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The Cabinet Committee on Government Purchase of Bangladesh has approved a proposal to import 40 MW of hydropower from Nepal.  Bangladeshi officials say the two countries are likely to sign the final agreement on energy trade during their Prime Minister Sheikh Hasina’s visit to Nepal. This marks a stepping stone toward unlocking the vast potential for energy cooperation between the two South Asian nations.

While Nepal, as per a study conducted decades ago, has hydropower potential of over 80,000 MW, generation of about 42,000 MW is considered economically viable. However, only a fraction of this potential has been harnessed so far. By tapping into this renewable energy source, Nepal can not only meet its domestic energy demands but also become the largest exporters of clean energy in the region. Bangladesh is grappling with a growing energy demand, thanks to its burgeoning economy and rapid urbanization. Import of hydropower from Nepal presents a win-win solution for both countries. While it opens up new avenues for revenue generation for Nepal, contributing to economic growth and narrowing down its trade, Bangladesh can diversify its energy mix, reduce its reliance on fossil fuels and mitigate the environmental impact of its energy consumption. Bangladesh currently imports 2,600 MW from India, including 1,500 MW from Adani Group’s coal-fired plant in Jharkhand.

While the quantum of import is small, it paves the way for larger and more ambitious energy trade agreements between the two South Asian neighbors. Bangladesh has shown interest to develop a hydropower project of around 500 MW in Nepal. Talks are underway to jointly develop the Sunkoshi-3 hydropower project (683 MW) in Kavre by also involving India. The fifth meeting of the secretary-level Joint Steering Committee on energy cooperation between Nepal and Bangladesh held last year decided that the NEA and Bangladesh Power Development Board (BPDB) would sign a joint venture agreement within the next six months to develop the project. There, however, has been no further development in this direction.

To fully capitalize on this opportunity, Nepal must address the infrastructural and regulatory challenges that have hindered the development of the hydropower sector. India's support is crucial in facilitating electricity transmission as Nepal and Bangladesh are not connected by land. Collaboration among these three nations could unlock the true potential of cross-border energy trade, thereby fostering economic growth and regional integration.

Kanak Mani Dixit is a veteran journalist, writer, activist, author of children’s books and presently chairperson of Sajha Yatayat Cooperative Company.

Kathmandu Valley (Nepal Mandal or Swoniga) holds around a seventh of Nepal’s population, whose economic energy can drive the entire country. However, the Valley is an inefficient urban organism, also because a congested, populated bowl lacks a proper urban transport system. The absence of an easy, efficient and dignified public transport network exacts an enormous toll in terms of public health, mental stress, time management, air pollution and cumulative economic loss.

For decades, we have suffered a laissez-faire urban transport system without rationalization of routes, vehicle sizes, fares and so on. The rapid and haphazard urbanization of the Valley over the past half century, and accelerated by the decade of conflict and its impact on governance, meant that little thought went to addressing the public’s need to get around for the sake of jobs, markets and social activities. No wonder that most of the main urban arteries of the expanding Valley cityscape are tracks used by lorries bringing out bricks from kiln to market, which evolved as the serpentine ‘thoroughfares’ of today. If not that, then we learnt to steal the right-of-way of the Bagmati and her tributaries to use as ‘corridors’.

It is not that there has not been public transport planning, but there has been no success in implementation, and the last donor agency effort was the ill-fated Kathmandu Valley Sustainable Urban Transport Project (KSUTP) of the Asian Development Bank. In fact, all efforts to plan public transport networks for the Valley are redundant by the time they are ready, such is the speed of urban expansion.

It goes without saying that if the Valley developed an efficient public transport network within its 15x20 mile confines, it would boost the national economy—by generating economic efficiencies, boosting productive employment, reducing air pollution, supporting night and evening markets, and reducing dependency on automobiles and two-wheelers. Here are ten factors to be considered as we plan for the public transport future.

Public transportation authority

For decades, amidst the Valley’s wild urbanization, we actually functioned without a government entity dedicated to public transport, urban or otherwise. The Department of Transportation Management was the closest you could come to such an office, but its focus was on distributing driving licenses and bilbuk (vehicle registration document, the ‘blue book’). A Valley Public Transportation Authority was required, and after years of lobbying and legislative effort such an entity has been established, but practically stillborn. The Bagmati Province has gone to court against the Authority’s formation, maintaining that public transport comes under the ‘provincial list’ under the Constitution. As of now, the Authority exists in name, and the lack of public uproar demanding its activation is itself perplexing, pointing to a lack of commitment to urban public transportation among bureaucrats, parliamentarians, the medical fraternity, economists and civil society activists alike.

Urban municipalities

The Valley has 18 municipalities or local governments which are well into their second term of office, and the expectation was that elected mayors committed to their urban citizenry would band together to consider the needs of public transport. However, we see the distressing situation where the key players (of Kathmandu, Lalitpur and Bhaktapur municipalities) are barely on speaking terms, much less enthusiastic partners in coordinating a sensible urban public transport system for the Valley, which is by now more or less one urban unit. Any evolution of urban public transport in future will require an understanding among the Valley mayors that public transport, however efficiently run, will require subsidy so that buses run regardless of time of day, holidays, assorted bandhs and closures. Philosophically, it is the bane of urban public transportation to be loss-making while helping make cities themselves profitable.

Private sector

Nepal’s experience differs from societies that suffered colonization but had public transportation systems in the main cities at the time of independence. Here, since the arrival of the internal combustion engine (ICE) in the 1950s and ’60s, it was the private bus operators that rose to the challenge of providing rides to the public. Naturally, these were uncoordinated efforts, and remain so to this day, with the profit motive ensuring that the requirements of a decent urban public transport system were lacking. However, the private operators are a fact of life for the Valley, with a legacy of functioning without governmental support while providing mobility to the mass public. The private operators must be taken along as key partners in any future urban public transport endeavor.

Digital fare collection

The Valley’s public transport system is still in the pre-digital age as far as bus fare collection is concerned. This creates the challenge of revenue leakage for both private and public transport operators such as Sajha Yatayat, which is why many bus owners have taken to leasing out their vehicles on contract to the drivers, which in turn leads to the overcrowding in buses, mini buses and micros. A move towards digital ticketing is also a must (through one of many means including ‘yatra cards’, QR code, phone payment, etc.) because it will allow calibration of routes (primary, secondary and tertiary), allow transfer tickets and help in the establishment of an urban transport network amidst the disarray of thousands of uncoordinated private vehicles. It is important for either the incumbent Authority to make this happen, the municipalities acting in concert, or the bus operators themselves. The work should start with selecting the right e-ticketing technology to take us into the future.

Mass transit

Making the distinction between urban public transport and mass transit is important. True, a Valley of 4m population could do with a mass transit system, and many cities with smaller populations do have metro rail (elevated, underground or with above-ground right-of-way). Given the enormous cost of the rail-based mass transit system, it will require Nepal’s politics to stabilize and the economy to prosper. When such a time arrives, we must go for mass transit, with new tunneling technology that allows concrete lining of tunnels where there is clay, elevated trains running over the Bagmati and its tributaries, and perhaps over the Ring Road and other wider thoroughfares. One handicap that exists for building elevated tracks along the main roads (such as the Maharajganj north-south stretch) is that the Melamchi water lines have been laid along the center by KUKL, which will not allow metro rail pylons to be placed with ease.

Large buses

Because of the state of Nepal’s economy, a full-fledged mass transit system cannot be contemplated at this stage, though a sample stretch may be a good idea. A sober reckoning would suggest that, for the present, the Valley must use long 12-meter buses as the mainstay of the Valley’s urban public transport system. It seems to this writer that an efficient and coordinated bus network, with digital ticketing, online tracking, regular departures and arrivals, etc. will be enough to attract ridership and ease traffic congestion. Indeed, the idea of buses as the mainstay of public transport will not appeal to those who seek exotica, but often the boring solutions tend to be the best. When Sajha Yatayat introduced 12-meter buses in the Valley a decade ago, there were many naysayers who thought that the Valley’s main roads were too narrow to take them, but they have been proved wrong. Back then, it was mainly the officers of Nepal Traffic Police who encouraged Sajha Yatayat’s management not to back down on the plans for the large buses, and what is needed today is a proliferation of such vehicles buses throughout Valley roads that can take them.

Route rationalization

We can expect that the future of mass movement of urban dwellers will be over the wide roads that have been created in the Valley, including the Ring Road encircling Kathmandu and Patan, the Japanese-built stretch from Maitighar Mandal to Suryabinayak, and the widened radiating arteries, including from Maharajganj to Budhanilkantha, Jorpati to Sankhu, Gwarko to Lamatar and Bhainsepati to Tika Bhairab. Because the planned Outer Ring Road has now been overtaken by urban explosion that now stretches to the Valley’s edges, the interconnections between the Kathmandu outskirts (kaanth) are problematic other than through narrow roads. Route rationalization means using the main arteries exclusively for large buses, with smaller buses and vans plying the secondary roads, and Safa Tempos, bicycles and walking reserved for the tertiary or ‘last mile’ section. The moment this is done by a competent Authority, or the municipalities working in concert, we will see a radical and positive departure in terms of quality of public transport (in terms of punctuality, regularity, speed and comfort). This is something that can be done today, without having to wait for pie-in-the-sky solutions. The idea of a Bus Rapid Transit (BRT) with dedicated lanes for exclusive use by large public vehicles is a good idea, but because of the width of our roads, as things stand, it cannot be applied in most stretches.

Electric buses

Nepalis are rightfully proud that in relation to the size of the economy, the take-up of electric vehicles has been rapid. Further, our ‘clean energy’ comes from hydropower plants, unlike in neighboring countries where the electricity is generated by burning coal. However, it is vital for planners, policy makers and environmental activists to look beyond private EV automobiles, and focus on the need to introduce electric public transport. There are several reasons for this. Firstly, private EV automobiles at best travel 2 hours a day in the Valley’s congested roads, and so there is limited utilization of indigenously produced hydroelectricity in relation to the cost of the EVs. On the other hand, battery-operated buses run throughout the day, and hence will be able to utilize available ‘clean energy’ to the maximum, helping reduce carcinogenic air pollution as well as substituting imported petroleum fuel. Further, the electric public vehicles can be charged during the night, when the Nepal Electricity Authority’s rates are drastically reduced and when much of the hydropower is wasted through spillage. Hydropower is nature’s gift to Nepal, and given that we will be energy surplus in the near future without industrial capacity to pick up the slack, a rapid conversion into electric public transport will be good for the environment and the national economy.

Financing EV buses

It is heartening that private bank financing is all the rage for private vehicles as well as micro buses and vans that ply highways from Dadeldhura to Ilam. However, there is a problem when it comes to large public buses, which is what is needed for the Valley urban transit. This has to do with the high cost of buses because of the large complement of batteries required, and this makes them out of reach of private operators. This is so also because of the marginal profits made by these operators, given the low urban bus fares set by the Government. While a diesel-run 12-meter bus may cost no more than Rs 4.5m, the cost for an EV of the same size can go up to Rs 10.3m. Sajha Yatayat has been able to buy 40 buses of 9-meter length (and is working to add a new fleet of 12-meter buses) only because the Government of the day had the vision to look ahead and inject investment. Given that the private operators are the mainstay of the Valley’s urban transport system, it is urgent for the Government to extend financing to the private operators so they can overcome the up-front costs of buying large EV buses. (The actual running costs of the EVs in terms of maintenance and fuel tends to be much lower than ICE vehicles.)

Innovations in public transport

The planners for the Valley’s urban public transport must innovate based on local conditions and realities, without waiting for the donor agency input. They should also be skeptical of suggestions to blindly copy solutions from elsewhere, as the Valley’s possibilities and challenges are unique. Among the several arenas for study, is to check if it is possible to reduce the cost of large EV buses, by having fewer batteries and with fast charge possibilities along the bus route. Every so often there are suggestions of using urban cable cars (or gondolas) such as those used in some Latin American cities, and here it is important to study the volume of passengers that such lines would carry. One place to try and innovate (either cable cars, or even a bicycle way) would be to use the existing right-of-way of the 1960s American-built ropeway line from Teku southwest to Matatirtha, given that this entire quadrant of the Valley has become urbanized over the course of the last decade. Given the narrow roads of the Valley, a dedicated study should also be carried out on the possibility of tramways being experimented with in some cities, which require no overhead wires (using batteries) and GPS system in place of rail tracks. A team at Kathmandu University is presently working on cutting-edge hydrogen fuel technology, which could provide many answers for the future given Nepal’s possession of the two main ingredients required, electricity and water. Sajha Yatayat itself has converted a diesel bus into battery powered, but the challenges for spreading the concept is the high cost of one-off conversion, as well as the inability of the government authorities to provide the required paperwork for converted vehicles to run on the roads.

There is no solution to urban public transport in the Valley for now other than to promote dignified travel in buses large and small. We must make public vehicles attractive to the riders of motorbikes and scooters, which means offering both comfort and efficiency. Later, we must be able to attract the owners of cars as well into the buses. For such behavioral change, we must have a coming together of three elements that have been mentioned above: a) a move towards battery-run buses; b) system-wide introduction of digital payment; and c) establishment of a rationalized urban transport network. Things may look hopeless, but simple tweaking can work wonders. We need citizen activism to wake up the three tiers of Government from their slumber, and an activation of the Valley Transportation Authority, to ensure that there is a sensible urban public transport system that we all deserve.

Global economies are slowing down due to energy prices, supply chain disturbances, high inflation, and tightening monetary policy in major advanced and developing economies. As per the International Monetary Fund’s projection, global economic growth will be limited to 3.2 percent in the current fiscal year 2024 and next fiscal year 2025. Here, global economic growth is stuck at 3.2 percent, but on the other side, 5.9 percent of inflation is chasing economic activity. Amid such stagnant economic growth, the movement of people is one of the most challenging issues for the underdeveloped and developing economies. The migration of young people is a very serious issue for underdeveloped and developing countries to manage and motivate youth productivity and discourage migration. 

The current state of young people’s minds is more focused on future security. Future security in terms of social security, which covers employment, living standards, education, health, entertainment, and social recognition through a decent life and social status. Why is social security so important? A simple answer to this question is that one just wants to be free from fear of losing their current living standard and grow into a better position than a similar group of people. This tendency has been seen across the world. Better social security provision and migration have a direct correlation, which shows that the better the social security system, the higher the inflows of migrated people. Therefore, a very simple conclusion about the significance of social security is that young people are always in search of a better social security system, and they are attracted toward those countries that have a better and more accessible social security system.

It indicates better and more accessible social security because even if the government claims they have better social security in terms of social protection and access to all, people won’t be motivated toward it until and unless they have better access and a favorable living environment. If you look at the current social security package in Nepal, we have about 86 social security packages operating by different entities. But we don’t feel this social protection package is accessible to all. These packages are not designed on the basis of people's needs and are also not connected to productivity from an economic point of view. If you take the example of Chinese social security, it is arguably the greatest social security system in the world with 1.3bn people covered. This is a miracle of a social security system that covers the largest population in the world. The per capita income of China reached $12,720, which was just around $4,500 before Xi Jumping became president. The Chinese strategy of poverty alleviation is now a role model for us to fight poverty. But it is important to note: their governing system and ours are very different in terms of politics as well as bureaucracy. 

The cause of young people's migration is not limited to the availability of social security but also the economic environment. If the economic condition of the country is good, which means there are employment opportunities, an easy-to-do business environment, financial access, priority for entrepreneurship, and a good business and social insurance package, ideally migration trends should decline. But in reality, migration cannot be controlled by improved economic conditions, social security, or political stability. It can, however, balance migration through inflows and outflows of people to the country.

This is the globalization era; we are global citizens and global markets human resources. You can work anywhere in the world if you have the competitive quality of a good human resource. You should not be limited to your motherland, and it is not necessary to be within a country. But the question is, are we giving such an environment to our young people to grow and chase the global market to show that the best talent is born in Nepal? Are we providing an opportunity for the world's best talent to migrate to Nepal and work here for the betterment of his or her life and our national economy?

It is said that Nepal is a virgin land for all. But we did not say which sector is virgin, and the virgin land is for what? This is the most fundamental thing that we need to figure out, and this is really the message to the young people: change the mindset of migrating just for the sake of social security and a better living standard. Our psychological state is very vulnerable and dynamic as well. If we want to motivate our youth inside the country, we must show them the positive hope of a better life and better opportunities in a practical way. Just saying that Nepal is a virgin land for all is not enough to inspire hope. Indeed, we need to show the best possible practical approach and directly touch them.

Government policies and programs should be prioritized toward young people; leaders should not talk negatively in a public forum; and the bureaucratic system should support the local economy and entrepreneurship through better financial access and an easy legal framework. Therefore, we should work collectively for the positive and hopeful mindset of youths to work and stay in Nepal instead of going abroad. At least we should provide an environment that forces them to think twice before flying abroad.

Dr Kuldeep Singh is a distinguished plastic surgeon and senior consultant at Indraprastha Apollo Hospital in New Delhi, specializing in aesthetic plastic and reconstructive surgery. With over 25 years of experience, Dr Singh has developed exceptional skills and expertise in the field, establishing a reputation for excellence and professionalism in cosmetic and aesthetic surgical procedures throughout his nearly three-decade-long career.

Can you tell us about your journey into the field of plastic and reconstructive surgery?

I embarked on my medical career after earning my MBBS in 1982, followed by a master’s degree in surgery in 1986. I completed my plastic surgery training at PGI Chandigarh in December 1989. In January 1990, I began working as an Assistant Professor in Plastic Surgery at KMC Manipal, a position I held until November 1995. Subsequently, I relocated to Delhi and joined Apollo Hospital as a resident consultant. I have since been a full-time consultant at Apollo Hospital, where I continue to practice today.

What inspired you to specialize in this area of medicine?

After completing my master’s in surgery, I hadn't initially considered a career in plastic surgery until my move to Delhi. Upon arriving in Delhi, I secured a position as a registrar at Saptajain Hospital, specifically in the plastic surgery department. The department was exceptionally well-run and efficient, which piqued my interest in the field of plastic surgery. Although I joined as a resident, I soon realized that many people there were preparing for entrance exams for the super specialty course in plastic surgery. Motivated by this environment, I decided to apply for the course as well. This decision led to my admission to PGI Chandigarh, where I completed my advanced training in plastic surgery. Following my time at PGI, I landed my first professional role in Manipal, which marked the beginning of my dedicated career in plastic surgery.

What are some of the latest trends and advancements in cosmetic surgery that you find particularly interesting?

Plastic surgery encompasses two main branches: reconstructive and cosmetic surgery. Reconstructive surgery corrects defects, deformities, and injuries to restore normal function and appearance, while cosmetic surgery focuses on enhancing the features of those who are already normal. In our practice, 30 to 40 percent involves cosmetic procedures, with the rest being reconstructive. Cosmetic surgery primarily deals with rejuvenation or restoration, addressing age-related changes such as skin pigmentation, texture, and sagging. Previously, surgical options were mainly available for those over 50, but now non-surgical methods like Botox, fillers, and lasers are accessible for younger patients, helping to minimize aging changes early on. By intervening early, we can prevent more severe issues later in life. The best cosmetic treatments are subtle, aiming to make you look like a healthier, fresher version of yourself without obvious signs of intervention, maintaining a natural and unique appearance.

How do cultural perceptions and societal attitudes toward cosmetic surgery differ between countries, such as India and Nepal ?

Traditionally, in India and Nepal, people lived in joint families and typically began earning in their late twenties or early thirties, often continuing to reside in the family home. Cosmetic surgery was generally frowned upon, seen as vain, and reserved for life-saving situations. This perspective is now evolving as young people gain professional and financial independence earlier, choosing to live separately and make personal decisions, including opting for cosmetic procedures without seeking family permission. Increased purchasing power and cultural shifts towards personal autonomy have led to more young people spending on travel, health, exercise, and cosmetic procedures. This trend mirrors practices in the West, where children often leave home at 16, becoming financially independent and personally funding their education and surgeries. Consequently, cosmetic procedures became more common there sooner. Over the past five to ten years, similar trends have emerged in India and Nepal, with more young people embracing independence, reflecting a broader cultural shift towards self-sufficiency and personal well-being.

How do technological innovations such as 3D printing and robotics play a role in modern plastic and reconstructive surgery?

Technological advancements have significantly impacted both cosmetic and reconstructive surgery. In cosmetic work, three primary types of energy, including radio frequency, are now delivered through advanced systems that enable precise and safe treatments for skin tightening, fat reduction, and texture improvement. These systems have evolved to offer highly selective treatment options, with modern machines incorporating sophisticated software that includes preset settings tailored to specific skin types and issues, making non-surgical procedures more effective and safer. In reconstructive surgery, significant progress includes the development of microsurgery, which allows surgeons to join arteries and veins less than one millimeter in size under a microscope, restoring blood flow to amputated limbs and tissues used in cancer reconstruction. Additionally, super microsurgery has emerged as a groundbreaking technique for repairing lymphatic vessels, which are less than 0.5 millimeters in diameter. This is particularly beneficial for conditions like post-breast cancer treatment, where tissue removal can cause swelling due to blocked lymphatic channels. By repairing these channels, the fluid flow is restored, preventing limb swelling. While robotics has not yet significantly influenced plastic surgery, 3D printing is proving to be highly beneficial, allowing for the creation of customized bone and dental implants, especially useful after injuries or cancer surgeries. These advancements collectively enhance the precision, safety, and outcomes of both cosmetic and reconstructive procedures.

What advice would you give to young medical professionals who are considering a career in plastic surgery?

For young medical professionals contemplating a career in plastic surgery, my advice would be to embrace the captivating nature of our specialty. Unlike other fields, plastic surgery knows no geographical bounds, encompassing the entire human body. It offers a constant source of stimulation and creativity, demanding innovative thinking and adaptability on a daily basis. Those with an artistic inclination will find plastic surgery particularly rewarding. Before each procedure, envisioning the desired outcome and working towards it requires a blend of surgical skill and creative vision. If you’re drawn to the artistic side of medicine, plastic surgery is a field worth exploring and committing to.