers by the end of this century. “Generally speaking, hydropower developers hand over the project to the government after 30 years but by that time given the climate risks, they may not be an asset anymore,” says Manjeet Dhakal. Indeed, the cascade of expensive projects India is building on the Arun River are supposed to be handed back to Nepal in 25 years, but there is a big ‘if’ about whether they will survive that long. &nbsp;&nbsp; Planning of hydropower projects is still based on historical hydrological data, and does not take into account future temperature rise and its consequences. Investors, on the other hand, say that planning hydropower projects with climate components would make them even more expensive.&nbsp; “It’s not that we aren’t preparing for climate risk, we design keeping in mind the once-in-100-year flood,” says Blon of IPPAN. “But if we start designing based on once in 1,000 years flood, the cost would be so high that we won’t be able to build them at all.” Nonetheless, Subarna Das Shrestha of Sanima Mai Hydropower says that there is no option but to go for climate smart infrastructure despite the higher cost. Sanima Mai's powerhouse, for example, is completely underground. The strategy could also be to spread the risk by building less expensive plants located on rivers all over the country. Nepal is also diversifying away from its sole reliance on hydroelectricity, which at present supplies 92% of the power in the grid. Most of the rest comes from solar plants, where the total potential has not even been scratched. &nbsp; This article is brought to you by <a href="https://nepalitimes.com/" target="_blank">Nepali Times</a>, in collaboration with <a href="https://inpsjapan.com/en/" target="_blank">INPS Japan</a> and <a href="https://sgi-peace.org/" target="_blank">Soka Gakkai International</a>, in consultative status with UN ECOSOC.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240630110640_30c3782f9c09219bf1c249b51483a3cfb7a53a06d117d2aebd23ca7080d12758.jpg" data-media-id="editor_21" data-image-id="20240630110640_30c3782f9c09219bf1c249b51483a3cfb7a53a06d117d2aebd23ca7080d12758" data-rendition-name="original" width="680" height="103" loading="lazy" alt="SDG logo"> </figure>  &nbsp;