Efficiency And Environment
Many Common Properties

-By Ramesh C. Arya

THE Three-wheeler diesels have left the valley. The move of the Ministry of Population and Environment did get appreciation for the successful implementation of its announcement. But the Ministry is finding a hard time to defend itself for other moves it announced at the same time. It only means that the announcement lacked adequate homework.

Concession
Along with the good-bye move, the Ministry made an offer. For each Vikram (the popular name for the three-wheelers) moving of the valley, the owner could import a 14-seater microbus as replacement. The vehicles could be imported a nominal import duty of 5 per cent. They duty was further brought down to 1 per cent. The condition attached to the import was that the vehicle should run on gasoline and meet the ‘Euro I, emission norm.

On buses, the normal duty is 25 per cent. Vehicles with 14 or less seats are charged as much as 130 per cent. In the beckdrop, the import duty was a big straction. But till now, no new microbuses have come in. Probably, there are no orders made for its import. The delay may not further damage the environment.

The ‘petrol factor’ for import is the biggest hitch. The government is following the policy of doing away with the subsidy business. The recent hike in the price of petroleum products it is a step for meeting the ultimate goal. But it would not come that soon. The authorities at the Nepal Oil Corporation have a admitted that the diesel, at the present rate, is not subsidised. But kerosene is and the subsidy is compensated by a "surcharge" on petrol. In relative terms, therefore, diesel is available at a cheaper rate. As gasoline price is still discriminated, the gasoline-run vehicles can never compete with the diesel ones. If the buses, minibuses and the microbuses are to serve the commuters, the micros can’t competitive. Despite the one-time near-zero import duty, recurring cost is definitely more important to stand in a competitive business.

The government has, in the past, been favouring the promotion of petrol vehicles. In the name of promoting the public transport, taxis were imported in hundreds. But then when certain business groups wanted to import diesel taxis, it was opposed by the petrol lobbies. Obviously because the petrol taxis would not be able to complete with the diesel taxis. More than anything else, it is a matter of technology and economy. (In the later days, CNG vehicles may out do the diesel ones). Through its administrative order, the government supported the petrol lobby, until the other lobby sought redress from the court. The government had to step back. But, as the businessmen do usually, they did not take the issue made far.

In the recent case too, the Minister of Environment has been strongly advocating for petrol. It may be better for two reasons. The gas content of the Kathmandu air is still very much below the World Health Organisation (WHO) norm while the total suspended particulate (TSP) construction it well higher than the normal. Petrol vehicles and more to the gaseous emission while the diesel to the TSP.

The accelerated pace of environment conservation may help the transformation, absorption and settlement of some of the emissions. A programme focused at these activities is yet to be launched. Without this, the continuos increase in the number of vehicles large or small, is definitely going to add to the gaseous/ particulate content in the air. Keeping in view earlier dissipation of the gaseous matters, petrol might be desirable. But the does not mean, altogether, stopping the use of diesel. The Ministry, it seems, is more serious on TSP.

The environmental policy may not be all pervading in a developing country like ours. It is more so due to regional constraints. In the case of petroleum policy is particular, the regional pricing trends and cost of effectively introducing a different effort needed to beer throughly examined.

Can a four-year young Ministry, headed every time by a young-in-profile minister, and a handful of professionals, make a radical change in adopting the international norms in petroleum pricing? It may not be forthcoming in the near future. It is this lack of belief on the part of investors that they are still delaying the gain from the major concession in the microbus business. And perhaps realising its own limitations, the Ministry has made no move in the direction. Without a favourable policy for petrol pricing, asking for microbuses for public transport may be as good running the bus on a pair of wheels, rather than the traditional two such sets.

If the ministry cannot go to that extent, the next approach may be maximising the use of diesel efficiency. If it is not the opportune moment to popularise the petrol vehicles, it might be wiser to utilise lesser quantity of diesel per passenger mileage. If larger vehicles, such as the minibuses and buses, can use lesser diesel per passenger than a microbus or diesel, why not go for the same, rather than wait for an in petrol micro which may never come.

Bangladesh, due to the restricted border with India, has been following an independent pricing policy more or less in line with the international trend. But due to the porous border with India, Nepal may not go likewise. However, the recent hike in the petroleum price in India is indicative of its willingness to keep pace with the internationalisation trends, rather quickly . Indian has hinted for a second rise shortly. Some cities in India never accepted the diesel three-wheelers. There cities recently denied the three-wheeler petrol also. But the replacements were never the petrol micros but the diesel-fed city buses, made under foreign collaborations. These are much more fuel-efficient and less noisy.

Perhaps it may be wise to adopt a ‘watch and go’ policy rather than spending its porous border-line to add to the advantage of better environment and a bundle on other "inconvenience’ to the economic life of the people. In the meantime, the country as a whole, may develop strategy to minimise the after effects of the price rise.

Efficiency
Rather than sticking to pro-petrol microbus policy and extending periods for import benefits which have no takers, it may be wise to scrap the very option. Even without adding the number of public transport vehicles, the existing buses/minibuses could be asked to increase their service frequency to serve the commuters. An old horse to ride and an old friend to trust! This might apply to transport sector. A bus or a minibus may be old but stronger horse (power) to ride on. And in some road stretches, such as the Baneshwor section, the services efficiency has definitely improved, due to improved traffic infrastructre. Why not pay attention to such improvements rather than grudging over one vehicle type or the other, or on one fuel or the other. The infrastructure may be used by all passenger service irrespective of the fuel and their follies. Commuters want better facilities, and not just a Vikram or a microbus or even a Safa.

Efficiency and Environment go together. Not only the E. they have several other common properties.

Tourists bargaining for curio objects at Basantpur Durbar Square, one of the famous touristic spots of the Kathmandu Valley.

Beauty Contests Here To Stay

-By Narayan Upadhyay

Gone are the days when women activists of certain political parties cried foul over the orgainising of beauty pageants. These activists’ so called feminist overtures that produced rancorous that women are not objects to be exposed in the bazaar of beauty did not attract many a minds bent on embracing the famous Keatsian adage " A thing of beauty is joy for ever" giving way to many a beauty contests these days.

Sure Hit
All these nymphets who ooze oodles of oomph among their Nepalese male counterpart have become a sure hit among the connoisseurs of beauty.

Beauty contests are here to stay. With the deluge of Miss Nepal, Mrs. Nepal, and regional competitions like Miss and Mrs. Pokhara and Dharan and pageants for little girls, it can be well noticed that these contests are lovely examples that Nepalese misses have found their own windows to show their beauty— and brains too.

As against the saying that beauty lies in the eyes of the beholder, our beauties are bent to prove that they do not only have the luscious body to be admired but also have thinking brains to be heard and ardent hearts to be loved. All these lovable elements among our Venuses and Helens can be pride of every hard-core feminists in particular and every true Nepalese in general
but an envy and a lesson to our politicians.

While pouting at the ramp during the contests, they have given airs about their aim in life: to serve the poor and oppressed, to help make the country progress, to lobby for non-violence, peace, progress not only within the country but also outside it. The amalgamation of beauty and brain are elements that have made them the darlings of the nation and are solid signs that they have enough ammunitions in their aesthetic armoury to become active rather than sleeping beauties.

They may not possess the face that launched thousand ships into the Trojan War, but since the time of the selection of Ruby Rana as Miss Nepal as early as 1994 to Shweta Sing to date, it seems that our belles have attempted to transform their body beauty as an act of their individual identification. After the initiation of contests, Ruby, Jharana, Nilima, Shweta and others beautiful damsels have become household names.

Their graceful walk, presence and intelligence during the beauty competitions give an impression that even if they failed to make it into the big leagues as Aishwarya, Diana, Yukta, Sushmita of India did, they can take heart that they are the first one to teach Nepalese brawns that Nepalese women have come of age and have stolen the fancy of many Nepalese in the sense that they can also compete in the world stage, not with muscles but with grace and beauty. They are out to tell it loudly that one day they will also be able to strike it into the big league.

But, alas! experience has showed that the pouting of our swanky belles have yet to hit the bullís eye— in the international stage. They have till now gone against their pledges made during the contests. Most of them are either living idly or have tried to make career inside Nepalís not so attractive Silver Screen.

It seems, there is no light at the end of tunnel. The home based organiser, the Silver Star Promotion’s endeavours to pull home-grown beauties’ out from the cocoon and sell it into international beauty bazaar has came a cropper as our belles have failed to make raids into the hearts and souls of the international beauty contest judges.

Our misses have missed the winning slots by miles and seem in dire need of qualified grooming experts to make their presence felt in the international beauty business. Here, our organisers, the Silver Star can note the silver lining shown by the their Indian counterparts and they can take lesson from their performance. The organisers of Miss India, Femina seemed to have ìcracked to codeî and found the recipe for creating world class beauties in the manner of the assembly-line production. They till now have produced four Miss Worlds and one Miss Universe. Their modus operandi: after choosing a Miss India, they hire grooming experts which in turn hire different experts to cater beauties of world class. Apart from hiring the best fashion designers, if needs be, the countryís best dental surgeon will be there to align the rough edges of teeth of would-be miss world, likewise country’s best choreographer can be requested to teach the would-be Miss World lessons for graceful and confident walking, services of best cosmetic surgeons can be obtained for sharpening the facial looks. Spiritual gurus and etiquette experts will also be there to teach their future miss world to perform exiquisitively— ìto walk tall, talk confidently and intelligently during the Miss World or Miss Universe contests.

Satisfaction
But back home the organizers, for hiring best grooming experts, have yet to go miles before the world spotlight falls on our belles. It warms cockles of our hearts to see one Shweta Singh hugging the eventual winner of Miss World-1999 Yukta Mookhey, the truth of Nepalese beauty contestant is that they do not have the backing and support of affluent organisers who can groom them so that they can face-up the challenges of swanky trends of modern miss world contests. Unless such organisers come forward to assist our aspiring belles, they will be satisfied with the tag of ìMisses Missing the Title by Miles.

Two Strokes On Sale

-By Binita Joshi

SUBRINA was over-whelmed when she was gifted a TVS scooty by her father on her 21st Birthday and now, not even a year later, she has developed symptoms of insomnia. She has sleeping disorders, especially since the news on banning two strokes came in the newspapers. She is not worried that she is parting with the scooty but she is more concerned of her birthday gift and that too her 21st birthday gift.

Well, this must be the story of all the owners of two strokes. If the decision of the government goes in its stride as it did in the case of Vikram tempos, there are lots of people who will be getting hurt attacks. The majority of vehicles running in the 13,400 km of vehicular road in her country are two stroke ones. The government had to bow down to phase out the few hundreds of Vikram tempos with lots of negotiations. What is the government up to when it comes to thousands of two strokes.. It is a serious question. Any negotiations in the offing? The Vikram tempo tempo owners can now enjoy 99 per cent concession on the customs duty to import microbuses with a VAT waiver. Will the two strokes owners be given the same privilege? Even the government has stopped the registration of Vikram tempos back in 1992 but concrete action emerged only recently-after seven years. With this calculation, the total banning of two strookes may require at least another seven years, let’s say by 2006! But who knows tomorrow something else will get the blanket order. If that be the case of the two strokes must do something before the government gathers all its guts and gear up the two stroke phase our campaign. Otherwise all the two strokes will remain a passive victim. All these youngsters who have sold or pledged their mothers’ jewelry to buy a two stroke or on a finance scheme from one of the many financial institutions, those who fought with the elders to get their own vehicle and be independent and mobile, what will happen to them? Will all their dreams and desire come to an end just like  that? What about these group of people who saved every penny to buy a wheeler so that one could go for more and more part and time jobs just for more money? Any alternatives for them?

If the government comes up only with problems and no solutions, then the two strokes should stage a strike with their demands. "Either the govern-ment buy all the two strokes or negotiate with the two stroke dealers to purchase them back."The government should ban all those vehicles, which it intends to phase out in the future right from now. The Govern-ment has got to have its own vision but with the best of intentions. If the government is wise then one fair judgement it could make is ban on the import of two strokes and let the running two strokes run till it lasts.