Bicycle To School-Kasthamandap School

Under the Campaign-“Bicycle To School” , Cycle City Network Nepal organized an awareness program in collaboration with Lion’s Club of Kathmandu Cycle City and Kasthamandap School. The Students from Higher Secondary level of Kasthamandap School Participated in the program.

Cycling has immense economic, environmental, and health benefits, and is an integral part of sustainable urban mobility. To promote cycling culture, it is very important to aware and educate young people on the importance and benefits of cycling, and encourage more young people to cycle to school.

 Bicycle to School is an initiative designed to let children learn more about cycles. This includes helping them learn about the rules and regulations, safety, road rules, using and riding a cycle. Bicycle to School, as the name stands, will also motivate the kids to ride their cycles to school or to ride a cycle in general.

Participants of Bicycle To School-Campaign-Kasthamandap School

Anuradha Shrestha, secretariat at Cycle  City Network Nepal initiated the program with information on the current status of Urban Mobility in context to Kathmandu. The students were presented with information regarding Sustainable Urban Mobility with the focus on Cycle as means of daily commute. The Students participated actively in the discussion session as they were not unknown to the adverse health effects, mental health effects and dangers of the mobility system in urban city like Kathmandu. The Presentation was followed by queries from the students and a small quiz from the organizing team. Badges were distributed to the winners of the quiz as a way to encourage them to participate in the discussion. The Students got to share their memories with bicycles. The Students showed great interest towards a cycling club in the school and were excited about the idea. 

Parliamentarians on Wheels

Cycle City Network Nepal (CCNN), in collaboration with European Union In Nepal organized a bicycle parade with European Parliamentarians followed by a climate Roundtable with youths on the occasion of EU Climate Diplomacy Week and World Car Free Day on September 22, 2022.The Event was proposed by Cycle City Network Nepal and hosted by European Union in Nepal.
The main objective of the event was to create a discourse on the need to conserve the environment for the present and the future. Bicycle uses zero emissions and come with various societal and economical benefits. A zero-carbon future is only possible with the shift towards such sustainable practices. The European Union has supported many major and minor projects in Nepal for almost forty years in the field of sustainability with the intent of betterment of the Nepalese People.
The Bicycle Rally started upon the arrival of the parliament members of European Union, youths from Youth Sounding Board(YSB) and Youth Innovation Lab. The Rally was concluded upon reaching Nagbahal, a heritage site in the middle of Lalitpur where the participants were welcomed by Deputy Mayor of Lalitpur, Manjali Shakya Bajracharya and the discussion initiated with the focus on youths in governance, youth in climate change and youth in gender inclusion.

Photo Exhibition, In Celebration of World Bicycle Day 2022

Upon the call for a Photo Contest on the occasion of World Bicycle Day, organized by Cycle City Network Nepal from May 19 to May 31, 2022, about 123 photos depicting stories and messages behind the subject of the photos were received. As the theme of the contest was “Bicycle and Environment”, the subject of the photos was basically a bicycle. Photography is not only about capturing the subject, but also an art. We found different creativity added to the subject of the photos that the participants want others to observe, and feel about the subject.

Among the 123 photos, the top 18 photos were chosen to exhibit for the photo exhibition. The top 18 photos include 1 winning photo with 2 special mention photos. The jury of the competition was Mr.Kishor Shrestha from Nepal Photo Journalist Federation, Ms.Nisha Bhandari, Photojournalist –, and Mr.Susheel Shrestha, Photojournalist Through the intensive selection round, the top 18 photos were chosen.

Special Mention Photographer Pramin Manandhar Receiving Certificate and Prize from Jury
Jury member Kishor Shrestha receiving appreciation certificate from CCNN team member Naina Nembang
Jury Member Susheel Shrestha receiving appreciation certificate from Vice President of CCNN Nivesh Dugar
Participants and jury pose for a group picture at Batuka Creamery

The photo exhibition will be held from June 4 to June 18 (11 am-7 pm) at Batuka Creamery, Basantapur. The opening of the exhibition was held on June 3, 2022, at 4 pm at the venue followed by prize distribution. Mr. Jenson Singh became the winner of the photo contest and walked away with Cash prize of Nrs 5000 along with gift hampers from Greenway, Mtb Cafe and Batuka Creamery , while the two special mentions were Mr. Aakash Shrestha and Mr. Pramin Manandhar who won gift hampers by Greenway Nepal, Mtb Cafe and Batuka Creamery respectively.

Through the lens of the photographers, we will view the subject of the photo the way they want us to see it, and connect with the subject and its background story. Organizing the photo contest and photo exhibition, raising awareness about cycling, and conveying the indirect message of conservation through bicycle photography is what Cycle City Network Nepal wanted to achieve. Promoting bicycles and spreading awareness to a wider audience through encouraging bicycle photography can be one of the effective communication tools.


Sno First Name Last Name Gender Country City Caption for your Photograph
1 Jenson Singh Male Nepal Lalitpur Pedal for a thriving planet
2 Manish Kc Male Nepal Kavre Ranges
3 Ram prasad Shahi Male Nepal Kathmandu Cycling through high mountains .
4 Pramin Manandhar Male Nepal Kathmandu A man rides his bicycle while a child holds on to him.
5 Rabin Shrestha Male Nepal Kathmandu Nothing’s better than getting lost in nature with the bike
6 Anuj Shakya Male Nepal Lalitpur Man hath still either toys, or care ; He hath no root, nor to one place is tied, But ever restless and irregular About this Earth doth run and ride. He knows he hath a home, but scarce knows where ; He says it is so far, That he hath quite forgot how to go there.
7 Iftakharul Munna Male Bangladesh Dhaka Save nature
8 Sandesh Gurung Male Nepal Pokhara When in doubt, pedal it out
9 Arun Swamy   India Hyderabad When bicycle forced to merge with nature
10 Niranjan Bista Male Nepal Lalitpur It is an extra fun to cycle in snowy mountain if only global warming is controlled
11 Kumar Lohala Male Nepal Kathmandu Ride to feel nature
12 Nisan Twayana Male Nepal Bhaktapur The Green Paradise
13 Sunil Khyaju Male Nepal Libali The Conquers ( cycle connect bhaktapur)…..king of HILLS Bethanchowk
14 Sunil Khyaju Male Nepal Libali Not only Plane above the cloud !!!!!!
15 Bidhyasagar Tamrakar Male Nepal Kathmandu Childhood companion cycle
16 Aakash Shrestha Male Nepal Birtamode Peeping through the window of nature you see humans enjoying the most amazing invention.
17 Diamond Thapa Aslami Male Nepal Kathmandu Cyclist on foggy weather
18 Prachan Bhujel Male Nepal Tikathali The story behind this beautiful picture is self explanatory during this era of rising fuel prices. This photograph was captured during my regular weekend ride initiated a decade ago to contribute in reducing my carbon footprint. Therefore, I use to say “Burning calories is far better than burning fuel to heal the nature”

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Let’s be part of the Bicycle Rally on June 4

Cycle City Network Nepal (CCNN), in collaboration with Tour De Lumbini, Creasion Nepal, Rotaract club of Yala, Panc Bike, is organizing a bicycle rally on June 4, on the occasion of World Bicycle Day June 3, and World Environment Day June 5. For the cause of the conservation movement “Save Soil”, CCNN invites all interested people to be a part of campaign day. The World Bicycle Day draws attention to the benefits of using the bicycle- simple, affordable, reliable, clean, and environmentally fit and sustainable means of transportation. The World Environment Day is celebrated with the 2022 campaign slogan “Only One Earth” focusing on “Living Sustainably in Harmony with Nature”. Sharing the common goal of environment protection and achieving sustainable development goals, both days are equally powerful advocacy tools to raise global awareness on environmental concerns.

Save Soil is a global movement launched by Indian Spiritual Leader Sadhguru, to address the soil crisis and bring together people from all over the world to stand up for soil health by increasing organic content in cultivable soil. The movement seeks to global consensus for urgent action to save soil from extinction. To activate and demonstrate citizen support for this movement, Cycle City Network Nepal came up with a campaign event to “save soil” through cycling.

The campaign event is happening on June 4, 2022.

Venue- Jawalakhel, Lalitpur, Time- 7 am, and Distance- Approximately 10 km

Participants are requested to bring their own water bottle and bicycle. Refreshments are also provided for the day. For the lucky first 500 registered participants, free t-shirts are available as well. The rally route is

Save Soil Bicycle Rally Route

Download and sign in/sign up for Greenway Nepal App and join the event “Save Soil Bicycle Rally” and track your ride and carbon savings during the ride. Download the app at

Free registration here

Let’s all cycle for “Save Soil” and the environment.

#worldbicycleday #worldenvironmentday #savesoil #bicycle4soil #bicycle4sdgs #greenway

Greenway Nepal exhibited its green innovation at CAN Info-Tech 2022

As a green initiative in the field of information technology with the development of mobile applications, Greenway Nepal App was exhibited at CAN InfoTech 2022, one of Nepal’s most anticipated ICT-related exhibitions. The exhibition is such a place where a broader crowd will be present, so it was an ideal platform to exhibit Greenway Nepal App and raise awareness among the public about how the use of mobile technology can contribute to urban sustainability. Around 281 people attended our exhibition stall.

Organized by the Federation of Computer Association Nepal (CAN), the exhibition was held at Bhrikutimandap, Kathmandu for 6 days from 20-25 April. During the six days event, Greenway Nepal, as a multi-stakeholder campaign implemented by Cycle City Network Nepal (CCNN) with various organizations aiming to promote cycling and sustainable urban mobility, collaborated with its two new consortium partners: Clean Up Nepal and Wildlife Conservation Nepal (WCN) which embarked their future partnership for urban sustainability by extending its scope to solid waste management and plantation of trees.

Although it was a joint effort of the new three partners, each of us had three different activities presented to the public. While we had our greenway app, the other two partners performed solid waste management game/waste management programs (Clean Up Nepal) and briefing about 0ne million trees campaign (WCN). We cooperated and exchanged knowledge of our projects. It was great teamwork. The attendees attracted to cycling and greenway Nepal was given a briefing about the greenway campaign the development of the technological product, the greenway Nepal app, and instructed on how to use it. To perk up this event, a scheme ‘CAN InfoTech event ride’ with a reward of Rs.4500 worth of goodie bags from Pancbike was even launched on the app. Exhibiting at CAN InfoTech, was an opportunity where we interact with the public and learn what areas we are doing well and which areas need room for improvement. On this matter, a research survey was conducted as well so as to know about the perception of the public regarding cycling.

Data were collected from 281 participants which were further given to the research team, GD Labs. Based on their perceptions, it seemed that the majority of the participants knew how to ride a bicycle, and also they seem to be environmentally aware of the use of cycling as a pollution-free mode of transport, however, they feel unsafe riding on the street because of the lack of cycle infrastructures, especially cycle lanes and safety reasons. From the research study, it can be concluded that if there is the availability of proper cycle infrastructures and safety management for cycle riders, Kathmandu has a high potential to be known as a cycle-friendly city. If a government should focus on cycle policy and infrastructure to make cycling safer and easier in a city, it should create vehicle-free zone areas, and also rules and regulations should be stricter and more effective. Some of the changes that the participants think should be made include public awareness about existing cycle infrastructures and giving respect to the cycle riders on the street (especially disrespect from large vehicles). Health benefits, followed by environmental concerns seem to be the motivation for the participants for riding a cycle. Furthermore, if the cycle infrastructures are well improved, it can also be a great motivational factor. Below, we have some data from the research.

As an exhibitor, we not only showcased our app product to the exhibition stall attendees, but also got to exchange information and served as a chance to learn about the current technologies that other exhibitors showcased ranging from the network, security, mobile phones, and other digital solutions used in agriculture, health and other sectors.

The CAN Infotech exhibition was a place where we inform the public about where and how technology met green innovation.

Photography Contest: Inviting all Photography Enthusiasts for Celebration of World Bicycle Day 2022

On the occasion of the marking of World Bicycle Day, June 3, Cycle City Network Nepal is organizing a Photo Competition with the theme ‘Bicycle and Environment’. The day is when we celebrate bicycles as a simple, affordable, clean, and environmentally sustainable means of transportation. Photography is a powerful medium of expression to communicate messages about a subject. Through this contest, we seek to inspire the creation and dissemination of positive imagery, which conveys the significance of bicycles in the environment. 

June 3 which is declared ‘World Bicycle Day’ since 2018 by the United Nations, is celebrated for the promotion of bicycling acknowledging the versatility and uniqueness of the bicycle, as well as its reliability and sustainability as a mode of transportation. The day highlights the power of bicycles and their importance which promotes physical-mental health, and economic growth reducing inequalities achieving Sustainable Development Goals, and combating climate change.

This is a free and open photo competition eligible to every photography enthusiast regardless of age, or gender. Any kind of photography tools like a camera or mobile can be used. So, Cycle City Network Nepal welcomes you to participate in this contest by submitting photos that correspond to the given theme and joining in our action to promote the bicycle as a pollution-free mode of transport and conserve the environment. As well, we encourage you for more creativity in this photo contest. 

Upon the decision by the panel of jury, the winner will be chosen and announced on the day of World Bicycle day 2022, June 3 on our social media page of Greenway Nepal, CCNN. The winner will take home the cash prize of Rs.5000 and additional gift hampers.

Before the photo submission, please read carefully the terms and conditions required for this contest. You can find it in the photo submission link as well.

 Photo entries till May 31, 2022. 

Please submit your photo at

Looking forward to your photo submissions.

Greenway Campaign Launched in Tilottama Municipality

Greenway campaign was launched in Tilottama Municipality of Rupandehi district by distributing bicycles to 51 school girls along with a bicycle rally. Bicycles were provided to 51 poor, destitute, marginalized, and backward class girls studying in community schools on the basis of the recommendation of the ward office on Friday 17 December 2021.

Under the Green-Way Nepal Campaign, bicycles have been distributed to the girls in Tilotta in collaboration with the Municipality, United Nations Development Program, Ncell, Kantipur Media Group, Cycle City Butwal, and Cycle City Network Nepal.

Speaking on the occasion, Mayor Basudev Ghimire said that bicycles have been provided to the adolescents to promote the cycle journey for healthy living and a clean city. Mayor Ghimire believes that getting a bicycle will make it easier for teenagers to reach school and will help them in their studies. Stating that Tilottama has been developed as an environment-friendly city, he informed that a mobile app will also be launched for the development of cycling culture. He said that Tilottama would be developed as a bicycle city as cycling would improve one’s health. Tilottama had distributed bicycles to more than 100 working women last year.

Speaking on the occasion, Lumbini-Gandaki Chief of the United Nations Development Program, Sudip Aryal, said that a bicycle promotion program has been launched for sustainable development, adding that the program would help in protecting the environment. Nivesh Dugad, vice-president of Cycle City Network Nepal, said that increasing the number of bicycle users would help in reducing air pollution and would have a positive impact on human health.

Ncell’s Swastik Ghimire mentioned that the cycling campaign will protect the environment of the city. In the program conducted by the spokesperson of the municipality Surendra Shree, the representatives of Bicycle Entrepreneurs Association Rupandehi, Bicycle City Butwal, and other organizations discussed the health and environment of a person while riding a bicycle. After the program, Mayor Basudev Ghimire, Deputy Mayor Jageshwari Devi Chaudhary, and other people’s representatives and teenagers who received bicycles also held a bicycle rally.

Bicycle Distribution at Tulsipur, Dang

Press Release

Greenway is a campaign to promote cycling and other environmentally friendly practices in Nepal. It is a multi-stakeholder campaign implemented by Cycle City Network Nepal (CCNN), with support of and in partnership with the Ministry of Public Infrastructure and Transport (MoPIT), United Nations Development Programme (UNDP), Lalitpur Metropolitan City (LMC), Tulsipur Sub- metropolitan City, Kantipur Media Group (KMG), Ncell Axiata Limited. and IME Pay. The joint initiative with the slogan – “My way is the Greenway ” aims to create a platform to promote green initiatives and bring onboard institutions and people who believe in promoting sustainable urban mobility, curbing carbon emission, conserving the environment, and fostering partnership for urban sustainability.

As part of the “Women On wheels” campaign, 50 bicycles were handed over to different school girls from different schools around Tulsipur Sub-metropolitan City. The distribution program was held on the occasion of International Day of Peace, 21 September 2021 at the premises of Tulsipur Metro College, Haripauri, Dang. The girls were selected from 20 community schools belonging to 8-12th grade on the basis of their distance from school, low-income group family, commitment to complete their education, and not to marry before the age of 20. 

The bicycles were handed in the presence of the Mayor of Tulsipur- sub-metropolitan City- Mr. Ghanashyam Pandey, Resident Representative of United Nations Development Program- Ms. Ayshanie Medagangoda-Labé (Sri Lanka), Province 4 and 5 head of United Nations Development Program- Mr. Sudeep Aryal, GESI Advisor of UNDP- Ms. Binda Magar, Regional Head of IME Pay, Mr. Subash Subedi, Senior Communication and CSR specialist of Ncell Axiata Limitedrepresentative, Mr. Ramesh Shrestha, Vice – President of Cycle City Network Nepal- Mr. Nivesh Dugar, Secretary of Cycle City Network Nepal- Ms. Anuradha Shrestha and Executive Director of Cycle City Network Nepal. 

The distribution of bicycles to the girl students was followed by a 2km bicycle rally from Tulsipur Metro College. Marking the International Day of Peace a tree was planted jointly by Mayor of Tulsipur Sub-metropolitan City- Mr. Ghanashyam Pandey and Resident Representative of United Nations Development Program- Ms. Ayshanie Medagangoda-Labé on the premises of Tulsi Metro College.

Speaking at the program, Mayor of Tulsipur Sub-metropolitan City- Mr. Ghanashyam Pandey expressed that a bicycle is a tool for the freedom of mobility of girls if girls move forward as the world progresses. I commit to making Tulsi municipality a cycle-friendly city by adopting a bicycle policy in the near future. The campaign ‘Smart Chori’ will continue further in the future with more projects for women empowerment.

Vice president of Cycle City Network Nepal, Nivesh Dugar, addressed the program saying that the activities done for the promotion of Cycle and cycle-friendly programs have enhanced the sustainable development goals. 

Senior Communication and CSR specialist of Ncell Axiata Limitedrepresentative, Mr. Ramesh Shrestha congratulated all the recipients of bicycles on the day. The company states that it is pleased to join hands with UNDP for this green cause to promote cycling and contribute to achieving multiple SDGs related to the environment, health, and education. This initiative is aligned with Ncell’s commitment towards sustainable society as well as its parent company Axiata’s journey to becoming a net-zero carbon company.

Resident Representative of the United Nations Development Program- Ms. Ayshanie Medagangoda-Labé shared that the commitment from the local government has shown. Towards the sustainable development goals and sustainable mobility. I would also like to congratulate the safe, inclusive, resilient, and sustainable city on sustainable development goal no 11. We want to have a balance of carbon dioxide in the atmosphere. We are trying to promote sustainable transport- bicycles which can help reduce the impact of climate change. We would like to promote green mobility for girls. The distribution of bicycles is not enough. We need to create a conducive environment for safer mobility for everyone, especially girls. Even families play a vital role in encouraging the use of bicycles by women and girls. 

Deputy mayor of Tulsipur Sub- metropolitan City, Maya Sharma shared that the Smart Chori initiative brought forward by Tulsipur- sub-metropolitan City has successfully reached out to quite a few young girls and women. There are several programs in the pipeline towards the empowerment and welfare of women. 

Record Nepal

How urban design and planning failed cycling in Kathmandu

Prashanta Khanal – June 22, 2021

This article is published on

An assessment of the Tinkune-Maitighar cycling lane uncovers numerous design flaws born out of a centralized tendency to prioritize cars over public transport, pedestrians, and cyclists.

Arjun Jung Thapa, director-general of the Department of Roads, once told The Kathmandu Post that it was useless to make cycle lanes. 

“The city made the cycle lane but nobody uses it,” he said, referring to the 3.1 km Tinkune-Maitighar cycle lane constructed by the Department of Roads. 

Thapa is not the only government official to have made such a statement. And on a cursory look, Thapa and others like him might appear to be right. On the Tinkune-Maitighar route, cyclists appear to be using the motor road instead of the cycle lane, despite the risks of riding in mixed traffic. 

But a closer look at the cycle lane and its associated infrastructure reveals a different picture. Understanding why cyclists don’t use the Tinkune-Maitighar cycle lane requires careful observation and analysis of its design. The answer that emerges is not that people don’t ‘like’ to use the cycle lane, but that the urban design has failed. 

Design that failed 

For cycle lanes to function properly, they need to be convenient, safe, continuous, unobstructed, connected, and direct. The Tinkune-Maitighar cycle lane does not meet the first five criteria. 

First, the cycle lane is not convenient. Som Rana, a cyclist and urban planner, points out that the lane is uncomfortable to cycle on because of the type of surface material used.

In 2013, when the Department of Roads was building the cycle lane, a group of cyclists had asked that smooth asphalt or concrete be used instead of interlocking blocks as such blocks can make the surface uneven, which in turn makes cycling uncomfortable and also compromises speed. However, interlocking blocks were used regardless as the department said it had already called for a tender with those specifications. The design would be corrected in the next fiscal budget, department officials said, but that never happened. 

In 2015, Clean Energy Nepal/Clean Air Network Nepal — a sustainable energy and environmental research organization that I was part of —  assessed the cycle lane design — something that the department should’ve done itself — and presented the findings to two successive chiefs of the department. But more than five years later, the cycle lane remains as it is — unusable by cyclists. 

“The cycle lane is physically segregated — that’s the only good thing. The lane isn’t designed from the perspective of users,” says Shristina Shrestha, a conservation architect and urban planner, who is also associated with Nepal Cycle Society. 

This is largely a result of the Department of Roads’ planning practice that doesn’t hold consultations with urban planners, cyclists, and local communities. Designs and plans are made opaquely and put into place without accountability. Since cyclists were not consulted, the design did not cater to the targeted user group, and since urban planners were not consulted, there was little effort to understand how cycle lanes are designed worldwide. 

Design interventions that can make the Tinkune-Maitighar cycle lane better for cyclists. (CEN/CANN, 2015)

Second, the cycle lane is discontinuous and that makes it unsafe. In many places, especially where access roads are provided, both the sidewalk and cycle lane end abruptly with a sudden drop, impeding seamless mobility of cyclists. The drops almost function like a trap — cyclists have to either get down from their bicycles or learn how to bunny-hop. 

The Tinkune-Maitighar cycle lane has numerous drops for access roads that force cyclists to get off or learn to bunny hop. The lane is also paved with uneven interlocking blocks that make cycling uncomfortable. (Photo: Prashanta Khanal)

The cycle lane is interrupted by numerous bridges and intersections. In a couple of sections, it is completely missing. The intersections and crossings have not been designed with cycle lanes in mind. In conflict areas, painted lanes with signage could increase visibility and prioritize movement of cyclists but none exist. Free left-turns at intersections and the absence of crossing signals place both pedestrians and cyclists at risk of being run over by motor vehicles. 

Electric poles and raised manholes frequently obstruct the lane. In many sections, the cycle lane is raised from the adjacent motor road — in some instances, by as much as 0.45 meters. This not only makes cycling unsafe, but also impedes pedestrian mobility. 

Bus stops are placed inappropriately in between the sidewalk and cycle lane, creating conflicts between pedestrians, cyclists, and bus users. Adjacent establishments, such as the Kathmandu District Court, have encroached on the sidewalk, turning it into motorbike parking, and forcing people to walk on the cycle lane. 

Furthermore, the department recently built a pedestrian overhead bridge in New Baneshwor blocking the cycle lane. 

Finally, and most importantly, a network of cycle lanes is a prerequisite to building cycling culture. Simply constructing a few kilometers of cycle lanes will not encourage people to cycle. Just as motorable traffic requires a network of roads to function, so do bicycles. Without a safe, comfortable, and direct cycle lane network in the city, it would be futile to dream about creating a cycle-friendly city. 

In fact, a cycle-friendly city will require redesigning the roads throughout the city. Building wide multi-lane roads and encouraging cycling don’t go hand in hand — they contradict each other. First, the construction of highways and flyovers in the cities needs to be halted and second, any roads wider than four lanes should have two-way cycle lanes going in both directions, with a minimum width of 3 meters.

Cycling myths and excuses

The importance and benefits of cycling — not just on mobility, but also on public health, climate change, air pollution, economy, and its role in creating equitable, livable cities — are well known. The question isn’t whether Kathmandu can become a cycle-friendly city but rather, “how do we make Kathmandu a cycle-friendly city?” 

Building a cycle-friendly city doesn’t mean that every road should have separate cycle lanes, or that everyone must cycle everywhere, all the time. It simply means that those who choose to cycle have options to do so with ease and comfort. But many governmental officials, engineers, and people alike often argue that Kathmandu is not well-suited to become a cycle-friendly urban space. 

One common myth is that the Kathmandu Valley’s terrain and climate aren’t conducive to cycling. Yes, Kathmandu’s terrain isn’t completely flat, but the Valley is generally cyclable. From the 60s through the 90s, many Valley residents cycled. A 2011 study conducted by the Ministry of Physical Infrastructure and Transport and Japan International Cooperation Agency showed that the average travel distance for private vehicles in the city is about five kilometers, which is a walkable and cyclable distance. And even where the terrain isn’t too conducive for cycling, we can find ways to make road designs friendlier for cycling, such as reducing the road gradient and building connecting bridges. With electric-assist and geared bicycles, cyclists are easily able to cover large distances and uphill terrain. 

Besides some inconvenience during the monsoon, the Valley’s climate is comfortable for cycling — it is not too harsh in the winter or too hot in the summer. Plenty of people cycling in the Tarai during the summers and the monsoon, and in Copenhagen during the snowy winters, suggest that climate isn’t a key factor. Some urban design interventions, such as creating tree shades and rain shelters, could further add convenience for cyclists. 

Another excuse is that Kathmandu’s roads are already congested and aren’t wide enough to build cycle lanes. This begs the question: who do we prioritize first when it comes to road space. The priority has never been pedestrians or cyclists; it has always been motorized vehicles. Urban mobility is not so much about space as it is about priority. Globally, the accepted norm in urban planning is to prioritize pedestrians first, followed by cyclists and public transport, and private cars last. But Nepal’s cities plan in reverse — the car is at the center of transport planning. Unless we change our priority, and stop worrying about cars stuck in traffic over the safety and convenience of pedestrians, cyclists, and public transport users, inequitable access to mobility and congestion will continue. 

Design interventions that can make the Tinkune-Maitighar cycle lane better for cyclists. (CEN/CANN, 2015)

Space for cycle lanes on existing roads can be created by reducing their lane width. Urban roads designed as highways with 3.5 to 3.75 meter lanes can easily be reduced to 2.5 meters. This will also make roads safer for all road users, including private vehicles. On smaller roads, traffic calming measures can help make spaces safer for cyclists. 

Oftentimes, while sharing cycling success stories from European cities, a common response is that “we are not Copenhagen”; they are relatively wealthier, developed cities whereas we are not. But in fact, the Copenhagen of today wasn’t the same Copenhagen a few decades back. They too had car-centric transport planning, but in the 1970s, they made a turnaround, realizing the repercussions of car-centric transport planning, and became one of most cycle-friendly cities in the world. Funnily enough, the same response is never forthcoming while planning urban highways and flyovers in a city where the majority of residents can’t afford cars, unlike in European cities. Developing cities need to invest more in low-cost cycling infrastructure rather than expensive road infrastructure that rich cities can afford and we can’t. 

READ MORE: Cycling lessons from Copenhagen

Yet another argument that department officials often make for not building cycle lanes is that there just aren’t enough cyclists on the road. That is just not true — cyclists are just invisible to those who don’t want to see them. The approach needs to be one of ‘if you build it, they will come’. We cannot wait for cyclist numbers to increase before building a cycle lane. Not surprisingly, the same institution that wants to see cyclists on the streets before building cycle lanes has failed to build cycle lanes in the Tarai, where a great number of people cycle. 

There is even legislation to help planners and officials prioritize cycling. The National Transport Policy, formulated in 2001, clearly says that “in urban roads, cycle lanes shall be managed separately”, as does the National Road Standards. Among some other policies and plans, the Environment-friendly Vehicle and Transport Policy (2014) also includes provisions for cycling.  

For Department of Roads officials and many politicians, cycling symbolizes regression. To them, cycling connotes backwardness and a lack of progress while wide roads and many cars symbolize prosperity and development. 

More power to city governments

For decades, the Department of Roads has ignored the rights and needs of cyclists. It’s unfortunate that the department’s engineers do not acknowledge the need for cycling infrastructure as their priority appears to be to move vehicles swiftly at any cost, be it at the expense of people’s lives. 

The department’s road designs have killed thousands of people every year in accidents and injured many more. Data from the Metropolitan Traffic Police Division shows, in the Kathmandu Valley alone, road crashes kill over a hundred people annually. Pedestrians and cyclists are the most vulnerable, followed by motorbike riders. In the entire country, in 2019, road crashes killed 2,736 people and seriously injured 10,731. 

The Department of Roads has a very large budget, and almost all of it goes towards building and maintaining roads and highways. During the pandemic, the department had the opportunity to redesign the city’s roads and allocate more space for walking and cycling, as has been done in the many cities around the world. But not surprisingly, there have been no such plans. Instead, all they did was blacktop the same roads they had blacktopped a year or so ago.

In cities around the world, it’s not the federal government but the city government that invests in and builds cycling infrastructure. In Nepal, the city governments do not have jurisdiction over roads that are wider than eight meters. The Department of Roads is a federal entity that answers to the federal Ministry of Physical Infrastructure and Transport. Roads within municipalities need to be designated urban roads so as to come under the jurisdiction of the city governments. The department’s budget needs to also be redirected to local governments. With larger budgets for their roads, municipalities could then allocate more funds to sustainable mobility.

“Despite the political change, from Panchayat to Loktantra, the top-down planning culture hasn’t changed,” says urban planner Kirti Joshi. “Local governments are not given enough power. City governments have to take permission from the Department of Roads for any interventions.”

The political decision of how to build the city and who to prioritize should be in the hands of the elected mayor, not some bureaucratic officials who aren’t accountable to the public. The Department of Roads should simply be an implementing partner or a technical agency; it shouldn’t be able to tell cities how to design their spaces.

“The lack of clear jurisdiction over the roads, clarity on road nature/hierarchy, and institutional awareness create barriers in swift planning for a cycle city,” says Shrestha. “Political will is the most important element in making changes and the Lalitpur mayor has displayed that.”

The construction of cycle lanes in Lalitpur shows the importance of local government. Despite resistance from the Department of Roads, Lalitpur Metropolitan City forced its way to build several kilometers of cycle lanes that are being further expanded. The city government was able to do this because it listened and consulted its people, many of whom are cyclists. 

Though Lalitpur’s marked cycle lane — instead of one that is physically segregated — is not the preferred design as it is not entirely safe, it has gained widespread attention and displayed inclusivity, giving a sense of respect and ownership over the city to marginalized cyclists, who tell me that they now feel that the road belongs to them too.

Lalitpur’s marked cycle lanes are only 1.2 meters wide. Safer cycle lanes require physically segregated lanes with a minimum width of 1.8 meters (for one way). This minimum width allows two bicycles or wheelchairs to pass each other comfortably. A cycle lane is safe enough only when a child can cycle with ease and safety, all on their own. 

“According to our observation, 30-40 percent of the marked cycle lanes in Lalitpur can be converted to dedicated cycle lanes,” says Rana, who is also associated with Nepal Cycle Society and is helping Lalitpur Metropolitan City design its cycle lanes. “But the Department of Roads hasn’t given us permission to install bollards to segregate cycle lanes from the motor road.” 

Making cities cycle-friendly is not merely a technical or financial issue, but a political one. The politics of whose interest to prioritize, of who owns urban spaces and roads. Do we design our mobility for the benefit of a few that can afford cars or for everyone else? Do we continue to spend money on roads that will further entrench inequality in the city, or invest in public transport, and pedestrian and cycling-friendly infrastructure?


Cover photo: A cyclist riding his bicycle on the marked cycle lane in Lalitpur. Without physical segregation, the cycle lane is very safe for cycling but at least, it provides a sense of acknowledgment and respect for cyclists. (Photo: Prashanta Khanal)

The article is Part 3 of a series on cycling in Nepal. For Part 1, A history of cycling in the Kathmandu Valley, click here. For Part 2, a history of women and cycling in Nepal, click here

Record Nepal

Riding into the future: A short history of women and cycling in Nepal

Prashanta Khanal – June 14, 2021

Despite conservative attitudes forcing women indoors, Nepali women in the early 20th century often broke convention and took to the streets on their bicycles.

The article is Part 2 of a series on cycling in Nepal. For Part 1, A history of cycling in the Kathmandu Valley, click here

Sarojini Manandhar started riding a bicycle on Kathmandu’s streets in the late 1940s. Back then, few if any women cycled in the city. Manandhar would ride her bicycle draped in a sari or long skirt. Riding a bicycle—primarily designed for men—in such attire couldn’t have been comfortable, and Nepali society at the time wouldn’t have approved of women, especially those married, being physically active outside of their homes. 

Yet Manandhar was young and fierce and rode a bicycle to explicitly break conservative social norms and pronounce that women were as capable as men. 

Born into a progressive Newa business family in 1937 in Kathmandu’s core city area and educated at a time when most of Nepali society didn’t even consider schooling girls, Manandhar was vocal about women’s rights from a young age. She was one of the few fortunate girls to be able to receive a formal education. Her father, Asta Narayan Manandhar, was a revolutionary who challenged societal norms by sending his daughters to school, treated his sons and daughters equally, and supported the growing movement against the Rana regime, according to his granddaughter Sumitra Manandhar Gurung

Sarojini Manandhar was thus educated at the Shanti Nikunja School, Nepal’s first co-ed high school, established in 1945. The school was one of the bases for revolution against the autocratic Rana regime, and a place for Manandhar’s political awakening. She participated in the movement for democracy alongside her close friend Mangala Devi Singh, a pioneer women’s rights activist and prominent democratic activist. The Rana regime would eventually fall in 1950, after 105 years in power.

Sarojini Manandhar (standing, left) giving a speech at a women’s meeting. Also seen in the picture is Mangala Devi Singh (seated, center), a pioneering women’s rights activist and freedom fighter, circa late 40s or early 50s (Photo: Mangala Devi Singh Collection/Sirjana Singh)

After the end of the autocratic Rana regime, Manandhar continued to work in women’s rights through the Nepal Mahila Sangh (Nepal Women’s Association) which Mangala Devi Singh co-founded in 1947. In 1960, Manandhar started teaching at the Kanya School, now Padma Kanya Multiple Campus. While attending meetings of the Mahila Sangh or going to work as a teacher, she always rode her bicycle, said Sheela Manandhar, Sarojini’s daughter. 

“Whenever Sarojini Manandhar visited our home, my mother-in-law [Mangala Devi Singh] would introduce her as the first Nepali woman cyclist,” recalled Sirjana Singh, who is a social worker. 

Cycling came naturally to Manandhar, as her family owned a bicycle shop—her father, Asta Narayan, had started Kathmandu’s first bicycle shop in 1925. But in the 40s and 50s, cycling was the exclusive province of men. Women, particularly married women, on wheels was unthinkable. But Manandhar’s case was different; she had the support of her family and she continued cycling well into the 60s, even after marriage. 

Riding to freedom

Before the 60s, it was mostly the wealthy elite males who rode bicycles in Nepal. Only after 1960 did Kathmandu’s cycling culture expand to the middle-class and beyond. But even then, it remained a solely male pursuit. Unlike in Europe — where women started cycling after the introduction of the “safety bicycle” in 1889 — women in Kathmandu were largely discouraged from taking up cycling. European women took to cycling in droves, especially after joining the industrial labor force in the early 1900s, and by the 60s, women were cycling extensively, as outlined in the book Cycling and Sustainability

When women entered the labor market to a greater extent in the 1960s, and their daily transport need increased, cycling women were an incontestable part of the cycling cultures in The Netherlands and Denmark. Cycling was integrated into typical women’s professions such as daycare and senior citizen care services as an option for travel and transport. Today women cycle slightly more than men and arguably have become primary carriers of the everyday cycling culture. 

In the late 19th and early 20th centuries, bicycles symbolized women’s emancipation in the West. Suffragettes rode bicycles to assert their rights. In 1896, Munsey’s Magazine wrote that a bicycle was more than a mere mobility tool for women:

To men, the bicycle in the beginning was merely a new toy, another machine added to the long list of devices they knew in their work and play. To women, it was a steed upon which they rode into a new world.

But in Nepal, cycles were initially limited to those who could afford them. Born in 1930, Kishori Rana started cycling when she was around 12 years of age, inside the premises of Bagh Durbar, where she grew up. Despite being a member of the elite Rana family, her activities as a woman too were limited. She cycled until she was 17, which is when she got married and as a daughter-in-law, she wasn’t allowed to cycle any more. 

In the 1950s, Hasina Joshi, then a teenager, used to cycle around her Thimi neighborhood, swim in the Bagmati river, and go to cinemas despite reservations from her family. She too had to give up cycling after marriage. 

In the 40s, Kishori Rana cycled around Bagh Durbar but stopped after marriage, a story similar to that of many women in the city. (Photo: Pranaya Rana/Nepal Picture Library Collection)

At the time, Nepali society was much more patriarchal and women were circumscribed to household chores like cooking, cleaning, raising children, and farming. In an interview with Media Nepal in 1985, Mangala Devi Singh recounts a meeting in the 40s with then Rana prime minister Padma Shumsher to discuss women’s issues. Padma Shumsher apparently chided her, saying, “Why do you need women’s rights? A woman’s ideal characteristic is to stay home and serve the members of the household.”

“Society was conservative and married women especially were not allowed to go outside their homes and socialize,” said urban planner Kirti Joshi, explaining why her mother Hasina Joshi had to give up cycling after marriage.

In his book Everyday Technology: Machines and the Making of India’s Modernity, historian David Arnold recounts a similar pattern in Indian society before the 1960s:

In general, cycling was not common once women reached marriageable age. There was an argument (made mostly by men) that it was dangerous for young women to ride bicycles for fear of rupturing their hymens and so ruining their marriage prospects. There seems to have been a broad prejudice against the physical mobility and independence women might acquire by riding a bicycle… While for young men the bicycle might be a means to adventure (including visits to cinemas and brothels), for women the bicycle symbolized the constraints patriarchy imposed on their adult lives.

For Nepali women, bicycles came to symbolize freedom from societal norms and as Nepali society began to evolve, women took to cycling to assert their independence. 

Uma and Leena Manadhar fondly recall learning to ride bicycles in Patan when they were 10 to 12 years old. It was the mid-70s and they would hire bicycles from a nearby rental shop — Pandey and Rajbhai Cycle Shop — on an hourly basis for Rs 1.5 an hour. Until the 90s, there were many such cycle rentals and repair centers in the Kathmandu Valley but they slowly disappeared as private vehicles started to become more common. But at the time, as there were no bicycles designed for young people, the two sisters taught themselves to ride adult “gents’ cycles”. They would put their legs in between the bicycle’s frames and half-pedal sideways, a style that young kids still adopt when riding large bicycles, colloquially called ‘kaichi’ (scissor) style.

“Our legs would often touch the chain and get bruised, but we enjoyed riding bicycles. We used to ride around Lagankhel, Jawalakhel, and the newly built Ringroad,” recounted Uma Manandhar. “When we didn’t have pocket money, we would steal our father’s Hero cycle to go for a ride.”

But the unavailability of woman-friendly bicycles discouraged many others from taking up cycling. 

“Bicycles designed for men with straight horizontal crossbars were not comfortable for women to ride in their saris and long skirts,” said Sumitra Manandhar Gurung. “And wearing pants was unconventional; people would gasp to see women in pants.”

But even into the 70s, women riding bicycles often experienced negative attitudes from men. 

“Neighbors didn’t say anything about us girls cycling but one time, a driver, realizing a girl was cycling, drove his vehicle behind me honking continuously. It scared me,” Leena Manandhar recounted an incident from the mid-70s. 

Despite a few women who cycled as early as the 1940s in Kathmandu, bicycles never became a transport choice for most women. Even today, it is uncommon to see women cycling in the Valley. Cycling has always been men’s business and so it still mostly remains.

But unlike in Kathmandu, women in the southern Tarai-Madhes have a long and vibrant cycling culture, especially in industrial towns and cities such as Chitwan, Biratnagar, Birgunj, and Bhairahawa. 

A cycling culture in Chitwan

Hordes of bicycles parked outside schools, factories, and markets remain a common sight in Chitwan and other Tarai towns. During peak hours, cyclists rule the roads, and many of them are female. Women use bicycles to go to work, buy groceries, transport produce to the market, fetch firewood, and take their kids to school. Young girls often pedal their way to school and female community health volunteers conduct outreach on their bicycles. 

Sabitri Kandel, a social worker and political activist from Bharatpur who is now 61, still occasionally rides a bicycle. Her parents moved from the western hills in Gulmi to Chitwan in 1960, the same year that she was born. 

“I started cycling when I was nine years old. I used to ride my father’s bicycle to fetch fodder for cows,” she said.

After the eradication of malaria and a resettlement program in the late 1950s, many—over 100,000 in a decade, more later—Khas and Janajati communities from the hills migrated to the plains of Chitwan, the homeland of Tharus, Darai, Kumal, and Bote. 

After Kandel married in 1976, she started a small dairy business and vegetable farming to sustain her family and educate her kids. She didn’t want to place a financial burden on her husband who had gone to study in Banaras. 

“In 1977, I bought my first bicycle by borrowing Rs 200. Before that, I used to carry milk and vegetables on my shoulders,” she said. “After cleaning, cooking, and feeding my children and in-laws in the early morning, I used to go to deliver milk and vegetables door-to-door on my bicycle.” 

Sabitri Kandel sold vegetables and milk on a bicycle in the mid-80s. In Chitwan, many migrant women were involved in agriculture and dairy farming. (Photo: Sabitri Kandel Collection/Jyoti Photo Studio, 1985) 

In Chitwan, settlements were scattered, fields were farther away, markets too were a considerable distance away. For residents, bicycles became essential for mobility. Because the women also worked in the factories and engaged in entrepreneurial activities, riding a bicycle made getting to their jobs and transporting their produce more convenient. Gradually, women cycling became a norm, an established part of the culture. Women from all ethnicities and classes rode bicycles.

Parbati Kumari Chaudhary, a handicraft entrepreneur, started cycling regularly in 1978 when she was 16 years old. She would cycle five kilometers to school in Tandi from her home in Bachauli, passing through a forest and a river. 

“Earlier, I used to walk an hour, but the bicycle made it easier to reach school,” said Chaudhary. “I also used a bicycle to fetch snacks for farm helpers three to four kilometers away and transport fodder back home. A bicycle allowed me to do more work, more efficiently.” 

But according to Chaudhary, it was only after 1980 that Chitwan women started embracing cycling in large numbers, primarily because more women began to get involved in farming and dairies.

Many communities in Chitwan earn their living from farming and dairy production. Even women who had an earning husband would engage in entrepreneurial activities to supplement their income. Many women discovered that cycling gave them financial independence. 

“I trained many women in vegetable farming and to ride a bicycle so that they could earn for themselves,” said Kandel. “I would teach them cycling on moonlit evenings, as I was busy during the day.” 

A lack of public transport also facilitated cycling. Until the 1990s, there wasn’t any public transport in Chitwan, except for long-route buses on the highways, said Birendra Mahato, chairperson of the Tharu Cultural Museum and Research Center in Chitwan. There were some cycle rickshaws but they were only available in the main towns.

Other factors also helped cycling flourish in Chitwan — a flat terrain, a grid city design, and the comparatively milder climate of the inner Tarai. But Chitwan’s women cycling culture might also owe itself to the new mixed migrant society. The intermingling of different cultures made it easier for women to break certain taboos and social norms that they were accustomed to in their own society. As the social structure now consisted of people from many different backgrounds, women had to fear less social condemnation. This might have led Chitwan migrant women to embrace bicycles as a common utilitarian tool. And as a few women dared to ride bicycles, more women followed.

But Mahato says that Chitwan’s embrace of women’s mobility wasn’t just a result of new arrivals from the hills and the resulting mixed society. According to him, women cycling owes a lot to Tharu culture. 

“Because the Tharu community is generally less patriarchal and more matriarchal, Tharu women embraced cycling more enthusiastically and widely than women from other communities,” he said. “It is common to see three or four bicycles in a Tharu home.” 

In the 1960s and 70s, Chitwan was also fast evolving into a politically conscious, progressive society, where women too participated in the democratic movement against the Panchayat Regime. 

“It was natural for the newly settled residents to embrace, albeit somewhat reluctantly, the idea of women’s rights,” said Milan Shrestha, a senior lecturer at Arizona State University who also studies the urban environment and sustainability. “So, allowing greater mobility for girls and women was both a symbol of women’s rights as well as a necessity in an area with limited mobility choices.” 

Chitwan’s new cycling culture paved the way for women to take to the streets earlier than in other established urban centers like Birgunj and Biratnagar, where traditionally prescribed roles for women were less tolerant of women’s mobility.

“Even women who didn’t know how to cycle walked their bicycles to the market to transport produce,” said Dharmaraj Sapkota, a 46-year-old bicycle entrepreneur from Chitwan whose family migrated from Baglung in 1967. “They would transport sacks of unhulled rice on bicycle carriages or in-between the frames to rice mills or attach theki filled with milk or yogurt to each side of the carriage to take to the market.”

In the mid-1990s, when the drop-frame bicycle, colloquially known as ‘ladies’ cycle’, hit the market, both women and girls in Chitwan took to cycling with gusto. The new design, which also had a relatively smaller wheel size, made it much more convenient for women to cycle in saris and long dresses, giving them a sense of safety. The bicycle also had a basket attached to the handlebar, which made it easier for women to carry personal belongings and groceries. 

Women delivering milk on a ‘ladies’ cycle’ to a dairy collection center in Chitwan. (Photo: Rajiv Khanal, 2020)

The design was convenient and the ‘ladies’ cycle’ was widely employed by both women and men, the elderly and children. Families preferred them over regular bicycles as they could be used by all members of the family.

“In the 1990s and 2000s, ladies’ cycles were so popular that they were given as part of a dowry,” Kandel said. “My father-in-law did so when his daughter got married.”

In Chitwan, cycling is ingrained in women’s lifestyles. Chitwan locals even quip that if a woman doesn’t know how to cycle, she won’t be able to marry. 

“Chitwan residents see women who cycle as courageous and hard-working,” said Kandel. “People from Kathmandu would be surprised to see adult women cycling in Chitwan. Some even asked me if I felt ashamed riding a bicycle and some men told me that women shouldn’t be riding a bicycle.” 

In Chitwan, bicycles transcended class, gender, and ethnicity, contributing to its strong cycling culture. It is also common to see both men and women riding a bicycle that was designed for women. This absence of convention and stereotyping has helped women embrace cycling widely in Chitwan and other parts of the Tarai. 

But Kathmandu’s story is different. Society at large looked down on women riding bicycles and considered the new design inferior to the ‘gents’ cycle’. Men considered the ‘ladies’ cycle’ to be effeminate and something to be ashamed of.

In Kathmandu, women did not demand a new design and the market did not provide a supply. Historically, the key reasons that constricted women cycling in Kathmandu were a conservative society, gender discrimination on bicycle design, a market that catered only to men, and the lower participation of women in the formal economy.

“The bicycle not only helped me to gain financial independence,” said Kandel, “but also to connect with people who raised my social and political consciousness. The condescending question from men: aaimai le ni garna sakchhan ra? (are women even capable?) in fact encouraged me to cycle and become financially independent.” 

Kandel, now 61 years of age, still has her old bicycle. 

“Even today, I do [Vishwakarma] puja for my bicycle first,” she said with pride.

However, in the last 15 years or so, people in Chitwan, primarily in the city areas, have been gradually transitioning to private motor vehicles, much like in other parts of the country. Today, many urban Nepali women prefer motorized scooters as a symbol of their independence and social status.

But for women like Sarojini Manandhar, Sabitri Kandel, Parbati Kumari Chaudhary, and many others, a bicycle was far more than just a tool for transport. A bicycle symbolized emancipation and equal rights. 

“Let me tell you what I think of bicycling,” Susan B. Anthony, a 19th-century American women’s rights activist, once said, “I think it has done more to emancipate women than anything else in the world.”

Kandel agrees. 

“Bicycles are women’s new feet,” she said.


This article is Part 2 of a series on cycling in Nepal. The next part will focus on cycling infrastructure, design, and transport policies. 

This series was produced under the Nepal Picture Library’s Kathmandu Valley Urban History Project Research Fellowship.

विश्व साइकल दिवस, नेपालमा साइकल चढ्न लाइसेन्स चाहिन्थ्यो


जुन ३, विश्व साइकल दिवस । संयुक्त राष्ट्र संघले सन् २०१८, जुन ३ बाट यसको सुरुआत गरेको थियो। सफा, स्वच्छ, वातावरणमैत्री, भरपर्दो, सरल, किफायती, स्वस्थ र चुस्त रहन मद्दत गर्ने सवारीको प्रवर्द्धन गर्ने उद्देश्यले विश्व साइकल दिवसको मनाउन थालिएको हो। 

नेपालमा पनि साइकल सम्बन्धी सरोकार प्रशस्तै फैलिएको छ। मुलतः कमजोर आय भएका वर्गको सवारी साधनका रुपमा लिइए पनि अहिले साइकल सौखिनको संख्या बढ्दै गएको छ । नेपालमा कुनै बेला साइकल चढ्नका लागि लाइसेन्स चाहिन्थ्यो, अहिले मोटरसाइकल चढ्न जस्तै ।

वि.संं २०२३ साल मंसिर १७ गते जिल्ला पञ्चायत कार्यालय, मोरङले जारी गरेको साइकलको लाइसेन्स ।
लाइसेन्स पाउनेको नाम थर वतनः कनैयालाल भगत, विराटनगर नगर पञ्चायत, मोरङ
साइकलको किसिमः चैम्पियन

नियमित शारीरिक गतिविधि जस्तै हिँड्ने, साइकल चलाउने र खेल्ने कार्यले मानिसको स्वास्थ्यमा धेरै फाइदा पुग्ने गर्छ । सबै उमेर समूहका लागि, शारीरिक रुपमा सक्रिय हुनु भनेको स्वास्थ्यमा फाइदासँगै सम्भावित हानिबाट जोगिनु पनि हो । केही नगरी बस्नुभन्दा सजिलो तरिकाको शारीरिक गतिविधि गर्नुले मानिसलाई स्वस्थ रहन धेरै मद्दत गर्छ । दिनभरि सक्रिय हुन सके मानिसको स्वास्थ्यमा नकारात्मक असर पर्न सक्ने सम्भावना ज्यादै कम हुन्छ । र, यस्तो व्यस्त जीवनमा शारीरिक रुपमा सक्रिय रहँदै स्वस्थ रहन साइक्लिङले निकै महत्वपूर्ण भूमिका निर्वाह गर्छ ।

साइकल कुदाउनुको फाइदा मानिसको शारीरिक तन्दुरुस्ती मात्र नभई वातावरणीय हिसाबले पनि उत्तम रहेको विभिन्न अध्ययनले समेत पुष्टि गरिसकेको छ । कुनै पनि राष्ट्रले साइकल कुदाउन मिल्ने गरी सडक निर्माण र साइकल कुदाउने मानिसमा लगानी गर्ने हो भने यसले राष्ट्रको बजेटसँगै नागरिकको जिवन पनि जोगिने अध्ययन, अनुसन्धानले देखाएको छ । यसले वातावरणको संरक्षण, गरिबी निवारणमा समेत सहयोग गर्ने सक्ने देखिन्छ ।

सहरमा जनसंख्याको वृद्धिसँगै उत्पन्न हुन सक्ने यातायातको समस्यामा पनि साइकल समाधानको उपाय हुन सक्छ । यसले वायु प्रदूषण उल्लेखनीय मात्रामा कम त गर्छ नै साथै सडक दुर्घटनामा पनि व्यापक सुधार गर्ने निश्चित छ ।

विश्व स्वास्थ्य संगठनको अनुसार पैदल यात्रु हिँड्ने र साइकल चलाउने पूर्वाधार स्वस्थ्य राष्ट्रको एक पहिचान र अनिवार्य आवश्यकता हो ।

सडक सञ्जालको राम्रो पहुँच नभएको र आर्थिक रुपमा विपन्न परिवार बसोबास गर्ने क्षेत्रका मानिसहरुलाई साइकल एक यातायातको साधनसमेत हो । यसका अलवा हिँड्ने र साइक्लिङ गर्नुले मानिसहरुमा हुन सक्ने हृदयघात, स्ट्रोक, क्यान्सर (विशेष किसिमका), मधुमेह र मृत्युको जोखिम कम गर्नसमेत महत्वपूर्ण भूमिका निर्वाह गर्दछ ।

सुधारिएको व्यवस्थित यातायातको साधनहरु सुविधाजनक भएपनि स्वास्थ्यको दृष्टिले खासै लाभदायक हुँदैनन् । यता, साइकलको विषयमा हेर्ने हो यसको खरिदमा कम लगानी हुनेसँगै यो सबैको लागि सहज, सजिलो र उपयोगी समेत छ ।

साइकल टिकाउ, विशिष्ट हुनुको साथै यसको बहुउपयोगी गुणलाई देखेर नै मानिले यसलाई दुई शताब्दीदेखि प्रयोग गरिरहेका छन् । यो सरल, किफायती, भरपर्दाे र वातावरण सुहाउँदो पनि छ ।

साइकल दीगो यातायातको साधन, वातावरणीय हिसाबले पनि उपयोगी र यसको प्रयोगले मानिसको स्वास्थ्यमा पनि सकारात्मक प्रभाव पर्ने भएको हुँदा ३ जुनलाई विश्व साइकल दिवसको रुपमा घोषणा गरिएको र मनाउन थालिएको हो ।

दिवसले संयुक्त राष्ट्र संघका सदस्य राष्ट्रहरुको विकासमा बढावा दिन, शिक्षालाई सुदृढीकरण, बालबालिका र युवाहरुका लागि स्वास्थ्य शिक्षा, रोगलाई रोकथाम, सहिष्णुता र पारस्परिक समझदारी र सम्मान र सामाजिक समावेशीकरणको सुविधाको लागि साइकलको प्रयोगलाई जोड दिन प्रोत्साहन गर्छ । यतिमात्र नभई संघले विश्व साइकल दिवसलाई शान्तिको संस्कृतिसमेत भन्ने गरेको छ ।

साइकल नै किन ?

– साइकल सजिलो, सस्तो, भरपर्दो र वातावरण सुहाउँदो यातायातको साधन हो ।
– साइकल विकासको साधनसमेत हो । यसले यातायातको अलावा शिक्षा, स्वास्थ्य सेवा र खेलकुद क्षेत्रको विकास र पहुँचमा समेत सहयोग पुर्याउँछ ।

– साइकल र प्रयोगकर्ताबीचको तालमेलले रचनात्मकता र सामाजिक संलग्नतालाई बढावा दिन्छ । साथै प्रयोगकर्तालाई स्थानीय वातावरण, समाजसँग तत्काल सम्पर्क गराउँछ ।

– साइकल दीगो यातायातको साधनसमेत हो । यसले दीगो खपत र उत्पादनलाई बढावा दिन सकारात्मक सन्देश दिन्छ । साथै यसको प्रयोगले जलवायुमा सकारात्मक प्रभाव पर्न जान्छ ।

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