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Quality education is widely regarded as the backbone of a country’s development. Statistics show that nations that are successful, strong, progressive, and exemplary consistently maintain very high standards of education. Our government, too, has allocated a comparatively significant share of the national budget (around 11 percent) to this sector. It is often cited that Japan invested nearly 49 percent of its budget in education for several years following the Second World War. In India, Jagdish Gandhi introduced the concept of the Quality Circle into the academic ecosystem with the expectation of an overarching, education-induced transformation. One of the key indicators for measuring the quality of education is research. This argument is also advanced in the special issue publication Chetanako Muhan (2080), published by the Shreekant Adhikari Foundation. Yet today, research activities seem to be drifting away from their mission and turning increasingly into a mockery.

A few months ago, a distinguished speaker invited to a regional program proudly claimed, “I did research for half an hour today and discovered a few things.” As a presenter at the same program, this contributor found it difficult to comprehend whether research is something that can truly be completed in half an hour. On another occasion, a person with an academic identity uploaded a photograph on Facebook of himself on his mobile phone, and captioned it, “Doing some serious research.” Has research now been reduced to ‘mobile work’? Does merely knowing how to use Facebook qualify one as a researcher? Such questions persist.

Sometime later, this contributor received an email from a PhD researcher who had sent a questionnaire to measure patients’ perceptions of private hospitals. Despite visiting hospitals only to care for others, express goodwill, or attend meetings, the contributor has rarely been a patient in a private hospital for at least the past 15 years. Upon being informed of this, the sender casually replied, “No problem, just choose whatever option seems good and tick it.” These are only representative incidents, but taken together they clearly reveal how a dense and serious subject like research is being dangerously trivialized.

Research is a strong foundation and an essential pillar of academic life. Anyone completing a master’s degree is required to conduct at least one research project, which is often their first formal exposure to research. How far they pursue it thereafter depends on their sustained interest and commitment. Those who cannot fight should not join the army; those who cannot argue should not study law; those who cannot generate profit should not enter commerce; and those who cannot conduct research should think carefully before entering academia. Yet in recent times, distortions appear to be expanding far more rapidly than purity in academic research.

It is both pathetic and painful that thousands of identical research works under the same title circulate in academic circles. Research outputs lacking rigorous study and genuine effort—prepared and even home-delivered theses—are becoming increasingly common. At times, dissertations by unmarried researchers include acknowledgements thanking “my husband” or “my wife,” mistakenly referring to a friend’s spouse. Some pages read, “I am deeply grateful to my supervisor for continuous support, advice, suggestions, and tireless encouragement throughout the study,” even though the supervisor may never have met the student even once. Should one laugh or cry?

There is also a growing misconception that research must be based strictly on primary data. Many insist that “expert opinion doesn’t count, but respondents do.” Thick data requirements, non-numerical support, and deep interpretation are bluntly dismissed. Furthermore, the validity, participation, and honesty of respondents are rarely verified. Questionnaire-based studies often collect opinions rather than factual data. Research is not an election where whatever the majority says becomes truth. If the goal is to gather opinions, the choice of respondents should depend on whether the topic demands the views of the general public or of experts. For instance, if one is researching the usefulness of a political or electoral system, can conclusions be drawn merely by surveying random people on the street? Or is it more logical to sit in a library, study expert literature, examine prior research, and compare practices across countries?

Pushparaj Joshi’s book Research Methodology argues that comparative and analytical desk-based study must occupy a larger space in contemporary research. Nonetheless, the University Grants Commission and universities remain hesitant to recognize desk studies as legitimate research. The UGC tends to value time spent running around fields collecting data as grant-worthy, while time invested in dense comparative analysis grounded in core literature is largely disregarded.

Regardless of the method, once research is completed, publication is desirable. So-called “high-ranked” foreign journals demand exorbitant fees while offering prestige through labels such as Q1 to Q4 and Scopus indexing. At the same time, journals seeking modest collaboration or regional partnerships are branded as “predatory.” As many university research projects are donor-driven, assessment standards have become increasingly distorted. Commercial considerations now overshadow scholarly collaboration, turning publication into a transactional rather than intellectual exercise.

Recent data show that only seven medical science journals from our country are listed in these self-proclaimed, dollar-fee-driven rankings. No journals from other disciplines are included. In the social sciences, publication criteria appear heavily biased toward Western preconceptions and colonial narcissism. To secure space, publications must shape conclusions to fit Eurocentric narratives of supremacy—alongside paying hefty processing or publication fees.

How long will our universities continue to apply foreign and biased standards to evaluate local academic work? When will we break the illusion that “foreign” automatically means “international”? Is something international because of borders, or because of standards? The irony is that even the publications of our own universities and the University Grants Commission are excluded from these inflated and questionable rankings. 

There is also no shortage of “scholars” who possess negligible and nondescript publications of their own but are experts at offering heavy-handed advice to others. Another troubling aspect is the contradictory feedback given by evaluators. Many internal and external examiners speak superficially and in violation of basic research principles. This contributor has frequently witnessed reviewers contradicting their own earlier advice. Some say, “It’s not correct,” yet fail to explain what is wrong or how it can be corrected. Such distortions damage the very core of research.

Recently, a friend who claimed to have strong research skills bragged, “You don’t need to work hard anymore. Just give clear prompts or bullet points to ChatGPT, and it will instantly prepare a research article. Then you can submit it wherever you want.” Such remarks instantly dim whatever little enthusiasm and commitment remain. Due to the negligence of both researchers and regulatory bodies, genuine dedication to research is steadily being discouraged. Research was once an extraordinary and sacred mission. Today, it has been reduced to a cheap joke.

These days, two questions are so prominent regarding the socio economic development of Nepal. First, how can the good policies practiced by various successful countries be implemented to strengthen the internal economy? And second is why the development efforts failed to attract youth in the mainstream? To find the answers, we need to identify the way of achieving fruitful results according to the new generation’s desires. In the context, about the status of socio-economic development, currently, we can find three types of opinions. 

The first view claims that the country has made significant progress from a socio-economic perspective. The second logic is negative that denies the first view.  This logic did not see any adequate space for the future development of youth and the coming generation. The third view is mixed; and it compares the economic and social progress between past and present period and argues that some results have been achieved but it is not enough in comparison to other countries including neighbors; not enough as the demand and desire of the conscious people including new generation. This view is more realistic and fair since it shows the picture of yesterday's work, progress, and results as well as shortcomings and inadequacies of the past period. Therefore, to draw concrete conclusions, it will be better to divide Nepal’s development into different time periods.

Until 1956, the length of motorable roads in the urban areas of Nepal, basically in Kathmandu, Birgunj, and Biratnagar was 500 kilometers, out of that only half could be used throughout the year. There were two railways, Raxaul-Amlekhgunj and Jayanagar-Bijalpura, 130 kilometers long in aggregate. A ropeway of 67 kilometers was in operation from Bhimphedi to Kathmandu. There were two small canals named Chandranahar (Saptari) and Juddhanahar (Sarlahi) for irrigation purposes built by the government. Total hydro electricity generated was 3100 KW. In terms of health, there was Bir Hospital and Naradevi Ayurveda Hospital only. At that time, there were only four dozen high level educational institutions including Durbar High School and Trichandra College. The number of primary schools was near about four hundred. The literacy rate was below five percent. 

Even until the mid-decade of 1963, the development of physical infrastructures was less than a dozen. At the national level, the Tribhuvan Highway, Arani Highway, Prithvi and Siddhartha Highways were in operation but Raxaul-Amleshgunj railway was already closed. There was no electricity except in cities such as Kathmandu, Birgunj, Biratnagar and Bhairahawa. Until the 1970s too, Indian land had to be used to reach many parts of Nepal. By 1990 too, the length of the road, irrigated area of land and power generation capacity were 7,000 kilometers, 493,000 hectares and 238 MW respectively. The total number of schools was 2,1826 and the health institutions reached 1,100. During this period, the literacy rate reached 30 percent and the average age reached 55 years.

By the middle of July 2024, the length of the road reached 36,000 kilometers, the area of irrigated land was registered to 1.6m hectares and the renewable energy (electricity) capacity had increased by 14 times and recorded to 3,336 MW. In terms of social infrastructure, the number of schools and health institutions are 35,447 and 8,746 respectively. Now, the literacy rate is 77 percent and the average life expectancy rate is 71 years. The number of people below the poverty line has decreased to 20 percent, which was 49 percent in 1990. However, this poverty rate is the highest among South Asian countries. 

In this way, during the three and a half decades after 1990, in terms of numbers, Nepal has made significant progress in the areas of physical and social infrastructures but the achievement is not satisfactory in terms of quality and adequacy. Because of the total roads in terms of transportation, the percentage of black and gravel roads is 23 and 24 respectively; remaining is unpaved, which can only be used by vehicles for a few months. From a safety point of view too, the condition of the roads is poor. On the other hand, large vehicles carrying goods or passengers to Kathmandu from the eastern part of Chitwan have to travel an unnecessary distance of about 200 kilometers. The additional economic burden or cost created by this has adversely affected the competitiveness of the entire country and made daily life expensive. There is no significant progress in railways; ropeways are closed. Cable cars built by the private sector are used only for tourism purposes; those are not suitable for daily and business life. More than a dozen national pride and transformational projects are incomplete; the cost is increasing every year. Some projects that were supposed to be completed in five years have not been completed for 15 years, the initially estimated cost has not only doubled but also increased by six times. The achievements mentioned above, in comparison to today’s needs and standard of developed countries, it is clear that we are lagging behind. The per capita income in 1990 was $186, in 2024 this figure increased eightfold to $1517, but due to rapid depreciation of the Nepalese currency against the US dollar it could not strengthen the purchasing power of the people. In terms of region, the per capita income of Bagmati Province was $2,600, while that of Madhes Province was limited to $932, which is less than that of Karnali. This gap has increased dissatisfaction in people.

Comparing neighboring countries, according to the World Bank, Nepal’s per capita annual income is $1,500, while the average per capita income of South Asia is $2,700. The per capita income of the Maldives is almost nine times higher than Nepal’s income. Bhutan’s figure is $3,900, while India’s income is at the average level of South Asia. Bangladesh and Sri Lanka’s income is $2,600 and $4,500, respectively, Nepal is at the bottom. All these matters may have made the people frustrated. 

Against this backdrop, in order to drive the economy in line with the existing consciousness of the society and to move it in the right direction, on the one hand, it is necessary to change the constitution radically and on the other hand, drastic change in governance, systems, processes and procedures keeping the goal of optimal use of resources through good governance and effective management. In fact, the constitution is expansionary, because it increases the cost of state operation and demands a lot of financial resources rather than yielding resources. 

The issue of self-reliance should be taken in mind; because, the development of technology has dismantled the foundation of a self-reliance of the global economy. Nepal’s current economy is like a dependent one, it would be practical to make it interdependent; since currently, and building a self-reliant economy is just ideal thought where a country fulfills all the economic, social, and structural needs of its citizens through its own production and management without relying on foreign trade, aid, or investment. 

In today’s era, the economy cannot be completely self-reliant. China, USA, Japan, and Singapore are also not completely self-reliant. It is practical for Nepal to think of becoming self-reliant in food and electricity sector-wise. So, it is the right time to be proactive to overcome internal contradictions, conflicts, and inefficiencies and work to establish strong interconnections between Nepal’s economy and the global economy. This needs a multifaceted effort.

The afternoon of 13 Dec 2024, will be remembered as a significant milestone in the history of Gautam Buddha International Airport, Bhairahawa, due to the arrival of an Air China Airbus A320. This event was a historic achievement, as it marked the landing of a large-capacity aircraft at the newly established international airport. The chartered flight transported 227 Buddhist pilgrims from China to Lumbini, the birthplace of Lord Buddha, where they engaged in worship and prayer to promote global peace. The successful operation of such a large aircraft at Gautam Buddha International Airport not only demonstrated the airport’s technical capabilities but also affirmed its readiness to accommodate international flights of similar capacity.

Recognition of potential

Local entrepreneurs, associations, hoteliers, transportation providers, hospitality service providers, and gift shop operators expressed optimism and enthusiasm about offering services to international visitors. There is a shared confidence within the tourism sector that pilgrims and tourists from around the world will continue to visit Lumbini. The event was further celebrated by representatives from security, customs, and civil aviation authorities, marking a significant milestone in the development of Gautam Buddha International Airport as a center for tourism and aviation progress. The surrounding infrastructure meets international standards, reflecting the airport’s preparedness to serve high-end international travelers.

Gautam Buddha International Airport holds a unique position as the first facility dedicated to serving Lumbini, the birthplace of Lord Buddha, a figure of profound spiritual significance worldwide. Observers, including Air China crew members and pilgrims, shared emotional reflections upon disembarking, emphasizing the spiritual importance of this pilgrimage. An interaction with Air China staff highlighted their view of the airport as a world-class facility, and they expressed hope for regular flights connecting Beijing with Lumbini, viewing this as a milestone for Buddhist pilgrimage and cultural exchange.

Pilgrims expressing deep devotion and emotional fulfillment upon reaching Lumbini underscore the destination’s spiritual resonance and its capacity to attract visitors from around the globe. Such expressions exemplify Lumbini’s significance and its potential to welcome and inspire a diverse international audience.

On the same day, in Kathmandu, the Nanhai Roundtable Meeting took place, involving approximately 300 participants from over 28 countries, including China, Japan, Korea, Southeast Asian nations, Russia, and others. The event included high-level officials, diplomats, and representatives, serving as a vital platform for fostering international relations and economic cooperation. The event also generated considerable economic activity and underscored China’s friendship with Nepal, as China chose Nepal as the host country. It was an opportunity to promote Nepal’s profile globally.

However, the lack of active engagement by Nepalese institutions, such as the Ministry of Tourism and Culture, Lumbini Development Trust, and Nepal Tourism Board, was a concern. Their minimal participation during the event reflected a missed opportunity to showcase Lumbini’s cultural and economic importance on the world stage.

Infrastructure challenges

Despite decades of development efforts, Lumbini still faces significant infrastructural challenges. The area is plagued by poorly maintained walkways, litter, dusty roads, and inadequate sewage facilities, all of which undermine the sanctity and appeal of this globally significant spiritual destination. Additionally, initiatives such as electric buses introduced to improve visitor mobility remain inoperative, highlighting inefficiencies within the Lumbini Development Trust (LDT). Although a comprehensive master plan was established in 1978, little has been achieved in terms of development and upgrading the site to attract international visitors over the past several decades. The absence of innovative planning and strategic action has left Lumbini’s tremendous tourism potential largely unrealized.

To maximize the region’s prospects, the Nepalese government must prioritize developing a comprehensive business plan for Gautam Buddha International Airport that integrates tourism destination marketing, emphasizing Lumbini’s religious importance alongside Nepal’s natural attractions, such as the Himalayan peaks. Collaborative efforts between government agencies, private sector stakeholders, and international partners can transform Lumbini into a thriving tourism hub, leveraging its spiritual heritage to attract worldwide visitors.

There is considerable potential for Lumbini to become a prominent destination in spiritual tourism, capitalizing on global interest in Buddhist pilgrimage and cultural heritage. Immediate project initiation and strategic investment are essential to realize this potential, positioning Lumbini and Gautam Buddha International Airport as centers where heritage, religion, and economic development harmoniously converge to foster a prosperous Nepal.

Strategic advancements

In a recent public event in Kathmandu, Chinese Ambassador to Nepal Chen Song reaffirmed China’s commitment to supporting Nepal's economic development to enhance the well-being of the Nepalese people. Ambassador Chen emphasized China’s readiness to strengthen bilateral cooperation and advance socio-economic progress through strategic initiatives.

A notable milestone in this partnership is the commencement of Air China flights connecting Beijing with Lumbini. This development signifies improved connectivity, facilitating greater trade, tourism, and cultural exchanges. Enhanced air links not only bring China and Nepal closer but also open avenues for economic growth, especially in tourism and commerce.

China has historically been a key development partner for Nepal, offering opportunities for integration across trade, tourism, and infrastructure sectors. Strengthening these relationships can serve as catalysts for Nepal’s continued development, such as establishing economic hubs, expanding Nepalese exports to China, and increasing visitors to culturally significant sites like Lumbini.

Given Lumbini’s cultural and spiritual importance, there is immense potential to develop it into an international tourism hub, particularly attracting Chinese visitors. To realize these opportunities, Nepal must adopt dynamic leadership and forward-looking policies. Implementing transformative strategies, covering bilateral relations, infrastructure development, and policy reforms, will be crucial in unlocking the region's full economic potential and establishing Nepal as a central node for cultural, religious, and economic exchange in the region.

Nepal is in the middle of an important shift in its mobility landscape. Over the past few years, the rise of electric vehicles has been unmistakable. Anyone who walks through the streets of Kathmandu today will notice the growing number of e-scooters weaving through traffic, electric microbuses beginning to serve busy routes, and an increasing curiosity among customers about EV cars. This change is not just a passing trend, it is backed by numbers. According to the Department of Transportation, Nepal imported more than 18,000 electric two-wheelers and around 3,000 electric cars in the fiscal year 2023/24. This represents an astonishing 223 percent jump, driven largely by government tax incentives. With fuel prices constantly rising and people becoming more conscious about long-term costs, EVs today feel like the more sensible choice for many Nepalese.

However, while we celebrate this transition, we are overlooking a crucial piece of the puzzle, what happens to the batteries that power these vehicles. The conversation in Nepal has focused heavily on promoting EV adoption, reducing fuel dependency, and encouraging clean mobility. However, very little attention has been paid to the lifecycle of EV batteries—how long they last, how they should be maintained, and what to do with them once they can no longer power a vehicle. If Nepal continues to expand its EV market without addressing battery management, the country may face a serious environmental and economic challenge in the years ahead.

EV battery management essentially covers the entire journey of the battery, from the moment it enters the country to the time it reaches the end of its life. Most EVs in Nepal use lithium-ion batteries, which generally last six to ten years depending on how the vehicle is charged, the local climate, and daily driving patterns. Managing this lifecycle properly brings several benefits. Batteries last longer, the risk of fire decreases, consumers spend less on replacements, and the country reduces the need for expensive imports. It also opens doors for new industries such as battery refurbishing, testing labs, and recycling units. Countries like China, South Korea and several European nations have already invested heavily in creating a circular battery ecosystem. Nepal, however, is just beginning to recognize the importance of this issue.

The growth of EVs in Nepal is encouraging, but it also means thousands of batteries will reach the end of their life in the coming years. This raises several concerns. Nepal still does not have a formal lithium-ion battery recycling plant. Most used batteries either end up in landfills, are sold to informal scrap collectors, or sit for months in a car service center (workshop) because no one is quite sure how to dispose of them safely. When chemicals like lithium, cobalt and nickel mix with regular waste, they pose a serious threat to soil and groundwater. The lack of a proper disposal mechanism is a looming environmental risk that needs immediate attention.

Another concern is the absence of strong quality standards for battery imports. Many importers simply rely on foreign suppliers without a national system to test battery capacity, cycle life, thermal performance or the reliability of the Battery Management System (BMS). As a result, some customers report battery degradation within just two to three years. Low-grade imports with weak BMS units also increase the likelihood of overheating and fire incidents, this is an issue several EV dealers have quietly acknowledged.

Consumer awareness is another major gap. Based on conversations with EV dealers across Nepal, nearly 60 percent of battery failures are linked to how users handle their vehicles. Overcharging, storing EVs in extreme temperatures, frequent fast charging, and driving in hilly terrains without understanding battery limitations are just a few examples. Most customers buy an EV because of fuel savings but are rarely educated on battery behaviour, which is the heart of the vehicle.

The after-sales ecosystem is also not strong enough yet. Battery replacement remains expensive and often becomes a deciding factor for customers considering an EV. A 3 kWh scooter battery costs between NPR 90,000 and 140,000, while car batteries can exceed NPR 15 lakh. Without local refurbishment centres, consumers have no option but to import new packs, increasing both the cost and the country’s dependency on foreign suppliers.

If Nepal continues adopting EVs at the current pace, it could generate nearly 25,000 tonnes of used lithium-ion battery waste by 2032. If the country does not prepare today, this waste could turn into a major environmental and public health crisis. Fire hazards in scrapyards, contamination from heavy metals, and loss of valuable minerals that could have been recycled are all realistic risks. Nepal promotes clean mobility internationally, but without proper battery waste management, this green transition may unintentionally create its own set of problems.

The good news is that Nepal still has time to act. A national battery management framework could guide the country in the right direction. The first step is to introduce a national battery policy that sets minimum import standards, mandates safety certifications, and establishes clear rules for end-of-life handling. Countries like India have adopted an Extended Producer Responsibility model where manufacturers are required to take back old batteries. Nepal can adopt a similar approach to ensure accountability throughout the supply chain.Secondly, the country should build recycling and refurbishment facilities. Developing units in industrial areas such as Hetauda, Birgunj or Butwal through a public-private partnership model could create jobs, recover valuable minerals, and reduce environmental impact. Until Nepal becomes fully capable of processing lithium-ion waste locally, the government can collaborate with India or China to send recyclable materials for processing under bilateral arrangements.

There is also significant potential in second-life battery applications. When an EV battery drops below 70–80 percent capacity, it may not be suitable for vehicles but still works well for stationary energy storage. These used batteries can support solar systems, micro-hydro plants, telecom towers, and even backup power for schools and hospitals in rural areas. For many remote communities, repurposed batteries may become a more affordable and sustainable alternative to traditional lead-acid systems.

To support these efforts, Nepal must build technical capacity. With EVs growing each year, the country will need more than 5,000 technicians trained specifically in battery diagnostics, thermal management, safe handling, transportation, and refurbishment. Institutions like CTEVT and other training centres can introduce specialized programmes to develop the required workforce. A strong technical base will reduce failures and give consumers more confidence in EV technology.

Finally, Nepal should introduce a digital battery registry where every EV battery receives a unique identification number linked to a national database. This system can track battery health, ownership, repair history, and whether the battery was recycled properly. It would also help prevent counterfeit batteries from entering the market and ensure greater transparency.

Nepal’s electric mobility movement is inspiring, but the country must focus on battery management if it wants this transformation to be truly sustainable. Acting now will help Nepal avoid an environmental crisis while unlocking new economic opportunities in the circular battery economy. Battery management is not just a technical requirement; however, it is a national necessity. With the right planning and collaboration, Nepal can ensure that its EV revolution remains clean, responsible, and long-lasting.