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.
