Last month was a tragic reminder of just how unsafe travel in Nepal is, leading some experts to question if there is a mismatch between modern technology and a fatalistic culture. Dor Bahadur Bista tried to get to the bottom of this conundrum in 1991 in his seminal book, Fatalism and Development. It was an early attempt to see how an ‘everything goes’ attitude hindered <a href="https://nepalitimes.com/news/nepals-demographic-window-is-closing">Nepal's socio-economic progress</a>.&nbsp; Since then, others have struggled to explain why Nepalis do not adhere to mandatory safety standards in technologies ranging from electricity to gas cylinders, and in road and aviation safety.&nbsp; It has been 30 years since author Kedar Sharma published his book आधुनिकतासँग सावधान (Beware of Modernity) in which he warned that Nepalis had not kept pace with advanced technology. “It gives me no pleasure to say that, tragically, this is still the case,” says Sharma, referring to the loss of life in recurring highway and aviation disasters.&nbsp; “We are careless about following rules in all spheres of life,” adds Sharma. “And this is made worse by our faith in fate which lends to our tendency to be reckless. Roads were supposed to be synonymous with development, but are <a href="https://nepalitimes.com/here-now/nepal-s-deadly-roads-take-their-toll">now synonymous with death</a>. The quality of roads plays a big role in accidents, but we are culturally, administratively and legally negligent about safety.” Read also: <a href="https://nepalitimes.com/banner/underpasses-to-reduce-roadkill-in-nepal?fbclid=IwAR0KntTDqdjk2YwmtQyTSkgh8wjtidPqx4LUNukUpYyT9-9SNO1fXzOA5ns">Underpasses to reduce roadkill in Nepal</a>, Tufan Neupane There has been much debate about regulatory failure in aviation that underlies frequent air crashes, and this was brought to the fore in <a href="https://nepalitimes.com/news/unsafe-skies">last week’s Saurya Airlines crash</a> at Kathmandu airport in which 18 people lost their lives. That crash got much more attention than the disaster on the Mugling highway in which two buses were swept into the Trisuli River by a mudslide, killing 59. An investigation showed the flood was caused by debris from a poorly engineered road up the mountain that was washed down by a torrential downpour at night. Read also: <a href="https://nepalitimes.com/opinion/managing-the-monsoon">Managing the monsoon</a>, Ngamindra Dahal It is easy to blame accidents on Nepal’s terrain and weather, but there are deeper socio-cultural underpinnings that magnify these dangers. And the buck stops at the gate of government. There are other soft states like Nepal that also have harsh conditions, but do not suffer such frequent disasters.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20240802050832_60c87a1a569467f65bab8cfe0f05766af368fc3cd5bbb3a934eb054e2abc3283.jpg" data-media-id="editor_5" data-image-id="20240802050832_60c87a1a569467f65bab8cfe0f05766af368fc3cd5bbb3a934eb054e2abc3283" data-rendition-name="original" width="1500" height="1000" loading="lazy" alt="fatalism and fatalities NT"> <figcaption>Illustration: SUBASH RAI</figcaption> </figure>  The interface between technology and safety is not properly understood by most Nepalis: electric shocks and cooking gas disasters kill hundreds every year. There were 2,267 reported electrical accidents in the past five years, 60% of them fatal.&nbsp; More than 2,000 people died on <a href="https://nepalitimes.com/here-now/highway-accidents-are-no-accident-in-nepal">Nepal’s roads and highways</a> in the past year, many times more than all natural disasters combined. “Accidents aren’t just accidents, they are linked to the governance of the country and reflect political failure,” says Vijay Lama, an A330 captain with Nepal Airlines. “We need serious, open and prolonged discussion between regulatory bodies, <a href="https://nepalitimes.com/here-now/100-101-102-hh5uvzf9">service providers</a>, airline operators and pilots that look deep into the crux of the problem to come up with solutions.”&nbsp; Lama has been flying for nearly 40 years, logging 30,000 hours on various aircraft from Twin Otters and Boeing 757s to Airbuses.&nbsp; He says, “If flying is unsafe, I would be the first one to say so, but it is still the safest and most efficient mode of travel. Air crashes just get more media attention but after the news fades, we go back to doing what we did before.” The international community has taken note, mainly because their nationals are often involved. The European Commission (EC) has put all Nepal-based airlines on its <a href="https://transport.ec.europa.eu/document/download/3195fabb-7575-4db9-85b9-ec5a77b481aa_en?filename=air-safety-list-2024-05-30_en.pdf">Air Safety List</a>, and the Saurya crash will surely hurt the chance of being taken off the list.&nbsp; One of the measures the EC has pushed is to separate the regulatory and operational functions of the Civil Aviation Authority of Nepal (CAAN). Successive governments have not shown the political will to do so, and some doubt bifurcating CAAN will help since political interference will persist.&nbsp; Indeed, after every crash, CAAN sets up an investigation committee that issues recommendations. There is strict compliance, but only for a while. &nbsp; <a href="https://nepalitimes.com/editorial/keeps-happening">Read also: Keeps happening&nbsp;</a> Blame for <a href="https://nepalitimes.com/banner/60-years-of-living-dangerously">making travel dangerous</a> ultimately has to do with a political culture that has failed to prioritise safety even when the country’s international image is tarnished, affecting the tourism industry. &nbsp; “We should look at each crash as a <a href="https://nepalitimes.com/latest/why-missing-planes-are-so-difficult-to-find-in-nepal">systemic failure</a>,” explains Ajaya Dixit, whose physician father perished in a Pilatus PC-6 crash in 1962 sent to investigate a previous crash in Dhorpatan of a DC-3 flying to New Delhi from Kathmandu. Nepal’s ambassador to India and two high ranking US officials were among the 10 victims. &nbsp;&nbsp; He adds: “Modern technologies are all imported, they didn’t evolve in our society. We lack a larger technological ethos in their operation, management, maintenance. Our commitment to technological discipline is low, cutting corners is accepted.”&nbsp; Indeed, travel safety cannot be an island of efficiency when the entire <a href="https://nepalitimes.com/news/democracy-s-sidekicks">political machinery of the country</a> is dysfunctional. And like other sectors, there is a culture of impunity here too. Human rights campaigner Sushil Pyakurel sums it up: “No one is suspended after crashes. The bus accident is no one’s responsibility because a landslide caused it. Unless those responsible are held to account, accidents will keep happening, people will continue to die.” &nbsp;

Sonia Awale

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Fatalism and 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

Climber, expedition leader and later a supplier of bottled oxygen to Himalayan mountaineers, Henry Barclay Todd died on 3 November 2025 in his favourite place on earth, Kathmandu.&nbsp;
Todd was larger than life, a metaphor often used, yet it could not be more fitting. Standing nearly 2m tall, and possessing an unshakeable will, he lived life on a grand scale, both in body and spirit.&nbsp;
Todd was a pillar in the Himalayan climbing community, supporting many mountaineers across Nepal and Pakistan, making it possible for them to fulfil the dream of standing on the world’s highest peaks. He believed deeply in the strength, skill, and potential of the Sherpa people, and offered them opportunities that might otherwise have remained out of reach.&nbsp;
“Thank you, Henry. Your trust changed my life. Rest in peace, my leader, my teacher, my friend,” said Dorjee Gyelzen Sherpa in his tribute.
Born in 1945 to Royal Air Force officer Henry Todd and May Todd of the Women’s Royal Air Force, Henry spent his early years in Singapore. He led a lively childhood with his two brothers, far removed from the mountains that would later define his path.&nbsp;
A gifted swimmer like his father, Henry never pursued the sport professionally. Instead, after returning to Dundee as a teenager and attending seven different schools, he set off for London, where he began working for an insurance company before finding his true calling in adventure.
Henry Todd first came to Nepal in the mid-1980s and made his first attempt on Ama Dablam in 1987, an expedition that marked the beginning of an extraordinary and colourful climbing career. <a href="https://www.himalayandatabase.com/" target="_blank">The Himalayan Database</a> lists 61 expeditions that he led in Nepal alone — there were more in the Karakoram, Argentina and the Alps.&nbsp;
But Todd would joyfully say that a few hard Scottish ascents held a more personal meaning to him than even the greatest Himalayan summits.
Over the decades, he crossed paths with many legendary climbers like Anatoli Boukreev, Jerzy Kukuczka, Doug Scott and Chris Bonington as well as celebrities including members of Pink Floyd and Nobel Prize laureates whom he befriended.&nbsp;
He had a gift to never name-drop, but would simply mention that he had had lunch with Minnie Driver (niece of his long-time friend Andra) or that he had bought his first car from Donald Sutherland. For Todd, these were not bragging rights, they were simply part of the colourful tapestry of his life.
Todd’s life was filled with extraordinary experiences from surviving plane crashes, avalanches and earthquakes to quietly solving countless problems, which was one of his favourite past-times. His hands, famously large and steady, were always ready to help whether in the chaos of the mountains or the calm of a base camp.&nbsp;
With his sharp sense of humour and the beloved exclamation “Whoopie!”,he could bring lightness even to the toughest moments. He never tired of taking on challenges or helping when someone was in need, and he enriched so many people’s lives with his endless stories.
His legacy is immense. He helped build the human backbone of Himalayan climbing, enabling generations of climbers to test themselves in the world’s highest places. With his passing, an era of bold, spirited Himalayan guiding has come to a close.
Todd survived by a loving family, many close friends and a global community of climbers and Sherpas who will never forget him and his endless tales.&nbsp;
His family said in a statement: ‘Henry’s strength, warmth and unyielding belief in others will live on far above the clouds. He was indestructible in our eyes and in our hearts, he always will be.’
There will be a memorial service at Pashupati Temple in Kathmandu on 8 November 2025 around lunchtime.

Henry Barclay Todd, 80

The autumn mountaineering season is not over yet, and already there have been 12 fatalities on Himalayan peaks in Nepal.
Of the 1,450 climbing permits issued, 436 were for Mt Ama Dablam (6,812m), 374 for Mt Manaslu (8,163m) and 186 for Himlung Himal (7,126m). There were deaths on all three mountains.
The death of two French climbers on Ama Dablam happened before unseasonal blizzards hit the mountains. But Cyclone Montha from the Bay of Bengal brought on high winds and up to 1m of snow in the peak trekking and mountaineering season.
This increased avalanche conditions, and made helicopter evacuation of stranded and injured climbers difficult. Lower down the mountains, more than 1,000 trekkers from Nepal and around the world were stuck in the Annapurnas, Manaslu circuit and the Khumbu.
However, there have also been allegations that it was not just the weather that delayed rescues. Multiple levels of bureaucracy and the need for flight permits to restricted areas like Manang and Manaslu critically delayed evacuation flights.
Italian climbers Farronato Stefano and Caputo Alessandro were found dead in their tent at Panbari Himal Camp I (6,887m) in the Manaslu area. They had been trapped by heavy snowfall since 28 October, and their bodies were found on 4 November by a team from the expedition organisers, Sherpa Alpine Trekking Service. The team was made up of high level mountain guides and expedition leader Valter Perlino.
The team had been climbing to Camp 3 but decided to descend to base camp because of thrombosis in Perlino’s left foot. The two climbers who would eventually get trapped decided to break at Camp I, a decision that would prove fatal after the projected six-day snowfall arrived two days early.
“They were sleeping in a tent and were buried under 2.5 metres of compacted snow. It happened during the night between Thursday and Friday. While they were sleeping, absurd,” said Perlino.
A deadly incident took place the morning of 3 November, when five foreigners and two Nepalis died in an avalanche on Yalung Ri at 5,630m in the Rolwaling. They were part of a larger group of 15 that were acclimatising for an attempt on the nearby Dolma Khang (6,332m).
Local authorities in Gauri Shankar Conservation Area say calls were immediately made to helicopter companies as well as various ministries in Kathmandu that have to issue permits to fly to the region bordering China.
But the permits for rescue flights to Rolwaling Valley were delayed by eight hours. Rescue flights in these areas require permission from the Ministry of Tourism, the Ministry of Defence, the Home Ministry, and the Civil Aviation Authority of Nepal (CAAN).
Experts say this should be exempted in times of emergency when time is of the essence. CAAN spokesperson Pratap Babu Tiwari claimed to not know of the avalanche on Yalung Ri and deflected questions to the permission department.&nbsp;
There was a similar tragedy on Himlung Himal in Manang as well. Australian Chin-Tark Chan, 49, was climbing with 8K Expeditions and fell ill on 27 October at about 6,800m, developing snow blindness and loss of mobility. The guides immediately called the US insurance company Global Rescue for authorisation of a longline rescue.
Global Rescue refused, saying a rescue at that height would violate Nepal’s aviation rules and put the pilot at unacceptable risk. They asked the guides to transport Chan to Camp 3 at 6,400m to a permitted altitude. Seeing it was a life-or-death situation for its client, 8K called in an aerial rescue anyway, but the helicopter could not land due to bad weather. Chan died slightly below Camp 3 on 29 October.
Global Rescue said in a statement that it was ready to send in a helicopter after Chan had been transported to Camp 3, but several hours were lost for that attempt, and the weather did not get better in the next few days.
To underscore just how dangerous helicopter rescues in the Himalaya can be in bad weather, a chopper from Altitude Air skidded off the helipad at Lobuche below Mt Everest while trying to rescue trekkers in whiteout conditions.&nbsp;
CAAN announced a ban on flights during blizzards or dense fog. While rescue missions are often heroic and courageous, they should not be foolhardy if conditions are unsafe and the risk to pilots and rescuers too high. This autumn was a lesson for future expeditions and for the Nepal government.&nbsp;
The Italian duo on Panbari were caught out by snow that arrived two days ahead of schedule, but the group on Yalung Ri should have postponed their ascent after multiple warnings from the Department of Hydrology and Meteorology to avoid high altitudes.

Deadly autumn in Himalayan climbing

Traditional donors have sharply scaled back their aid commitments to developing countries over the past year. Some, like the United States, have virtually eliminated their aid programs. According to the Organisation for Economic Co-operation and Development (OECD), official development assistance (ODA) from member countries <a href="https://www.oecd.org/en/about/news/press-releases/2025/04/official-development-assistance-2024-figures.html" target="_blank">declined by 7.1%</a> in 2024, its first annual drop in six years. This trend was not limited to a few major donors. Of the 33 members of the OECD’s Development Assistance Committee (DAC), 22 slashed their aid budgets, and only four countries met the United Nations’ target of allocating 0.7% of gross national income to ODA. The outlook for the coming year offers little hope for improvement, as major DAC donors have announced additional cuts. Most notably, US President Donald Trump’s administration has suspended most foreign aid and dismantled the Agency for International Development (USAID), which dispersed most US government aid dollars. Meanwhile, the United Kingdom plans to <a href="https://www.bbc.com/news/articles/clyrkkv4gd7o" target="_blank">reduce aid spending</a> from 0.5% of GNI to 0.3% by 2027. Similar retrenchment across Europe and North America is reshaping international assistance, disrupting humanitarian and climate-related programs, and creating financing gaps in critical sectors such as health, education, and clean energy. In our 2017 book <a href="https://www.cambridge.org/core/books/going-beyond-aid/B48F59C6D8D2790D403A1A0C44B37612" target="_blank">Going Beyond Aid</a>, we urged developing-country governments to reduce their dependence on foreign aid, not only because it was becoming an unreliable source of funding, but also because other, better ways of financing development were becoming more available. That message is more urgent than ever. As reliance on aid becomes untenable, the international community must mobilise a broader array of financing sources to advance green and sustainable growth. This includes national development banks, industrial investment funds, sovereign wealth funds, and institutional investment in public markets, as well as innovative mechanisms such as debt swaps and public-private partnerships (PPPs). These tools can unlock domestic resources, attract long-term investors, and create synergies between public goals and private capital. Equity investment offers a promising avenue for engaging non-traditional development partners while reducing developing countries’ dependence on debt. Government investment funds, public and private financial institutions, and other private actors can participate by taking equity stakes in public enterprises, financing infrastructure projects, or joining PPPs. Such participation not only alleviates debt burdens but also improves the performance and management of public assets. As government-funded, mission-driven institutions, public development banks (PDBs) have the potential to provide patient capital for green and sustainable investment in emerging and developing economies (EMDEs). Building on the <a href="http://www.dfidatabase.pku.edu.cn/index.htm" target="_blank">pioneering database</a> of public development and financial institutions created by the Institute of New Structural Economics at Peking University, future research can identify effective ways to harness these institutions to fuel low-carbon growth. Responding to growing demand from the economies of the Global South, development partners have increasingly adopted an “entire value chain” approach to the green transition in recent years. This strategy facilitates transfers of low-carbon technologies, diffusion of digital innovations (including trade in services), and industrial modernisation, enabling countries included in China’s Belt and Road Initiative (BRI) to accelerate their shift toward sustainable development. Empirical research supports this approach. An analysis covering 139 countries <a href="https://ember-energy.org/latest-insights/the-first-evidence-of-a-take-off-in-solar-in-africa/" target="_blank">finds</a> that, following policy directives to incorporate green and low-carbon principles into the BRI, carbon intensity (CO₂ emissions per unit of GDP) among participating countries declined significantly between 2013 and 2022. These findings are consistent with another <a href="https://ember-energy.org/latest-insights/the-first-evidence-of-a-take-off-in-solar-in-africa/" target="_blank">recent study</a> showing how China’s solar-energy expansion has helped transform Africa’s power sector. Investment in infrastructure and industrial development can also generate positive spillover effects. Evidence from Sub-Saharan Africa <a href="https://onlinelibrary.wiley.com/doi/full/10.1111/jors.70023" target="_blank">shows</a> that the presence of at least one Chinese-financed infrastructure project in a second-order administrative region (comparable to a municipality) is associated with a 5% increase in nighttime luminosity – a widely used proxy for economic activity. Neighbouring regions experienced a 10-15% rise in luminosity, indicating that the benefits of such projects extend well beyond the immediate investment site.  <figure><img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251104131124_1a11d248a89b0785bc7d7f1d9f721e7e7a2563cbd579c3c672a0900220c19171.jpg" data-media-id="editor_7" data-image-id="20251104131124_1a11d248a89b0785bc7d7f1d9f721e7e7a2563cbd579c3c672a0900220c19171" data-rendition-name="original" width="720" height="405" loading="lazy" alt="development aid and China"></figure>  These outcomes underscore the critical role of infrastructure investment, particularly in energy and transportation projects. By improving electricity access, affordability, and connectivity, they reduce energy poverty, bolster public services, and stimulate economic activity in underserved areas. To meet the evolving challenges of development finance, both traditional and non-traditional donors and creditors should move beyond aid and adopt multidimensional strategies that combine trade, investment, infrastructure, green technology, and digital connectivity, including fintech solutions, to support EMDEs. Importantly, such collaborations should be viewed as a mutual learning process in which partners assume complementary roles and shared responsibilities. To be sure, there have been missteps along the way. China’s financing of coal-fired power plants before 2021, for example, had slowed reduction in CO₂ emissions. But these outcomes, once recognised as policy errors, can help strengthen accountability and foster self-correcting mechanisms within the international development ecosystem. Through ongoing learning and adaptation, global partners can build a more resilient, inclusive, and sustainable framework for development finance. © <a href="https://www.project-syndicate.org/">Project Syndicate</a> Justin Yifu Lin, a former World Bank chief economist and Senior VP, is the honorary dean of the National School of Development and director of the Institute of New Structural Economics at Peking University. Yan Wang is Senior Academic Researcher at Boston University’s Global Development Policy Center.

Development finance must shift away from aid

This is the 73rd episode of Diaspora Diaries, a Nepali Times series in collaboration with Migration Lab providing a platform to share experiences of living, working and studying abroad. Excerpts from conversations with Malaysian-based workers from Jajarkot, hired under a <a href="https://nepalitimes.com/opinion/fee-free-migration-is-possible" target="_blank">responsible recruitment drive</a> 18 months ago. Some of the candidates were previously interviewed last November 3.&nbsp; Jeevan Shahi As the eldest son, I support 10 family members: my wife and two sons, my parents during illness and festivals, my brother’s family while he prepares for the civil service exam, and my sister who is a student. If one person living abroad helps 10 family members, I am content to be a migrant worker overseas. My sons are now 14 and 12. They are growing up quickly, and I miss them. Mostly, I miss my elderly parents. They tell me they think of me when they are eating good food, especially when my mother cooks meat. My mother also misses me when there are fresh apples or cucumbers from the field. I worry about my parents most.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251103141128_5f55dcd01a1c236a250fe116e0f869a50b2866cac33cff9bb7ae375293dfef2a.jpg" data-media-id="editor_1" data-image-id="20251103141128_5f55dcd01a1c236a250fe116e0f869a50b2866cac33cff9bb7ae375293dfef2a" data-rendition-name="original" width="914" height="1000" loading="lazy" alt="responsible recruitment Jajarkot"> <figcaption>Jeevan Shahi in Malaysia.</figcaption> </figure>  I recently sent them a smart phone which my father is still trying to learn how to use. Until recently, I could only see their faces when my family members were visiting them. I watched them this Dasain, and it made me homesick. Once my father learns to use the phone we can have more frequent video calls. Before coming to Malaysia, I had only gone to India to work. But when I saw that we did not have to pay any recruitment fees for this job, I thought, why not give it a try. It turned out to be a good decision. Otherwise, I would have gone to India where I could earn Rs20,000 at most. Here, with overtime, I can earn over Rs100,000. With my savings, I have bought land near the market in Kohalpur where I moved a few years back. I plan to build a house and run a small ice cream business there.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251103141124_76e080f9d75412f596dfd0fb8b4f6628e02028ccef78c3c5234d83442cd0d275.jpg" data-media-id="editor_2" data-image-id="20251103141124_76e080f9d75412f596dfd0fb8b4f6628e02028ccef78c3c5234d83442cd0d275" data-rendition-name="original" width="1280" height="908" loading="lazy" alt="responsible recruitment Jajarkot"> <figcaption>Jeevan Shahi with friends in Malaysia.</figcaption> </figure>  I have to think about a viable business plan because unlike in the mountains, you have to even buy water in the Tarai. My father has suggested we bring down two of our buffalos from Jajarkot to Kohalpur for the ice cream venture. I am not impressed with the watered down milk from the dairy. I will have to invest in ice-cream makers, refrigerators, physical facilities and several pushcarts. I will engage all my family members, and believe that it will be a lucrative business.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2025110315118_4da135fcd504e80ae82263cc7b983aab9a43b02702cb5bce6e20f69522ffa021.jpg" data-media-id="editor_3" data-image-id="2025110315118_4da135fcd504e80ae82263cc7b983aab9a43b02702cb5bce6e20f69522ffa021" data-rendition-name="original" width="2000" height="1500" loading="lazy" alt="Jajarkot earthquake"> <figcaption>3 November 2023 Jajarkot earthquake.</figcaption> </figure>  I vividly remember the earthquake two years ago. It still makes my body tremble. We had gone to Jajarkot to my parents’ house from Kohalpur. We were fast asleep when the earthquake struck at 11PM. When the house started shaking, we thought it was ghosts. We rushed outside. There was no phone signal, and people were blowing whistles. We dared not go back to the house. It was difficult to go to sleep. It was Jajarkot’s black day. Janak Bahadur Singh Within a month of arriving in Malaysia, my mother fell sick. She needed surgery and had to be rushed to Nepalganj and medical costs were more than Rs400,000. We relied on loans, including from colleagues in Malaysia to cover the costs.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251103141132_019978d723ded0ae568d84f0b3bea41739ae6b128a4b90966ab8b780df93709f.jpg" data-media-id="editor_4" data-image-id="20251103141132_019978d723ded0ae568d84f0b3bea41739ae6b128a4b90966ab8b780df93709f" data-rendition-name="original" width="1500" height="1000" loading="lazy" alt="responsible recruitment Jajarkot NT"> <figcaption>Janak Bahadur Singh in Malaysia.</figcaption> </figure>  When there is a family member abroad, it is easier for folks back home to borrow money from local lenders. I have now paid off my loans, and my mother is doing better. I had to postpone plans to rebuild our house, but now I have used my savings to pay an advance to builders. Read also: <a href="https://nepalitimes.com/here-now/quake-survivors-migrate-for-work">Quake survivors migrate for work</a> But just before Dasain, my brother’s two daughters were swept away by a river in Nepalganj and drowned. We are in mourning and have postponed construction for six months, and hopefully the advance will be reimbursed. Since we will not be using my savings immediately for the house, I might invest it for my sister’s plan to migrate to Japan. Srijung B K It has been two years since the earthquake, and 18 months since I came here. We have not &nbsp;received support from the Nepal government other than the Rs50,000 to build a temporary shelter. With my overseas earnings, we have bought land in the market area since the family home is in a remote area. My long-term plan is to start an agro-vet shop and poultry farm, for which the new location is more suitable. I hope to start building a house in the coming year.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251103141132_e015105d653f019750cb6e364da5188672581167a97ea07f9f4575a8e0b5e5f6.jpg" data-media-id="editor_6" data-image-id="20251103141132_e015105d653f019750cb6e364da5188672581167a97ea07f9f4575a8e0b5e5f6" data-rendition-name="original" width="4032" height="2268" loading="lazy" alt="responsible recruitment Jajarkot NT"> <figcaption>Srijung B K with his family in Jajarkot.</figcaption> </figure>  This is my first overseas work, and I plan to stay for another six or seven years if all goes well. I miss my family and the village environment back in Jajarkot, but it helps that many of us from my village are also here. Remittances have helped my family cover household expenses. My father used to support the family with his carpentry job but his health is failing as he ages. So I have stepped up.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251103141132_bbf661fd1d162cd5cad4498bf2c0dab1d9f9b8c9a19e5b668b064645266ec843.jpg" data-media-id="editor_7" data-image-id="20251103141132_bbf661fd1d162cd5cad4498bf2c0dab1d9f9b8c9a19e5b668b064645266ec843" data-rendition-name="original" width="1200" height="1200" loading="lazy" alt="responsible recruitment Jajarkot NT"> <figcaption>Srijung B K in Malaysia.</figcaption> </figure>  Khadak Singh After the earthquake I came to Malaysia, and with my earnings have paid off our Rs800,000 loan for my father’s medical expenses. I have also bought land in Kohalpur. Paying off the loans is a big relief to the family, since the debt trap created a lot of tension in the household. Now we are free from that burden. I plan to stay here for another five years or so. Other than the first tranch of the Rs50,000 we received from the Nepal government to build a temporary shelter, there has been no other help. We added some of our own money to make decent temprorary living quarters.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251103141152_dc34256f7287bd30d6167c20cd252d291bf0d7b6b8d839fec57664bebc329e32.jpg" data-media-id="editor_8" data-image-id="20251103141152_dc34256f7287bd30d6167c20cd252d291bf0d7b6b8d839fec57664bebc329e32" data-rendition-name="original" width="2000" height="1500" loading="lazy" alt="responsible recruitment Jajarkot"> <figcaption>Khadak Singh being interviewed for the Malaysia job.</figcaption> </figure>   <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251103141152_f65cfd8888d9aec696b89c544985617fa4d58234aff51e0bc9e103bdda1a9d29.jpg" data-media-id="editor_9" data-image-id="20251103141152_f65cfd8888d9aec696b89c544985617fa4d58234aff51e0bc9e103bdda1a9d29" data-rendition-name="original" width="1143" height="1000" loading="lazy" alt="responsible recruitment Jajarkot"> <figcaption>Khadak Singh in Malaysia.</figcaption> </figure>  Uncertainty about government reconstruction guidelines for more support has delayed our plans to rebuild our house. I don’t have much expectation, but will build a house regardless in Kohalpur and bring my family down. I continue to write <a href="https://www.youtube.com/watch?v=cQvM_yAUETg" target="_blank">songs</a> in Malaysia, and when the time and situation allow it, I plan to record them in a studio. When I last migrated to Malaysia, it was just to get out of Nepal and I did not achieve much. This time, I am planning better and working hard to achieve my goals. <div class="embed-block"><iframe width="560" height="315" src="https://www.youtube.com/embed/cQvM_yAUETg?si=AKM2UNMYBHytckNq" title="YouTube video player" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen></iframe></div> Bir Bahadur Karki When I was working in Saudi Arabia, I had once visited a goat farm in the desert. After seeing how 150 goats were raised in such an arid place, it made me think of everything we could do in our village where there is more vegetation. These thoughts kept recurring, and I was so determined to run a farm back home that I resigned from my job and returned to Nepal. Many advised me I could get better returns if I invested elsewhere, but I put all my money into buying land and building sheds for goats, chicken, and fish ponds. I did not have much experience, but started with different goat breeds. But they got sick and I suffered heavy losses. I sought help from the government, but there was no support besides a small grant and recognition as a ‘best farmer’. I struggled to pay my taxes, so I decided to migrate overseas so I could save enough to invest in agriculture in Nepal. My heart is still in it, and my only hope is to one day become the best livestock farmer. So far, I have saved Rs1.5 million and am planning to eventually set up a dairy farm in Nepal.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20251103141156_ce2b2ce11895128c1b66688a16944ae08d7b0f9e8e2118d88d402f0a97ab04af.jpg" data-media-id="editor_12" data-image-id="20251103141156_ce2b2ce11895128c1b66688a16944ae08d7b0f9e8e2118d88d402f0a97ab04af" data-rendition-name="original" width="1500" height="1000" loading="lazy" alt="responsible recruitment Jajarkot"> <figcaption>Bir Bahadur Karki in Malaysia. Right: with his mother in Nepal.</figcaption> </figure>  My wife is already doing lemon and orange agriculture back home, with saplings from the government although we don’t have much income from that business yet. I advise her from Malaysia, and we both discuss and make decisions together. I am confident that we will do better in future. My family in Jajarkot is still living in a temporary shelter. There has been no housing grant, and the guidelines are confusing. My wife was expecting when I came to Malaysia, and there is no male member of my family after my father died. I have put in extra effort to build a comfortable, well-insulated shelter. My son was born three months after I came to Malaysia. I was extremely nervous when my wife went into labour. When my sister-in-law called to tell me that the baby was born, I was relieved and shared the good news with my friends. I plan to stay on in Malaysia since I have some debts to pay off. I will be home next Dasain, and that is when I will get to see my son for the first time.

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