<figure><img width="1419" height="630" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3df9c7e80680e09667ajpeg.jpg" alt=""/><figcaption>FISHING OUT: Armymen try to pull out the bus that fell into the Madi River in Tanahu in 2013. Photo: PAWAN PAUDEL</figcaption></figure>At 5AM on 12 December 2019, residents of Khadichaur of Sindhupalchok district woke up to a loud crash. A bus had careened off a hairpin bend and plunged 500m down the mountain, killing 17 and wounding 18 passengers.They were pilgrims on the way back from the Kalinchok shrine. A little over a year later, the tragedy has become part of the deadly statistics of <a href="https://www.nepalitimes.com/latest/how-covid-19-saves-lives-in-nepal/" target="_blank" rel="noopener noreferrer">Nepal’s highway accidents</a> in which an average of seven people die every day.“There was a pile of bodies, some with their limbs severed. I had never before seen such a horrendous sight,” recalls Mithu Mijar. “All we could do was help lift the bodies and place them in ambulances.”Tara Bahadur Karki is still traumatised by the sight, and cannot walk past the site without recalling that fateful day: “The entire slope was covered with bodies and there were more under the bus. After a while, we lost count, as we kept pulling them out of the wreckage.”https://www.youtube.com/watch?v=bqRS60ctCj4 <figure><img width="1500" height="844" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3e29c7e80680e09667bjpeg.jpg" alt=""><figcaption> </figcaption></figure>Most of the accidents are preventable, and the causes are mainly poor road condition and reckless driving. The <a href="https://www.nepalitimes.com/here-now/its-an-emergency-nepal-needs-to-improve-trauma-care/" target="_blank" rel="noopener noreferrer">pandemic of highway accidents</a> kills as many Nepalis every year as all the natural disasters combined. In fact they are so common that most Nepalis are desensitised by the numbers. From July 2014-July 2019, there were a total of 54,000 road accidents in Nepal resulting in 12,000 deaths of people mostly in the age group 15-40 years. This number <a href="https://www.nepalitimes.com/latest/how-covid-19-saves-lives-in-nepal/" target="_blank" rel="noopener noreferrer">went down sharply during the Covid-19 lockdown</a>. Highway fatalities declined by half to less than 700 in March-August 2020, compared to the same period the previous year. By the Dasain-Tihar festival in November 2020, with restrictions removed, the number of deaths on the roads again spiked to 242 after falling to 52 in May. <figure><img width="1263" height="752" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3e49c7e80680e09667cjpeg.jpg" alt=""><figcaption> </figcaption></figure>“In developing country like ours we have fewer accidents but more casualties because of our mass transport. But we often forget about those wounded, they are sentenced to a life of economic hardships and trauma beyond our imaginations,” says former Superintendent of Police Jagat Man Shrestha.On average, 40 people are injured on roads across the country each day.In 2019, there were nearly 13,000 highway and road accidents in which 2,736 people lost their lives and 10,731 were seriously injured. Those who survive often have a <a href="https://www.nepalitimes.com/here-now/injured-use-internet-to-reach-physiotherapists/?preview_nonce=aefd82ecbe" target="_blank" rel="noopener noreferrer">traumatic brain and spinal cord injuries</a>, requiring long-term or life-long rehabilitative care. <figure><img width="1636" height="942" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3e79c7e80680e09667djpeg.jpg" alt=""><figcaption> </figcaption></figure>Journalist Gajendra Budathoki was on his way home one rainy night when the blinding headlight of an oncoming bus from the wrong side at Bhadrakali turn caused his motorcyle to skid off the road. A spinal cord injury has paralysed him from the waist down. “I would never go faster than 50km/hour and my friends used to poke fun at me for being slower than a bicycle but now I’m forced to leave the rest of my life bound on a wheelchair,” he laments.According to the WHO Global Status on Road Safety 2018, only 8 in 100,000 people die of highway and road accidents in developed countries, but the number soars to 27.5 in low-income nations like Nepal.A Ministry of Physical Infrastructure and Transport study has found that 76% of <a href="https://www.nepalitimes.com/here-now/the-other-global-pandemic-road-fatalities/" target="_blank" rel="noopener noreferrer">highway accidents</a> are caused by drivers who do not follow traffic rules, or are speeding.“Tipper truck drivers get Rs1,000 per trip so they try to make as many roundtrips as possible. I have seen them make five per night, driving even as they doze off at the wheels. If they don’t kill people, who will?” asks the chief of Lalitpur Metropolitan Police Sitaram Hachhethu.Traffic police have now deployed speed guns to check speeding at the accident-prone Satdobato-Gwarko road. They penalise up to 100 commuters a day, many of them in motorcycles that are going at 90km/hour in the road with a speed limit of 50km/hour.  Road maintenance or lack thereof is another major cause of traffic accidents. Local governments need to wait for the budget to maintain road safety while the Department of Roads is unable to add crash barriers on highways.“Our roads are narrow, bad, and frankly not the kind we should have built,” accepts Arjun Thapa, head of the Department. “Priority on road construction without proper infrastructure planning is to blame.”Roads are synonymous with development in Nepal. Every election, politicians promise highways to boost their vote banks. There are <a href="https://archive.nepalitimes.com/article/nation/accident-prone-Mugling-Narayangadi-highway,3828" target="_blank" rel="noopener noreferrer">excavators clawing away at the mountains</a> all over the country. <figure><img width="1500" height="1000" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3ea9c7e80680e09667ejpeg.jpg" alt=""><figcaption> </figcaption></figure>Says road safety analyst Kamal Panday: “Well-constructed roads prevent accidents, but we have made ours ignoring technical and engineering aspects because new roads bring in votes, and maintenance doesn’t.”All automobiles are subjected to mechanical inspection tests every six months, those that fail are not allowed on the streets. But testing centres across the country are not functional as vehicles are certified based on manual (visual) inspection alone.The design of vehicles can also factor in crucial life and death situations. For example, tipper truck drivers have blind spots on the sides which prevent them from seeing motorcyclists. Moreover, the bumpers of these heavy load vehicles is 1.5m above the ground making them lethal in a collision. Many countries including China, Brazil and Japan have now added 360degree cameras for tipper drivers.“Our tippers are not fit for highway and city traffic, their only purpose is to carry raw material from mines to construction site,” says Namraj Ghimire of the Department of Transport Management. <figure><img width="1536" height="850" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3ed9c7e80680e09667fjpeg.jpg" alt=""><figcaption> </figcaption></figure>An important aspect when it comes to traumatic road traffic accidents is the transportation of the wounded to the hospitals without further aggravating their condition. “We have seen many cases of careless handling leading to unnecessary damage to the spine resulting into deaths,” says Raju Dhakal of the Spinal Injury Rehabilitation Centre in Sangha.The traffic police and the Department of Transport Management are responsible for implementing rules and regulations. The Department of Roads has to build safe infrastructure. But when asked, they all pass the blame to each other. Traffic police complain that they do not have enough human resources. The Department of Roads states that most roads in Nepal are now under the purview of local governments. The Transport Service Department simply does not bother about vehicular inspections. <figure><img width="1400" height="1050" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110121140/636ce3f09c7e80680e096680jpeg.jpg" alt=""><figcaption> </figcaption></figure>It is therefore up to the public to make their voice heard, and make government agencies feel more responsible, says activist Anandaraj Joshi, who used to be a truck driver in Western Nepal. “Civil society, media and investigators must continue to pursue this issue, start a discourse to wake up the uncaring state and together eradicate this calamity from its roots,” Joshi says.There is a consensus among experts that the implementation of road engineering suited to the geography of the place and mechanical knowledge among drivers is crucial to reducing road accidents. Similarly, traffic education goes a long way in preventing road fatalities and must start at homes and schools.Says former SP Jagat Man Shrestha: “Traffic enforcement gives us a quick result but it will be temporary. To prevent as many road accidents as possible, we must revamp our education system and upgrade engineering.”

Anita Bhetwal

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Nepal’s other pandemic: road fatalities

<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108101132/636a22ff9c7e80680e0417c1jpeg.jpg" alt="" width="1400" height="1050"/><figcaption>Photos: BIKRAM RAI</figcaption></figure><ul><li>At least seven people were killed when a bus heading to Narayangad from Beni lost control and fell 70m from the road down to the Kali Gandaki River in Kusma Municipality of Parbat district on Thursday.</li> <li>A bus plunge from a crumbling highway in Tulsipur last month killed 22 and maimed 15 -- most of them students and teachers from a technical school in Ghorahi on a field trip.</li> <li>A mini truck skidded off a dirt tract in Nuwakot and plunged several hundred meters in Dupcheshwar rural municipality on 14 December, killing 22 out of the 40 on board the lorry. The passengers were returning home to Sisipu after performing funeral rites for a fellow villager.</li> <li>In just one day that week, Devi Prasad Rai of Kerabari in Morang lost his life when a bus hit him near a fuel station. Dhan Prasad Giri, 63, and his 29-year-old son were killed by an Indian-registered truck. Nirmala Karki of Gauradaha of Jhapa was hit by a school bus and died.</li></ul><iframe id="datawrapper-chart-PxGlE" style="width: 0; min-width: 100% !important;" src="//datawrapper.dwcdn.net/PxGlE/1/" height="549" frameborder="0" scrolling="no"></iframe>In the past five months alone, 1,176 people have been killed across Nepal in what police call ‘road traffic accidents’ (RTA). This is an increase from last year, and with more vehicles driven by negligent drivers on poorly-built roads, fatalities have <a href="https://archive.nepalitimes.com/page/maps-showing-increase-in-road-accident-fatality-rates" target="_blank" rel="noopener">gone up sharply in the past decade</a>.The district-wise data of total fatalities from 16 July 2017 were collected by a Nepali Times team over two days this week, and shows that the majority of road traffic mishaps have occured in crowded urban areas in the Tarai and Kathmandu Valley. But even Dolpo has had three serious accidents, killing 20 since the first roads were built four years ago.In the last 10 years, 22,461 lost their lives in RTA, according to Nepal Police. While most were men, women made up 3,577 of the fatalities, and of the total, 2,440 were men and women below 18 years of age.Read also: <a href="https://archive.nepalitimes.com/article/nation/traffic-accidents-continue-to-increase-worryingly-in-Nepal,2799" target="_blank" rel="noopener">Road kill</a>, Surendra Phuyal<a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="https://archive.nepalitimes.com/article/nation/accident-prone-Mugling-Narayangadi-highway,3828" target="_blank" rel="noopener">Unblocking an artery</a>, Sanjeev SharmaPolice records blame 95% of accidents in Nepal on negligence of drivers. Mechanical failure, poor road condition, careless pedestrians and bad weather accounted for the rest. However, even though over-speeding, over-loading are major causes, the number of accidents caused by poor road maintenance, and the presence of animals and pedestrians on highways are probably under-reported.This means the blame ultimately goes to lax Police monitoring, and <a href="https://archive.nepalitimes.com/article/nation/traffic-accidents-continue-to-increase-worryingly-in-Nepal,2799" target="_blank" rel="noopener">government apathy</a> in completing road construction and maintaining minimum safety standards.The Department of Transport Management, the governing body responsible for safe and reliable transportation does not even seem to acknowledge that road safety is its responsibility, taking an ‘accidents happen’ attitude.<iframe id="datawrapper-chart-gIV87" style="width: 0; min-width: 100% !important;" src="//datawrapper.dwcdn.net/gIV87/1/" height="400" frameborder="0" scrolling="no"></iframe><iframe id="datawrapper-chart-espux" style="width: 0; min-width: 100% !important;" src="//datawrapper.dwcdn.net/espux/6/" height="400" frameborder="0" scrolling="no"></iframe><iframe id="datawrapper-chart-ED7Lj" style="width: 0; min-width: 100% !important;" src="//datawrapper.dwcdn.net/ED7Lj/2/" height="393" frameborder="0" scrolling="no"></iframe>There is no effort to enforcing and implementing existing laws to ensure safety, and none of the officials interviewed for this article appeared to recognise that the rising number of road traffic accidents was a national emergency that needed a strategy for mitigation.Article 257 of the Vehicle and Transport Management Act 1993 authorised the Department of Transport Management to appoint transport supervisors to fine or seize driving license of individuals violating traffic rules.Read also:<a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="http://archive.nepalitimes.com/article/nation/cartel-carnage-highway,3243" target="_blank" rel="noopener">Highways of death</a>, Santa Gaha Magar<a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="https://archive.nepalitimes.com/page/maps-showing-increase-in-road-accident-fatality-rates" target="_blank" rel="noopener">6 years of road traffic accidents</a>, Sunir PandeyBut 26 years on, not a single transport supervisor has been appointed. Article 67 of the Act also clearly states that the co-drivers also need to obtain licenses from the Department, but none has been issued so far, admits Tirtha Khanal, head of the Vehicle Monitoring and Provincial Coordination Division.“We are a small five-person office. It is impossible for us to monitor such a huge number of vehicles in Nepal,” said Khanal. There are more than 3.2 million motorcycles, cars and trucks registered across Nepal and the figure is growing exponentially.<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108101136/636a23029c7e80680e0417c2jpeg.jpg" alt="" width="1400" height="1050"><figcaption> </figcaption></figure>The Act further states that all vehciles must have passed pollution tests and possess a vehicle inspection report, and drivers are required to take a half-an-hour of break after four hours on the road. Passenger vehicles are also restricted from carrying more people than the total number of seats, and long-distance vehicles should have two drivers with change in shift after 6 hours.In March 2018, the government amended the Vehicle and Transport Management Rules and banned buses older than 20 years. But eight months later, these polluting old vehicles are still on the roads.Read also: <a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="http://archive.nepalitimes.com/article/nation/lack-of-trauma-centres-along-nepal%C3%A2%E2%82%AC%E2%84%A2s-highways-worsened-fatality-rate,1383" target="_blank" rel="noopener">Highways of death</a>, Sunir Pandey<a style="background-color: #ffffff; font-size: 15px; letter-spacing: 0.01em;" href="http://archive.nepalitimes.com/article/nation/Nation-road-kill,621" target="_blank" rel="noopener">Road kill</a>, Duncan MaruThe Department of Transport Management spent Rs60 million to build the Vehicle Fitness Test Centre in Teku in April 2017. Built to originally conduct a complete health check-up of vehicles including emissions, and condition of brakes, chassis, headlights, spring balance and wheel load, most of the testing equipment do not work and the tests cannot be carried out.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221108101136/636a23059c7e80680e0417c3jpeg.jpg" alt="" width="1200" height="800">“At the moment we are only able to do emission tests, and fasten loose bolts, most of the equipment do not work and we don’t have plans to repair it anytime soon either,” says Chief Engineer Ramchandra Paudel bluntly, as if it is no one’s responsibility. There are no vehcole test stations outside Kathmandu Valley.The only good news is that the number of drink driving cases and fatalities caused by them have gone down significantly in Kathmandu Valley. Called ‘MaPaSe’ by its Nepali acronym, the Police’s campaign against driving under the influence of alcohol has saved thousands of lives since 2012.  Between July 2017- June 2018 there were 32,234 men and 58 women drivers who failed breath analyser tests.On a daily basis, 1,500 traffic police officers work to manage the traffic in Kathmandu Valley and in the last five months they penalised 185,436 individuals for violating traffic rules -- 1,236 per day. Similarly, 472,407 vehicle drivers and owners were fined in the last fiscal year.A whopping 3 million people have been penalised for violating various traffic rules in the last 5 years and this has resulted in the government earning more than Rs1.238 billion.

Nepal’s deadly roads take their toll

It is only April, and Himalayan expeditions are already making rotations to acclimatise on Annapurna and Dhaulagiri, and will soon be making summit pushes.&nbsp; On Mt Everest, Icefall Doctors are fixing ropes and ladders into the Western Cwm as international climbers arrive at Base Camp. Spring 2026 is going to be the busiest and most crowded so far in the Nepal Himalaya. The main reason is that China has closed expeditions from the north side for eight-thousanders Everest and Cho Oyu, and also Xixapangma.&nbsp; The closure is informal, from what one can make out. The Chinese have not put out any official statement, but there are no permits either. The reason seemingly was the ‘Rising Dragon’ firework display last September by pyrotechnic artist Cai Guo-Qiang near Xigatse.&nbsp; Working with outdoor wear company Arc’teryx, Guo-Qiang set off an impressive sequence of orange and white fireworks that wound up a mountain. The spectacular display was criticised for damaging the fragile ecology of the Tibetan Plateau. But this cannot be the only reason the north side is closed. Experienced Everest blogger Alan Arnette anticipates that about 125 climbers will shift to the Nepal side of the mountains, and expects there to be up to 900 summits this spring — up from the highest spring number so far of 876 climbers on top in 2019.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260404050428_8c31812bf38f699c4faa74f25814a6ddaee397f71a629e549023f29250f05082.jpg" data-media-id="editor_0" data-image-id="20260404050428_8c31812bf38f699c4faa74f25814a6ddaee397f71a629e549023f29250f05082" data-rendition-name="original" width="1500" height="1000" loading="lazy" alt="mountaineering"> <figcaption>Photo: KARMA TENZING</figcaption> </figure>  The early Base Camp arrivals are having problems with their first rotations because of heavy snow this season. Unlike previous springs, this year has seen back-to-back blizzards at high altitudes since February. The increased snow load on the slopes have increased avalanche danger right across the mountains.&nbsp; There has been an increase in numbers on Everest despite the West Asia war, flight disruptions, LPG shortage and new regulations. The permit fee has gone up for the first time since 2015 from $11,000 to $15,000 this year.&nbsp; The Tourism Bill passed by Nepal’s Upper House last year would have required climbers to have first summitted a 7,000m peak in Nepal before attempting Everest. However, the Department of Tourism has confirmed that there are no new experience requirements this season. Some want this rule changed to include 7,000m peaks anywhere in the world. That could be one reason people are rushing to climb Everest before the Nepal government changes its mind and enforces the new regulations on prior experience on Everest. “It’s probably going to encourage a lot of people that simply are not ready to go,” reckons Alan Arnette. “Once again, we may see a lot of inexperienced people on the mountain trying to get in before the rule comes into place, if it does.”&nbsp; Arnette has always been sceptical of Everest regulations, and points out many instances where rules have been announced but not implemented over the ten years that he has been tracking them. For example, a helicopter ban to Everest Base Camp was announced last year, but rescinded. A rule requiring climbers to bring down waste was never seriously enforced. Since there is so much money involved for the government and for the operators, any any rule that would reduce revenue is never fully implemented. This year there is another ‘High-Altitude Trash Quota’ rule requiring climbers and guides operating above Camp 2 to collect and bring down at least 2kg of waste from the higher camps.&nbsp; The Nepal government has tried to diversify peaks on offer by reducing the royalty on climbs, but the draw of Everest, Annapurna and other eight-thousanders seems to be too great. Even when the permit fees for some remote peaks like Kangri Shar, Himlung and Api, were reduced to $400, there are few takers.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260402120436_a90cd44858e97086f773aa1fbd592b3434bb07d89cd4a1843b2ca32a84e7c72d.jpg" data-media-id="editor_1" data-image-id="20260402120436_a90cd44858e97086f773aa1fbd592b3434bb07d89cd4a1843b2ca32a84e7c72d" data-rendition-name="original" width="1500" height="1125" loading="lazy" alt="Photo Damien Francois"> <figcaption>Photo: DAMIEN FRANCOIS</figcaption> </figure>  TIME LAPSE Clients and expedition operators have been trying to shorten the time needed to complete an Everest expedition from the city of origin to the top and back. Since Nepal has no rules about spending a certain number of days in acclimatisation, this has allowed some expedition organisers to use new technology.&nbsp; Austrian operator Lukas Furtenbach last May led a group of four British ex-military clients to the summit within a week of leaving London. This climb was scrutinised because the group had practiced breathing xenon gas, a substance that increases the count of red blood cells and is banned in competitive sports. The climbers had also trained for months at home in hypoxic tents, and used supplemental oxygen during the actual climb.&nbsp; The success of that expedition prompted an investigation by Nepal’s Ministry of Culture, Tourism, and Civil Aviation, but there was nothing it could do because the team had taken the xenon in Germany two weeks before their trip. But even if they had administered the gas in Nepal, it would technically not be illegal. Furtenbach is firmly in favour of speed, and of using the gas. “The only reason why we are working with xenon is to make climbing safer, to protect climbers from high altitude sickness,” he says, arguing that the less time climbers spend on the mountains, the less their exposure is to disasters, sickness, and they also generate less trash.&nbsp; His firm, Furtenbach Adventure, offers a three-week Everest South Flash expedition, at a cost of €100,000, using custom oxygen systems. Other expeditions take up to two months.&nbsp; A young American duo of Ryan Mitchell and Justin Sockett got to Everest Base Camp five days ago. They are preparing for an oxygen-free summit attempt.&nbsp; ‘ Being around these mountains for one day has already brought me so much joy. Every time I come back to the Khumbu I feel more familiar and connected,’ posted Mitchell. He and Sockett have since summitted Lobuche East (6,119m) as they continue to acclimatise and wait for the Khumbu Icefall route to be fixed.&nbsp; There are other sans-O2 trips planned this climbing season in Nepal. Norwegian Kristin Harila, the fastest in the world to climb all 14 8,000ers (in 92 days), is attempting the Nuptse, Lhotse, and Everest three-peak climb without supplemental oxygen. American Tyler Andrews and Ecuadorian Karl Egloff are continuing their race to break records in Everest. While Andrews is attempting the Fastest Known Time from Base Camp to the top without oxygen, Egloff is taking it a step further and going for a round trip: from Base Camp to the summit and back in record time.&nbsp; Both Egloff and Andrews had attempted these climbs in 2025 spring, but abandoned around 7,000m due to bad weather.&nbsp; Kami Rita Sherpa wants to extend his all-time record of total Everest summits to 32, while Kenton Cool from England is chasing 20, a non-Nepali record.&nbsp; The first summits of the season will be in late April, or early May depending on weather. Besides Everest, there are a lot of interesting climbs on lesser known peaks.&nbsp; The Japanese trio of Masayuki Takenaka, Tatsuro Sugimoto, and Ryota Nomura, for example, are attempting the unclimbed Jarkya Himal (6,473m) near Manaslu. &nbsp;&nbsp; <h2>Fake rescues</h2>  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260402120436_600c0176e24327fd3dfcfd634e4b871f3e5314aa00eb4885ad137ac6f9c4a3b6.jpg" data-media-id="editor_2" data-image-id="20260402120436_600c0176e24327fd3dfcfd634e4b871f3e5314aa00eb4885ad137ac6f9c4a3b6" data-rendition-name="original" width="800" height="519" loading="lazy" alt="Fake rescues"> </figure>  This year’s spring climbing season has coincided with Nepal’s new government taking action against alleged perpetrators in fake rescues and insurance fraud. The Central Investigation Bureau (CIB) has already arrested more than a dozen trekking agency executives, hospital managers and helicopter company executives for medevac insurance fraud. Climbers are known to fabricate medical emergencies, get flown down from as high as Camp II on Everest, and then submit false insurance claims.&nbsp; Sometimes one flight is made to look like many using fake invoices. Trekking companies are also involved in fake rescues of hikers who just get tired of walking.&nbsp; Too many fake claims could lead to insurer’s losing confidence in the industry, and increased premiums, leading to delayed responses in real accidents.&nbsp; As a result of the scandal, there is now more scrutiny from the government about rescues. Already, helicopter operators have to wait for permission before carrying out rescues while their application is vetted.&nbsp; The worry is that this could cause unnecessary delays when time is of the essence in mountain rescue. Already, medevacs are delayed because of the bureaucracy needing permits to fly to sensitive regions bordering China. Last year, a climber died on Himlung because helicopter rescue took too long while operators ran from door to door in Kathmandu to obtain necessary permits. <h2>Mingma David Sherpa, MP</h2>  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260402120432_05c1600440327f4ae4bcae641b634714951f45702080a88d4e2628587190aa25.jpg" data-media-id="editor_3" data-image-id="20260402120432_05c1600440327f4ae4bcae641b634714951f45702080a88d4e2628587190aa25" data-rendition-name="original" width="960" height="958" loading="lazy" alt="Mingma David Sherpa"> </figure>  Meet Mingma David Sherpa, Nepal’s first mountaineer to be nominated to Parliament. Sherpa is a self-made professional climber from Rolwaling, who rose up from an expedition porter to a record-breaking mountaineer and expedition organiser. As an insider, he is now in a position to streamline laws related to Nepal’s trekking and mountaineering sector. He is co-owner of EliteExped with Nims Purja, and in 2021 the two were part of a team of Nepali climbers to be the first to make it to the top of K2 in winter, the second highest mountain in the world in Pakistan.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260402120432_c4ec586e7a27b09a72e61925a3897d843f864563d9e82a3fd3e25293e22cbe54.png" data-media-id="editor_4" data-image-id="20260402120432_c4ec586e7a27b09a72e61925a3897d843f864563d9e82a3fd3e25293e22cbe54" data-rendition-name="original" width="2082" height="1396" loading="lazy" alt="Mingama David Sherpa"> </figure>  Mingma David was also on Purja’s Project Possible to climb all the 14 eight-thousanders in six months, shattering the previous record of seven years. He was featured in Purja’s documentary 14 Peaks: Nothing is Impossible.&nbsp; At age 30 he became the youngest climber to reach the top of all 14 eight-thousanders for which he was awarded the Piolet d’Or. Mingma David has taken part in dozens of successful rescues of fellow climber, including the highest ever long-line rescue on Dhaulagiri and saving the life of fellow-climber from 8,600m on Everest. <h2>April Fool</h2>  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260402120432_775afff27d4a2889a60730aa25bbc5f8eb8ea343528c8c031a6febbfd74814c4.jpg" data-media-id="editor_5" data-image-id="20260402120432_775afff27d4a2889a60730aa25bbc5f8eb8ea343528c8c031a6febbfd74814c4" data-rendition-name="original" width="1365" height="1820" loading="lazy" alt="Furtenback Adventures"> </figure>  The Austrian expedition outfitting company Furtenbach Adventures spoofed the anticipated crowds on an April First post on social media this week, showing ‘a fully galvanized, weather-resistant steel staircase, complete with a sturdy handrail’ to make the Hillary Step bottleneck on Mt Everest less dangerous.

Nepal Himalaya Spring 2026

Samsung Nepal has opened pre-orders for the Galaxy A57 5G and A37 5G. Both phones run Samsung’s One UI 8.5, featuring AI capabilities like voice transcription, Circle to Search, and photo editing. They feature a 50MP triple-camera system, a Super AMOLED display, and six years of OS and security updates.

Galaxy A series

The war in West Asia has exposed the fragility of the economic architecture Nepal has built on over two generations. If the conflict continues, growth across developing Asia will slow and prices will rise. For Nepal, this will be felt through higher living costs, weaker economic activity, and growing uncertainty for the millions of families who depend on remittances.&nbsp; Nepal now needs to structurally transform from exporting labour to investing in domestic job creation. &nbsp; The country's current path toward a knowledge economy has a blind spot. A <a href="https://iids.org.np/wp-content/uploads/2025/02/unleashing.pdf" target="_blank">report</a> by the Institute for Integrated Development Studies (IIDS) in Kathmandu shows that IT export companies alone generated 7,228 jobs and income for 66,509 freelancers.&nbsp; We are building digital labour export, not an economy that accumulates institutional knowledge. The Nepali Upwork developer and a migrant construction worker in the Gulf are engaged in the same economic activity, but with different tools. Nepal’s reliance on a <a href="https://data.worldbank.org/indicator/BX.TRF.PWKR.DT.GD.ZS?locations=NP" target="_blank">remittance-driven economy,</a> means the country has failed to create enough <a href="https://www.worldbank.org/en/country/nepal/publication/unlocking-nepal-s-growth-potential" target="_blank">quality jobs</a> at home. For millions of young people, leaving the country is not a choice but a necessity to survive and support families back home. <a href="https://www.worldbank.org/en/country/nepal/publication/unlocking-nepal-s-growth-potential" target="_blank">Remittances</a> have no doubt helped reduce poverty. Thirty years ago, 55% of Nepal’s population lived on less than $2.15 a day, now it is 20% after the absolute poverty line was revised upwards. This progress has come at a cost — &nbsp;an economy that depends more on exporting workers than creating opportunities at home. This development reflects a deeper political failure to create meaningful jobs within the country. Since the democratic transition in 1991, Nepal’s leadership has largely recycled the same faces, with limited progress on job creation or industrial growth.&nbsp; Nepal cannot build a <a href="https://nipore.org/accelerating-nepals-startups/" target="_blank">knowledge economy</a> while its most ambitious people are outbound to Doha and Tokyo. We are also not just losing ‘labour’. We are losing the entrepreneurial risk tolerance of our youth.&nbsp; If the most ambitious 25-year-olds are abroad, who is left to support innovation and entrepreneurship? The same people who are working tirelessly abroad, are our biggest asset for development. Their work ethic and the know-how inurban renewal could well fit into the new RSP government’s mandate of 7% annual growth.&nbsp; The <a href="https://english.biznessnews.com/posts/-nepal%E2%80%99s-it-exports-cross-1-billion-" target="_blank">$1B milestone</a> of IT exports is a celebratory moment for Nepal. However, that cannot lead to a pathway to a $100 billion economy without innovation ecosystems that go beyond individual labour export. Companies like SecurityPal and industry associations such as NASIT have made significant efforts in building such an environment, recently championed by private sector leaders as a &nbsp;<a href="https://www.securitypalhq.com/blog/silicon-peaks" target="_blank">Silicon Peaks</a> model that emphasises a home growth tech cluster. The need to accelerate this transition is even more urgent with the escalating conflict in West Asia. &nbsp;The recent International Labour Organisation (ILO) <a href="https://www.ilo.org/sites/default/files/2026-03/Nepal%20LDC%20Graduation%20Employment%20Impacts%20Report.pdf" target="_blank">report</a> shows that LDC graduation is expected to adversely impact manufacturing with losses of $1 billion by 2030.&nbsp; If manufacturing takes such a large hit from losing trade preferences, then Nepal’s services and IT sectors need to structurally transform and shift from exporting individual talent to building firms. &nbsp; A generation’s frustration has finally forced a shift in Nepal’s political structure, handing the new government a clear mandate to fix failures. But the question still persists: what prevents Nepal from achieving sustained, productivity-driven growth? &nbsp;&nbsp; RSP is in the right place at the right time to put Nepal's economy on a firm footing. At the heart of Nepal’s economic underperformance lies a major development binding constraint: low returns to investment on projects.&nbsp; The government invests like a high-growth economy, with gross capital formation at around <a href="https://data.worldbank.org/indicator/NE.GDI.FTOT.ZS?locations=NP" target="_blank">25–30 percent of GDP</a>. Yet economic growth remains modest. The problem is not how much the country invests, but how little it gets in return. One way to see this is by looking at how much investment is required to generate growth.&nbsp; Nepal needs large amounts of capital to produce relatively small gains in output (graph, below). For instance, in 2024, the ICOR was 8.29, this suggests that Nepal had to invest more than 8 units of capital to produce a one unit of additional economic output.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260406040412_605dc527641d2ff2dc5723ed8bbec946898331d5538a55b9941e32a0725bf811.jpg" data-media-id="editor_9" data-image-id="20260406040412_605dc527641d2ff2dc5723ed8bbec946898331d5538a55b9941e32a0725bf811" data-rendition-name="original" width="1827" height="925" loading="lazy" alt="Economy graph"> <figcaption>Source: Author's calculation based on a Growth Diagnostic simulation</figcaption> </figure>  This reflects a deeper issue in how investment is allocated and executed. Capital is often locked in low-productivity sectors or diluted by delays, inefficiencies, and policy uncertainty.&nbsp; As a result, even high levels of investment fail to translate into sustained growth. Until investment shifts toward productive, firm-building activities, higher spending alone will not deliver results. &nbsp; To reverse this, the government must focus on raising the returns to investment by enabling firms to grow and compete. This requires a shift from managing scarcity to creating an environment where capital can generate consistent and predictable returns. A central priority should be given to attracting and retaining both domestic and foreign private investment. Investors do not just respond to direct incentives, but also to policy stability in the country. Nepal’s economy cannot sustain high growth if its human capital continues to leave the country.&nbsp; The goal should not simply be to create jobs, but to build companies that scale, innovate, and compete beyond Nepal. This requires supporting sectors with strong productivity potential and ensuring that firms can expand without being constrained by infrastructure gaps or regulatory friction. Finally, the state must improve the quality of its own investment. Public spending should focus on lowering the cost of doing business through reliable electricity, efficient logistics, and digital infrastructure.&nbsp; The GenZ movement took two days to bring change. The economic transformation of Nepal might take a generation. The RSP can accelerate this transition, but only if it focuses on building a better investment climate for business and not just feeding the global labour pool. Kailash Raj Pandey is an MPA/ID and MBA candidate at Harvard Kennedy School and MIT Sloan School of Management and a fellow at MIT Kuo Sharper Center for Innovation and Prosperity.&nbsp; Siddhartha Raymajhí is a policy researcher based in Kathmandu.

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Nepal Himalaya Spring 2026

Galaxy A series

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