Assessment of Impact of bridges for development in Parbat … · 2020. 3. 13. · Assessment of Impact of bridges for development in Parbat District, Nepal 54 | XICJ - Vol. 2 / No

Assessment of Impact of bridges for development in Parbat District, Nepal

54 | XICJ - Vol. 2 / No. 1/ January- 2020


Kaustuv Raj Neupane1*, Prakash Basnet1

1Trichandra Multiple Campus, Kathmandu, Nepal

*Correspondence : [email protected]

Date of Received : 27th December,2019 Date of Acceptance:15th January 2020

Abstract

Isolation and lack of access of adequately maintained local roads and bridges connecting them

are hindrances for development. Nepal has prioritized and invested in rural road construction

for more than two decades but still, rural communities do not have continues access to the

market, education, health facilities due to lack of bridges. This study attempts to assess the

changes in the living condition of the local community through the construction of the bridge

through a case of Chirdi Khola Motorable Bridge along Madikuwa Jhalak - Huwas Road in

Parbat district, Nepal. We adopted a mix method of data collection and employed both

qualitative and quantitative methods for data collection. We conducted 280 HH survey, in

addition to 7 focus group discussions and 15 Key Informant Interviews. We found the freight

cost had reduced by 14.29% but the freight volume increased by 30% and traffic flow increased

by 64 %. In terms of benefits to socio economic conditions, percentage change to access to

health increased by 17 % and enrollment to school rose to 16 % after the bridge construction.

It was observed significant change production of agricultural products. During the construction

phase project had provide skill training which had amplified the local community development

and but involvement of women was negligible. In overall bridges directly support for socio

economic development of a community by making increasing connectivity in all-weather

condition but the development programs should prioritise women for income generation and

direct employment opportunity.

Keywords: self-esteem, life satisfaction, differently abled

Introduction

Lack of physical infrastructures like road

and bridges are considered a major barrier

for the economic development of a country.

So, many studies have suggested that

investment in road network will help to

enhance the living standard and contribute

to reduction of Poverty (Khandker, Bakht,

& Koolwal, 2009). As the transport

enhances access to markets for both inputs

and outputs through a reduction in

transaction and trade costs (transport and

logistics costs) (Bhandari, Shahi, &

Shrestha, 2012). I addition By linking

producers to markets, workers to jobs,

students to school, and the sick to hospitals,

roads are vital to any development agenda

(Berg, 2015). So developing countries are

investing on rural infrastructure road for

promoting the rural livelihood of rural

people.

Xavier International College Journal (XICJ)


XICJ - Vol. 2 / No. 1/ January- 2020 | 55

The development of transportation facilities

can provide the pathway of cultural

transformation between developed societies

and the remoteness of high mountains

(Rawat & Sharma, 1997). Development of

road contributes in multiple factors for

instance reduction in freight cost and access

to market for food supply ((Fan & Chan-

Kang, 2005), increase in agricultural

production and productivity by bringing in

new land into cultivation, access to

education facility, development of small

enterprises, skills and communication

transformation. Transportation costs are the

most significant factor for food prices in the

mountains, and road access the primary

determinant of those costs.

Furthermore, food wasted in transit due to

lack of roads, or poor quality ones, can

impact the market value of agriculture

products(Phuong Tran, 2013).

In order to promote livelihood of rural

community’s livelihood multiple road

projects are implemented by Nepal

government. This has been particularly

visible through its it 8th Plan (1992- 1997 )

which targeted to linking farm to market

through road construction through rural

urban road construction (Pokharel &

Acharya, 2015). After that, the

Decentralization Act 2008 has created

authority and budgets transfer to local

governments and , rural road construction

has become a priority for the main village

and district authorities (Sudmeier-Rieux,

2011) which induced for creation multiple

roads in rural areas. Nepal road density is

actually high as compared to other

mountainous countries and largely due to

the trend in the past decade of opening up

new roads (World Bank, 2013 as cited in

(Leibundgut et al., 2016) but most of them

operate throughout the year due to lack of

motor able bridges.

The road density of the Strategic Road

Network is 8.76 km/100 km2, and of

the Local Road Network is 39 km/100

km2 or 2.18 km per 1,000

people (Source: Department of Roads

& Dolidar, 2015/2016). The strategic road

network, with a total length of

about 12,898 km (2015/2016) of

national highways and feeder roads, is the

core of Nepal’s road system. It carries most

of the country’s road traffic and provides

linkages to major economic centers and

neighboring countries1. However, lack of

access (without motorable bridges) is a

serious constraint for economic and social

development, incurring huge economic

costs (cost of travel, health cost and inflated

prices of commodities) for people and one

of the primary reasons for high incidence of

rural poverty in Nepal (“Local Bridge

Programme,” n.d.) And this is particularly

major problem in hills and mountains due to

difficult geology but this is region where 50

percent Nepalese live and majority of them

live under poverty line (42% in mountains

and 22% in hills (Nepal, 2017) .

Nepal needs many Bridges for smooth

transportation as thousands of river flows

from north to south of its Terrain Rivers but

there are many constraints in

implementation due to high cost and

requirement of high technical knowledge to

Bridge Construction (Shrestha & Chen,

2007) which is major challenge to provide

all year connectivity, enhance the mobility

to people to reach them to get basic

facilities. As a result, investments on roads

are not optimally used and people remain

https://link.springer.com/article/10.1186/s40677-016-0047-8#CR33



isolated during monsoon for at least four

months (June-Sept) and ironically, this is

period when people need roads most

because this is the season for major

cultivation and farmers need transport farm

inputs, fertilizers, and seeds (Limbu, 2018).

In this backdrop, this paper aims to assess

the how bridge can impact/ contribute to

uplift the rural economy and provide access

to basic facilities to people n provide all

year connectivity, enhance the mobility.

Methodology

Description of the Study Area

The Chirdi Khola Motorable Bridge along

Madikuwa Jhalak- Kurgha - Lukhu -

Huwas Road is one of the Bridges selected

in Parbat district for implementation. The

distance of the Bridge site is near about 25

KM from district headquarter Kusma

Bazar. The condition of access road to oth

banks is earthen. Upon construction

completion of this Bridge, additional

19.11 km road in the Mudikuwa-Lukhu-

Huwas road alignment became all

weather. The left bank of the Bridge lies

on Phalebas Municipality Ward no.10

(Previous Phalebas VDC ward no 1 to 9)

and the right bank of the Bridge lies on

Phalebas Municipality Ward no. 7

(Previous Limithana VDC ward no.1 to

9), of Parbat District.

This Bridge was started on 2074/03/11

(agreement date) and targeted to complete

by 15 months from the date of agreement,

on 2075/06/08. This Bridge helps farmers

to transport their farm products to

markets, promote the export of cash crops,

and import of construction materials,

consumer goods for the people of

Phalebas Municipality ward number 7 and

10. This Bridge is RCC Bridge with open

foundation having total length of 18.6m

.After the construction of this Bridge,

availability of food items will be enhanced

and will cut down travel time to the

educational, market and other facilities

and overall improve the living condition

of local people. The Bridge plays vital role

to connect people of southern area

(Phalebas municipality and Mahashila,

Bihadi, Painyu Rural municipality) to

reach Kusma bazaar for service and

facilities. This Bridge lies on alternative

road to go to Butwal (the market center)

via Huwas Bazaar. The Bridge also has

the potential of linking Parbat district with

other districts such as Syangja &Kaski

district .

The Chirdi Khola Bridge lies on the

Mudikuwa-Jhaklak-Kurgha-Lukhu-Huwas

Road. Bridge is located at Falla/Kurgha of

Phalebas Municipality, 25 km far from the

district headquarter. The left bank of the

Bridge lies on the Ward no. 10 and the right

bank of the Bridge lies on Ward no.7 of

Phalebas Municipality, Parbat District. The

Zone of Influence (ZoI) of Chirdi Khola is

Falebas Municipality Ward No 7 and 10)

which has 1026 households and 4423

population. The per capita income is Nrs.

85315 the per capita expenditure is Nrs.

51135 The available means of transport is

Bus, Truck, tractors and jeep to carry goods

in the Bridge site. An average freight cost is

Rs 1.5/kg from Kusma to the Falla (Kurgha)

bazzar Bridge site. Average 80-82 numbers

of vehicle plying daily in this road including

motorcycle.



Figure 1: Location of Bridge

Data Collection and Analysis

Sampling Size :

We used random sampling technique for

selection of sample as the population was

heterogeneous to be bias-free. An

appropriate sample of (280 households)

was drawn from the sample frame using

probability proportion to the size of the

households in the project area. Total 280

households are statistically representative

of 1,026 HH. Following Arkin and Colton

(1963) formula, the sample size (based on

a total of households enumerated) was

computed from the following formula

n = NZ2 X p X (1 - p)

Nd2 + Z2X p (1 - p)

Where, n= Sample size

N= Total number of

households

Z= Confidence level (at

95% level Z = 1.96)

p= Estimated population

proportion (0.5, this

maximizes the sample

size)

d= Error limit of 5% (0.05)

Hence,

N=1026

n= 280 (Sample size)

The total population of sample HHs was

1456 consisting of 280 HHs. Out of total

population (1456), the composition of male

and female populations was found to be 775



and 681 respectively. The distribution of

Dalits, Janjatis and Others to the total

sample population is found to be 181, 61

and 1214 respectively. The Other category

includes the Brahmins, Chhetries and

Thakuris.

Other Methods of Data Collection

We used both qualitative and quantitative

data for this study. In addition to household

survey, 6 FGD, 24 KII Interview with Local

Road Bridge Support Program officials,

school teachers, political leaders, social

workers, businessman, and users was

conducted. Descriptive statistics was used

for the survey result. All results were

presented in percentage form.

Descriptive Statistics

Distribution of Sample Population by the

Literacy Levels

Since education equalizes the opportunity

and generates human skills and leadership

needed for the development, it is the key

for overall development of any

community, society and nation as a whole.

Level of education is one of the important

variables/indicators of poverty mapping.

For the purpose of this study, the levels of

educational attainment were categorically

divided into illiterate and literate. Table 1

provides deatil information on the literary

status of the sample households.

Table 1: Distribution of Population by Literacy Levels

Literate Illiterate Total Grand

Ward Male Female Male Female Male Female Total

10 471 398 23 37 494 435 929

7 244 207 13 16 257 223 480

Total 715 605 36 53 751 658 1409

% 95.21 91.95 4.79 8.05 53.30 46.70 100

Source: Field Survey, 2018

Male literacy is around 95% and female is

92%, which is above national literacy level

(M: 76.4% and F: 53.1 Census 2015).

Illiterate male is 5% and Female 8%, which

shows that the literacy rate was good in the

ZoI area.

Distribution of Sample Population by

Occupations

The socio-economic condition of any

groups and communities are determined by

the occupations they hold. Hence

distribution of sample population by

occupational status has been taken as one of

the prominent variables of poverty mapping

in this study. Below Table shows the

occupational status of sample household

population (1456). For the study of

occupational status of the sample

population, the occupations were stratified

as agriculture/livestock, small

business/enterprises, services, wage labor,

foreign employment, student and

housewife.

The major earning occupation is

Agriculture/livestock followed by service

and foreign employment (Table No 2). In



accordance with the findings, out of total

sample population, 29.12% reported being

engaged in agriculture and 3.3 % engaged

in small business. Service holders were

revealed to be (10.1%). 10.03% of total

sample population was found to have been

engaged in foreign employment, 1.24%

reported wage labor as their main

occupation. 28.91% of sample population

reported as students and 9.34% as

housewives.

Through the analysis of the data regarding

the occupation of the sample population,

they were found to have adopted diverse

types of occupations for their livelihoods.

Major occupation is found to be agriculture

and livestock, followed by service 10.1%,

foreign employment 10.03% then comes

the small business 3.3% as fourth main

occupation of the people in the ZOI. By the

survey it is learnt that the people adopt

multiple occupation for their living.

Table 2: Distribution of Population by Occupation

S.N. Sector Population %

1 Agriculture/Livestock Raising 424 29.12

2 Buisness/Commerce 48 3.3

3 Service 147 10.1

4 Wage labour 18 1.24

5 Foreign Employment 146 10.03

6 Student 421 28.91

7 Housewife 136 9.34

8 Depended 116 7.97

Total 1456 100


Distribution of HHs by Accessibility to

Physical Facilities

For the assessment of accessibility of

physical facilities, the facilities were

classified as primary school, secondary

school, college, telephone, medical centers,

sub health posts, health posts, hospital,

veterinary service centers, agriculture

service centers, local markets, district

markets, district headquarters and road

head. Information was gathered with regard

to these facilities in terms of location, travel

time, and mode of transport.



Table 3: Distribution of HHs by Location of Physical Facilities

Facilities/Services In Village % In Municipality % In District % Total

Primary School 280 100 0 0 0 0 280

Higher secondary (+2) 169 60.36 111 39.64 0 0 280

College 22 7.86 255 91.07 3 1.07 280

Health center 279 99.64 1 0.36 0 0 280

Medical/Pharmacies 109 38.93 160 57.14 11 3.93 280

District hospital 0 0 0 0 280 100 280

Veterinary Center 13 4.64 254 90.71 13 4.64 280

Local Market 280 100 0 0 0 0 280

Main Market 5 1.79 106 37.86 169 60.36 280

District headquarter 0 0 0 0 280 100 280

Road head 278 99.29 2 0.71 0 0 280


All primary schools were located within

respective villages (100%). The majority of

secondary school was located either in the

village (60.36%), within the municipality

(39.64%). Most of the medical facilities

were located within the municipality (96%).

Most of the veterinary center was located in

municipality (90.7 %.) The main market

was located at district level for 60.36% of

the respondents. 99% of the sample

households reported road head within the

village.

Table 4: Aggregate Travel Time and Cost

Facilities/Services Walking time

(Minute)

Vehicle time

(Minute)

One way

travel cost

(Rs)

Frequency

(Annual)

Primary School 14.59 0 0

Higher Secondary (+2) 29.71 9.72 9.52

College 53.3 27.83 36.38

Health /Sub health post 38.99 27 29.78 11

Medical/Clinical facilities 27.2 31.25 60 10

District hospital 40.67 130 250 4

Veterinary Center 39.5 42.9 69.59 3

Local Market 23.79 12.27 18.04

Main Market 52.58 88.1 174.34 11

District headquarter 42.93 130 250 9

Road head 5.86 Source: Field Survey, 2018



All primary schools were located within

fifteen minutes walking distance,

Secondary schools half an hour, and college

within one hour. Average travel time to get

medical facilities is nearly forty minutes.

Distance to Veterinary service is about forty

minutes of walk (Table No 4). To reach

main market and District Headquarter, ZoI

pople spend around one hours walking and

then use vehicle for around two hours. The

respondents mostly used vehicles to go to

district headquarter, main market and for

medical facilities. In average they go to the

health post, medical /clinic 10 times yearly.

During the survey it is learnt that most of

the respondent visit annual 3 times to the

vetenarary center and 11 times to main

markets. The survey reveals that, one-way

travel cost to reach district hospital and

district headquarter is NRS 250 and

frequency of annual visit is 4 and 9 times

respectively

Impact of Transportation Infrastructure

on Rural People Life

Change in Freight Cost

From KII and FGD, data for freight cost

before and after Bridge construction were

collected. Considering fuel inflation, the

average freight cost is decreased by

14.29%. Before Bridge construction, the

common mode of transport for freight was

truck/tractor, which cost approximately

NRs. 0.060/kg/km. The current freight cost

is NRs. 0.06/kg/km which is same as

previous without considering inflation

using truck/tractor. The freight cost seems

to be same. However, having freight cost

similar even after 1 year of survey signifies

that the cost is decreased. In order to

quantify the decrease rate, inflation price of

diesel is considered here as

When diesel price = NRs. 95/-, freight cost = NPR 0.06/kg/km.

When diesel price = NRs. 105/-, then expected freight cost per kg/km = 0.06

95 𝑋 105

= 0.07

But, actual price per kg when diesel price = NRs. 105/- is NRs. 0.06/kg/km

Hence, % Decrease in Freight Cost = 𝐸𝑥𝑝𝑒𝑐𝑡𝑒𝑑 𝑃𝑟𝑖𝑐𝑒−𝐴𝑐𝑡𝑢𝑎𝑙 𝑃𝑟𝑖𝑐𝑒

𝐸𝑥𝑝𝑒𝑐𝑡𝑒𝑑 𝑃𝑟𝑖𝑐𝑒 𝑋 100

= 0.07−0.06

0.07 𝑋 100 = 14.29 %

Thus, as shown above the actual decrease in freight cost is 14.29%

Respondents responded that vehicles are

crossing Chirdi khola without any difficulty

during monsoon but before Bridge

construction, transportation was totally

closed for about three months during

monsoon. This shows that peoples in the

ZoI are benefitted for easy transportation of

food materials and other consumables by

Bridge construction. People expressed

thanks to all who were involved in Bridge

construction.



Change in Traffic Volume

We found, the traffic volume is increased by

64% (from 50 to 82 per day) in the road

crossing Chirdi Khola Motorable Bridge

after bridge construction. This shows the

vehicles are playing without any discomfort

and more peoples are benefitted to use

transportation facilities.

Though increased in traffic volume had

eased transportation facilities, Key

Informants indicated the chances of

happening road accidents in the corridor.

Due to change in traffic volume,

environment is being polluted. Locals along

the road section had faced problems of dust

and noise.

Change in Freight Volume

In Zone of Influence (ZoI) of Chirdi khola

Bridge, the freight volume as per

informants for this year 2018/2019 is 41458

kg/month. In which mostly food product

like rice, dal, oil, gas, vegetable etc. are

imported. Before Bridge construction,

freight volume altogether was 31650

kg/month which shows that the freight

volume is increased by 30%. Most of the

seasonal fruits like orange, banana and milk

were directly exported by business personal

from ZoI themselves and some of Seasonal

fruits and vegetables such as orange and

honey were locally sold by shopkeeper.

This shows that peoples in the ZoI were

benefitted by Bridge construction to export

and import daily needs and to sell their local

products in markets.

Change in Taking Health Facility

Below is the change in number of persons

seeking health facility in the zone of

influence of Chirdi Khola Motorable Bridge

obtained from healthpost.

Table 6 Monthly record of taking health service

S.N. Name of health center Before After

1 Kurghaa Health center, Falebas-10, Parbat 121 142


This shows that peoples are benefitted by

Bridge construction so that number of

persons taking health facility is increased

by 17%. Before construction of Bridge, it

was difficult to go health centre from ward

number 7 but now due to Chirdi Khola

Motorable Bridge, peoples are getting

better access towards health facility.

1.1 Change in Travel Time and Cost

The survey was conducted in Mudikuwa-

Jhaklak-Kurgha-Lukhu-Huwas road

corridor, for which people have to pay

average bus fare NRs 250 (NRs 10 per km)

to reach district headquarter and hospital

and before construction of Bridge, in that

time average bus fare was NRs.255

(NRs.10.2 per km). The survey shows that

there is decrease in travel cost by 2%

without considering fuel inflation. If we

consider the fuel inflation then there is

decrease in travel cost by 31%. Pedestrians

are crossing the river comfortably after

Bridge construction. Vehicles are plying

without any fear of flood after Bridge

construction.

Though there was no drastic change in

travel cost and time, people were found



benefitted that there is continuous flow of

traffic without any disturbances. Those

peoples who have to travel southern belt of

district and Syangja, Butwal, they are

benefitted by time and cost so that they

travel to Terai without going Pokhara. They

used to travel via Huwas -Syangja and then

Butwal.

1.2 Change in Student Enrolment in

Schools

From FGD and KII, number of students

enrolled are found increased after Bridge

construction in comparison to previous year

when there was no Motorable Bridge. As

per school data, 222 students were enrolled

before Bridge construction and after bridge

construction, enrollment increased by

21.6% and reached to 270. Informants

reported that students crossed Chirdi Khola

Bridge without any fear. Before

construction of Bridge, students left to go to

school during monsoon season and if

children went to school, their parents were

afraid about any expected accidents during

crossing the river. Adukia, Asher, &

Novosad (2017) in their study in India

found positive impact in school enrolment,

pass percentage and completion of course.

This shows that regularity of school going

children has been maintained which may

lead to more practical education to produce

brilliant human resources.

1.3 Effects in Social and Culture

The invention of new development can

effect directly and indirectly in different

sectors. The Bridge is also knows as modern

technology in rural areas of Nepal. The

table presents the effect of Bridge in social

and cultural properties.

Table 7: Effect of Bridge in Social and Culture Properties

Effect Number Percent

Yes 212 75.7

No 68 24.3

Total 280 100.0


Among the total 280 respondents highest

proportion i.e. 212 (75.7%) respondents

reported that the Bridge affected in social

and cultural properties. Likewise among

280 respondents lowest proportion i.e. 68

(24.3%) respondents reported the Bridge

has not affected on social and cultural

properties. In addition modern services

directly and indirectly affects in traditional

attitudes, eating, speaking, clothing and

behavior. So Bridge has also affected in

social and cultural properties.

Despite some positive impacts, negative

impacts were reported. With flow of new

people number of alcohol, smokers and

druggists were increased. Peoples left their

land barren and investing their money in

fast foods and imported food items. Some

peoples have shifted from local culture and

trying to adopt modern western styles.

1.4 Skill Development and Awareness

During Bridge construction, two persons

for the study area were trained on Gabion



box weaving and filling training and two in

painting training. This type of training is

useful for personal skill development and

income generation. Peoples got opportunity

to watch each and every activity of Bridge

construction from which they learnt

different things to enhance awareness

building. For example “while on work use

of gumboots, helmets, gloves is necessary”,

“peoples participation plays vital role in

development work”. Thus it was found that

by construction of Chirdi Khola Motorable

Bridge, peoples are benefitted to enhance

their skill and awareness. As reported by

informants, this skill will help to ease their

livelihood only two persons has taken

training on Bridge painting training

organized by LRBP, which shows the

engaging in different construction

industries.

1.5 Establishment of Micro Industries

and Business Development

As reported by the informants, there are

huge production of Orange, Ginger,

Amliso, honey and milk in the Zone of

Influence area. Before construction of

Chirdi Khola Motorable Bridge, these

products were transported using porters and

sold in local markets with low value. But

after construction of Bridge, producers are

transporting their products by jeep, tractor,

and mini truck to reach in District

Headquarter, Pokhara and other market

centers and are getting more returns. Also

peoples are benefitted to transport their

agricultural products (rice, wheat, cereal

crops, and vegetables) from left bank to

right bank and vice versa. Traditional

agricultural systems are being modernized

to enhance income generation. After

construction of Bridge, one milk cooling

center, one poultry farm, one storage centre,

few grocery and small hotels are stabilized

in the area. This showed that the people’s

livelihood is enhanced by the construction

of Bridge.

1.6 Involvement During Construction

Majority of the informants sated that few

numbers of locals were only engaged

directly engaged in construction work but

mainly involved in coordination, problem

solving. As reported, locals were involved

in gabion wall construction, masonry wall

construction and concrete transportation.

Since there are more technical tasks in

Bridge construction, contractor brought

skilled workers from another part of

country and even from India. However local

peoples were involved for other supports

like: coordination, local problem solving,

supports technicians for quality control,

identifying the source of materials,

maintaining safety at the working site etc.

The number of workers and employment

generation during the Bridge construction is

stated in below table 8. This showed that

participation of women is very negligible.

Table 8: Number of workers and employment generation

Workers engaged (Nos.) Employment generated (Nos.)

Male Female Total Male Female Total

68 10 78 4409 968 5377




Conclusion

This study was carried to assess the impact

of rural bridge construction of Chirdi Khola

Motorable Bridge along Madikuwa Jhalak-

Kurgha - Lukhu - Huwas Road in Prabat

district of Nepal was lies in mid hill of

Nepal. This case study showed there is

positive impact of bridge for mobility of

people all round the year which promoted in

different dimensions of development

particularly on sector of access to health,

education, enrollment of students in school.

Another significant changed was found in

reduction of freight cost. Despite of positive

impact there were negative impacts like

alcohol consumption and drug addiction

were threat. A notable aspect that supported

for development of local people was

through skill enhancement program.

Finally, it was revealed the development

opportunity differ among male and female

due to road construction so to enhance

equitable impact of development to all

households capacity building need to be

carried out and prioritization should be

given to female.

Acknowledgements

We would like to acknowledge Hari Prasad

Joshi of LRBP for support during the data

collection. In addition we would also like to

thank all respondents.

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