Schlüsselwörter
(Deutsch)
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Rural Roads, Labour based Approach, Disadvantaged Groups (DAGs), Cobble stones pavement, Bio-engineering, Nepal
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Schlüsselwörter
(Englisch)
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Rural Roads, Labour based Approach, Disadvantaged Groups (DAGs), Cobble stones pavement, Bio-engineering, Nepal
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Schlüsselwörter
(Französisch)
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Rural Roads, Labour based Approach, Disadvantaged Groups (DAGs), Cobble stones pavement, Bio-engineering, Nepal
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Schlüsselwörter
(Italienisch)
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Rural Roads, Labour based Approach, Disadvantaged Groups (DAGs), Cobble stones pavement, Bio-engineering, Nepal
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Kurzbeschreibung
(Deutsch)
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The objective of the review was to assess the impacts of the DRSP especially with respect to the improved livelihoods and enhanced capacities of stakeholders and whether the impact hypothesis was correct. This review was also to provide a solid institutional memory and insights in designing a next generation of programme in support rural transport infrastructure in Nepal.The review has validated the results of DRSP such as:People in the programme districts are brought within proximities of less than 4 hours walk to roads, saved 2 hours of travel time in each trip they make. More than 5 million person-days of work were generated and 51% of total workers were DAGs. Incomes of the people increased by 10 % from off-farm activities. On average, while the annual household incomes of people living in Zone of Influence have increased by 25%, the DAG households have been able to increase their annual incomes by 15% after the road construction. Economic Internal Rates of Return (EIRR) based on reduced transport costs and savings in time in constructed roads ranged from 17% to 29%, which is higher for rural roads and well justifies the investments made. There is significant reduction in costs of freight (NPR 25 to NPR 90 per tonne-km with inflation adjusted), which is one tenth of the cost of transport by porters. While there is a difficulty in establishing a causality link, there was a significant change in people’s living condition. Most significant is the use of permanent latrines by DAG HHs, which has increased from 7 % before road construction to 65 % after the road construction. There has a greater intensification of crops particularly cereals - with 35 % increase in rice production, 33 % increase in wheat productionAt district levels, the most notable feature of DRSP is the high level of project ownership by the districts delivering higher quality of construction works. The techniques of cobble stone pavement for road surfacing and bio-engineering for soil stabilization are well recognized.However with these positive results, there are few critical reflections, which are considered while designing future interventions of support by SDC in the rural roads sector. They are:Although DAGs benefited most in the short-term from road construction works, there was still little evidence of sustained improvement in their economic status on the long run. It is clear that roads benefited non-DAGs as income of the non-DAGs rose more than those of DAGs after road construction. Having good examples of DRSP’s labour-based model of road construction demonstrated, the adoption of labour-based approach in rural roads construction including cobble stone pavements, bio-engineering techniques that are labour intensive, remains low. The issue of inadequate transport services in the newly opened roads remains to be neglected, likewise, the issue of labour based road maintenance is also neglected.
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Kurzbeschreibung
(Englisch)
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The objective of the review was to assess the impacts of the DRSP especially with respect to the improved livelihoods and enhanced capacities of stakeholders and whether the impact hypothesis was correct. This review was also to provide a solid institutional memory and insights in designing a next generation of programme in support rural transport infrastructure in Nepal.The review has validated the results of DRSP such as:People in the programme districts are brought within proximities of less than 4 hours walk to roads, saved 2 hours of travel time in each trip they make. More than 5 million person-days of work were generated and 51% of total workers were DAGs. Incomes of the people increased by 10 % from off-farm activities. On average, while the annual household incomes of people living in Zone of Influence have increased by 25%, the DAG households have been able to increase their annual incomes by 15% after the road construction. Economic Internal Rates of Return (EIRR) based on reduced transport costs and savings in time in constructed roads ranged from 17% to 29%, which is higher for rural roads and well justifies the investments made. There is significant reduction in costs of freight (NPR 25 to NPR 90 per tonne-km with inflation adjusted), which is one tenth of the cost of transport by porters. While there is a difficulty in establishing a causality link, there was a significant change in people’s living condition. Most significant is the use of permanent latrines by DAG HHs, which has increased from 7 % before road construction to 65 % after the road construction. There has a greater intensification of crops particularly cereals - with 35 % increase in rice production, 33 % increase in wheat productionAt district levels, the most notable feature of DRSP is the high level of project ownership by the districts delivering higher quality of construction works. The techniques of cobble stone pavement for road surfacing and bio-engineering for soil stabilization are well recognized.However with these positive results, there are few critical reflections, which are considered while designing future interventions of support by SDC in the rural roads sector. They are:Although DAGs benefited most in the short-term from road construction works, there was still little evidence of sustained improvement in their economic status on the long run. It is clear that roads benefited non-DAGs as income of the non-DAGs rose more than those of DAGs after road construction. Having good examples of DRSP’s labour-based model of road construction demonstrated, the adoption of labour-based approach in rural roads construction including cobble stone pavements, bio-engineering techniques that are labour intensive, remains low. The issue of inadequate transport services in the newly opened roads remains to be neglected, likewise, the issue of labour based road maintenance is also neglected.
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Kurzbeschreibung
(Französisch)
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The objective of the review was to assess the impacts of the DRSP especially with respect to the improved livelihoods and enhanced capacities of stakeholders and whether the impact hypothesis was correct. This review was also to provide a solid institutional memory and insights in designing a next generation of programme in support rural transport infrastructure in Nepal.The review has validated the results of DRSP such as:People in the programme districts are brought within proximities of less than 4 hours walk to roads, saved 2 hours of travel time in each trip they make. More than 5 million person-days of work were generated and 51% of total workers were DAGs. Incomes of the people increased by 10 % from off-farm activities. On average, while the annual household incomes of people living in Zone of Influence have increased by 25%, the DAG households have been able to increase their annual incomes by 15% after the road construction. Economic Internal Rates of Return (EIRR) based on reduced transport costs and savings in time in constructed roads ranged from 17% to 29%, which is higher for rural roads and well justifies the investments made. There is significant reduction in costs of freight (NPR 25 to NPR 90 per tonne-km with inflation adjusted), which is one tenth of the cost of transport by porters. While there is a difficulty in establishing a causality link, there was a significant change in people’s living condition. Most significant is the use of permanent latrines by DAG HHs, which has increased from 7 % before road construction to 65 % after the road construction. There has a greater intensification of crops particularly cereals - with 35 % increase in rice production, 33 % increase in wheat productionAt district levels, the most notable feature of DRSP is the high level of project ownership by the districts delivering higher quality of construction works. The techniques of cobble stone pavement for road surfacing and bio-engineering for soil stabilization are well recognized.However with these positive results, there are few critical reflections, which are considered while designing future interventions of support by SDC in the rural roads sector. They are:Although DAGs benefited most in the short-term from road construction works, there was still little evidence of sustained improvement in their economic status on the long run. It is clear that roads benefited non-DAGs as income of the non-DAGs rose more than those of DAGs after road construction. Having good examples of DRSP’s labour-based model of road construction demonstrated, the adoption of labour-based approach in rural roads construction including cobble stone pavements, bio-engineering techniques that are labour intensive, remains low. The issue of inadequate transport services in the newly opened roads remains to be neglected, likewise, the issue of labour based road maintenance is also neglected.
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Kurzbeschreibung
(Italienisch)
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The objective of the review was to assess the impacts of the DRSP especially with respect to the improved livelihoods and enhanced capacities of stakeholders and whether the impact hypothesis was correct. This review was also to provide a solid institutional memory and insights in designing a next generation of programme in support rural transport infrastructure in Nepal.The review has validated the results of DRSP such as:People in the programme districts are brought within proximities of less than 4 hours walk to roads, saved 2 hours of travel time in each trip they make. More than 5 million person-days of work were generated and 51% of total workers were DAGs. Incomes of the people increased by 10 % from off-farm activities. On average, while the annual household incomes of people living in Zone of Influence have increased by 25%, the DAG households have been able to increase their annual incomes by 15% after the road construction. Economic Internal Rates of Return (EIRR) based on reduced transport costs and savings in time in constructed roads ranged from 17% to 29%, which is higher for rural roads and well justifies the investments made. There is significant reduction in costs of freight (NPR 25 to NPR 90 per tonne-km with inflation adjusted), which is one tenth of the cost of transport by porters. While there is a difficulty in establishing a causality link, there was a significant change in people’s living condition. Most significant is the use of permanent latrines by DAG HHs, which has increased from 7 % before road construction to 65 % after the road construction. There has a greater intensification of crops particularly cereals - with 35 % increase in rice production, 33 % increase in wheat productionAt district levels, the most notable feature of DRSP is the high level of project ownership by the districts delivering higher quality of construction works. The techniques of cobble stone pavement for road surfacing and bio-engineering for soil stabilization are well recognized.However with these positive results, there are few critical reflections, which are considered while designing future interventions of support by SDC in the rural roads sector. They are:Although DAGs benefited most in the short-term from road construction works, there was still little evidence of sustained improvement in their economic status on the long run. It is clear that roads benefited non-DAGs as income of the non-DAGs rose more than those of DAGs after road construction. Having good examples of DRSP’s labour-based model of road construction demonstrated, the adoption of labour-based approach in rural roads construction including cobble stone pavements, bio-engineering techniques that are labour intensive, remains low. The issue of inadequate transport services in the newly opened roads remains to be neglected, likewise, the issue of labour based road maintenance is also neglected.
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Auftragnehmer
(Englisch)
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Consultants headed by Paul Starkey, Individual Consultant, UK and Scott Wilson Nepal Pvt. Ltd.
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Belastetes Budget
(Englisch)
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SDC / DEZA / DDC / DSC / COSUDE
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Gesetzliche Grundlage
(Englisch)
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Artikel 170 der Bundesverfassung zur WirksamkeitsüberprüfungArticle 170 de la Constitution fédérale relatif à l’évaluation de l’efficacitéArticolo 170 della Costituzione federale sulla verifica dell‘efficaciaArticle 170 of the Swiss Federal Constitution on the evaluation of effectiveness
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Impressum
(Englisch)
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Copyright, Bundesbehörden der Schweizerischen Eidgenossenschaft | Droits d'auteur: autorités de la Confédération suisse | Diritti d'autore: autorità della Confederazione Svizzera | Dretgs d'autur: autoritads da la Confederaziun svizra | Copyright, Swiss federal authorities
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Auskunft
(Englisch)
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SDC, Regional Cooperation, South Asia Division
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