Findings of DRSP External Review

Main - To assess the impact of DRSP road activities.

Others:• To see changes in social and economic

conditions of people living in the area of influence brought about by the project;

• To see how poorest and most disadvantaged groups have benefited proportionately; and

• To see whether the costs and benefits are distributed equitably.

Objectives

Methods Used – both qualitative and quantitative analysis

- Focus Group Discussions

- Household Surveys

- Traffic counts and data on transport operation

- Bus passengers interviews

- Origin – destination survey

- Observation

Sample Roads Surveyed

• Dolakha:

Mude – Melung, 45km, ongoing

• Sindhuli:

Sindhulimadi – Bhimstan, 22km, ongoing

• Okhaldhunga:

Okhaldhunga – Rumjhatar, 12km

Okhaldhunga – Rampur, 16km

Major FindingsTraffic (Counts, O-D survey and

Interview with bus passengers)• Traffic was very modest overall; 5 – 15

vehicles per day (vpd);

• Lower volumes in long and distant sections resulting to overcrowding of buses;

• Use of motorcycles in shorter sections but walking remains dominant mode of travel for schools, local markets and health centers;

• Bus services ‘controlled’ by bus local operators particularly in Sindhuli;

• Bus fares – relatively higher (above national average of Rs. 2.5/Km);

• Will take many years to generate significant volume of traffic as being in the early stage of road development.

Major Findings• Incomes, Food Sufficiency and Travel

Time (HH survey)

Dolakha Sindhuli Okhaldhunga

• Incomes have doubled in 10 years• Food sufficiency up from 4 to 8.5 months• Travel distance time – distorted due to Lamosangu-Jiri road

• Incomes have increased by 2.5 in 10 years• Food sufficiency up from 4.5 to 8.5 months• Travel time to DHQ lesser by almost half with increased frequency of trips

• Incomes increased by 3 folds in 10 years• Food sufficiency up from 4 to 7.5 months• Travel time to DHQ halved with increased frequency of trips

Findings from Focus Group DiscussionsChanges in: Dolakha Sindhuli Okhaldhunga

Now 10 years ago Now 10 years ago Now 10 years ago

Basic Services Electricity Piped Water Telephone

35%95%33%

nil15%80%20%

nil

20%nil

50%95%20%

10%40%nil

Bus Services 2003-07 No 2004 No 2007 No

Shops (goods with reduced prices ) 270 70 45 7 140 50

increased by 4 times increased by 6 times increased by 3 times

Agricultural Production Cereal Crops Cash Crops New Crops

Cereal cropping same60% increase

Potato, Fruit & Vegetable

Cereal cropping same6-fold increase

Potato

Cereal cropping same6-fold increase

(none)

Food Sufficiency 8.5 months 4.0 months 8.5 months 3.5 months 7.5 months 4.0 months

2.1 times as sufficient 2.4 times as sufficient 1.9 times as sufficient

Living Conditions Tin/Stone/Tile Roof Use Communal Tap No Toilet Facility

75%80%48%

40%27%97%

85%95%30%

10%13%90%

57%95%43%

18%57%96%

Education - school Boys attendance Girls attendance Total attendance

46%41%87%

41%27%68%

42%41%83%

36%26%61%

43%41%84%

34%29%63%

Trip Frequency Local Market Main market District HQ Beyond

2.2 times as often4.9 times as often 13 times as often15 times as often

2 times as often3.3 times as often 11 times as often2.3 times as often

4.8 times as often1.8 times as often 1.9 times as often

Accessibility

‘Improved access can enable growth, but does not cause it’ – Quote from the Report

Accessibility in Nepal is defined as 2 to 4 hrs walk to a motorable road (an all weather roads) which is able to support year-round passenger/freight services.

Catchment areas of 4 districts

Accessibility of 4 Districts with Strategic Network only

Accessibility of 4 Districts with Strategic Network plus DRSP Roads

GIS Map - Digital terrain model, based on walking speed, terrain type and barriers

Cumulative Impact

Increase in population served in 30 mins to 4 hours of time-band

Outreach

District roads extends the outreach of the Strategic Network.

SummaryClear indications of change are evident:

• Positive overall impact on local economies

• Poor and DAG have benefited from employment and social opportunities

• Social divisions have been reduced

• Accessibility has been improved

• Traffic still low, but predicted to increase in next 10 years time

SummaryMost people benefited through:

• Lower prices in the shops,

• More frequent travel,

• Marketing local produces,

• Increased employment and economic activities, and

• Improved local service delivery- eg. Ambulance service operating etc .

Lessons - What can be improved in Phase IV• Sustained improvements in livelihoods of DAGs – thru’

skill enhancement in road constructions, developing guidelines for RCGs and contractiors and monitoring work packages, others thru’ facilitating and linking for leveraging resources (funds, knowledge, information etc.) from other programmes.

• Stimulating economic growth – “Roads are not enough!” – Selection/prioritization of roads which serves widely and have potentials for further economic growth. Consideration needed to improve transport and other services after construction of roads so as to maximize/retain benefits locally.

• Local community involvement is successful and should be retained in the next phase, strengthening the planning process for updating DTMPs, prioritization of road maintenance.

• Discouraging non-engineered roads - Increasing awareness and advocacy on the approach of engineered road construction so that this can be scaled up.

• Advocacy for reducing control and cartel amongst transport service operators to provide safer, reliable and affordable services for all - ??

Thank You