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 Findings Traffic (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) DolakhaSindhuliOkhaldhunga 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 Discussions Changes in: DolakhaSindhuliOkhaldhunga Now10 years agoNow10 years agoNow10 years ago Basic Services Electricity Piped Water Telephone 35% 95% 33% nil 15% 80% 20% nil 20% nil 50% 95% 20% 10% 40% nil Bus Services No2004No2007No Shops (goods with reduced prices ) increased by 4 timesincreased by 6 timesincreased by 3 times Agricultural Production Cereal Crops Cash Crops New Crops Cereal cropping same 60% increase Potato, Fruit & Vegetable Cereal cropping same 6-fold increase Potato Cereal cropping same 6-fold increase (none) Food Sufficiency 8.5 months4.0 months8.5 months3.5 months7.5 months4.0 months 2.1 times as sufficient2.4 times as sufficient1.9 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 often 4.9 times as often 13 times as often 15 times as often 2 times as often 3.3 times as often 11 times as often 2.3 times as often 4.8 times as often 1.8 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.

Summary Clear 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

Summary Most 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 - ??

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