KATHMANDU: Nepal’s public transportation sector is undergoing a significant transformation with the rise of electric vans. Once dominated by fuel-powered microbuses, the shift to electric vehicles (EVs) is not only reducing fuel costs and pollution but also offering a cleaner, more sustainable future for the country.
With electric vans now operating on key routes across Nepal, from Kathmandu to distant cities, transport operators are reaping the financial benefits, passengers are enjoying more comfortable rides, and Nepal is taking steps toward reducing its environmental footprint. The use of electric vehicles in public transportation is gaining attention for its potential to reduce fuel consumption, minimize environmental pollution and allow the country to utilize its own energy resources-thus saving foreign currency and reducing the trade deficit. As transport operators start experiencing these benefits, the sales of electric vehicles have risen dramatically.
For years, 10-15 seater vehicles with internal combustion engines, such as microbuses, have been a common sight on city roads. These microbuses are not only running on narrow, small roads, they have also been used as inter-city transport. Today, electric microvans are gradually replacing them. They have become a preferred choice for routes as long as 200 or 250 kilometers.
According to the Department of Transport Management, around 5,000 to 6,000 vehicles, such as the Tata Sumo, Toyota Hiace, Photon CS2, and Tata Winger, are still operating as public transportation within a 200 km radius of Kathmandu and other major cities. These vehicles are gradually being replaced by electric vans.
How it all began
The credit for introducing electric vans in public transport goes to TheeGo. The company branded a 11-seater electric van produced by Chinese company DFSK as ‘Danfe’ and pressed it into public transport. The microvan quickly became popular, particularly on the narrow and winding Kathmandu-Sindhuli route. The success on this route spurred demand for electric van in other routes as well. Since supply was limited initially, people had to wait for their turn to buy the Danfe. Recognizing this demand, other brands such as KYC and SRM entered the Nepali market.
Currently, electric vans are operating on routes from Kathmandu to Sindhuli, Nuwakot, Chitwan, Pokhara, Bardibas, Katari, Gaighat, Ghurmi, Okhaldhunga, and other areas along the East-West Highway. Electric microvans are also visible on different routes originating from the Ring Road of Kathmandu Valley. Likewise, there is a growing demand for these vehicles on the flat roads of the Terai. Based on import data, about 1,500 electric vans from various brands are now running on Nepal’s roads.
Seat capacity, range and operating cost
Electric vans with a seating capacity of 11 to 15 are currently available in the market. CG Motors has introduced 14-seater Kinglong vans for routes within the Kathmandu Valley. These vans claim to cover up to 300 kilometers on a full charge and offer a ground clearance of 180 mm. The company claims that its fuel cost comes at less than Rs 2 per kilometer.
Another company, MAW Vriddhi, has not deployed many vehicles on public routes but has sold electric vans to various organizations and schools. Like CG Motors, MAW Vriddhi also claims an operating cost of under Rs 2 per kilometer.
The most successful models-KYC (now CG KYC), Danfe, and SRM-are all built on the same platform, with identical size, motor power and battery capacity. These vans operate at a cost of less than Rs 2 per kilometer. These fans provide a real-world range of around 200 kilometers.
Warranty
Most electric vans sold in Nepal are manufactured in China, using the same technology and quality standards. Nearly all companies offer a 5-year or 200,000-kilometer warranty on these vehicles.
Charging infrastructure
The primary charging points for most electric vans are the charging stations launched by the Nepal Electricity Authority (NEA). Some companies have built their own charging stations. TheeGO, for example, has installed chargers at several locations. The number of public charging stations is increasing day by day.
However, it is challenging to arrange swift charging for vans that need to operate continuously on routes.
Likewise, neither the vehicle importers nor the government have concrete plans to manage the high-voltage batteries once they reach the end of their lifespan. Transport operators are particularly concerned, as this battery management system is beyond their capacity.
