Escolar Documentos
Profissional Documentos
Cultura Documentos
Prepared by
Dr. Binod Pokharel
(Individual Consultant-Impact Study)
March 2012
LRUCs
MOLD
MTR
PAF
PCT
PCU
PPMO
RED
RTI
RTIA
DTMP
Department of International
Development
Department of Local
Infrastructure Development and
Agricultural Roads
Department of Road
District Participation Framework
Decentralization Rural
Infrastructure Development and
Livelihood Project
District Transport Master Plan
SDC
DTO
SNV
EOP
ESMF
End of Project
Environment and Social
Management Framework
Governance and Accountability
Action Plan
Government of Nepal
SPAF
SRN
SWAP
VCDP
WFP
Vulnerable Communities
Development Framework
Village Development Committee
Village Road Coordination
Committee
World Food Program
ZOI
Zone of Influence
DFID
DOLIDAR
DOR
DPT
DRILP
GAAP
GON
GTZ
HDM-4
IDA
ILO
IME
IRAP
ISAP
JT
JTA
LID
RAIDP
VDC
VRCC
Executing Agency
Implementing Agencies
Geographical Coverage
Development Partners
Financial Resources
Program Components
World Bank
Swiss Agency for Development and
Co-operation (SDC),
Asian Development Bank
International Labor Organization
(ILO)
UK Department for International
Development (DFID),
The German Technical
US$m 32.00
(a) Rural Transport Infrastructures (RTI)
improvement in participating districts
and
(b) Capacity Building and Advisory
Services (CBAS).
The RTI Component:
(a) rehabilitation and upgrading of about
800 km of existing dry-season rural
roads to all season standard;
(b) upgrading of about 200 km of existing
rural trails and tracks
(c) maintenance of about 500 km of rural
roads, covering routine and recurrent
maintenance;
(d) construction of 350 short-span trail
bridges; and
(e) development of small, community
infrastructure, including rehabilitation
(R&R) of people affected by the project;
and implementation of a pilot rural
transport services scheme
ACKNOWLEDGEMENT
First of all, I would like to thank the Rural Access Improvement and Decentralization
Project (RAIDP), Department of Local Infrastructure Development and Agricultural
Roads (DoLIDAR), Ministry of Local Development for assigning me to undertake this
impact study of rural road projects. My special thanks go to Mr. Asok Kumar Jha, Cocoordinator, RAIDP for his kind cooperation for the completion of this impact study. I
would like to express my gratitude to Mr. Shekhar Pokharel, Project Engineer of RAIDP
and Dr. Shambhu Kattel, Social Development Expert of RAIDP for their helpful
comments and feedback that allowed me to finalize the report. I would also like to
express my gratitude to Silva Shrestha, World Bank, for her insightful comments and
suggestions in different stages of impact study. I am also obliged to the participants of
draft report dissemination workshop including Director General of DoLIDAR, Mr.
Bhupendra Basnet for their valuable comments and feedback on draft report of the
present study.
Special thanks are due to Mr. Deepak Gyawali, Mr. Krishna Gyawali, Mr
Baikuntha Aryal, Rabindra Adhikari, Ms. Susma Kandu and Padam Adhikari from RAIDP
for their prompt logistical support and cooperation during the impact study period. I
would like to thank to Mr. Umesh Kumar Mandal, who was also research consultant of
baseline survey of RAIDP roads, for his input in research tool preparation and friendship
during my consultancy services.
I am also obliged to all local development officers, divisional engineers, SSDCs,
SDCs, PDEs of the sample districts for their kind cooperation and generous support
during the field work. My special thanks go to enumerators Mr. Ram Bharose Chaudhari
(Kailali), Mr. Durga Nath Tripathi (Bardiya), Ms. Garima Adhikari (Banke), Mr. Nim Thapa
(Salyan and Dhading), Mr. Dinesh Acharya (Kapilbastu), Mr. Amrit Bashyal (Palpa),
Sirjana Aryal (Nawalparasi), Anita Tiwari (Rupandehi), Mr. Jitendra Chaudhari
(Rautahat), Mr. Binod Kumar Mandal (Siraha), Mr. Dharmendra Kumar Jha (Dhanusa),
Mr. Tek Nath Tiwari (Rasuwa and Nuwakot), Ms. Babita Chaudhari (Udayapur), Mr. Bal
Krishna Paudel (Kaski), Dipesh Ghimire (Makawanpur), Prakash Ahdhikari (Syangja),
Mr. Ram Babu Paswan (Mahottari) and Tej Narayan Chaudhari (Sarlahi) for conducting
household survey, focus group discussion and traffic survey. I also thanks to statisticians
Mr. Shekhar Devkota and Mr. Risi Rijal for coding, editing and data entry of household
questionnaire and traffic survey data.
Finally, I indebted to the respondents of the surveyed districts for giving me accurate
information and hospitality through out the duration of fieldwork
Dr. Binod Pokharel
Individual Consultant of Impact Study of RAIDP Roads
Executive Summary
Impact Study of RAIDP Road Sub- Projects
Rural Access Improvement and Decentralization Project (RAIDP) has been
implementing with the financial assistance of the World Bank in 20 districts since 2005.
Since 2010, program has extended into ten new districts. The executing agency is the
Department of Local Infrastructure Development and Agricultural Roads (DoLIDAR)
under the Ministry of Local Development (MLD) through RAIDP coordination office. The
project aims to improve the existing rural roads, construct trail bridges and support for
some Community Infrastructure Development to enhance the access of rural road
improvement, the project also includes the construction of three dry season rural roads.
The RAIDP program is designed to support efforts to promote poverty reduction in rural
areas by promoting economic development and providing access to basic services that
can increase the quality of life of the poor.
This impact evaluation is designed to estimate the counterfactual- namely, what would
have happened in the absence of the RAIDP intervention. To be carried out in two
phases, the overall objective of the impact study is to assess:
the magnitude and distribution of the direct and indirect socioeconomic impacts of
RAIDP on target populations, individuals, households, and
to determine the extent to which interventions under the RAIDP cause changes in
the well being of targeted population by examining how they change over time in
communities that have RAIDP projects (project groups) compared with those that
do not (comparison groups)
There are 226,309 households with 133, 2,602 populations, 248 VDCs with 1326
settlements under the zone of influence (project area) of rural road projects. Total length
of the roads is more than 907 km under the RAIDP original districts. Of the total roads 21
(nearly 62%) roads lies in Tarai districts 13 roads (38%) in the hill districts. Of the total
length of the roads, 520 km (nearly 58%) lies in Tarai districts 397 km (nearly 42%) in
the hill.
4. Major Findings
Traffic Count and Transportation Indicators
Between 2006/07 and 2011 number of all types of vehicles has increased.
Overall growth of motorized vehicles is 37 percent. Similarly, 33 percent
increment is seen of non-motorized vehicles during the same period. Increase
rate of vehicles is varied by districts. Among the vehicles, jeep/car/taxi is
increased by 52 percent followed by truck (44%), motorcycle (42%), bus (35%)
and tractor (20%) respectively.
Travel cost in all RAIDP remained relatively upward due to increased price of fuel
internationally. Travel time has come down 20-50 percent in the period of five
years. Average bus fare per kilometer was Rs. 3.6. Average length of sampled
road is 9.3 km.
Traffic volume is seen higher in Janakpur and lowest in Rasuwa. Average traffic
volume unit of RAIDP road is 180.
Between 2006/2007 and 2011, the percent of going market on foot has come
down into zero percent in project area. Number of motorcycle users for marketing
has increased both project and control areas. Interestingly, jeep user has
increased by six percent in project area and two percent in control area.
Traveling time for market centre, hospitals and higher education centre has
reduced by 46%, 50%, and 50% respectively in project area. Travel time has
decreased by 81% in Rautahat and 79% in Salyan. There is no change on travel
time in Kailali and Mahottari.
More than 71 percent vehicles owned by the respondents are non-motorized in
type. Of the motorized vehicles, number of motorcycles is highest followed by
truck, tractor, bus and minibus.
Distance and Travel Time to the Nearest Roads and Bus stops
People in the participating hill districts that live within four hours of walking to all
season roads has increased by 100 percent in Tarai districts and 18 to 100
percent in the hill districts.
Average distance of road and bus stop from the sample households of project
area was 4.14 km for the residents of project area. Similarly; trip per month to
nearest road and nearest bus stop is 12.22 and 12.10 by project area sample
households. Minimum and maximum trip to market have in the range of 2 to
28.46 in a month. 73 percent from project area and 10 percent from control
villages' households are located 0 to 5 kilometer distance from nearest road.
Bus is common means of transportation for getting farm inputs in project area.
The transport cost for improved seed and fertilizer is 0.85 and 0.81 paisa per kg
respectively. Meanwhile control villages have to pay Rs 1.36 per kg while
transporting chemical fertilizer to their farm land.
Transportation facilities through RAIDP road have increased total trips to go
market and transport cost of farm input has reduced by more than 37 percent.
Percentage of chemical fertilizer and average consumption of fertilizer and
improved seeds is slightly higher in project area than control villages. Agricultural
households use improved seeds for paddy, wheat and vegetables.
Trucks and tractors are very common means of transportation for agricultural
inputs in project area and bullock cart was found popular among the control
villages of Tarai.
The average cost was around 2 to 10 percent of the final sale price is consumed
by transport cost.
Prices of all agricultural commodities are higher in farm gate of project area than
control villages.
Almost 69 percent of 300 households kept some number of livestock and poultry
in project area. Altogether 367 poultry farm in project area and three in control
villages. Almost poultry farms in project area were established after RAIDP road
intervention
Of the total economically active population in project area and control villages 36.03
percent and 46.80 percent were in agriculture respectively. Remaining nearly 64
percent from project area and 53 from control villages were in non-agricultural works.
Agriculture Production
Average production of paddy, wheat and maize has increased 4 to 5 times more
than baseline study (2006/07). Causes of production increased may be several
such as timely monsoon, easy access to agricultural inputs and market access
through RAIDP road connection.
Residents of project area have grown more crops for market than control
villages. Market network and transportation facilities have encouraged the
residents to grow more for market.
Nearly 44 percent of the sample households have irrigated land in project area.
Irrigation data of pre-project are not available. Therefore, it is difficult to
speculate how much irrigated land increased in post-project period.
Tractor and thresher machine are one of major farm technologies in Tarai
districts. Percentage of deep tube well, tractor and thresher were slightly higher
in project area than control villages.
Non-Agricultural Activities
Average income from crop farming is slightly higher in control villages than
project area.
In other sectors such as cash crop, livestock, small cottage industry, government
services, and remittances incomes in project area are relatively higher than
control villages.
Income pattern in project area concentrates to non-agriculture activities than
control villages.
Mean income of project area and control villages has increased by more than four
times than baseline period (see Baseline Report, 2007 pp 35-37).
Employment
3760 people are employed in local level business centers. The total number of
locally employed in control villages is 317.
Local level employment includes working in rice mills, saw mills, store house,
construction work, brick factory, grocery shops, poultry farming, milk collection
centers, etc.
There are 96 market centers along with the 20 sample roads of RAIDP. There
are at least five shops in each market center. Agriculture goods, dry goods,
textiles and garments, fruits and vegetable shops, are the major group of
commodities in the markets.
Price of land
Residential land price is increased by 3.24 times in program area and 2.74 times
in control villages. RAIDP intervention on rural road is the possible reason for
increasing the land value in project area.
Land tenure by gender
26% of sample households in program area and 27 percent in control villages
have land under the ownership of women. This may be the cause of government
incentive policy for exemption of land registration fee for women owed land.
Access to credit by gender
Bank (32.22%), cooperatives (41.11%) and local money lenders (21.11%) are
major institution lending money in RAIDP project area. Of the loan takers 60
percent were female in the project area.
Total literacy rate of the surveyed area was 82.03 percent. Literacy rate of project
area and control villages was 83.52 and 77.81 respectively.
Primary school enrolment percent in program and control villages is 95.25
percent and 93.94 percent respectively. Male female student ratio is 107:100 and
113:100 in program and control villages. There is 10 to 20 percent drop out in
lower secondary level. Similarly, absence from class and drop out ratio in primary
level has decreased between 2006/2007 and 2011.
Drop out ratio at primary level is low in all RAIDP roads. Drop out ratio has
gradually increased in lower secondary and secondary level. Higher drop out was
reported among Tarai and hill Dalit and Muslim compared to other groups. Drop
out due to poor accessibility has decreased in project area.
Nearly 85 percent students of program area have access to primary school within
five km distance while 54.05 percent students of control villages have access to
primary school within five km distance.
60 percent school going students have access to transportation in project area.
Rate of absenteeism of teacher was low in surveyed roads. Absenteeism of
students and teachers due to bad road has decreased in the survey roads.
Health Indicators
Hundred percent immunization rates were reported in both control and project
area. There is no report of death causality due to untimely getting treatment. In
Tarai, there were cases of death of snake bites in the past. However, at present
there is no report of death caused by snake bites. In the hill districts, road access
has made possible to call on doctor in the village in the time of emergency.
Majority of the respondents use public bus and bicycle in project area. Unlike to
project area, nearly 50 percent populations from control area go health post on
foot.
80 percent people have used bus service while going to hospital in project area.
Food supply in the project area has increased due to road transportation. Food
stores have established along the RAIDP road in the Tarai.
After the improvement of the RAIDP roads some effects are seen in the
livelihood. Respondents were asked to prioritize the impacts of road in terms of
comparative advantages. Almost households gave top priority to easy access
followed by increase in going hospital frequency. Similarly, respondents have
given top second priority to decreased transportation cost followed by increasing
income generation resource and increase in market going frequency.
There were some complaints from the respondents RAIDP roads are too narrow that
is not suitable for bus and trucks and they suggested to widening the road.
In the hill district community efforts were reported to open the road after the
landslides.
In Tarai, couples of week roads are closed due to floods. Rules of operating less than
ten tons truck in RAIDP roads in Tarai were not followed. Local demand of
construction bridges across roads was repeatedly asked.
Poor quality of gravel and otta seal road was severely damaged in Kailali district just
after the completion of road.
In Rajapur ring road, big boulders were placed for graveling than regular size that
caused boulder flickers and hit pedestrian.
Landslides and floods, strikes, accidents and others are major reasons for closing
down RAIDP road for couple of the days in a year. Of the total sample districts,
14 districts were experienced flood and landslides in RAIDP road.
TABLE OF CONTENTS
Abbreviation and Acronyms...................................................................................................................... I
Summary of the Program ......................................................................................................................... II
Table of Contents ....................................................................................................................................III
List of Tables........................................................................................................................................... IV
CHAPTER I ............................................................................................................................ 1
1.
INTRODUCTION ............................................................................................................ 1
1.1 RATIONALE AND OBJECTIVE ....................................................................................... 1
1.2 DESCRIPTION OF THE PROJECT .................................................................................... 2
CHAPTER II ........................................................................................................................... 5
2.
IMPACT STUDY METHODOLOGY .................................................................................. 5
2.1 THE PROJECT AND CONTROL AREA ............................................................................. 5
2.1.1 PROJECT AREA ............................................................................................................. 5
2.1.2 CONTROL AREA ........................................................................................................... 5
2.2 EVALUATION DESIGN .................................................................................................. 5
2.2.2 QUALITATIVE SURVEY ................................................................................................ 6
2.3 THE SAMPLE DESIGN ................................................................................................... 6
2.4 DATA SOURCES ............................................................................................................ 6
2.5 DATA MANAGEMENT ................................................................................................... 7
2.2.1 LIMITATION OF IMPACT STUDY ................................................................................... 8
CHAPTER III .......................................................................................................................... 9
3.
GENERAL INFORMATION OF SURVEY ROADS .............................................................. 9
3.1 DEMOGRAPHY ............................................................................................................. 9
3.2 CASTE AND ETHNICITY .............................................................................................. 10
CHAPTER IV ....................................................................................................................... 12
4.
MAJOR FINDINGS ....................................................................................................... 12
4. 1 TRAFFIC COUNT AND TRANSPORTATION INDICATORS ............................................. 12
4.1.1 MOTORIZED AND NON-MOTORIZED VEHICLES IN RAIDP ROADS .............................. 12
4.2 LOCAL FARE BY VEHICLES ........................................................................................ 14
4.3 ROAD WISE TRAVEL TIME BEFORE AND AFTER PROJECT .......................................... 15
4.3 OWNERSHIP OF VEHICLES.......................................................................................... 16
4.4 DISTANCE AND TRAVEL TIME TO THE NEAREST ALL SEASON ROADS ...................... 18
CHAPTER V......................................................................................................................... 20
5.1 AGRICULTURE AND TRANSPORTATION ..................................................................... 20
5.1.2 TRANSPORTATION FOR FARM INPUTS ....................................................................... 20
5.2 AGRICULTURE PRODUCTIVITY INDICATORS ............................................................. 21
5.3 AGRICULTURE PRODUCTION ..................................................................................... 21
5.4 MEANS OF TRANSPORTATION FOR AGRICULTURAL PRODUCTS ............................... 23
5.5 PRICES OF MAJOR CROPS IN FARM GATE ................................................................... 25
5.6 TRANSPORT AND AGRICULTURE EXTENSION............................................................ 26
5. 7 NON-AGRICULTURAL ACTIVITIES.............................................................................. 27
CHAPTER VI ....................................................................................................................... 29
6.
INCOME, EXPENDITURE, AND ENTREPRENEURSHIP .................................................. 29
6.1 EXPENDITURE INDICATORS ....................................................................................... 29
6.2 INCOME COMPOSITION .............................................................................................. 29
6.3 EMPLOYMENT SITUATION IN PROJECT AREA AND CONTROL AREA.......................... 30
6.3.1 PRICE OF LAND .......................................................................................................... 31
6.3.2 LAND TENURE BY GENDER ........................................................................................ 32
6.3.3 ACCESS TO CREDIT BY GENDER ................................................................................ 32
CHAPTER I
1.
INTRODUCTION
1.1
In recent years, rural roads and other infrastructure are being promoted by the
government and several donor agencies as rural development and economic growth in
Nepal. Very few studies however, have thoroughly examined the causal link between
rural roads and final welfare outcomes such as income, consumption, health and
education. Little is known for instance, about the extent and distribution of impacts of
rural road investment. It is argued that rural roads are key to raising living standards in
poor rural areas. By reducing transport cost, roads are expected to generate market
activity, affect input and output prices, and foster economic linkages that enhance
agricultural production, alter land use, crop intensity and other production decisions,
stimulate off-farm diversification and other income generating opportunities, and
encourage migration (Van de Walle 2008 p. 1). One study (Jacoby, 2000 cited in
Blndal, 2007 p. 12) looks at the distributional effects of rural roads in Nepal. Using the
data from the Nepal Living Standard Survey covering 4,600 households, the study finds
that road access to markets bring substantial social welfare benefits including cheaper
transport to and from agricultural markets, better access to schools and health facilities
and greater variety of consumer goods.
The empirical evidence at the macroeconomic level of the positive correlation between
road improvements and GDP per capita growth is extensive. Yet, the distributional
impact of road projects, especially the impact on the poor, is less known. Previous efforts
at assessing the impact of rural roads have typically been limited because of lack of
available baseline data and control or comparison groups, making it difficult to
disentangle the effects from the road improvements from those of other interventions and
overall development of the economy.
This impact evaluation is designed to estimate the counterfactual- namely, what would
have happened in the absence of the RAIDP intervention. To be carried out in two
phases, the overall objective of the proposed study is to assess:
the magnitude and distribution of the direct and indirect socioeconomic impacts of
RAIDP on target populations, individuals, households, and
to determine the extent to which interventions under the RAIDP cause changes in
the well being of targeted population by examining how they change over time in
communities that have RAIDP projects (project groups) compared with those that
do not (comparison groups) (See TOR )
(1)
and stable access to critical goods as well as essential social services, such as medical
facilities, schools, visit by concerned officer, and health care. It also creates the
opportunity for development of these services in their localities. Improved access to jobs
provides opportunities for the poor to participate in the economy and thus they reap more
benefits of growth. Transport access, by increasing the ability of the poor to agriculture
inputs and resources such as capital and formal or informal trading links, reduced prices
of goods and agriculture inputs, all of which can spur rural development efforts. Rural
road improvements are also undertaken to promote agricultural development by
increasing the production and marketing of agricultural products as well as shift in
agriculture pattern to cash crops, particularly where lack of access had chocked
agricultural output or marketing facility. By alleviating constraints in the movement of
agricultural products, farmers revenues can increase and agricultural and non-farm rural
employment can also increase, contributing to a decline in poverty.
This report covers only the roads covered under the 20 districts financed under the
original financing for RAIDP and roads completed up to June 2010. It is primarily based
on follow up survey of the original/ baseline survey of the selected areas conducted in
2006/2007. This impact survey has included 20 rural roads of the 20 RAIDP districts by
comparing the relative change over time and space between the program (project area)
and control villages measuring a double difference, first by measuring change overtime
in the program villages and in the control villages (using baseline and end line data), and
then comparing the relative difference/change before and after project in program area.
(2)
According to social screening reports of RAIDP project districts; there are 226,309
households with 133, 2,602 populations, 248 VDCs with 1326 settlements under the
zone of influence (project area) of rural road projects. Total length of the roads is more
than 907 km under the project area. Of the total roads 21 (nearly 62%) roads lies in Tarai
districts 13 roads (38%) in the hill districts. Total length of the roads in the original
RAIDP districts is approximately 916 km. Of the total length of the roads, 520 km (nearly
58%) lies in Tarai and 397 km (nearly 42%) in the hill districts. Of the total beneficiaries
more than 71 percent are from Tarai and 29 percent from the hills. Table 1.1 presents
distribution of RAIDP roads by regions.
(3)
Districts
Tarai Region
1
Kailali
2
Bardiya
3
Banke
4
Kapilbastu
5
Rupandehi
6
Nawalparasi
7
Rautahat
8
Sarlahi
9
Mahottari
10
Dhanusa
11
Siraha
12
Udayapur
Total
Hill Region
1.
Salyan
2
Palpa
3
Syanja
4
Kaski
5
Rasuwa
6
Dhading
7
Nuwakot
8
Makawanpur
Total
Cluster
Total Roads
Total
Beneficiaries
1
1
1
2
2
2
4
4
4
4
4
4
1
1
1
2
2
2
2
2
2
2
2
2
21
19370
82440
24660
76161
12482
34658
145088
139722
141979
47136
81750
141630
947076
1
2
3
3
3
3
3
3
1
2
2
2
1
2
1
2
13
13169
94288
35968
36226
5533
115292
15644
69406
385526
(4)
CHAPTER II
2. IMPACT STUDY METHODOLOGY
2.1 The Project and Control Area
2.1.1 Project area
Generally, project area is defined as the village that the road passes through. An
alternative that is sometimes followed is to set maximum distance on either side of the
road link- and confine the search for impacts to this area (Van de Walle 2008). For this
study, the project area is that area where rural access program is operated/implemented
to encourage the location, linkage, population activity and market (for definition see
table-2.1). Internationally, zone of influence is defined in terms of walking distance from
the road. Project areas are classified into four groups based on its influence. Definition of
zone of influence is presented below.
Table- 2.1 Definition of Zone of Influence
Hill
Z0= is the zone lying at walking distance of 030 minutes from the road
Z1= is the zone lying at walking distance of
30mins-1hr from the road
Z2= is the zone lying at the walking distance of
1hr-2 hrs from the road
Z3= is the zone lying at walking distance of 2
hrs-4 hrs from the road
Source: ESMF, RAIDP, 2005
Tarai
Z0= is the zone lying at walking distance of 010 minutes from the road
Z1= is the zone lying at walking distance of 1030 minutes from the road
Z2= is the zone lying at the walking distance of
30minutes-1hrs from the road
Z3= is the zone lying at walking distance of 1
hrs-2 hrs from the road
(5)
Selecting one road from each district containing 20 roads from 34 roads in 20
RAIDP districts
Stage 2: Total 40 PSUs, 2 PSUs from each road for project and control areas
separately.
Stage 3: 20 sampled households, 15 for project and 5 for control area
(6)
selected district. Comments and suggestions come from the workshop were also
incorporated in the final report.
2.2.1 Limitation of Impact Study
There are several methodological flaws in baseline data (original survey) such as lack
of location of original respondents and places, lack of comparable data both treatment
and control groups, lacking of defined PSU. Despite the limitation of the baseline data,
this impact study has tried to use them for comparison as far as possible.
The original baseline study was based on the highly influential area of the roads
without considering the zone of influences; therefore, this impact study has followed
the same place where baseline was conducted.
Control villages were also selected without considering level of accessibility to main
road network, basic economic and social facilities. Some of the control villages of
baseline survey were located closed to main high way. This hindered to compare
control and program area socio-economic conditions. In such cases, alternative
control villages were selected in few places.
Due to limitations of baseline data this study has focused on cross sectional data. In
some cases, longitudinal data have been used collected from focus group discussion
and DDCs and RAIDP office records.
Some modification and readjustment are made on baseline questionnaire in order to
incorporate output indicators of RAIDP roads.
RAIDP has been scaled up with the additional financing. Present impact study is only
for the roads/ districts cover under the original financing. It has not covered other
components of RAIDP except rural roads
In Mahottari, improvement of RAIDP roads did not happen due to local level disputes
and security reason. However, a road from Mahottari was selected for this study to
represent all RAIDP district under the impact study.
(8)
CHAPTER III
3. GENERAL INFORMATION OF SURVEY ROADS
3.1 Demography
This impact study survey was conducted in 20 roads from 20 RAIDP original districts. Of
the 2523 sample population, men constitute more than 4.74% (52.37) followed by
women (47.63%) (See table 3.1). Male population is seen higher both program and
control area.
Average household size in project area and control villages was 6.24 and 6.6
respectively which is higher than national level household size (5.2). Between 2006/07
and 2011, average family size of project area has slightly decreased (See table 3.1).
Except Bardiya, Kapilvastu and Mahottari, in all sample districts, average household size
has decreased than baseline survey, 2006/07.
Before
9.15
5.55
10.7
7.2
7.6
6.45
10.25
6.8
7.25
7.05
10.6
7
11.6
7.47
8.6
10.45
7.25
5.75
7.85
6.85
7.2
After
8.46
5.93
6.06
5.73
8.26
6
5.4
4.93
5.8
5.33
5.53
5.13
6.93
6.06
5
6.53
7.66
6.86
7.13
6
6.24
Table 3.1 shows that average household size in Bardiya, Makawanpur, Banke, Sarlahi
and Nawalparasi has significantly decreased during the period of 2006/07 and 2011. In
Kailali and Kapilbastu average family size is seen higher than other districts due to joint
family system among the Rana Tharu and Muslim respectively. Declining household size
may be due to urbanization process accelerated by the RAIDP interventions and other
factors.
Sex composition of a population has multiple socio-economic implications for the
development of a region. The table 3.2 presents sex composition of sample households.
(9)
Population
%
Female
Population
%
Total
Population
%
Source: Field Survey, 2011.
Zone of influence
Project area
Control area
984
342
52.56
51.82
888
318
47.44
48.18
1872
660
100.00
100.00
Total population
1326
52.37
1206
47.63
2532
100.00
Population of the sample households has been classified into four broader age groups
namely non-school going age, school going age, economically active population and old
age population. Among the broader age groups, one sees that 65.92 percent of
population is in 15-59 age groups. The population distribution by age is presented in
table 3.3.
Table 3.3 Age composition by project areas and control villages
Zone of influence
Program
Control
area
area
104
31
5.56
4.70
400
132
21.37
20.00
1222
447
65.28
67.73
146
50
7.80
7.58
1872
660
100.00
100.00
Age interval
Below 5 years
5 - 14
15 - 59
60 and above
Total
Population
%
Population
%
Population
%
Population
%
Population
%
Total popn.
135
5.33
532
21.01
1669
65.92
196
7.74
2532
100.00
(10)
Project area
No
Control Area
%
558
474
327
242
140
78
53
1872
No
29.81
25.32
17.47
12.93
7.48
4.17
2.83
100.00
%
119
218
133
80
54
21
35
660
18.03
33.03
20.15
12.12
8.18
3.18
5.30
100.00
Total
No
%
677
692
460
322
194
99
88
2532
26.74
27.33
18.17
12.72
7.66
3.91
3.48
100.00
In hill districts, hill high caste is major groups of beneficiary (54%) followed by hill
Janajati (40%) and hill dalit (6%) respectively. However, of the total sample household
population Tarai dalit is seen largest population (30%) in Tarai followed by Tarai caste
group (22%), hill Janajati (15%), hill high caste (13%), Musalman (13%), Tarai Janajati
(7%) and hill dalit less than one percent respectively. This indicates that all social groups
of the sample households of project area have transportation access to go to nearest
markets and other social institutions. Access of sample households to roads by caste
and ethnicity in terms of region has been presented in 5.5 (See Annex 3).
Table 5.5 Population distributions of sample households by caste and ethnicity
in project area
Program area -Tarai Districts
Groups
Population
141
Hill high Caste
7
Hill Dalits
165
Hill Janajati
242
Terai caste
327
Terai Dalit
78
Terai Janajati
140
Musalman
1100
Total
Source: Field Survey, 2011
(11)
Population
417
46
309
0
0
0
0
772
%
54
6
40
0
0
0
0
100
CHAPTER IV
4.
MAJOR FINDINGS
Average
43
890
109
190
392
1323
2
3
16
198
5
1
10
4.3
19
46.8
18
6.1
19
10.0
18
21.8
14
94.5
2
1.0
2
1.5
4
4.0
12
16.5
1
5.0
1
1.0
3172
20
158.6
Note: Traffic survey was conducted in starting point of RAIDP roads it was held on different dates
of the months of October and November, 2011 from 6 am to 6 pm.
(12)
Motorized vehicle
Before
Kailali
Bardiya
Banke
Salyan
Kapilvastu
Rupandehi
Nawalparasi
Palpa
Rasuwa
Kaski
Syangja
Dhading
Nuwakot
Makawanpur
Rautahat
Sarlahi
Mahottari*
Dhanusa
Siraha
Udayapur
80
74
69
37
72
114
63
65
9
66
16
32
44
28
64
26
20
113
30
18
1040
After
193
138
97
42
88
146
111
86
9
89
31
82
118
50
80
39
3
167
49
28
1646
Non-motorized
vehicles
Before
70
96
67
0
80
64
59
4
0
2
0
0
0
0
100
103
82
110
117
66
1020
Increased percent
After
111
128
87
0
79
90
93
0
0
1
0
6
0
0
116
197
44
333
152
89
1526
Motorized
59
46
29
12
18
22
43
24
0
26
48
61
63
44
20
33
0
32
39
35
37
Nonmotorized
37
25
23
0
0
29
37
0
0
0
0
100
0
0
14
48
-86
70
23
26
33
Source: Districts Records, RAIDP Office Records, 2011, Traffic Survey and FGD, 2011
Note: Non-motorized Vehicles includes bicycle, animal cart, rickshaw
* RAIDP road upgrading was not held due to security and local dispute reasons in Mahottari
Traffic Unit
Various traffic volumes have been quantified in terms of a standard traffic unit transport
unit (TU) or passenger car unit (PCU). Traffic volume is seen higher in Janakpur followed
by Rupandehi and Nawal parasi districts (See Table 4.3). Lowest volume of traffic is
seen in Rasuwa district. Traffic volume is higher in Tarai districts than hill districts.
Average traffic volume unit of RAIDP roads is 180. Volume of traffic by its type and roads
has presented in Annex 4a.
Table 4.3 Traffic units by districts
Districts
Kailali
Bardiya
Banke
Salyan
Kapilbastu
Rupandehi
Nawalparasi
Palpa
Rasuwa
Kaski
Syangya
Roads
Khutiya-Matiyari
Rajapur Ring Road
Titihiriy-Sonapur
Khalangga
Sibalawa-Labni-Lakhanchok
Madhauliya-Bhutaha
Daldle-Dhauwadi
Banstari-Jhadewa
Kalikasthan-Dhunge
Rakhi-Mujure
Rangkhola-Biruwa
(13)
Traffic units
227.5
310
231
43.5
251
337.5
276.5
89.5
10
86.5
64
Dhading
Nuwakot
Makwanpur
Rautahat
Sarlahi
Mahottari
Dhanusa
Siraha
Udayapur
Bhimdhunga-Lamidanda
Trisuli-Deurali-Mehang
Kulekhani-Humanebhanjyang
Auriya-Himalibas
Karmaiya-Hathiol
Matihani-Pipara
Janakpur-Khairahani
Mirchaiya-Siraha
Gaighat-Beltar
Total
115.5
83
37.5
214.5
195
213.5
404
293
123.5
3606.5
Fare for
Passenger
Distance in KM
No
Jeep/Sumo
Bus/Minibus
Truck/minitruck
Tanga/carriage
Rickshaw
Bullock cart
Taxi
Ambulance
Total
Source: Field Survey, 2011
43
109
190
2
3
198
5
1
551
Mean
14.4
13.8
14.2
6.6
4
12.9
5
5
9.3
No
43
109
4
2
3
1
5
1
168
Mean
89.2
49.4
67.5
32.5
26.7
300
740
4500
Per km
fare (Rs)
6
3.6
4.75
4.9
7
23
150
900
Bus fare has slightly increased than baseline survey. Per kilometer bus fare was 2.86
rupees in 2006/07 (Baseline Report, 2007) and now it has reached 3.6 rupees per
kilometer in 2011. This fare is more or less the same as fixed by the government of
Nepal for rural roads. Jeep/sumo fare is 40 percent expensive than bus (see table 4.4).
Travel cost in all RAIDP remained relatively upward due to increased price of fuel
internationally.
Total 775 motorized and non-motorized vehicles were operated in the sample RAIDP
roads carrying goods. Average weight carried by vehicles was 1875.5 kg. Many
residents of RAIDP road in Tarai use bicycles to import and export small amount of
commodity.
(14)
Truck/Minitruck/Triper
186
Quantity of
goods (KG)
Mean
3809.1
Tractor
392
1854.1
Cart
197
92.4
775
1875.5
Types of vehicle
Total
Source: Traffic Survey, 2011
Number
Distance
14.3
12.0
12.9
12.8
Project area
Control Area
Before (%)
After (%)
Before (%)
On foot
5
0
13
Bus
62
58
56
Motorcycle
3
14
3
Bicycle
24
22
18
Jeep
0
6
0
Missing
6
0
10
Total
100
100
100
Source: Baseline Survey, 2006/07 pp 5 &6, Impact Survey, 2011
After (%)
28
46
6
18
2
0
100
Table 4.6 indicates that mode of transport for market town has increased in project area.
However, the situation in control area has declined compared to baseline survey.
(15)
Table 4.7 Road wise travel time and time to key facilities before
and after RAIDP road upgrading
Name of
Districts
Name of Roads
Travel Time
(hrs)
Before
After
Time for
market center
(hrs)
Time for
hospital (hrs)
Before
After
Before
After
Before
After
Time for
higher
education
(hrs)
Kailali
Khutiya-Matiyari
0.4
0.4
0.5
0.3
0.6
0.3
0.6
0.3
Bardiya
2.2
0.7
0.3
3.1
1.8
3.1
1.8
Banke
Titiriya MRM
1.1
0.5
1.8
0.7
1.6
0.8
1.6
0.8
Salyan
Khalanga-Simkharka
2.4
0.5
0.9
0.4
3.3
1.8
3.3
1.8
Kapilbastu
Sibalawa-Labani-Lakhanchok
0.5
0.3
0.5
0.3
0.4
0.4
Palpa
Banstari-Jhadewa
1.5
1.5
0.75
0.8
1.5
Rupandehi
Madhauliya-Bhutaha
0.4
0.4
0.4
0.4
Nawalparasi
Daldale-Dawadi
1.5
Syanja
Rangkhola-Biruwa
1.5
1.5
1.5
1.5
Kaski
Rakhi-Mujure
3.2
1.2
0.7
1.7
0.9
1.2
0.7
Makawanpur
Kulekhani-Humanebhanjayang
0.75
0.5
1.3
1.5
1.5
Dhadding
Bhimdhunga-Lamidanda
Nuwakot
Trisuli-Deurali-Meghang
1.5
1.5
1.5
1.5
Rasuwa
Kalikasthan-Dhunge
2.5
0.6
0.6
Rautahat
Himalibas-Auriya
2.7
0.5
1.3
0.7
1.4
1.4
Sarlahi
Karmaiya-Hathol
1.5
0.75
Dhanusa
Janakpur-Khariyani
Siraha
Siraha-Mirchaiya
Mahottari
Matiyani-Piparara-Brahmapur
Udayapur
Gaighat-Beltar-Chatara
Average hours for travel
0.75
0.75
0.8
0.75
1.2
0.4
1.2
0.7
1.2
0.9
1.2
0.9
1.8
0.7
0.5
1.7
0.8
1.7
0.8
0.8
1.4
0.76
1.8
0.9
1.8
0.93
60
46
50
(16)
50
Total
No.
Non-motorized
transport*
Motorcycles
Bus
Tractor
Truck
Minibus
Total
233
63
4
10
15
1
328
Purpose
Used in
Domestic
Commercial
Both
Within
project
area
193
45
2
3
3
1
247
4
9
1
5
10
0
29
38
9
1
2
2
0
52
86
30
3
7
8
1
135
Outside
project
area
Both
Average per
day trip in
project area
31
8
1
2
4
0
46
118
25
0
1
3
0
147
4
3
2
4
8
1
4
There is no data of baseline survey (2006/07) regarding the vehicle ownership by the
respondents. However, participants of FGDs reported that number of motorcycle owners
has increased after the upgrading of RAIDP roads. After the upgrading of the RAIDP
roads some residents of project area were encouraged to invest motorized vehicles. For
example, 14 residents of Trisuli-Mehang-Deurali road (Nuwakot) have bought trucks
which are operated in the project area for transporting goods and passengers.
Mode of Transportation for the residents
Residents of the sample roads go to various destinations using different means of
transportation. As reported in the field, both male female from different social groups
used public bus to go to nearest towns, health centre and hospitals. However, only
males were found going to government office and work place. Similarly, bicycles or
walking is common for the visiting of rural market. Average travel distance in project area
was 13.3 km (See Table 4.9). Travels have made for various purposes such as
marketing, job, business studying and treatment.
Table 4.9 Number of family member going outside for work and
vehicle type used for travel in project area
Destination
Mode of transportation
Nearest Town
Rural Market
Gov Office
Work place
School
College
Health centre
Hospital
Bus/bicycle/byke/jeep
Foot/bicycles/byke/bus/jeep
Foot/bus/ibicycle
Foot/bicycle/byke/bus
Foot/bicycle/byke/bus
Foot/Bicycles/bus/byke
Foot/Bus/bicycle/byke
Foot/Bus
Frequency
Traveled by
Total
trips
66
8
21
183
17
47
41
Male/Female
Male/Female
Male
Male
Male/Female
MaleFemale
Male/female
Male/Female
816
1285
200
535
3094
423
281
173
Travel
distance
(km)
19.6
1.4
2.2
98.7
1.9
3
11.7
13.3
Travel
time
(hrs)
1.2
0.26
0.41
3.4
0.45
0.8
0.6
0.85
Purpose
Marketing
Marketing
Job
Business
Study
Study
Treatment
Treatment
Unlike to project area, residents of control villages have spent more time to travel from
their house. They go to nearest road on foot and then they get public transportation.
Travel frequency, total travel trips in control villages is low compared to project area.
(17)
Mode of
transportation
Nearest Town
Foot/Bus
Rural Market
Foot
Gov Office
Foot/Bus
Work place
Foot
School
Foot
College
Foot/Bus
Health centre
Foot
Hospital
Foot/Bus
Source: Field Survey, 2011.
Frequency
Traveled by
Total
trips
Travel
distance (km)
Travel
time (hrs)
Purpose
23
32
7
5
49
7
18
10
Male
Both
Both
Male
Male/Female
Female/male
Female/male
Male/female
253
722
121
210
975
132
70
38
19.13
2.2
24.4
3.9
2.8
27.9
2.8
22.9
1.5
0.48
2.7
0.75
0.75
1.5
0.61
2.3
Buying
Other
Job
Labor work
Study
Study
Treatment
Treatment
Tables 4.9 and 4.10 show travel time and travel distance in project and control areas.
Having no baseline data of travel time, it is difficult to say precisely how much travel time
has declined in project area. Participants of FGDs reported that travel time has
significantly declined after the upgrading the roads. According to them, travel time has
declined 20 to 50 percent in Project area. As reported in the field survey, with the decline
of travel time frequency of travel trips has increased.
4.4 Distance and Travel Time to the nearest all Season Roads
Average distance of road from the project area has classified on the basis of walking
time such as 0-30 minutes, 31 minutes to 2 hours, 2-4 hours, more than 4 hours. The
distance of respondents' households to nearest all season roads is in the range of 0 to
more than four hours. Forty-three percent households are located in the distance of 31
minutes to 2 hours from the all season roads. Similarly, 29 percent households have
reached the nearest all season roads within 0 -30 minutes. Households having access
to 2- 4 hours to arrive at nearest all season roads is 23 percent. Five percent households
have got to nearest all season roads more than four hours (See Table 4.11).
Table 4.11 Average distance to road
Districts
Kailali
Bardiya
Banke
Salyan
Kapilbastu
Nawalparasi
Rupandehi
Palpa
Kaski
Syangja
Dhading
Makawanpur
Rasuwa
Nuwakot
Rautahat
Sarlahi
Mahottari
Dhanusa
Siraha
Udayapur
Total %
0-30 m
33
100
33
40
0
47
0
0
13
7
80
7
93
47
0
53
20
0
7
0
29
31 m to 2 hrs
67
0
67
25
0
53
73
20
54
66
0
27
0
26
100
47
67
100
27
40
43
(18)
2-4 hrs
0
0
0
10
100
0
27
80
20
20
20
33
7
27
0
0
13
0
66
40
23
People living within four hours of walking distance to all season roads have increased by
cent percent in eleven Tarai districts and four in hill districts. Percent of increment in
Salyan, Syangja and Udyapur is 19%, 18%, and 14% respectively. However,
accessibility of people living within four hours walking distance to all season roads in
Kaski and Makawanpur has decreased (See Table 4.12)
Table 4.12 Accessibility of people living within four hours walking
distance to all season roads
S.N.
Increased %
Districts
Before (2006) (%)
After (2011) (%)
1
100
Kailali
5
0
2
100
Bardiya
4
0
3
100
Banke
0
0
4
19
Salyan
43.6
25
5
100
Kapilbastu
0
0
6
100
Nawalparasi
9
0
7
100
Rupandehi
1.8
0
8
100
Palpa
8
0
9
-4
Kaski
9.28
13
10
18
Syangja
25
7
11
100
Dhading
36
0
12
-28
Makawanpur
5
33
13
100
Rasuwa
23
0
14
100
Nuwakot
32.9
0
15
100
Rautahat
6
0
16
100
Sarlahi
6.03
0
17
100
Mahottari
6.03
0
18
100
Dhanusa
0
0
19
100
Siraha
0
0
20
13.65
Udayapur
33.65
20
Source: Field Survey, 2011 and Preliminary Accessibility Profile of Districts of Nepal, 2006.
Trip per month to nearest road and nearest bus stop is 12.22 and 12.10 by project area
sample households (See Annex 5 & 6). Minimum and maximum trip to market have in
the range of 2 to 28.46 in a month.
Ninety percent residents of the control area spend substantial amount of time to get the
nearest road from their settlements. In project area, spatial mobility of residents has
increased after the RAIDP intervention because of knowledge enhanced about the
market opportunities, employment and so on.
(19)
CHAPTER V
Mode of
transport
Market
distance(km)
Improve
seeds
Bus
Fertilizers
Bus
insecticides
Bus
Source: Field Survey, 2011
Travel time
one way(hrs)
16.48
15.89
12.68
1.13
1.09
0.89
No of
trips
80
159
36
Per unit
transport
cost
0.85
0.81
32.17
Data presented in table 5.1 came from household survey. General trend is that residents
of the project area have brought one or two sacks of fertilizer, some kilograms of
improved seeds and small bottles of pesticides at a time while traveling to nearest town.
In such a situation they bring agricultural inputs along with passenger bus. However, as
observed in the field and reported in the FGD residents also use other means of
transportation such as truck, tractor, bullock cart if they need huge quantity of fertilizer. In
some cases bicycle is used to transport chemical fertilizer.
In control villages, transportation cost for farm input is relatively dearer. Sample
households from control villages have to pay Rs 1.36 per kg while transporting chemical
fertilizer to their farm land (See Table 5.2). In the hill districts of control villages, farm
inputs are transported by men. However, bicycle and bullock cart are means of transport
in control villages of Tarai.
Table 5.2 Mode of transport used for getting farm inputs in Control villages
Farm input
Improve
seeds
Mode of transport
Bicycle
Man/bicycles/bullock
Fertilizers
cart
insecticides
Bicycle
Source: Field Survey, 2011
Market
distance(km)
Travel time
one
way(hrs)
No of
trips
4.92
0.65
16
5.33
12.68
1.55
1.25
32
4
1.36
0
(20)
Per unit
transport cost
Table 5.1 and 5.2 clearly show that transportation facilities through RAIDP road has
increased total trips to go market and transport cost of farm input has reduced by more
than 37 percent.
Use of Purchased Inputs
Percentage of chemical fertilizer and average consumption of fertilizer and improved
seeds is slightly higher in project area than control villages. Agricultural households have
used improved seeds in selected crops such as paddy, wheat and vegetables.
Table 5.3 Use of purchased inputs in the project and control areas
Project area
Percent of
Average
HH
consumption (kg)
109
Fertilizer
74
Pesticide
21
40
Seeds
34
Source: Field Survey, 2011.
Input
Control Area
Average
Percent of HH
consumption (kg)
101
66
13
24
31
(21)
Table 5.4 Mean production of major cereal crops before and after project (kg)
Crops
Before
After
Before
Paddy
339
1834
327
HH
280
229
247
Maize
113
646
105
HH
50
165
60
Wheat
192
826
191
No
162
122
153
Source: Baseline Study; 2006/07 pp 4-5 and Impact study, 2011.
After
2154
81
646
49
955
54
Table 5.4 shows that average production of paddy, wheat and maize have increased 4 to
5 times more than baseline study (2006/07). Reasons of production increased may be
several such as timely monsoon, easy access to agricultural inputs and market access
through RAIDP road connection, improvement of irrigation facilities, etc.
Much of the production of food staples in the study area is produced both for domestic
use and for market. Small quantities of cereal crops are sold even by the food deficient
household during harvesting time to arrange the household expenses. Marketed crops
such as potato, oil seeds, pulses, fruits and vegetables are clearly important sources of
income for farm household. More than 96 percent of the sample households from project
area were found growing more or less vegetable crops in their garden. Vegetable
farming (both seasonal and off seasonal) is very common in all project area. More
specifically, residents of Makawanpur, Dhading, Rautahat and Kailali districts have
grown more vegetables for market than other districts. Residents under the AuriyaHimalibas road of Rautahat have grown the vegetables targeting to the market of
Kathmandu valley. As mentioned in the FGD, whole sellers from Kalimati (Kathmandu)
vegetable market directly collect the vegetables from farm gate of sample households in
Rautahat. Similarly, oil seeds from Bardiya and potato from Rasuwa are also grown for
targeting the Kathmandu market as well as domestic consumption. As reported in
Syangja and Palpa, ginger and citrus are exported in large amount from Rankhola Biruwa and Banstari-Jhadewa roads. In the group discussion, it was informed that
around NRs 50 million citrus and ginger exported by local farmers. Commonly grown
crops frequency, disposition and yield estimates from survey household for the study
area is reported in Tables 5.5 and 5.6.
Table 5.5 Dispensation of crops grown in project area villages
No of
HH consumption
HH
(% of growing crops)
Paddy
229
58.43
Maize
165
81.12
Wheat
122
72.61
Millet
60
68.73
Potato
81
35.21
Mustard
94
86.67
Pulses
62
75.60
Vegetables
288
58.17
Fruits
9
27.28
Source: Field Survey, 2011
Crops
(22)
Agricultural output
sold/HH (kg)
2312.00
719.00
790.00
407.00
1108.00
229.00
165.00
597.00
2043.00
No of HH
Paddy
71
Maize
49
Wheat
54
Millet
26
Potato
26
Mustard
32
Pulses
20
Vegetables
94
Fruits
1
Source: Field Survey, 2011
HH consumption
(% of growing crops)
64.94
84.48
59.88
79.13
43.18
79.52
62.80
74.69
0.00
Agricultural output
sold/HH (kg)
1981.00
615.00
1294.00
289.00
1125.00
143.00
186.00
410.00
100.00
Tables 5.5 and 5.6 clearly show that residents of project area have grown more crops for
market than control villages. Market network and transportation facilities, according to
FGDs, have encouraged the residents to grow more for market in the project area.
Irrigation
Nearly 44 percent of the sample households have irrigated land in project area. Irrigation
data of pre-project are not available. Therefore, it is difficult to speculate how much
irrigated land increased in post-project period. However, as reported from FGDs
indicates that installers of deep tube well have increased in some Tarai districts for last
five years.
Table 5.7 Share of irrigated land in project area and control area
Sector
Total land (ha)
Project area
171.52
Control area
75.04
Total
246.56
Source: Field Survey, 2011
Percent
43.59
28.53
39.01
Farmers using
Percent of
sample
24.66
Source: Field Survey, 2011
20
Tractor
Project Control
30
104
34.67
30
Thresher
Project
Control
29
102
34
29
(23)
Mode of
transport
Food grain
Truck/tractors
Pulses
Truck/tractors
Potato
Truck
Oilseeds
Truck
Cash crop
Bus
Fruits
Bus
Vegetables
Home market
Source: Field Survey, 2011
Market mean
distance(km)
4.97
5.5
13.92
4.33
14.33
14
0
Travel
time(hrs)
1.5
1.5
1
1.83
0.9
0.86
0
Total
trips
90
17
46
4
42
27
28
Transportation
cost/ per quintal
56.11
56.36
135.75
46.67
150.00
50.00
0.00
Travel time and travel costs data were taken from household survey and FGD. As
reported in various places of project area 20-50 percent of transportation cost for
supplying agricultural commodities has declined after the improvement of RAIDP roads.
Travel cost and traveling time is not the same for all roads of RAIDP. Fare of
trucks/tractors varied from one season to another and one district to another in the hill
districts. In bound and out bound of truck fare is also different in Palpa district. For
example, trucks charge full fare if the trucks are booked timely while transporting from
Butwal to Bastari-Jhadewa road. If empty trucks are going down or if truck was already
booked, and if still remained surplus capacity, then one could bargain, and thus the rate
might fall for the additional capacity. A truck driver in Banstari-Jhadewa road says that
they transport fifty percent below fare rate if the truck is not booked and it is out bounded
for own destination. According to a driver, running empty truck is better than taking fifty
percent below fare.
In control villages of the hill districts, most of the goods are carried out by men up to
nearest roads while control villages of Tarai use bullock cart and bicycles to transport the
agricultural commodities.
Syangja and Palpa district export ginger and citrus fruits. According to a local estimate,
about 40 million worth of citrus are exported from Syangja district via Rang-Khola Biruwa
Road. A sharp decline of travel fare was reported in Syangja. A participant of FGD told
"British and India armies when they came back home in their vacation used to pay Rs
800 to porters for carrying their goods to reach Biruwa from Rangkhola, now they pay
only 120 rupees for the same destination by bus".
With respect to transport cost, respondents were asked what percentage of their final
sale price was consumed by transport costs. Of farmers who provided a response to this
question, some said that transport costs were zero as they carry their products by their
own bullock cart or bicycles. The average cost among the non-zero responses was
around 2 to 10 percent.
(24)
Table 5.10 Mode of transport for selling agricultural products in control villages
Mode of
transport
Foodgrain
Bullock cart
Pulses
Bullock cart
Potato
Bullock cart
Oilseeds
Bullock cart
Cash crop
Man
Fruits
Man
Vegetables
Bullock cart
Source: Field Survey, 2011
Major crops
Market
distance(km)
9.31
9.43
10.5
11
6.67
5
13
Travel
time(minute)
105
116
120
140
105
120
120
Total
trips
78
9
6
3
10
10
14
Transportation
cost/ per quintal
61.56
54.29
66.67
48.33
100
100
80
Project Area
Paddy
16.92
Maize
20.87
Wheat
16.75
Millet
13
Mustard
54.4
Pulses
37.67
Potato
9.33
Tomato
35
Ginger
23.25
Source: Field Survey, 2011.
Control
15
18
16
12
50
35
8
25
20
Middlemen price
Control
Project Area
18.89
17
22.95
20
18.5
18
15.5
14
62
60
40.33
40
11
10
40
30
27
25
Market
Prices
21.14
25
20.87
17.5
72
44
12.83
55
32.5
(25)
Cattle
Project
Average Number of
Flock/Herd
3
Numbers of Farmer
keeping
208
Percent of total
69
Source: Field Survey, 2011
Control
5
76
76
Goat and
sheep
Project Control
3
5
68
190
68
63
Poultry
Project
Pigs
control
13
60
Project
Control
1
2.69
47
96
32
47
14
16
5
14
Except cattle, average livestock holding seems higher in project area than control areas.
Increase of poultry farming is directly associated with RAIDP road improvement.
According to field survey, residents of project area started keeping poultry farm for
market when their access enhanced to transportation facilities.
Wage Rate
Wage rate for agriculture, construction and skill labor has varied from one district to
another. There is similar wage rate for male and female for agricultural works in 14
project area out of 20. In six districts, female wage rate is lower than male. Daily wage
rate for agricultural labor is in the range of 150 -300 rupees (see Annex table 17).
According to field survey lowest wage for agricultural labor is in Banke and highest in
Dhading district.
Number of people working on farm
A remarkable change seen in wage employment in the last five years is probably the
shift in shares of agriculture and non-agriculture sectors. According to FGD discussions,
percent share of agriculture has decreased than before project situation. However, we
can not say exactly how much percent of non- agriculture occupation has increased in
project area due to lack of data of occupational distribution in original survey, 2006/07.
Of the total economically active population in project area and control villages 36.03
percent and 46.80 percent were in agriculture respectively. Remaining nearly 64 percent
from project area and 53 from control villages were in non-agricultural works.
Table 5.13 Number of people working in agriculture and non-agriculture
Main occupation
Agriculture
Non-agriculture
Total
No
%
No
%
No
%
Zone of influence
Program area Control area
382
161
36.04
46.80
678
183
63.96
53.20
968
344
100.00
100.00
Total
515
39.25
797
60.75
1312
100.00
(26)
veterinary center on foot (See Table 5.14). Unlike to veterinary service center, major
means of transportation going to agricultural center is bicycle followed by bus (Table
5.15) in project area.
Table 5.14 Mode of transport for visiting to veterinary extension
Project area
Types of Transport
Bus
Bicycle
Motorcycle
On Foot
Truck
Bullock cart
Jeep
Total
No
44
35
1
30
1
1
2
114
38
31
1
26
1
1
2
100
Control area
No
%
1
12
0
32
0
0
0
45
2
27
0
71
0
0
0
100
Project area
No
24
28
4
12
9
1
0
78
31
36
5
15
12
1
0
100
Control area
No
%
5
10
1
0
2
0
14
32
16
31
3
0
6
0
44
100
Frequency of JT visiting in the villages of project area and control was very low. Respondents
say that they use to go to private agro-vet office while getting the service. They reported that
government agriculture and veterinary experts were visited rarely in the villages. Like in
baseline survey, the condition of government extension services is poor. The JTs and JTAs
of agriculture and veterinary extension worked only sporadically in few Tarai districts.
Services of extension were reported to be low in hill districts. Between 2006/07 and 2011,
privately owned extension service centers increased in project area villages.
5. 7 Non-Agricultural Activities
Between 2006/2007 and 2011, number of households operating non-farm enterprises has
increased. Similarly, access has increased almost across all type of facilities (See Table
5.16). There are 1479 shops and 564 small enterprises in project area. The number of shops
and enterprises in control villages were 158 and 50 respectively. Many shops and enterprises
were recently established along the RAIDP roads (See Annex 18). According to FGDs, there
are 3760 people in project area and 319 in control villages working local level business
centers (See Annex 19). Non-farm activities include wage labor, foreign labor, government
service, shop-keeping, school teacher, driving, etc.
Many social amenities have increased in project area after the improvement of RAIDP roads
in sample districts. Number of schools, health institutions, financial institutions and market
centers has increased in all sample roads. Financial institutions have increased by 3.4 times
in the study area (see Table 5.16).
(27)
District
School
Financial
institutions
Before
After
6
8
1
4
5
5
2
5
0
4
0
1
0
1
0
10
1
5
0
3
0
3
0
6
1
2
0
4
0
2
0
8
5
5
1
1
1
3
2
5
25
85
Market centre
Before
4
5
4
5
10
3
2
4
6
6
2
3
2
7
4
5
5
4
4
4
89
After
4
7
5
5
10
3
2
4
6
6
2
4
2
7
5
5
5
4
4
6
96
Overall growth of social amenities has increased by more than 12 percent in project area.
Road connectivity has made possible to establish many social institutions in the project area.
(28)
CHAPTER VI
6. INCOME, EXPENDITURE, AND ENTREPRENEURSHIP
6.1 Expenditure Indicators
In nominal terms, per capita average consumption in food, clothing, and schooling fee
and fuel consumption is seen higher in Project Area compared to control villages. Food
consumption includes own farm production and market commodities. However,
expenditure on medical treatment, rituals and cigarettes, alcoholic beverage is higher in
control villages. Productive sector expenditure is higher in all items in project area. Table
6.1 compares the mean expenditure of project area and control villages by items.
Table 6.1 Annual expenditure by items in project and control areas
(mean value in Rs)
Items
Food
Clothing
School's fee, book, stationary
Medical treatment
Fuel
Rituals
Cigarettes, alcoholic beverages
Tax, levy, Fines
Others
Productive Expenditure
Gold, Silver ornaments
Income generation
Purchase land
Housing cost
Others
Total
Source: Field Survey, 2011
HHs
300
300
242
262
284
209
140
167
53
30
50
13
82
7
Project area
Annual
expenditure
51296
18936
16573
11853
4634
6997
2954
725
1946
20850
50899
18923
14363
1006
106041
Control area
HHs
100
100
85
88
79
67
49
59
23
14
26
5
27
6
Annual
expenditure
45518
16671
16049
12951
4112
10383
3840
977
2770
10320
45000
11300
11120
990
78730
(29)
Table 6.2 Annual incomes by item in project area (mean value in Rs)
Items
HHs
Project Area
Annual income
HHs
Control Area
Annual Income
Crop Farming
300
47059
100
49320
86
8305
31
6745
Fruits
10
610
300
Livestock
134
10557
41
10011
Small cottage
2763
1200
Government Service
39
26500
16
23990
Pension
18
4906
8200
Remittance
74
90400
29
83350
Agricultural wage
64
4766
16
4430
Construction wage
49
4873
16
5140
Non-agricultural wage
73
16627
19
15300
Trade
77
29483
14
23300
Tender commission
10
3283
3450
Others
26
5430
10846
Total
255562
245582
Within Nepal
Project
Control
300
400
100
20
120
3
50
40
40
23
7
5
100
60
20
5
40
20
50
21
40
20
50
100
50
10
40
20
50
20
120
15
300
150
400
200
80
20
40
5
1997
1157
(30)
Outside Nepal
Project
Control
1000
300
200
30
20
7
150
100
212
45
15
15
800
300
90
20
500
80
130
120
220
100
200
100
220
20
300
40
100
30
120
20
500
100
1000
400
300
30
120
4
6197
1861
Rural Markets
The average service area for the shops is 2.5 km for rural markets. Total 96 market
centers are recorded along with the 20 sample roads of RAIDP. There are at least five
shops in each market center. Agriculture goods, dry goods, textiles and garments, fruits
and vegetable shops, are the major group of commodities in the markets. Most of the
markets in RAIDP roads had 1-2 pharmaceutical shops, one or two agro-vet centers.
Unlike to project area, few rural shops are located in control areas.
Prices of key traded commodities
Prices of the traded commodities are seen slightly higher in control area compare to
program area. The prices for the goods listed varied somewhat, as might be expected in
control villages where there was little competition and substantial transportation costs.
Table 6.4 Prices of key food staples in the markets of the project area
and control villages (per kg)
Average price
Program
Control
Paddy
14
15.37
Maize
14.50
19.87
Wheat
15.90
17.22
Millet
10.50
18.50
Potato
8.80
14.33
Oil seeds
39.83
43.33
Pulses
37.85
37.37
Vegetables
22.80
27.50
Fruit
28.33
25
Source: Field Survey (FGD), 2011
Item
Modal Value
Program
Control
12
14
13
15
14
16
11
14
9
12
50
50
40
35
25
25
20
25
After the improvement of the RAIDP roads, not only the prices of residential land has
increased but also increased agricultural land prices. As reported in almost places in
migration has increased in project area of roads. As reported in all places, there is a
trend of migration in road head side of RAIDP road. As discussed in Palpa, twenty to
twenty-five houses have been constructed in Banstari Jhadewa road annually. Out
migration has declined, according to FGDs, in various RAIDP districts particularly Kaski
and Syangja districts.
(31)
RAIDP intervention on rural road is the possible reason for increasing the land value in
project area.
6.3.2 Land tenure by gender
The survey has revealed that 26 percent of sample households in project villages and 27
percent in control villages have land under the ownership of women. This may be the
cause of government incentive policy for exemption of land registration fee for women
owed land.
Table 6.7 Land ownership status of women
Ownership
Villages
Yes
HH
No
%
Project area
78
Control area
27
Total
105
Source: Field survey (FGD), 2011
26
27
100.00
HH
222
73
295
%
75.25
24.75
100.00
No of HH in Project
area
%
No
32.22
29
41.11
37
21.11
19
5.56
5
100
90
No of HH in Control
area
%
No
40.74
11
37.04
10
22.22
6
00
0
27 100
Of the total loan borrowers sixty percent were from female members of the project area
sample households. As mentioned in the FGDs, more women are members of the local
cooperative than men in project area. Therefore, women have easy access to cooperatives to take loan in the time of emergency. Nearly, 24 percent of the total survey
households have to credit access in project area villages. Between 2006/2007 and 2011,
percent of households having access to credit has increased from 5 percent to 24
percent (See Baseline Report, 2007).
(32)
Road transportation has made easier to collect remittance sent by family members from
abroad. Most of the project area households reach to nearest market centers within one
to one and half hours to collect remittance. In Rajapur Ring Road, IME has recently
established within project area.
Table 6.9 Loan borrowed by gender in project area & control village
Gender
Male
Female
Both male & female
Total HH
Source: Field Survey, 2011
project area
No
Percent
34
37.78
54
60.00
2
2.22
90
100.00
No
control villages
Percent
5
18.52
22
81.48
0
0.00
27
100.00
Loan borrowing from formal institutions has increased in project area. As reported in
FGDs, in the past loans were exclusively borrowed for household expenditure and
medical treatment, but now loan is also borrowed for starting small enterprises such as
small grocery, poultry, animal husbandry, etc. Of the total loan borrowers more than 56
percent form project area and 20 percent from control area has used bus while going to
financial institutions to take loan (See Annex 20).
(33)
CHAPTER VII
Literacy
Rate
% of Children
enrolled
83.52
77.81
82.03
95.25
93.94
94.92
Female-Male
student
197/184
66/58
263/242
(34)
villages have access to primary school within five km distance. As observed both project
and control area primary schools are located in walking distance.
Table 7.2 Distance to nearest Primary School from sample household
in project area and Control Villages
No of Households
Range of
Percent
Distance (km)
Project Area
16
Up to 1
30
47
1 to 3
85
22
3 to 5
40
13
5 to 10
24
2
Above 10
4
100
Total
183
Source: Field Survey, 2011
No of Households
Percent
Control area
13
5
11
4
24
9
27
10
24
9
100
37
Table 7.2 shows that 85 percent households have access to primary school within five
kilometer distance in project area. Only 2 percent were found more than 10 km distance
from the project area.
Mode of Transportation for Schooling
Bus, bicycles, motorcycles are means of transport for school going children both in
project and control area. Eighty two percent children in control area and 40 percent in
project area go to school on foot.
Table 7.3 Number of students going to schools and vehicle types used
Project area
Control Area
Mode of transport
Project
%
Control
%
On foot
73
40
40
82
Bicycle
47
26
6
12
Motorcycle
7
4
1
2
Bus
54
30
2
4
Total
181
100
49
100
Source: Field Survey, 2011.
Table 7.3 shows that 60 percent school going students have access to transportation in
project area. A large number of students (40%) have still gone to school on foot due to
close proximity. According to settlement level discussions, access of school going
students have increased after the RAIDP road upgrading. However, we cannot say
accurately how much percent of students have increased access from baseline survey
(2006/07) on transportation having no comparable data of school accessibility.
Like school going children, bicycle, bus and motor, bicycles are popular means of
transportation among the campus going students. 63 percent from project area and 74
percent from control area use at least one means of transportation while going to
college. However, unlike to project area students of control area, according to focus
group discussion, have to walk a substantial amount of time to get public transportation.
Table 7.4 presents modes of transportation for campus going student.
(35)
Table 7.4 Number of students going to campus and vehicle types used
Project Area
Control Area
Mode of Transportation
Project
%
Control
%
On foot
17
37
4
27
Bicycle
13
28
3
20
Bike
4
9
1
7
Bus
12
26
7
47
Total
46
100
15
100
Source: Field Survey, 2011.
Qualification of teachers
In project area and control villages, all teachers were reported qualified according to
requirements of teaching. No report of teachers' absent was found in project area
villages. The teachers are relatively qualified in survey villages.
Rate of absenteeism of teacher was low in surveyed roads. As reported in the focus
group discussion, "teacher used to absent during monsoon, flood and landslides, now
there is no such problems". Absenteeism of students and teachers, according to
settlement survey, due to bad road has decreased in the survey roads.
Project area
HHs
%
8.86
14
18.99
30
34.18
54
15.18
24
22.79
36
100
158
(36)
Control area
%l
10.81
4
27.02
10
18.92
7
8.11
3
35.13
13
100
37
No
Mode of Transport
On foot
Bicycle
Bus
Total
Source: Field Survey, 2011
Control Area
No
%
18
49
12
32
7
19
37
100
RAIDP intervention on road has made significant contribution for going hospital. Table
7.7 shows that 80 percent people have used bus service while going to hospital in
project area.
Table 7.7 Vehicle types used for going hospitals
Mode of Transport
On foot
Bicycle
Motorcycle
Bus
Jeep
Total
Source: Field Survey, 2011
Project Area
No
%
4
8
4
8
1
2
41
80
1
2
51
100
Control Area
No
%
7
39
0
0
1
5
10
56
0
0
18
100
Accessibility on health institutions has increased in project area compared to control with
the enhancement of road by RAIDP.
(37)
Control area
Total
Months
No
Surplus (well-off)
10 to 12 Months
6 to 9 Months
3 to 5 Months
Below 3 Months
Total
59
91
59
51
40
300
No
19.67
30.33
19.67
17.00
13.33
100
24
27
27
8
14
100
No
24.00
27.00
27.00
8.00
14.00
100.00
%
91
110
86
59
54
400
22.75
25.00
21.50
14.75
13.5
100.00
Food supply in the project area has increased due to road transportation. As observed in
the survey villages food stores were established along the RAIDP road in the Tarai.
Priority
2
259
156
112
99
75
74
61
837
3
21
91
117
106
127
107
152
723
20
53
71
95
98
119
87
546
Table 7.9 shows that there are many impacts of RAIDP roads in village level.
Accessibility on various social amenities has helped to reduce poverty to some extend.
7.6 RAIDP Road Condition and Quality
RAIDP has improved the rural roads based on the demand and DTMP prioritization. The
road improvement has enhanced the access of locals to market centers, physical facilities
and district and national roads. However, there were some complaints from the respondents
RAIDP roads are too narrow that is not suitable for bus and trucks and they suggested to
widening the road. In Nawalparasi and Rupandehi, as reported in FGD, more accidents were
occurred due to narrow road. In the hill district community efforts were reported to open the
road after the landslides. In Tarai, couples of week roads are closed due to floods. Rules of
operating less than ten tons truck in RAIDP roads in Tarai were not followed. Local demand
of construction bridges across roads was repeatedly asked.
Poor quality of gravel and otta seal road was severely damaged in Kailali district just after the
completion of road. In Rajapur ring road, big boulders were placed for graveling than regular
size that caused boulder flickers and hit pedestrian.
(38)
Landslides and floods, strikes, accidents and others are major reasons for closing down
RAIDP road for couple of the days in a year. Of the total sample districts, 14 districts were
experienced flood and landslides in RAIDP road. There was no report of road closing down in
Palpa, Rupandehi and Kapilbastu in any reason. In Salyan, road was blocked due to strikes
and accidents while road was closed down other reasons in Kailali district. Figure 1 presents
the causes of road blocked with frequency.
Couses of Road Block
20
18
16
14
12
Cause 10
8
6
4
2
0
Bar
Nu
Sir
Sar
Sal
Nab Rasu Syan Uday Kaski Maho Rup Kapil Dhad Kail
Pal Dhanu
District
(39)
8.2 Recommendations
Present impact study is limited to RAIDP road sub projects. In order to know the full
effect of the RAIDP, the study comes up with following recommendations.
1. This impact study is limited to Rural Transport Infrastructure (RTI) (roads only)
improvement in participating districts. Therefore, it is suggested to conduct full
fledged impact of RAIDP in future.
2. RAIDP has given various types of trainings and constructed income generating
buildings to project affected households under the social safeguards component.
Therefore, it is suggested to incorporate such activities under the scope of impact
study in future.
3. Present study is largely based on the sample survey. It is recommended to adopt
mixed up method (Qualitative and quantitative techniques) while to understand
the impacts of road in individual level. People's experiences, case studies and life
history would also enhance our understanding on impact brought by RAIDP road
project.
4. Present endeavor has not covered the sustainability of roads-maintenance cost;
therefore, it is suggested to incorporate such issue under impact study in future.
5. This impact study has covered the livelihood aspect of the people of participating
districts in general. In future, it is suggested to examine linkage of rural road and
livelihood of people living in the project area rigorously.
6. RAIDP has been contributing for rural accessibility enhancement and poverty
reduction, therefore, it is recommended to continue the project for further
accessibility of rural population to social amenities and market town.
(40)
REFERENCES
Blndal, Nina (2007). Evaluating the Impact of Rural Roads in Nicaragua. Ministry
of Foreign Affairs of Denmark, Danida
CBS (2004). Nepal Living Standards Survey 2003/04. Statistical Report, Volume I
& II, Kathmandu: Central Bureau of Statistics
Khana, S.K. and Justo, C.E.G. (1984). Highway Engineering. India: New Chand
Bros
RAIDP (2009) Remedial Action Plan for the Project Affected People, RAIDP,
Department of Local Infrastructure Development and Agricultural Roads,
Government of Nepal
Sharma, Vallabha (2007). Final Report on Baseline Study of Twenty RAIDPDistricts of Nepal (Project Report), DoLIDAR/RAIDP, Jawalakhel, Lalitpur
The World Bank (2009). Project Paper on a Proposed Additional Credit and
Proposed Additional Grant
The World Bank (November 20, 2009). Project Paper on a proposed additional
credit, Sustainable Development Unit, Nepal Country Unit, South Asia region, The
World Bank
Van de Walle, Dominique (2008). Impact Evaluation of Rural Road Projects, World
Bank 1818 HST, NW Washington, DC
(41)
TABLE OF CONTENTS
Abbreviation and Acronyms ............................................................................................................. I
Summary of the Program ................................................................................................................ II
Table of Contents............................................................................................................................III
List of Tables ..................................................................................................................................IV
CHAPTER I ............................................................................................................................ 1
1.
Introduction ..................................................................................................................... 1
1.1 RATIONALE AND OBJECTIVE ........................................................................................ 1
1.2 DESCRIPTION OF THE PROJECT .................................................................................... 2
CHAPTER II ........................................................................................................................... 5
2.
Impact Study Methodology ................................................................................................. 5
2.1 THE PROJECT AND CONTROL AREA ............................................................................. 5
2.1.1 PROJECT AREA ............................................................................................................. 5
2.1.2 CONTROL AREA ............................................................................................................ 5
2.2 EVALUATION DESIGN ................................................................................................... 5
2.2.2 QUALITATIVE SURVEY ................................................................................................. 6
2.3 THE SAMPLE DESIGN .................................................................................................... 6
2.4 DATA SOURCES ............................................................................................................ 6
2.5 DATA MANAGEMENT ................................................................................................... 7
2.2.1 LIMITATION OF IMPACT STUDY ................................................................................... 8
CHAPTER III .......................................................................................................................... 9
3.
General Information of Survey Roads ................................................................................... 9
3.1 DEMOGRAPHY .............................................................................................................. 9
3.2 CASTE AND ETHNICITY .............................................................................................. 10
CHAPTER IV ........................................................................................................................ 12
4.
Major Findings ............................................................................................................... 12
4. 1 TRAFFIC COUNT AND TRANSPORTATION INDICATORS .............................................. 12
4.1.1 MOTORIZED AND NON-MOTORIZED VEHICLES IN RAIDP ROADS ............................... 12
4.2 LOCAL FARE BY VEHICLES......................................................................................... 14
4.3 ROAD WISE TRAVEL TIME BEFORE AND AFTER PROJECT .......................................... 15
4.3 OWNERSHIP OF VEHICLES .......................................................................................... 16
4.4 DISTANCE AND TRAVEL TIME TO THE NEAREST ALL SEASON ROADS ...................... 18
CHAPTER V ......................................................................................................................... 20
5.1 Agriculture and Transportation .......................................................................................... 20
5.1.2 TRANSPORTATION FOR FARM INPUTS........................................................................ 20
5.2 AGRICULTURE PRODUCTIVITY INDICATORS ............................................................. 21
5.3 AGRICULTURE PRODUCTION ...................................................................................... 21
5.4 MEANS OF TRANSPORTATION FOR AGRICULTURAL PRODUCTS ................................ 23
5.5 PRICES OF MAJOR CROPS IN FARM GATE ................................................................... 25
5.6 TRANSPORT AND AGRICULTURE EXTENSION ............................................................ 26
5. 7 NON-AGRICULTURAL ACTIVITIES .............................................................................. 27
CHAPTER VI ........................................................................................................................ 29
6.
Income, Expenditure, and Entrepreneurship ......................................................................... 29
6.1 EXPENDITURE INDICATORS ....................................................................................... 29
6.2 INCOME COMPOSITION ............................................................................................... 29
6.3 EMPLOYMENT SITUATION IN PROJECT AREA AND CONTROL AREA .......................... 30
6.3.1 PRICE OF LAND ........................................................................................................... 31
6.3.2 LAND TENURE BY GENDER ........................................................................................ 32
6.3.3 ACCESS TO CREDIT BY GENDER ................................................................................. 32
(42)
(43)
REFERENCES
(44)
ANNEXES
(45)
ANNEXES
Annex-1 Name of Sample Roads of Baseline Survey and Impact Study of RAIDP, 2006/07
and 2011
SN
District
Name of Road
Bhimdhunga-Lamidanda
Rakhi-Mijure Road
1
2
Dhading
Kaski
3
4
5
Control VDC
Khari
Sardikhola
Syangja
Rangkhola-Biruwa
Rangbang
Kitchnas
Rasuwa
Nuwakot
Makawanpur
Palpa
Kalikasthan- Dhunge
Trisuli-Deurali-Meghang
Kulekhani- Humanebhanjayang
Banstari Jhadewa
Bhorle
Tupche
Kulekhani
Chitrungdhara
Dhaibung
Kalyanpur
Chhatiwan
Foksingkot
Nawalparasi
Daldale-Dawadi
Pragatinagar
Jahada
9
10
Rupandehi
Kapilbastu
Madhauliya-Bhutaha
Sibalawa-Labani-Lakhanchowk
Gangoliya
Patariya
Gajedi
Patna
11
12
13
14
15
16
17
18
19
20
Rautahat
Sarlahi
Mahottari
Siraha
Dhanusa
Udayapur
Kailali
Bardiya
Banke
Salyan
Himalibas-Auriya
Karmaiya-Hathiol
Matihani-Pipara-Brahmapur
Siraha-Mirchaiya
Janakpur-Khariyani
Ghaighat-Beltar-Chatara
Kutiya-Matiyari
Rajapur Ring road
MRM-Tirthiya Sonpur
Khanga Hospital -Simkharka
Auraiya
Hajariya
Matihani
Sarshwor
Mansinghpatti
Beltar
Beladevipur
Dhadhawar
Titihiriya
Khalanga
Mathiya
Sundarpur
Suga Bhawani
Sikron
Benga
Rauta
Urma
Daulatpur
Sonapur
Karagithi
Cluster
Cluster districts
Venue for
No
1
Orientation
Kailali, Kanchanpur, Banke, Bardiya,
Nepalgunj
Bardibas
30 October, 2011
(2068/7/13)
Hetauda
17 October, 2011
(2068/6/30)
Date of Orientation
3 November, 2011
(2068/7/17)
Palpa
8 November, 2011
(2068/7/22)
Project Area
Tarai Districts
Groups
High Caste hill
Hill Dalits
Hill Janajati
Terai
Terai Dalit
Terai Janajati
Musalman
Pop
141
7
165
242
327
78
140
1100
13
1
15
22
30
7
12
100
Hill
Districts
Pop
417
46
309
0
0
0
0
772
12
1
16
20
32
5
14
100
71
32
154
0
6
0
0
263
%
54
6
40
0
0
0
0
100
Control area
48
3
64
80
127
21
54
397
27
12
59
0
2
0
0
100
Nonmotorized
vehicles
After
Before
After
Before
70
175
70
111
48
61
10
51
96
128
39
51
17
23
67
87
13
20
25
11
35
43
25
32
80
79
10
12
14
54
65
40
54
64
90
10
19
38
34
40
59
93
11
41
51
12
22
14
20
36
44
10
13
10
37
20
26
10
14
30
100
Jeep/car/
Taxi
Bus/minibus
Trucks/minitrucks
Tractors
District
Roads
Before
After
Before
Before
After
Before
Kailali
Bardiya
Khutiya-Matiyari
Rajapur Ring
Road
12
14
Banke
Titihiriy-Sonapur
11
Salyan
Rupandehi
Khalangga
Sibalawa-LabniLakhanchok
MadhauliyaBhutaha
Nawalparasi
Daldle-Dhauwadi
21
Palpa
10
Rasuwa
Banstari-Jhadewa
KalikasthanDhunge
Kaski
Rakhi-Mujure
Syangja
Rangkhola-Biruwa
BhimdhungaLamidanda
Trisuli-DeuraliMehang
Kapilvastu
Dhading
Nuwakot
ii
After
After
Makawanpur
KulekhaniHumanebhanjyang
13
34
Rautahat
Auriya-Himalibas
18
20
40
50
100
116
Sarlahi
Karmaiya-Hathiol
10
12
14
103
197
Mahottari
11
82
44
Dhanusa
Matihani-Pipara
JanakpurKhairahani
33
35
67
117
110
333
Siraha
Mirchaiya-Siraha
12
20
24
117
152
Udayapur
Gaighat-Beltar
17
66
89
31
64
71
109
106
190
315
392
517
890
1020
1526
Total
increase %
52
35
44
20
42
33
Source: Districts Records, RAIDP Office Records, 2011, Traffic Survey and FGD, 2011
Note: Non-motorized Vehicles includes bicycle,animal cart, Rickhaw.
Annex 4a Traffic Unit by Roads
Types of Traffic
Roads
Jeep
Motorcycle
Bus/
Minibus
Light
truck
Trucks
upto 10
tonnnes
Tractor
Bicycle
Tanga/
Carriage
Rickshaw
Cart
Districts
Kailali
Bardiya
Banke
Salyan
Kapilbastu
Rupandehi
Nawalparas
i
Palpa
Rasuwa
Kaski
Syangya
Dhading
Nuwakot
Makwanpur
Rautahat
Sarlahi
Mahottari
Dhanusa
Siraha
Udayapur
KhutiyaMatiyari
Rajapur Ring
Road
TitihiriySonapur
Khalangga
SibalawaLabniLakhanchok
MadhauliyaBhutaha
DaldleDhauwadi
BanstariJhadewa
KalikasthanDhunge
Rakhi-Mujure
RangkholaBiruwa
BhimdhungaLamidanda
Trisuli-DeuraliMehang
KulekhaniHumanebhanjy
ang
AuriyaHimalibas
KarmaiyaHathiol
MatihaniPipara
JanakpurKhairahani
MirchaiyaSiraha
Gaighat-Beltar
87.5
12
50
60
227.5
25
36
18
90
57
78
310
12
24
15
75
38
60
231
13
12
13.5
43.5
16
15
64.5
29.5
120
251
27
30
18
97.5
34
120
337.5
21
20
30
57
37.5
108
276.5
10
25.5
33
12
89.5
2.5
4.5
10
22
30
27
0.5
86.5
21
18
19.5
1.5
64
11
13
30
55.5
115.5
50
12
21
83
17
7.5
37.5
25
10.5
30
24
114
214.5
21
18
95
42
195
1.5
198
213.5
88.5
21
52.5
161
66
404
12
21
18
62
168
293
8.5
123.5
Total
70
495.5
Source:Trafic Survey, 2011 and FGD, 2011
12
40
54
324
262.5
36
582
633.5
12
1188
iii
Annex Table 5 Nearest all season road distance from the sample HHs in project area
(mean)
District
Name of Road
Kailali
Khutiya-Matiyari
Bardiya
Rajapur Ringroad
Banke
Titiriya-Soanpur
Distance
(km)
Salyan
Hospital-Simkharka
Kapilbastu
Sibalawa-Labani-Lakhanchowk
Rupendehi
Trips in
months
1.69
9.80
0.39
0.53
20.67
0.10
2.07
23.87
0.37
0.27
1.58
23.20
13.60
5.07
Madhauliya-Bhuthawa
4.20
6.67
0.95
Nawalparasi
Daldale-Dhobidi
1.59
15.80
0.28
Palpa
Bastari-Jhadeba
4.60
7.53
0.83
Rasuwa
Kalikasthan-Dhunge
0.89
28.47
0.21
Kaski
Rakhi-Mijure
5.27
5.93
1.25
Syangja
Biruwa-Rankhola
4.02
14.47
0.75
Dhading
Bhimdhunga-Lamidada
1.16
24.00
0.24
Nuwakot
Trisuli-Deurali-Meghang
2.77
10.07
0.41
Makawanpur
Kulekhani-Humanebhanjyang
7.08
8.87
1.16
Rautahat
Aouriya-Himalibas
2.00
9.20
0.44
Sarlahi
Karmiya-Hathiwon
1.61
11.40
0.35
Mahottari
Matihani-Pipra
3.12
11.60
0.5
Dhanusa
Janakpur-Kharihani
4.00
2.00
Siraha
Mirchaiya-Siraha
11.43
2.87
Udayapur
Gaighat-Chatara
9.53
3.00
0.95
12.31
0.62
Total Average
4.14
Source: Field Survey, 2011
Annex Table 6 Nearest bus stop distance from the sample HHs in project area (mean)
District
Name of Road
Kailali
Khutiya-Matiyari
Distance
4.87
Trips in months
2.40
Bardiya
Rajapur Ringroad
0.53
20.67
0.1
Banke
Titiriya-Soanpur
2.90
15.87
0.57
Salyan
Hospital-Simkharka
2.48
21.20
0.41
Kapilbastu
Sibalawa-Labani-Lakhanchowk
13.93
5.07
Rupendehi
Madhauliya-Bhuthawa
5.33
6.47
0.92
Nawalparasi
Daldale-Dhobidi
0.46
23.67
0.1
Palpa
Bastari-Jhadeba
4.60
7.53
0.83
Rasuwa
Kalikasthan-Dhunge
9.97
12.07
Kaski
Rakhi-Mijure
5.40
5.80
1.05
Syangja
Biruwa-Rankhola
0.69
26.53
0.12
Dhading
Bhimdhunga-Lamidada
0.19
24.00
0.03
Nuwakot
Trisuli-Deurali-Meghang
2.59
11.53
0.52
Makawanpur
Kulekhani-Humanebhanjyang
1.77
16.20
0.33
Rautahat
Aouriya-Himalibas
5.00
9.20
Sarlahi
Karmiya-Hathiwon
1.27
14.73
0.25
Mahottari
Matihani-Pipra
4.40
2.93
0.80
Dhanusa
Janakpur-Kharihani
4.93
5.40
0.88
Siraha
Mirchaiya-Siraha
1.40
8.00
0.25
Udayapur
Gaighat-Chatara
10.20
2.80
0.95
4.1
12.1
0.6
Total average
Source: Field Survey, 2011
iv
Landless
.01 to .49
.50 to .99
1 and above
HH
Khutiya-Matiyari
10
20
Rajapur Ringroad
20
Titiriya-Soanpur
Hospital-Simkharka
Sibalawa-Labani-Lakhanchowk
Madhauliya-Bhutaha
Daldale-Dhobidi
12
Bastari-Jhadeba
Kalikasthan-Dhunge
10
Rakhi-Mijure
11
Biruwa-Rankhola
12
Bhimdhunga-Lamidada
13
Trisuli-Deurali-Meghang
14
Kulekhani-Humanebhanjyang
15
Auriya-Himalibas
16
Karmiya-Hathiwon
17
Matihani-Pipra
18
Janakpur-Kharihani
19
20
1
2
6
5
10
20
13
20
20
13
20
20
13
20
20
13
20
17
20
20
20
16
20
20
11
20
20
13
20
Mirchaiya-Siraha
10
20
Gaighat-Chatara
10
20
209
99
74
400
Total
18
Name of road
Bardiya
Rajapur Ringroad
Nuwakot
Trisuli-Deurali-Meghang
4.75
Rautahat
Aouriya-Himalibas
4.14
Makawanpur
Kulekhani-Humanebhanjyang
0.00
Banke
Titiriya-Soanpur
7.61
Siraha
Mirchaiya-Siraha
Sarlahi
Karmiya-Hathiwon
Salyan
12
Control villages
Production
Area (ha)
HH
(quintal)
350.00
4.23
109.00
14
169.30
1.85
50.00
10
174.00
1.79
76.00
0.00
1.95
43.00
14
302.00
2.15
98.00
10.30
13
312.00
8.13
324.00
3.51
11
171.00
1.40
40.50
Hospital-Simkharka
1.45
19.50
0.20
4.00
Nawalparasi
Daldale-Dhobidi
6.37
11
236.00
1.30
47.50
Rasuwa
Kalikasthan-Dhunge
5.45
15
145.50
1.95
31.50
Syangja
Biruwa-Rankhola
1.20
38.50
2.60
53.00
Udayapur
Gaighat-Chatara
5.75
14
161.50
2.02
70.00
Kaski
Rakhi-Mijure
4.75
14
122.00
1.75
27.50
Mahottari
Matihani-Pipra
8.94
14
217.20
2.02
37.60
Rupendehi
Madhauliya-Bhuthawa
Sibalawa-LabaniLakhanchowk
10.76
15
227.00
3.09
100.00
14.95
14
677.00
5.23
238.00
Kapilbastu
Dhading
Bhimdhunga-Lamidada
1.38
25.50
0.90
16.50
Kailali
Khutiya-Matiyari
20.41
15
595.00
5.75
291.00
Palpa
Bastari-Jhadeba
5.75
12
181.50
1.50
41.50
Dhanusa
Janakpur-Kharihani
Total
8.22
143.49
10
229
74.40
7.09
46.40
4198.90
56.87
81
1745.00
Name of road
Area
(ha)
Area
(ha)
Control villages
Production
HH
(quintal)
Bardiya
Rajapur Ringroad
1.69
13.50
0.16
1.00
Nuwakot
Trisuli-Deurali-Meghang
9.85
15
190.40
2.18
36.00
Rautahat
Aouriya-Himalibas
0.46
24.00
0.00
0.00
38.00
Makawanpur
Kulekhani-Humanebhanjyang
3.50
15
86.00
1.92
Banke
Titiriya-Soanpur
1.38
11.55
0.36
6.00
Siraha
Mirchaiya-Siraha
0.00
0.00
0.00
0.00
Sarlahi
Karmiya-Hathiwon
7.28
14
243.00
2.60
48.00
Salyan
Hospital-Simkharka
4.30
15
65.10
2.05
38.44
Nawalparasi
Daldale-Dhobidi
1.69
26.04
0.81
4.34
Rasuwa
Kalikasthan-Dhunge
8.00
15
126.48
3.85
37.82
Syangja
Biruwa-Rankhola
3.75
15
50.50
3.60
35.00
Udayapur
Gaighat-Chatara
5.10
14
109.74
1.30
30.38
Kaski
Rakhi-Mijure
1.08
15
15.81
0.40
7.44
Mahottari
Matihani-Pipra
0.00
0.00
0.00
0.00
Rupendehi
Madhauliya-Bhuthawa
0.00
0.00
0.00
0.00
Kapilbastu
Sibalawa-Labani-Lakhanchowk
0.00
0.00
0.00
0.00
Dhading
Bhimdhunga-Lamidada
2.50
13
45.88
1.75
29.14
Kailali
Khutiya-Matiyari
0.00
0.00
0.00
0.00
Palpa
Bastari-Jhadeba
4.35
11
57.66
0.55
4.96
Dhanusa
Janakpur-Kharihani
0.00
Total
54.92
165
0.00
0.00
1065.66
21.53
0
49
0.00
316.52
Name of road
Bardiya
Rajapur Ringroad
6.50
Nuwakot
Trisuli-Deurali-Meghang
0.00
Rautahat
Aouriya-Himalibas
3.49
Makawanpur
Kulekhani-Humanebhanjyang
0.00
Banke
Titiriya-Soanpur
2.89
50.00
0.55
14.00
Siraha
Mirchaiya-Siraha
6.86
13
157.50
5.36
156.00
Sarlahi
Karmiya-Hathiwon
0.88
18.00
0.00
0.00
Salyan
Hospital-Simkharka
3.50
14
28.14
1.35
6.70
Nawalparasi
Daldale-Dhobidi
1.40
26.80
1.01
11.39
Rasuwa
Kalikasthan-Dhunge
0.45
10.39
0.40
4.02
Syangja
Biruwa-Rankhola
0.20
4.00
2.15
23.50
Udayapur
Gaighat-Chatara
0.00
0.00
0.00
0.00
Kaski
Rakhi-Mijure
0.20
4.69
0.00
0.00
Mahottari
Matihani-Pipra
5.79
13
83.60
0.91
14.40
Rupendehi
Madhauliya-Bhuthawa
1.76
10
33.00
0.72
17.00
Kapilbastu
Sibalawa-Labani-Lakhanchowk
0.00
0.00
0.00
0.00
Dhading
Bhimdhunga-Lamidada
0.70
5.36
0.35
2.35
118.00
Control villages
Production
Area (ha)
HH
(quintal)
95.00
2.44
35.00
0.00
0.00
0.00
10
156.00
1.79
78.00
0.00
0.00
0.00
Kailali
Khutiya-Matiyari
13.98
15
286.00
3.32
Palpa
Bastari-Jhadeba
1.30
15.41
0.60
4.02
Dhanusa
Janakpur-Kharihani
2.34
34.40
2.18
31.20
1008.29
23.12
Total
52.22
vi
122
54
515.58
Name of road
Bardiya
Rajapur Ringroad
Control villages
Production
(quintal)
HH
Area
(ha)
0.00
0.00
0.00
0.00
0.00
Nuwakot
Trisuli-Deurali-Meghang
6.75
14
94.20
1.68
36.00
Rautahat
Aouriya-Himalibas
0.00
0.00
0.00
0.00
Makawanpur
Kulekhani-Humanebhanjyang
0.15
2.00
0.00
0.00
Banke
Titiriya-Soanpur
0.00
0.00
0.00
0.00
Siraha
Mirchaiya-Siraha
0.00
0.00
0.00
0.00
Sarlahi
Karmiya-Hathiwon
0.00
0.00
0.00
0.00
Salyan
Hospital-Simkharka
0.50
2.88
0.05
0.43
Nawalparasi
Daldale-Dhobidi
0.00
0.00
0.00
0.00
Rasuwa
Kalikasthan-Dhunge
2.90
12
52.56
1.20
13.68
Syangja
Biruwa-Rankhola
3.00
12
34.30
1.35
15.00
Udayapur
Gaighat-Chatara
0.16
1.73
1.66
5.04
Kaski
Rakhi-Mijure
0.58
10
10.08
0.40
8.28
Mahottari
Matihani-Pipra
0.00
0.00
0.00
0.00
Rupendehi
Madhauliya-Bhuthawa
0.00
0.00
0.00
0.00
Kapilbastu
Sibalawa-Labani-Lakhanchowk
0.00
0.00
0.00
0.00
Dhading
Bhimdhunga-Lamidada
0.80
9.79
0.70
6.48
Kailali
Khutiya-Matiyari
0.00
0.00
0.00
0.00
Palpa
Bastari-Jhadeba
0.00
0.00
0.00
0.00
Dhanusa
Janakpur-Kharihani
0.00
0.00
0.00
0.00
207.54
7.03
Total
14.84
60
26
84.91
Name of road
Area
(ha)
Control villages
Production
(quintal)
HH
Bardiya
Rajapur Ringroad
0.03
7.00
0.00
0.00
Nuwakot
Trisuli-Deurali-Meghang
0.00
0.00
0.00
0.00
Rautahat
Aouriya-Himalibas
0.65
69.60
0.36
22.00
Makawanpur
Kulekhani-Humanebhanjyang
0.00
0.00
0.26
100.00
Banke
Titiriya-Soanpur
0.54
10
30.75
0.14
20.00
Siraha
Mirchaiya-Siraha
0.97
11
68.00
0.65
33.00
Sarlahi
Karmiya-Hathiwon
0.03
5.00
0.00
0.00
Salyan
Hospital-Simkharka
0.00
0.00
0.00
0.00
Nawalparasi
Daldale-Dhobidi
0.00
0.00
0.00
0.00
Rasuwa
Kalikasthan-Dhunge
2.10
12
245.00
0.00
0.00
Syangja
Biruwa-Rankhola
0.00
0.00
0.00
0.00
Udayapur
Gaighat-Chatara
0.03
4.00
0.01
2.00
Kaski
Rakhi-Mijure
0.23
22.00
0.00
0.00
Mahottari
Matihani-Pipra
0.39
34.80
0.05
6.00
Rupendehi
Madhauliya-Bhuthawa
0.39
11
13.50
0.26
3.30
Kapilbastu
Sibalawa-Labani-Lakhanchowk
0.00
0.00
0.01
0.30
Dhading
Bhimdhunga-Lamidada
0.59
45.00
0.70
18.00
Kailali
Khutiya-Matiyari
0.46
31.50
0.20
26.00
Palpa
Bastari-Jhadeba
0.00
0.00
0.00
0.00
Dhanusa
Janakpur-Kharihani
0.06
6.50
0.08
7.00
582.65
2.72
Total
6.47
vii
81
26
237.60
Name of road
Bardiya
Rajapur Ringroad
2.80
10
10.05
0.56
1.45
Nuwakot
Trisuli-Deurali-Meghang
1.55
3.90
0.43
0.80
Rautahat
Aouriya-Himalibas
0.91
3.10
0.25
0.40
Makawanpur
Kulekhani-Humanebhanjyang
0.00
0.00
0.40
0.80
Banke
Titiriya-Soanpur
1.67
11
8.80
0.46
3.00
Siraha
Mirchaiya-Siraha
1.66
11
14.15
2.54
11.20
Area
(ha)
Area
(ha)
Control villages
Production
(quintal)
HH
Sarlahi
Karmiya-Hathiwon
0.54
2.10
0.50
1.40
Salyan
Hospital-Simkharka
0.35
1.50
0.25
2.00
Nawalparasi
Daldale-Dhobidi
2.93
11
26.20
0.36
2.40
Rasuwa
Kalikasthan-Dhunge
1.00
4.55
0.00
0.00
Syangja
Biruwa-Rankhola
0.00
0.00
0.00
0.00
Udayapur
Gaighat-Chatara
0.00
0.00
0.00
0.00
Kaski
Rakhi-Mijure
0.15
0.60
0.00
0.00
Mahottari
Matihani-Pipra
1.01
3.10
0.15
0.30
Rupendehi
Madhauliya-Bhuthawa
1.14
11.50
0.41
5.00
Kapilbastu
Sibalawa-Labani-Lakhanchowk
1.94
8.80
0.26
0.40
Dhading
Bhimdhunga-Lamidada
0.10
1.00
0.00
0.00
Kailali
Khutiya-Matiyari
3.64
14.30
1.14
9.00
Palpa
Bastari-Jhadeba
1.20
2.50
0.00
0.00
Dhanusa
Janakpur-Kharihani
0.87
4.00
0.80
3.50
120.15
8.50
Total
23.44
94
32
41.65
Name of road
Area
(ha)
Control villages
Production
HH
(quintal)
Bardiya
Rajapur Ringroad
2.10
7.50
2.00
3.00
Nuwakot
Trisuli-Deurali-Meghang
3.00
1.50
0.00
0.00
Rautahat
Aouriya-Himalibas
2.75
17.20
0.75
6.00
Makawanpur
Kulekhani-Humanebhanjyang
1.00
2.00
0.00
0.00
Banke
Titiriya-Soanpur
8.50
13
41.00
0.57
7.25
Siraha
Mirchaiya-Siraha
1.35
4.40
1.10
3.00
Sarlahi
Karmiya-Hathiwon
2.35
7.00
0.00
0.00
Salyan
Hospital-Simkharka
0.00
0.00
0.00
0.00
Nawalparasi
Daldale-Dhobidi
4.30
18.50
0.55
1.90
Rasuwa
Kalikasthan-Dhunge
3.00
0.70
0.00
0.00
Syangja
Biruwa-Rankhola
2.50
1.30
0.00
0.00
Udayapur
Gaighat-Chatara
0.25
1.00
0.00
0.00
Kaski
Rakhi-Mijure
0.00
0.00
0.00
0.00
Mahottari
Matihani-Pipra
0.72
0.70
0.00
0.00
Rupendehi
Madhauliya-Bhuthawa
0.05
1.00
0.00
0.00
Kapilbastu
Sibalawa-Labani-Lakhanchowk
0.50
2.50
0.35
0.60
Dhading
Bhimdhunga-Lamidada
0.00
0.00
0.00
0.00
Kailali
Khutiya-Matiyari
6.60
11
23.50
2.40
19.00
Palpa
Bastari-Jhadeba
0.00
0.00
0.00
0.00
Dhanusa
Janakpur-Kharihani
19.60
0.60
149.40
8.32
Total
2.57
41.54
viii
6
62
2
20
10.00
50.75
Name of road
Control villages
Production
(quintal)
Area (ha)
HH
Bardiya
Rajapur Ringroad
0.37
15
19.88
0.11
6.05
Nuwakot
Trisuli-Deurali-Meghang
0.43
15
26.55
0.09
5.06
Rautahat
Aouriya-Himalibas
0.17
12
14.65
0.06
3.42
Makawanpur
Kulekhani-Humanebhanjyang
1.85
15
93.00
0.09
4.74
Banke
Titiriya-Soanpur
0.36
14
11.88
0.69
9.32
Siraha
Mirchaiya-Siraha
0.94
13
38.05
1.05
36.00
Sarlahi
Karmiya-Hathiwon
0.23
14
12.60
0.12
6.42
Salyan
Hospital-Simkharka
0.34
15
28.10
0.06
3.32
Nawalparasi
Daldale-Dhobidi
0.41
14
26.44
0.23
9.05
Rasuwa
Kalikasthan-Dhunge
0.41
15
24.13
0.22
12.48
Syangja
Biruwa-Rankhola
0.36
13
8.20
0.40
11.63
Udayapur
Gaighat-Chatara
0.22
15
17.07
0.10
5.71
Kaski
Rakhi-Mijure
0.64
15
77.44
0.16
6.20
Mahottari
Matihani-Pipra
0.55
10
20.88
0.08
3.68
Rupendehi
0.19
15
10.42
0.07
3.95
Kapilbastu
Madhauliya-Bhuthawa
Sibalawa-LabaniLakhanchowk
0.46
14
24.96
0.07
3.77
Dhading
Bhimdhunga-Lamidada
1.14
14
116.03
0.19
7.47
Kailali
Khutiya-Matiyari
0.60
15
32.92
0.21
10.12
Palpa
Bastari-Jhadeba
0.19
14
10.45
0.05
2.67
Dhanusa
Janakpur-Kharihani
0.44
12
14.52
0.20
10.53
628.16
4.26
Total
10.31
279
94
Annex Table 16 Number of Poultry farms in project Area and control areas
District
Kailai
Bardia
Banke
Salyan
Palpa
Rupandehi
Kapilbastu
Nawalparasi
Syangja
Kaski
Makawanpur
Dhading
Rasuwa
Nuwakot
Rautahat
Sarlahi
Siraha
Mahottari
Dhanusa
Udayapur
Program Villages
60
0
0
0
150
10
0
0
2
3
2
45
55
10
4
6
0
0
0
20
367
ix
Control Villages
161.61
Type of labor
Danusa
Agriculture labor
Construction labor
Skilled labor
Agricultural labor
Construction labor
Skilled labor
Agriculture labor
Construction labor
Skilled labor
Porter
Agri. Labor
Construction labor
Skilled labor
Agri labor
Construction labor
Brick factory
Skilled labor
Agri labor
Construction labor
Skilled labor
Trade labor
Agri. Labor
Construction labor
Skilled labor
Industrial labor
Agri. Labor
Construction labor
Skilled labor
Agri. Labor
Construction labor
Skilled labor
Agri. Labor
Construction labor
Skilled labor
Agri.labor
Construction labor
Skilled labor
Trade labor
Agri. Labor
Construction labor
Skilled labor
Agri. Labor
Construction labor
Skilled labor
Agri. Labor
Construction labor
Skilled labor
Agri. Labor
Construction labor
Skilled labor
Trade & industry labor
Agri. Labor
Construction labor
Skilled labor
Agri labor
Construction labor
Skilled labor
Road labor
Agri labor
Construction labor
Skilled labor
Agri labor
Construction labor
Skilled labor
Industrial labor
Agri labor
Construction labor
Skilled labor
250
300
600
300
250
500
200
400
500
Rs. 2 per kg
400
400
600
200
250
200
500
200
500
600
200
450
600
300
350
500
200
400
700
200
300
600
200
250
400
250
300
150
225
200
400
Rs. 2 per kg
300
300
200
250
200
200
250
200
250
150
350
200
200
200
300
150
150
-
300
300
500
200
200
400
150
200
400
300
350
500
500
250
250
600
100
200
400
250
250
300
500
200
300
500
500
200
300
500
200
250
200
200
150
200
250
400
400
250
500
100
250
300
200
300
450
200
300
500
300
300
500
250
150
400
200
300
400
150
350
500
160
200
180
400
200
300
500
200
200
450
600
300
250
250
500
200
200
400
200
300
500
300
300
600
500
300
300
450
150
250
400
150
200
400
280
350
500
500
150
250
400
100
200
400
250
300
500
350
350
400
200
250
500
Palpa
Makawanpur
Dhading
Kailai
Rupandehi
Kapilbastu
Udayapur
Kaski
Mahottari
Syangja
Salyan
Bardiya
Banke
Nawalparasi
Rasuwa
Rautahat
Siraha
Sarlahi
Nuwakot
300
300
125
300
150
200
100
100
160
200
180
250
250
150
200
250
300
150
200
200
200
200
300
150
300
300
300
300
150
300
150
200
300
400
400
150
300
100
250
300
350
350
200
250
500
Annex Table 18 Type and Number of Business Centres small scale enterprise
Districts
Dhanusa
Palpa
Makawanpur
Dhading
Kailai
Rupandehi
Kapilbastu
Udayapur
Kaski
Mahottari
Syangja
Salyan
Bardiya
Banke
Nawalparasi
Rasuwa
Rautahat
Siraha
Sarlahi
Nuwakot
Project Area
Control Area
Shops
Small enterprise
Shops
Small enterprise
20
200
22
25
210
20
15
90
23
130
10
141
200
112
26
6
85
82
37
25
5
188
2
53
67
13
1
40
3
10
2
3
20
9
5
57
16
60
6
4
18
4
0
3
39
15
5
7
2
9
6
1
3
6
7
5
8
15
2
3
6
0
0
0
0
5
0
2
0
0
1
0
0
2
6
0
5
20
0
3
Project area
48
800
49
156
535
66
25
260
39
180
24
51
515
180
153
78
181
274
88
58
3760
Control area
35
0
0
6
35
39
5
10
2
10
14
1
3
10
28
10
20
75
4
12
319
xi
Project Area
No
%
10
62.5
4
25
0
0
0
0
2
12.5
16 100
Control Area
No
3
0
1
1
0
5
35.00
65.00
100.00
Percent
89
3
11
2
105
84.76
2.86
10.48
1.90
100.00
Percent
34.29
65.71
100.00
Percent
33
3
36
91.67
8.33
100.00
xii
%
60
0
20
20
0
100
TERMS OF REFERENCES
(46)
Government of Nepal
Terms of References
For
INTRODUCTION
1.1
Government of Nepal (G0N) has received development grant and credit of 45 million U.S. $ to
implement the Rural Access Improvement and Decentralization Project (RAIDP), with
additional financial assistance from the International Development Association (IDA). A Part of
this additional financial assistance is to be used for consultancy services for hiring individual
consultant for baseline survey to monitor the socio-economic impact in participating districts.
1.2
The RAIDP- Additional Finance (AF) is a continuation to the Rural Access Improvement and
Decentralization Project (RAIDP) started at 2005 and aims to support the completion of
remaining works in the existing twenty (20) project districts and scale up the project to ten (10)
additional districts. It also aims the good practices and positive lessons learned from
implementation of the prevailing RAIDP. The primary objective of RAIDP-AF is to provide
beneficiary rural communities with improved and sustainable physical access to economic
opportunities and social services. The project comprises of:
1.3
Capacity Building and Advisory Services (CBAS) Component :Sub-components are: (i)
Training/Workshops (ii) Institutional Strengthening (iii) Planning (iv) Baseline survey &
Socioeconomic Impact Monitoring Study (v) Implementation Support.
The
participating
districts
grouped
in
four
clusters
are
as
follows
Cluster I: Kanchanpur, Kailali, Bardiya, Banke, Salyan, Surkhet and Dang;
ClusterII: Puthan, KapiIvastu, Rupandehi, Nawalparasi, Palpa, Gulmi and
Arghakhanchi;
Cluster III: Rasuwa, Kaski, Syanga, Tanhun, Dhading, Nuwakot and Makwanpur;
Cluster IV: Parsa, Bara, Rautahat, Sarlahi, Mahottari, Dhanusa, Siraha, Saptari and
Udyapur.
2.
2.1
The RAIDP program is designed to support efforts to promote poverty reduction in rural areas
by promoting economic development and providing access to basic services that can increase
the quality of life for the poor. It is believed that eliminating the isolation of populated areas
with previously limited accessibility can provide the population greater and stable access to
critical goods, as well as essential social services, such as medical facilities, schools, visit by
2.2
2.3
2.4
2.5
concerned officer, and health care. It also creates the opportunity for development of these
services in their localities. Improved access to jobs provides opportunities for the poor to
participate in the economy and thus they reap more benefits of growth. Transport access, by
increasing the ability of the poor to travel to financial and urban centers, and reduced
transport costs facilitates the access of the poor to agriculture inputs and resources such as
capital and formal or informal trading links, reduced prices of goods and agriculture inputs, all
of which can spur rural development efforts. Rural road improvements are also undertaken to
promote agricultural development by increasing the production and marketing of agricultural
products as well as shift in agriculture pattern to cash crops, particularly where lack of access
had choked agricultural output or marketing facility. By alleviating constraints in the movement
of agricultural products, farmers revenues can increase and agricultural and non-farm rural
employment can also increase, contributing to a decline in poverty.
The empirical evidence at the macroeconomic level of the positive correlation between road
improvements and GDP per capita growth is extensive1. Yet, the distributional impact of road
projects, especially the impact on the poor, is less known. Previous efforts at assessing the
impact of rural roads have typically been limited because of lack of available baseline data
and control or comparison groups, making it difficult to disentangle the effects from the road
improvements from those of other interventions and overall development of the economy2.
The proposed impact evaluation will be designed to estimate the counterfactual namely,
what would have happened in the absence of the RAIDP intervention. To be carried out in
two phases, the overall objective of the proposed study is to assess (i) the magnitude and
distribution of the direct and indirect socioeconomic impacts of the RAIDP on target
populations , individuals, households, and (ii) to determine the extent to which interventions
under the RAIDP cause changes in the well being of targeted populations by examining how
they change over time in communities that have RAIDP projects (project groups) compared
with those that do not (comparison groups).
The impact assessment phase of this study will comprise of the following steps:
Review the project documents including baseline study undertaken previously under
original RAIDP.
Revisit survey instruments.
Development of evaluation methodology
Undertaking of the impact survey
Carrying out the descriptive and statistical analysis of the surveyed data in comparison
with the base line information.
Organizing Workshops/Seminars for consultations with different governmental and
non-governmental stakeholders and experts.
The DoLIDAR/RAIDP-PCU now wish to hire an expert consultant to undertake the following
terms of reference relating to the implementation of the impact survey assessment study road
sub-projects and community infrastructure projects completed in following twenty (20) districts
groped in cluster as below:.
Cluster I: Kailali, Bardiya, Banke, and Salyan
ClusterII: KapiIvastu, Rupandehi, Nawalparas and, Palpa
Cluster III:Rasuwa, Kaski, Syanga, , Dhading, Nuwakot and Mmakwanpur
Cluster IV:Rautahat, Sarlahi, Mahottari, Dhanusa, Siraha, and Udyapur.
See, for example, Fan, Shenggen, Peter Hazell, and Sukhadeo Thorat, (1999) Linkages between Government Spending, Growth, and
Poverty in Rural India, Washington, D.C.: International Food Policy Research Institute.
2
See, for discussion, Baker, Judy (2000) Evaluating the Impacts of Development Projects on Poverty: A Handbook for Practitioners.
Washington, D.C.: The Word Bank., and De Walle and Cratty (2002) Impact Evaluation of Rural Road Rehabilitation Project. Mimeo,
World Bank.
3.
3.1 General
The general objectives of this consultancy service are to:
Determine possible socioeconomic benefits of the RAIDP. This will in future help to,
(i)
adapt policy overtime as result of the evidence from the impact assessment, and
(ii)
support future funding request for rural access improvement
3.2 Specific
. The specific objectives of this consultancy services are to:
(i)
develop a scientific evaluation methodology and survey design to conduct
statistical
analysis to determine the magnitude and distribution of the direct and
indirect
socioeconomic impacts of rural roads improvement, and the extent to which
RAIDP interventions cause changes in the well being of targeted populations
overtime compared to those without project intervention;
(ii)
conduct impact survey of a sample of individuals and households in areas that
received RAIDP support (Project Areas), and on a small sample of households not
receiving any kind of rural road improvement support from RAIDP or other sources
(Control/Comparison Areas). The survey will be repeated with the same respondentsindividuals and households who had responded in the original baseline survey; and
(iii)
conduct descriptive statistical analysis of the impact by comparing the baseline
information with the results from this follow-up survey.
4.
SCOPE OF WORK
No
5 (draft)
10 (final)
5 (draft)
10 (final)
Due Date
20 (Twenty) days
from the effective
date of the contract
40(Forty) days from
the effective date of
the contract
120(Hundred
twenty) days from
the effective date of
the contract
180(hundred and
eighty days) days
from the effective
date of the contract
5 (draft)
10(final)
Remarks
Detailed
methodology and
work plan
Including
electronic copy
Including
electronic copy
LOGISTICS
The individual expert will be provided with an office space within the premises of RAIDP PCU
office during data analysis period.
TAXATION
The consultant is fully responsible for all taxes imposed by the relevant laws of Government
of Nepal.
AGREEMENT
The Consultant will be required to enter into an agreement with the RAIDP based on a
Lump-Sum Contract for Consultant's Services and both parties before the commencement
of the work shall sign such agreement. The consultant will be required to register in VAT after
the signing of contract agreement.
ANNEX 1
SURVEY INDICATORS
Below are suggested indicators to be used by the consultant in carrying out the habitation and
household surveys. The Consultant is free to suggest its own list of indicators.
1.1
Transport Indicators
(i)
Number of trips taken outside village disaggregated by gender, income, and social
status to various destination-- colleges/schools, hospitals/health centers, markets,
government service office, and nearest city
(ii)
Purpose of trips taken -- work, business,
(iii)
Time required to reach selected destinations (nearest city, market, school, health
center, work)
(iv)
Distance (and travel time) to the nearest all season road
(v)
Distance (and travel time) to nearest bus stop
(vi)
Passability Index Number of weeks/months road is closed for motorized access.
(vii)
Vehicles per day (by type of vehicle)
(viii)
(ix)
(x)
(xi)
(xii)
(xiii)
(xiv)
(xv)
(xvi)
(xvii)
(xviii)
(xix)
(xx)
(xxi)
(xxii)
(xxiii)
(xxiv)
(xxv)
(xxvi)
(xxvii)
(xxviii)
(xxix)
(xxx)
1.2
1.2
(v)
(vi)
(vii)
(viii)
(ix)
(x)
1.3
Education Indicators
(i)
Number of primary schools in village
(ii)
Primary school enrollment rate (by gender)
(iii)
Secondary school enrollment rate (by gender)
(iv)
Primary school dropout rate (by gender)
(v)
Distance to nearest primary/secondary school
(vi)
Qualification of teachers
(vii)
Rate of absenteeism of teachers
(viii)
Availability of school supplies
1.4
Health Indicators
(i)
Distance to nearest health center/hospital
(ii)
Number of visits to health facilities (by age/gender)
(iii)
Days of work lost due to illness
(iv)
Immunization rate of children
(v)
Pregnant women receiving prenatal care
(vi)
Qualifications of medical staff
(vii)
Number of days present
(viii)
Availability of drugs and medical supplies
(ix)
Available hospital beds
(x)
Number of qualified doctors/health expert within the village
Photographs
Orientation in Palpa