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Dust, mud and frequent traffic congestion have made daily travel along the Suryabinayak–Sanga road section increasingly difficult for commuters. Rohit Shrestha, 26 was travelling with his grandmother in a scooter when the tire slipped and they fell in the muddy road at Sanga. He said that the road has been in a very poor state for some time, but he hopes to see it being constructed soon. In the same way, local shopkeepers say dust has affected business and have caused health issues too due to dust, while commuters complain about traffic jams during peak hours.

Ranjana Siwakoti, a regular public bus commuter, says the ongoing road construction has made daily travel exhausting. She said it now takes around 15 to 20 minutes to reach Suryabinayak from Jagati—a short stretch that previously required far less time. According to her, traffic congestion, dusty conditions and uneven road surfaces have made the journey increasingly difficult for passengers.

These commuting challenges are largely due to the ongoing expansion of the 16-kilometer Suryabinayak–Dhulikhel section of the Araniko Highway, which began in January 2023. The project aims to widen the road into six lanes and has been divided into two sections—Suryabinayak–Sanga and Sanga–Dhulikhel. Progress in the Sanga–Dhulikhel stretch has been faster compared to the Suryabinayak–Sanga section.

Engineers say delays in the Suryabinayak–Sanga section were mainly due to house demolitions, relocation of utilities, intersection management and the dismantling of structures built against road setback rules.

Officials explained that a provision requiring space to be left while constructing houses was introduced in 1975 during the construction of the Araniko Highway. Houses built without following the protocol had to be removed, and since many were on private property, coordination with owners and authorities took additional time. Some structures still remain, requiring further coordination at different government levels. Authorities, however, say the project can meet its deadline if work continues at the current pace and resources are mobilized smoothly.

Currently, in the Suryabinayak–Sanga section, one lane is being layered with Cement Treated Base, which will be followed by a crack relief layer, Dense Bituminous Macadam and finally asphalt. According to Pradeep Tamang, engineer at the Department of Roads, work on the left lane has also been started from Suryabinayak. He added that currently, the project employs 110 human resources.

Tamang said there had been some budget-related issues in the past, but authorities are now providing additional funds. Rs 60m had been allocated for the current fiscal year, which was considered insufficient. The project has now requested an additional Rs 4bn to continue the work smoothly. He expressed hope that similar financial support will continue in the coming days to ensure steady progress of the project. He also acknowledged that local residents have faced several difficulties due to the construction work and said efforts are being made to complete the project smoothly and at a faster pace with the support of local authorities. He added that preparations are underway for the rainy season, noting that there are only three to four effective working months left for fiscal year 2025/26, and planning is being done accordingly.

According to Anju Pariyar, information officer at the Department of Roads, the Suryabinayak–Sanga section of the project was originally contracted on 8 March 2023, with a deadline of 7 March 2026, which was later extended to 13 March 2027 to accommodate delays. Similarly, the Sanga–Dhulikhel section, initially scheduled to be completed by 12 Dec 2025, was extended to Dec 2026 to allow for ongoing construction challenges.

Tamang said the team is prioritizing measures to reduce dust and mud, especially during the monsoon. Roads are being blacktopped as quickly as possible, and in sections where black topping cannot be completed on time, gravel will be laid to minimize dust and mud without damaging the existing pavement.

Pariyar said that bridges along the route will also be upgraded. “Three existing bridges within the 8-kilometer stretch—at Jagati, Mahadev Khola and Punya Mata Khola—will be redeveloped as part of the expansion,” she said. The work has been awarded under a separate contract to the Hindu Focus–Ramjanaki JV, following a design-and-build modality. Surveying and preparatory work are currently underway.

The 15.8-kilometer road expansion is being carried out under two separate contracts. Of the total stretch, the Suryabinayak–Sanga section has recorded partial progress, while the Sanga–Dhulikhel segment has achieved relatively higher physical progress. Lama Construction Company has been awarded the contract for the Sanga–Dhulikhel section of the road expansion project. Meanwhile, the Suryabinayak–Sanga section has been contracted to the Ashish–Kumar Shrestha–Bandan Bhagawati JV.

The project involves widening the 16-kilometer Suryabinayak–Dhulikhel section of the Araniko Highway into a six-lane road. The 7.5 kilometer Suryabinayak–Sanga stretch was awarded at a contract cost of Rs 3.8bn, while the 8.5 kilometre Sanga–Dhulikhel section was contracted for Rs 4.5bn. Despite financial constraints that caused delays, key infrastructure works such as retaining walls, drainage systems and culverts have already been completed.

Once the highway expansion is completed, the travel time from Kathmandu to Dhulikhel is expected to be reduced to approximately 30 minutes in total, significantly improving connectivity and easing traffic flow. Construction activities are currently ongoing in both sections. Meanwhile, 95 percent of retaining wall and drain construction has been completed. About two kilometres of the Sanga–Dhulikhel section has already been paved.

Overall, the Suryabinayak–Dhulikhel road expansion project has achieved around 45 percent physical development, with the Sanga–Dhulikhel section progressing faster than the Suryabinayak–Sanga stretch. Authorities say that, if work continues at the current pace and resources are mobilized effectively, the project can meet its target completion by deadline. If completed on time, the six-lane highway is expected to significantly ease traffic congestion, reduce travel time and improve safety for thousands of daily commuters.

Yalena Yang Sun serves as the Director of SuperApp at inDrive, where she leads the strategic development and expansion of the company’s multi-service ecosystem. The inDrive SuperApp is designed as an integrated, all-in-one mobile platform that brings together a wide range of everyday services within a single application. Instead of switching between multiple apps for transportation, courier delivery, grocery orders, and financial services, users can conveniently access everything in one unified digital space. Shreya Shrestha of ApEx spoke with Yang Sun to gain deeper insights into the vision behind the SuperApp, its key features, future roadmap, and how inDrive plans to redefine digital convenience through its expanding range of services.

Which InDrive SuperApp features or services have shown the fastest adoption globally, and what lessons can markets like Nepal learn from those experiences?

What we try to avoid is a one-size-fits-all approach, launching the same set of services everywhere using a global template. Our ride-based business, which is the core of our operations, has always been localized to the context of each market. Similarly, as we expand services, we don’t follow a standard global playbook. Instead, we curate services based entirely on local needs and readiness, particularly when it comes to digital offerings. Timing is crucial as you introduce a service when people are ready to embrace it.

For example, in Nepal, shipping and food delivery are already well established, and people are adopting digital services quickly. Grocery delivery, however, is fairly new, and people are just getting used to it. So we need to understand the market and enter at the right moment. Adoption also depends on how we curate services. We focus on essential services first. Mobility was our starting point because it’s a fundamental daily need—people have to move around. Once that’s established, we expand into other essential services, like food and groceries. Meeting such basic needs ensures people have access to fair and reliable services. When these fundamentals are in place, adoption happens naturally.

How is inDrive ensuring seamless integration between different companies and services within a single app?

Partner selection is extremely important. We look for companies whose values align with ours, particularly in making essential services accessible and affordable. For example, we avoid premium-only services that cater to a small segment—that wouldn’t match our mission. We also look at their business models and founding teams to ensure alignment on vision and long-term goals.

On the technology side, we’ve built integration infrastructure from the ground up. We’ve already integrated a few companies in other markets and have standardized APIs and processes to make future integrations faster and smoother. This makes scaling more efficient and ensures that each service, no matter the partner, fits seamlessly into the ecosystem.

What challenges do companies typically face when building a superapp, and how is inDrive addressing them?

Simply bundling more services can actually create a burden on users—they have to scroll, click, and figure out what’s relevant. The original superapp concept years ago focused on offering everything together, but we realized that this can overwhelm people rather than help them.

inDrive SuperApp is designed to be simple, easy to navigate, and highly personalized. We use technology, including AI, to tailor the experience to each user’s needs. The app anticipates what the user is likely to need, reducing cognitive load and making the experience intuitive. Our goal is to create a smart ecosystem where users can access the services that truly matter to them without having to sift through everything else.

With increasing competition in the superapp, what differentiates inDrive approach from other global platforms?

We’re focusing on areas where we can make the most impact and benefit users’ daily lives. Food delivery remains a key focus, as it is growing rapidly and directly supports essential needs. Value-driven digital services, including support for local languages, are also crucial. Accessibility is important because if people can’t access the service, no matter how available it is, it won’t succeed.

Financial services have shown strong engagement and positive feedback from users. Providing access in a fair and inclusive way opens opportunities for people who might otherwise be excluded from these services. We are also exploring tailored e-commerce options designed for emerging markets—not generic online marketplaces, but things like secondhand electronics or other affordable digital solutions. These services allow users to enjoy the benefits of digital convenience without high costs. Across all areas, our focus is consistent: services must meet real needs, be fair, and be adapted to the local context.

Looking ahead, what new innovations or services categories can users expect to see added in inDrive SuperApp in the near future?

Though the answer is unsure, it will be determined by the further need of the market because the local conditions might be different.  It will also be influenced by the right partnership in the future.  

At the moment, there are a few areas we’re particularly excited about. Food is one of them. We’ve seen tremendous growth in this vertical over the past few years, and last year, some markets already reached very high adoption rates. We plan to continue building on this momentum in other key markets because food delivery is a service that people can clearly benefit from on a daily basis.

Another is value-driven digital services. Accessibility is critical, and language support is a big part of that. For instance, some financial services are growing quickly and receiving positive feedback because they allow users to access essential tools in their local language—something that significantly lowers barriers to entry. Without it, many people would be excluded.

Overall, we are actively exploring these areas and ready to expand whenever the right opportunities arise. The focus will always remain on tailoring services to local needs and ensuring they are fair, accessible, and valuable for our users.

Dust, mud and frequent traffic congestion have made daily travel along the Suryabinayak–Sanga road section increasingly difficult for commuters. Rohit Shrestha, 26 was travelling with his grandmother in a scooter when the tire slipped and they fell in the muddy road at Sanga. He said that the road has been in a very poor state for some time, but he hopes to see it being constructed soon. In the same way, local shopkeepers say dust has affected business and have caused health issues too due to dust, while commuters complain about traffic jams during peak hours.

Ranjana Siwakoti, a regular public bus commuter, says the ongoing road construction has made daily travel exhausting. She said it now takes around 15 to 20 minutes to reach Suryabinayak from Jagati—a short stretch that previously required far less time. According to her, traffic congestion, dusty conditions and uneven road surfaces have made the journey increasingly difficult for passengers.

These commuting challenges are largely due to the ongoing expansion of the 16-kilometer Suryabinayak–Dhulikhel section of the Araniko Highway, which began in January 2023. The project aims to widen the road into six lanes and has been divided into two sections—Suryabinayak–Sanga and Sanga–Dhulikhel. Progress in the Sanga–Dhulikhel stretch has been faster compared to the Suryabinayak–Sanga section.

Engineers say delays in the Suryabinayak–Sanga section were mainly due to house demolitions, relocation of utilities, intersection management and the dismantling of structures built against road setback rules.

Officials explained that a provision requiring space to be left while constructing houses was introduced in 1975 during the construction of the Araniko Highway. Houses built without following the protocol had to be removed, and since many were on private property, coordination with owners and authorities took additional time. Some structures still remain, requiring further coordination at different government levels. Authorities, however, say the project can meet its deadline if work continues at the current pace and resources are mobilized smoothly.

Currently, in the Suryabinayak–Sanga section, one lane is being layered with Cement Treated Base, which will be followed by a crack relief layer, Dense Bituminous Macadam and finally asphalt. According to Pradeep Tamang, engineer at the Department of Roads, work on the left lane has also been started from Suryabinayak. He added that currently, the project employs 110 human resources.

Tamang said there had been some budget-related issues in the past, but authorities are now providing additional funds. Rs 60m had been allocated for the current fiscal year, which was considered insufficient. The project has now requested an additional Rs 4bn to continue the work smoothly. He expressed hope that similar financial support will continue in the coming days to ensure steady progress of the project. He also acknowledged that local residents have faced several difficulties due to the construction work and said efforts are being made to complete the project smoothly and at a faster pace with the support of local authorities. He added that preparations are underway for the rainy season, noting that there are only three to four effective working months left for fiscal year 2025/26, and planning is being done accordingly.

According to Anju Pariyar, information officer at the Department of Roads, the Suryabinayak–Sanga section of the project was originally contracted on 8 March 2023, with a deadline of 7 March 2026, which was later extended to 13 March 2027 to accommodate delays. Similarly, the Sanga–Dhulikhel section, initially scheduled to be completed by 12 Dec 2025, was extended to Dec 2026 to allow for ongoing construction challenges.

Tamang said the team is prioritizing measures to reduce dust and mud, especially during the monsoon. Roads are being blacktopped as quickly as possible, and in sections where black topping cannot be completed on time, gravel will be laid to minimize dust and mud without damaging the existing pavement.

Pariyar said that bridges along the route will also be upgraded. “Three existing bridges within the 8-kilometer stretch—at Jagati, Mahadev Khola and Punya Mata Khola—will be redeveloped as part of the expansion,” she said. The work has been awarded under a separate contract to the Hindu Focus–Ramjanaki JV, following a design-and-build modality. Surveying and preparatory work are currently underway.

The 15.8-kilometer road expansion is being carried out under two separate contracts. Of the total stretch, the Suryabinayak–Sanga section has recorded partial progress, while the Sanga–Dhulikhel segment has achieved relatively higher physical progress. Lama Construction Company has been awarded the contract for the Sanga–Dhulikhel section of the road expansion project. Meanwhile, the Suryabinayak–Sanga section has been contracted to the Ashish–Kumar Shrestha–Bandan Bhagawati JV.

The project involves widening the 16-kilometer Suryabinayak–Dhulikhel section of the Araniko Highway into a six-lane road. The 7.5 kilometer Suryabinayak–Sanga stretch was awarded at a contract cost of Rs 3.8bn, while the 8.5 kilometre Sanga–Dhulikhel section was contracted for Rs 4.5bn. Despite financial constraints that caused delays, key infrastructure works such as retaining walls, drainage systems and culverts have already been completed.

Once the highway expansion is completed, the travel time from Kathmandu to Dhulikhel is expected to be reduced to approximately 30 minutes in total, significantly improving connectivity and easing traffic flow. Construction activities are currently ongoing in both sections. Meanwhile, 95 percent of retaining wall and drain construction has been completed. About two kilometres of the Sanga–Dhulikhel section has already been paved.

Overall, the Suryabinayak–Dhulikhel road expansion project has achieved around 45 percent physical development, with the Sanga–Dhulikhel section progressing faster than the Suryabinayak–Sanga stretch. Authorities say that, if work continues at the current pace and resources are mobilized effectively, the project can meet its target completion by deadline. If completed on time, the six-lane highway is expected to significantly ease traffic congestion, reduce travel time and improve safety for thousands of daily commuters.

The US–Nepal Startup Weekend Challenge concluded on February 21 after a three-day accelerator-style program, selecting nine startups as finalists

The nine finalist teams presented their ventures before a panel of judges.

Following evaluation, GarudX was declared the winner and awarded Rs 350,000 in seed funding.

Fully Charged Nepal Enterprise secured the first runner-up position with Rs 200,000, while Kanoon Portal was named second runner-up, receiving Rs 100,000.

A total of 283 applications were received from across Nepal, out of which 25 teams—representing nearly 100 early-stage founders and entrepreneurs were shortlisted to participate.

During the program held from February 19–21, participants attended workshops on business fundamentals and received one-on-one mentorship from Nepali and US-based experts to refine their business ideas and pitches.

Speaking at the opening ceremony, Scott Urbom, Charge d’Affaires at the US Embassy Nepal, said the program reflects the strength of the US–Nepal partnership by connecting Nepali entrepreneurs with American expertise and globally tested innovation models.

Supported by the US Embassy Nepal, the initiative was implemented by One to Watch in partnership with the American Chamber of Commerce in Nepal, Confederation of Nepalese Industries Young Entrepreneurs Forum (CNIYEF), Federation of Women Entrepreneurs Association of Nepal (FWEAN), Market Edge, Nepal Association of Software and IT Services Companies (NAS-IT) and Nepalese Young Entrepreneurs Forum (NYEF).

As Nepal debates the future of its electoral system, the use of electronic voting machines (EVMs) has once again come into focus following recent political developments and renewed policy advocacy. Former chief election commissioner Neil Kantha Uprety said shifting the scheduled election date from March 5 could increase the likelihood of adopting EVMs, as it would allow more time for voter awareness and preparation.

“If we are able to shift the election date, then I don’t see any harm,” Uprety said. “The chances of using electronic voting machines would increase, and there would be time to make people aware of how they are used.”

EVMs are a digital method of voting intended to replace traditional paper ballots. However, their recent use during the CPN-UML convention on Dec 17 exposed several challenges. Despite expectations that electronic voting would be faster, the process was delayed due to technical glitches and voter confusion, largely caused by the large number of candidates.

Polling began at 9:20 am, but only 532 delegates managed to cast their votes during the first five hours, according to the party’s Election Commission. Although 80 electronic voting machines were deployed, voting remained sluggish. Delegates reportedly took anywhere from nine minutes to more than two hours to complete the process.

“We had expected a voter to take 25 to 30 minutes on average, but in reality it took between nine minutes and two hours and 12 minutes for some,” said Election Commission Vice-chairperson Sanuraja Pokharel.

Ram Prasad Rimal, founder of the Ramlaxman Group and the pioneer of EVM development in Nepal, attributed the delays to planning and awareness gaps.

“The process was slow because we were given a fewer number of machines than required, as the number of voters turned out to be higher than expected,” Rimal said. “Another major reason was that voters were not properly informed about how to use the machines. Awareness was not provided on time. People therefore felt the system was difficult, even though it is not.”

Minister for Communications and Information Technology Jagadish Kharel said at a public program that electronic voting could be implemented in the upcoming general elections. Emphasizing the need to modernize Nepal’s electoral system, Kharel argued that electronic voting could be introduced at a relatively low cost. He said it was unfortunate that, even in the era of information technology, billions of rupees continue to be spent on printing paper ballots and transporting them securely over several days.

However, Kul Bahadur GC, information officer and assistant spokesperson of the Election Commission, said there is no official communication from the ministry regarding the use of EVMs in the upcoming election. “As per the information we have, the election will be conducted using paper ballots,” he said.

Nepal has experimented with EVMs before. During the 2008 Constituent Assembly elections, EVMs were piloted in Morang, Dhanusha, Kaski, Rolpa, and Kanchanpur. Observers noted that the pilot was successful, signalling potential for future use.

Despite this early experience, Nepal has continued to rely on traditional paper ballots in major elections, printing and manually counting millions of ballots, often resulting in slow vote counts and administrative challenges. Political parties remain divided on electronic voting, with some skeptical of technology and others wary of losing control over traditional vote-counting processes.

Uprety said the EVMs used in 2008 were functional and helped build public trust but could not be sustained. Imported from India, the machines had limitations, including low power capacity and limited features. In contrast, he said, today’s EVMs are far more powerful and interactive.

According to Uprety, the use of EVMs would significantly reduce invalid votes and cut election costs by nearly 50 percent compared to paper ballots. He argued that technology has advanced rapidly and Nepal must adopt it or risk falling behind.

He acknowledged that limited time remains to introduce EVMs for the upcoming election, making their use unlikely this time. However, he stressed that efforts should continue and suggested postponing election dates if possible to allow better preparation. To raise public awareness, he recommended the use of social media videos and other digital platforms.

Rimal said EVMs are extremely easy to use and have already been successfully tested by the Nepal Blind People Federation and the National Disability Federation. Since people with visual and physical impairments were able to use the machines without difficulty, he argued that they would be even easier for the general public.

He said building one machine costs around Rs 200,000, with costs likely to decrease if the government took ownership of production. Each machine has a lifespan of about 20 years. To conduct elections across 70 constituencies, around 22,000 machines would be required. However, he acknowledged that using EVMs in the upcoming election is highly unlikely, as designing and manufacturing them would take at least six months.

Rimal said proposals have already been submitted to relevant ministries, informing them of the time required for EVM implementation, but no clear timeline or response has been received. He added that EVMs would virtually eliminate invalid votes.

The machines function much like smartphones, providing voice instructions in Nepali and guiding voters step by step, alerting them to any errors. 

Uprety said inter-regional voting is technically possible but not feasible at present, as voters are unlikely to spend an entire day and significant money just to cast a vote. Remote voting, he argued, would allow voters to participate from their current locations and increase satisfaction.

He added that EVMs are reusable and cost-effective, whereas paper ballots are expensive and single-use. Public distrust of EVMs remains a major challenge, he said, noting the irony that people trust many technological systems in daily life but hesitate to trust voting machines.

Rimal said the machines are “100 percent trustworthy” and cannot be manipulated. “There is no internet connection, so there is no chance of hacking,” he said. Both Rimal and Uprety agreed that manipulation is easier with paper ballots, whereas EVMs make adding or subtracting votes far more difficult.

Push for overseas voting grows

Policy advocacy groups are pushing for broader reforms, particularly to enable voting for Nepalis living abroad. Drawing lessons from countries such as Mexico (2024) and the Philippines (2025), the Nepal Policy Institute (NPI) has recommended a hybrid voting model combining embassy-based voting, postal voting, internet-based i-Voting, and multi-day in-country voting for returning overseas voters.

According to the NPI policy brief, while internet voting represents the most sustainable long-term option, a hybrid approach is the most realistic way to ensure maximum participation in the fast-approaching 2026 elections.

The brief stresses the need for independent cybersecurity audits and strong public communication campaigns to build voter trust. It cites international data showing that during the Philippines’ 2025 elections, 98 percent of overseas registrants preferred i-Voting, while 85 percent of technology-assisted votes in Mexico’s 2024 elections were cast online.

The report also recommends a communication strategy using both social and traditional media to inform voters about registration, voting options, and safeguards. It clarifies a distinction often misunderstood by the public: e-Voting refers to electronic voting machines at polling stations, while i-Voting allows voters to cast ballots securely online from any location. As the brief notes, “i-Voting is a distinct and more inclusive innovation that has already been implemented in more than 30 countries worldwide.” More than 115 countries have provisions for external voting.

The push for overseas voting is not new. In 2018, the Supreme Court directed the government and the Election Commission to guarantee voting rights for Nepalis living abroad. A joint bench of Justices Sapana Pradhan Malla and Purushottam Bhandari ordered the state to make legal, logistical, and technological arrangements.

Despite the directive, the order remains unimplemented. According to the 2021 census, nearly 2.2m Nepalis live abroad, many of whom remain unable to exercise their voting rights. As Nepal moves closer to the 2026 polls, debates over EVMs, internet voting, and electoral reform continue, with authorities under growing pressure to balance technological innovation, voter trust, and constitutional obligations.

The rise of the gig economy has quietly transformed how people work and how services reach customers in Nepal. From food arriving at our doorstep to a ride booked with a tap on a phone, digital platforms have made everyday life faster and more convenient. Behind this convenience, however, are thousands of delivery riders and gig workers navigating traffic, weather, long hours, and uncertainty—often invisible to the customers they serve. As Nepal’s gig economy grows rapidly, it raises important questions about labor conditions, dignity, and the future of work.

The gig economy refers to a labor market where individuals work on a short-term, task-based, or freelance basis rather than holding permanent jobs. These workers are usually connected to customers through digital platforms, such as ride-hailing apps, food delivery services, and online freelancing websites. In Nepal, the gig economy has expanded significantly due to increased smartphone use, internet access, and a lack of formal employment opportunities, especially for young people.

According to a 2024 report by the Asian Productivity Organization (APO), the gig economy contributed around seven percent of Nepal’s GDP, highlighting its growing importance to the national economy. Platforms like Pathao, InDrive, and Yango have become household names, offering flexible work opportunities to thousands of people across the country.

The gig economy in Nepal is not limited to transportation and food delivery. The Online Labor Index shows that 49 percent of Nepal’s online freelance workforce is engaged in software and technology development, indicating strong participation in global digital labor markets. At the same time, local platforms continue to expand. Pathao alone has provided employment to over 200,000 individuals, including motorbike riders, cab drivers, and food delivery personnel, according to the APO.

Food delivery services have also seen major growth. Foodmandu, one of Nepal’s leading food delivery companies, has reported annual business worth over $5.58m in recent years. These platforms have attracted venture capital and helped shape a new service-based urban economy.

Delivery riders are among the most visible yet least acknowledged workers in the gig economy. While customers often expect quick and timely service, riders face numerous challenges—traffic congestion, poor road conditions, harsh weather, system glitches, and unfamiliar locations. They are expected to meet strict delivery deadlines, even when circumstances are beyond their control.

Many riders continue working while hungry, cold, or exhausted, prioritizing deliveries over their own well-being. As customers, frustration can easily turn into anger when food arrives late. I experienced this myself while ordering food—the rider struggled to find my location, and though I remained silent, hunger and irritation built up. It was only later, after speaking with a rider named Bikab (name changed), that I understood the pressure riders face. Bikab shared that he had worked full-time in food delivery before taking a break and later returning.

The gig economy has also opened doors for people beyond Kathmandu. In the fiscal year 2021/22, over 25 percent of gig workers came from rural areas, according to the published article in Nepal Economic Forum, showing how digital platforms are spreading economic opportunities nationwide. This expansion has helped raise household incomes, reduce inequality, and provide flexible work options—especially for women balancing paid work with family responsibilities.

Bikab shared that he previously worked in a salaried position, earning Rs 15,000 per month, which was sufficient for him at the time. He mentioned that customers were generally polite and well-behaved, and when he treated them kindly, they were understanding in return. He said “I am not aware of any rating system” and added that the company provided insurance and compensated him in case of an accident”. Additionally, he was paid Rs 7 per kilometer, which was deposited on a weekly basis. He said that when he used to do it a year ago, the order used to be less and this time when he started it again, the orders were comparatively higher than before.

Minaj (name changed), another delivery rider, has been working on a bicycle for the past five months. Still in his early twenties, he is still figuring out his future while dreaming of pursuing higher education. He works on a per-order basis, earning Rs 120 per delivery.

According to him, customers sometimes get angry, mainly due to delays caused by restaurants or road blockages during deliveries. Although there is a rating system, he feels that customers are not very interested in it. However, colleagues say that ratings can affect their performance and overall service.

Regarding insurance, he shared that the company has stated insurance will only be provided once a damage exceeds Rs 15,000. “For cycle riders, we are usually assigned nearby areas, but since I use an EV cycle, they sometimes send me 8–9 km away,” he added. On average, he said he can complete a maximum of 10–12 orders per day.

His friend, Karol (name changed) explained that refusing an order increases pressure on other cyclists, forcing them to clear additional deliveries. Riders often have to wait for orders, and at times they do not receive enough requests consistently.

“We do this as a part-time job, but we still have to work around 8–8.5 hours daily, and sometimes we reach home as late as 10 or 11 at night,” said Karol. The salary is deposited on a weekly basis.

They noted that while customers are gradually adapting to delivery services, young riders have become dependent on weekly payments. He believes this system, although convenient, makes it difficult to wait an entire month for salary, which could otherwise offer more stability.

They also expressed concerns about job security. The bicycles are rented, meaning riders must take responsibility for maintenance and payment. “It’s risky,” Minaj said, adding that he knows several riders who lost their cycles and are still paying for them.

There is less family support for this work, and they do it mainly for pocket money. He said he does not see a long-term future in the job and feels that despite having good academic records, he has lost a year after getting into this work. Minaj also mentioned that there is limited freedom within the company. Senior staff often put pressure on riders, and while some days they are unable to take orders, on others they are required to work until 10 pm.

Minaj and Karol concluded by saying that the company is highly customer-oriented but does not adequately care for or support its riders. They believe the company should value its riders more and introduce clear daily targets, which could help regulate working hours and improve overall working conditions.

Looking ahead, the gig economy holds both promise and concern. While it can continue to generate employment and innovation, issues such as job security, fair wages, insurance, and worker protection need urgent attention. Delivery riders, they are humans with limits, responsibilities, and dreams.

Navaraj Mishra, the operation head of Nepal Can Move, stated that the company does provide accidental insurance to its riders through an insurance provider. He explained that working hours are fixed at eight hours per day for salary-based riders, while there is no fixed schedule for those working on a freelance or contract basis.

He noted that rider payments already include expenses related to maintenance and petrol, and that workers are categorized under two employment models: salary-based and contract-based. “There is no strict or compulsory dress code for riders. However, all riders are required to carry delivery bags, which are provided by the company to ensure consistency and safety while transporting orders,” he said.

Emphasizing rider welfare, Mishra said that Nepal Can Move provides safety training which are designed to help riders understand road safety, delivery protocols, and precautionary measures to reduce the risk of accidents while on duty.

He added that the company continues to focus on improving operational standards while supporting its delivery workforce. According to Mishra, Nepal Can Move currently has an estimated total of more than 1,200 riders working.

For the gig economy to be truly sustainable, companies, policymakers, and consumers must work together to ensure dignity, safety, and fairness for those who keep the system running. Only then can convenience coexist with compassion in Nepal’s rapidly evolving world of work.

Santosh Khadka, customer service at Bhoj Deals, said the company currently works with more than 150 riders and places strong emphasis on transparency, safety, and rider well-being. “All our riders go through a detailed orientation program before starting their job. During this time, everything is clearly explained—from working hours to company policies. The working hours are flexible and depend on the rider’s convenience, while fully complying with labor laws. If riders choose to work extra hours, they are compensated with overtime pay,” he said.

“We have a built-in rating system in our app that allows us to receive daily customer feedback on rider performance. This helps us track individual KPIs and continuously improve our service standards.”

According to Khadka, new riders also receive five to seven days of training, depending on their performance. “Every rider is covered by accidental insurance from day one.” Customer experience remains a top priority for the company, he emphasized. “If any issue arises, we take immediate action. We have a dedicated customer care department that contacts both the customer and the rider to understand the situation. Customers who harass or abuse riders are flagged in our system to prevent future incidents,” Khadka said.

He also noted that Bhoj Deals offers flexible earning models like, “Riders can choose from multiple shifts based on their convenience, and we have different earning modalities. In the case of fuel price hikes, we increase fuel reimbursement rates for bike riders,” he added.

Khadka further said the company actively promotes work-life balance and close rider management. “We have a dedicated rider management team consisting of a manager and four assistants. Each rider is monitored individually and remains in daily communication with the team. Additionally, our CEO meets with riders once every month to listen to their concerns and operational challenges,” he said.

Binay (name changed) is an engineering student who joined the delivery sector just a month ago. He currently works at Bhoj Deals on a weekly salary basis. “I am here for a very short period of time and trying to travel abroad,” the 24-year-old said. He explained that dealing with customers can be challenging. “Customers are sometimes rude, and we have to find ways to explain delays. Some understand, but many get angry. We also have to accept when we ourselves are delayed,” he said. He earns enough to cover his daily expenses, receiving Rs 7–8 per kilometer for petrol. “I don’t feel pressured right now, but the real pressure comes from the seniors,” he added. According to him, stress is especially noticeable when deliveries are late. The costs of accidents and health issues are mostly covered by the company’s insurance. The company provides training as well, but Binay didn’t find it very important and attended it for only a day.

The experiences of riders highlight the human side of Nepal’s rapidly growing gig economy. While these platforms offer flexible work opportunities and contribute significantly to the economy, they also expose workers to long hours, uncertain incomes, and pressures from both customers and company management. As the gig economy continues to expand beyond Kathmandu into rural areas, it is essential for companies, policymakers, and consumers to recognize that behind every delivery and service is a worker navigating real risks, responsibilities, and dreams. Only by balancing convenience with compassion can Nepal’s gig economy thrive sustainably, ensuring dignity, safety, and opportunity for all its workers.

As a child, I spent countless hours playing with friends on open fields and bare ground. Growing up in Bhaktapur felt like growing up in one big open space, where I could wander freely without restrictions. My parents often warned me not to stay outside too long because they worried about my safety. Today, the situation has completely reversed: we have to encourage children to go outside and take a break from their mobile phones. Bhaktapur once had many open spaces, and even now a few grounds and resting areas remain, though far and few in between.

Sita aunty, my neighbor who has known me since childhood, grew up in Suryabinayak. She recalls roaming Bhaktapur’s alleys every day. Children were usually sent to school at the age of five, and they explored the city more freely than today. “Nowadays, parents are so busy with their work that giving a mobile phone to their children feels convenient and reliable,” she said. “They feel at least their children are indoors and not wandering wherever they please.”

She added, “I had more friends outside my school than inside. But now children stay indoors and don’t learn how to make friends or communicate.”

While talking, she recalled places where she once played, many of which have now turned into concrete buildings. Only one space remains, now divided between a playground and a cremation area.

Deepak Byanju, another local from Bhaktapur in his 40s who grew up in Golmadhi, also misses his old neighborhood. There were fewer vehicles back then, he said, and children could move around freely without disturbance. Today, the area has become crowded, mainly due to the influx of domestic and international tourists who shop there.

“I miss my old home environment where I played with my neighborhood friends,” he said. “But I feel sad for my child, who barely goes outside. The only places he steps out to are the veranda or the roof, and even then he’s on his phone.”

Byanju added that rapid construction and infrastructure expansion have swallowed play areas. At the same time, everything children need is now available on a phone, making outdoor exploration feel unnecessary to them.

The Ministry of Federal Affairs and General Administration (MoFAGA) has developed new resource materials to support the government’s goal of declaring all 753 local levels as ‘child-friendly zones’ by 2030. To achieve this, MoFAGA has set out a comprehensive strategy, mainstreaming child rights, policy advocacy, institutional strengthening, partnerships, community mobilisation, social accountability, equitable programming, behavioural change initiatives, and strong monitoring and evaluation. Local governments must meet several indicators to achieve child-friendly status, including building playgrounds and ensuring access to open spaces.

Bhaktapur’s urban structure reflects its Newar heritage, with attached houses and narrow alleys. But because it is also a city of festivals, the main roads remain comparatively wide to accommodate celebrations.

When it comes to children’s play spaces, Bhaktapur still relies heavily on its traditional environment: small alleys, chowks, temple premises, pati/phalcha (communal resting shelters), and, most prominently, Bhaktapur Durbar Square. These are the places where children gather safely and spend their time.

The narrow alleys are so interconnected that no matter which one you take, you will eventually end up at the same familiar place. Chowks, small courtyards surrounded by houses, provide safe spaces for play in the city’s core. Pati and phalcha (traditional public shelters near temples and crossroads) serve as lively social hubs where children often gather. And then there is Bhaktapur Durbar Square, a large open area free of traffic, where children can run, play, and relax after school or on weekends.

But the population has grown and the generation has changed. Bhaktapur District’s population rose from 304,651 in 2011 to 432,132 in 2021. Bhaktapur Municipality itself grew between 2001 and 2011 but saw a slight decline by 2021, possibly due to saturation of the old urban core. Changunarayan’s population jumped from 58,006 in 2011 to 88,083 in 2021. Madhyapur Thimi steadily expanded from 47,751 in 2001 to 119,756 in 2021, emerging as a major residential and commercial hub. Suryabinayak grew fastest—from 55,744 in 2001 to 140,085 in 2021—likely driven by urbanisation, new housing, and migration.

Rabindra Sapkota, spokesperson for Suryabinayak Municipality, said, “As part of being a child-friendly municipality, we are institutionalizing at least one playground in each ward.” For a proper playground, government land is needed, which is difficult to secure. As a result, the municipality has built football courts, badminton courts, and open spaces across many wards. “We plan to declare child-friendly wards by 2026, guided by standards that include education, playgrounds, and more,” he said.

According to Sapkota, Ward 7 has two to three open parks; Ward 6 has football courts with weekly training; Ward 8 has both football and badminton courts. Similar facilities are coming up in other wards. Each ward has contributed Rs 1 million, and the municipality has allocated Rs 10m. He estimates that around Rs 20m will be spent on the initiative this year.

Damodar Suwal, spokesperson of Bhaktapur Municipality, said, “Bhaktapur is built in a way that we must consider everyone. Our infrastructure reflects this, as do our heritage sites, festivals, and celebrations.”

He added that the municipality has built pati pauwa, chowks, and dabali (open stages for rituals, theatre, and festivals) where people can gather and rest. Children continue to enjoy playing in these culturally rich surroundings. Bhaktapur still has several open spaces, including Mahiswori playground, Kamalbinayak, Libali, and Sahid Smriti grounds, open to all age groups.

“Most chowks,” Suwal added, “include wells, pati, dhunge dhara (stone taps), and dyo chhen (temples). Every ward has its own space meant for people of all types.”

The Bagmati Province Child-Friendly Local Governance (CFLG) Monitoring Team visited Changunarayan Municipality on 6 Nov 2025 to assess its progress as the first CFLG-declared municipality in the Kathmandu Valley. Since securing the designation in 2021 by meeting rigorous MoFAGA guidelines and 51 indicators, Changunarayan has strengthened child clubs, improved infrastructure, eliminated child labor in 52 brick kilns, and built inclusive governance mechanisms such as child networks. Mayor Khatri said the nearly Rs 3m allocated annually for children is “an investment in future citizens and leaders.”

Krishna Hari Acharya, a ward chairperson from Madhyapur Thimi Municipality, added, “We already have four playgrounds, parks, and open spaces near ponds, and even more are coming. At dawn, children as young as six run across the football fields. We’ve started sports training through a local club to nurture young talent. Slides and swings brighten the open spaces, and new play areas are rising one after another as we work to create a truly child-friendly environment.”

Every morning as Kathmandu wakes, street dogs stretch out of alleys, temple courtyards, and construction sites. They belong to everyone and no one. But behind their wagging tails and familiar faces is a silent struggle for survival of hunger, accidents, mistreatment, and the deadly threat of rabies.

The story follows the life of one street dog—Tommy, a few years back, he used to live in my locality. Local shopkeepers fed him scraps, but no one knows his age or where he came from. He used to live in front of my house where he felt safe. One day, Tommy gets into a fight with a pack from a nearby area, and a small wound goes unnoticed. Within days, his behaviour changes—he becomes restless, aggressive, and later disappears. One day while returning from school, we learned he was taken by some people in the van. His story reflects what happens to thousands of strays each year.

The numbers tell a serious story. According to Nepal in data report, Kathmandu Metropolitan City (KMC) data from 2016 estimated around 30,000 stray dogs roaming the city. By 2018, veterinary doctors noted that this number had increased, citing the lack of government measures to manage the population. The World Organization for Animal Health (WOAH) reported in 2019 that Nepal had a total dog population of over 2.7m, of which approximately 2m were community or stray dogs and estimates for Kathmandu specifically range from 19,000 to over 30,000.

Animal Nepal (2022 report) shows that they have sterilized 1,968 dogs across Lalitpur, Kirtipur, Mahagadhimai, Lumbini, and Nepalgunj, treated 1,892 dogs in Kathmandu Valley and Lumbini for injuries and illnesses, vaccinated 3,337 dogs against rabies in multiple districts and facilitated adoption for 24 rescued dogs.

Voice of Animal Nepal (VOAN) (2024 report) notes that they have rescued and cared for over 1,350 injured, abandoned, or abused animals, sterilized over 100 dogs and cats in Kathmandu and nearby districts, and vaccinated 450 animals against rabies in partnership with local authorities. It has also estimated 22,000 street dogs throughout Kathmandu Valley.
Despite Nepal’s commitment to eliminate dog-mediated human rabies deaths by 2030, the reality on the ground paints a different picture.

Vaccine shortages, inadequate dog population management, misinformation, and deeply ingrained social stigma toward street dogs continue to hamper progress. Coordinated surveillance is minimal, meaning no reliable data exists on how many dogs are vaccinated, sterilized, or suffering from disease.

Legally, municipalities are responsible for managing street dogs, yet many lack the resources or rely on outdated practices like poisoning, despite legal bans. Consequently, dogs are often blamed and harmed instead of being protected or vaccinated. Fear and misinformation lead to killings, cruelty, and public apathy. Some neighbourhoods feed and care for dogs, while others throw stones or poison them. Public attitudes directly shape the fate of street dogs.

At the same time, NGOs, veterinarians, activists, and youth volunteers continue to make a difference. They run sterilization camps, vaccinate dogs, rescue the injured, and advocate for humane treatment.

Rupa Adhikari, a member of VOAN, explains the challenges on the ground, “Rabies vaccinations are provided by municipalities, and we collaborate with them. The vaccinations come from the government, and we help to administer them.

On a daily basis, we vaccinate 100–150 dogs. The government has been more helpful than before, but their interest is limited. They complain about a lack of budget. Often, they prefer to collaborate with private entities rather than NGOs. Even when we collaborate, vaccinations are conducted only in open areas, not narrow streets or densely populated localities.”

Adhikari highlighted that there is no proper implementation or legal threat for those who abuse animals. “In one case, an owner beat a dog, but the police showed little interest. We try to intervene, but sometimes, due to lack of evidence, we can’t do much. Many people think ‘they are just dogs,’ and that mindset is a major challenge.”

Advocates stress the need for a comprehensive legal framework and stronger government commitment. While police sometimes support animal welfare cases, widespread indifference continues to hinder progress.

Roman Raghu Shrestha, a veterinarian and surgeon at the Kathmandu Animal Treatment Centre (KAT), said, “We work on animal birth control surgeries, and we regularly vaccinate any animals brought to us. In the areas where we have worked—Tokha Municipality and Budhanilkantha Municipality—the estimated dog populations are 1,200–1,500 and 2,000–2,500 respectively. These figures are tentative, as the data vary between institutions and are recorded by the municipalities.”

In terms of awareness, they run programs in about 30 schools and colleges, reaching students from grade six up to the bachelor’s level. However, when it comes to policy, it has not been revised for a long time. The policies remain unchanged since their early introduction, and the resulting actions have been very limited.

“We do collaborate with the government on different campaigns. But regarding the rabies vaccine tracking system—an app designed to keep records, I didn’t feel comfortable using it, so we decided not to use it,” Shrestha said.

At the ministry level, officials acknowledge both the efforts made and the challenges ahead. Indira Sharma, veteran and information officer at the Department of Livestock Services, described the government’s approach, “We collaborate with everyone and engage with NGOs from time to time. They focus more on community welfare and advocacy, and we engage with them in policy-making and decision-making processes. Sometimes NGOs expect financial support which the government can’t provide at the moment.”

Sharma said that for legal punishment of animal abuse, the government is not directly responsible; local ministries look after these cases.”

She highlighted that for the 2030 rabies elimination goal, they follow “One Health” approach in collaboration with the Health Ministry adding, “We are working on Animal Birth Control Surgery at provincial and district hospitals to manage dog populations and running awareness programs by distributing pamphlets and posters, as well as using online campaigns via ministry websites and Facebook pages to educate communities.”

“The ministry is also engaged in policy development, working on regulations and guidelines to strengthen animal welfare. Disease surveillance is another key focus, with rabies prevalence monitored across animals through sample testing, supported by regional labs such as the Dhangadi Veterinary Lab,” she added.
Additionally, in fiscal year 2024/25, the government provided 154,000 doses of rabies vaccines, while private sectors imported more to supplement vaccination coverage. However, she noted challenges, “There is no dedicated budget for vaccination or animal welfare and collaboration with NGOs lacks a clear mechanism. As a ministry, we cannot reach everywhere, and that is a major problem.”

Nepal has more than half a million street dogs, yet many municipalities lack proper sterilization, vaccination programs, or shelters. Rabies, a 100 percent preventable disease, still claims lives every year—mostly among children in low-income communities. Lack of sterilization leads to unmanageable numbers of puppies, many of whom die from disease, starvation, or accidents.

Only a fraction of street dogs receive anti-rabies vaccines, and post-exposure treatment remains inaccessible to many.
The struggle of Kathmandu’s street dogs is a reflection of systemic gaps and the complex interplay between humans and animals.

Yet amidst this grim reality, the work of NGOs, veterinarians, and volunteers provides hope, illustrating that with coordinated effort, compassion, and policy support, the lives of street dogs and the safety of communities can be significantly improved.