Ex-post Evaluation

1. Outline of the Project

Country:

Nepal

Project title:

Project for Construction of Sindhuli Road (Section 1: Bardibas-Sindhuli Bazar)

Issue/Sector:

Roads

Cooperation Scheme:

Grant Aid

Division in Charge:

Grant Aid Management Department

Total Cost:

2,187 million yen

Period of Cooperation

(E/N): FY 1995, 1996-1997

Partner Country’s Implementing Organization:

Department of Roads

Supporting Organization in Japan:

Related Cooperation:

1-1 Background of the Project

There are two main highways connecting Kathmandu, the capital of Nepal, with the Terai Plain: the Tribhuban Highway and the Prithiri Highway. The former is not used as a main trunk line because of its narrow width and winding alignment. The latter is a roundabout way for people to travel and has the risk of landslides and hillside erosion during the rainy season. In light of this situation, for stable supply of everyday goods to Kathmandu and for the promotion of development in the Terai area, the government of Nepal formulated the Sindhuli Road Construction Project to connect Bardibas on the East-West Highway with Dhulikhel to replace the Prithiri Highway, and requested the government of Japan for cooperation through Grant Aid .

1-2 Project Overview

Sindhuli Road’s total length of 158 km will be divided into four sections for the project, since the construction is expected to take a long time. It was decided that Grant Aid would be provided to assist the construction of Section I (38km, between Bardibas and Sindhuli Bazar).

(1) Overall Goal
To promote development in the Sindhuli area and to improve the living conditions of the villagers in the area.

(2) Project Purpose
To construct a road between Bardibas and Sindhuli Bazar to ensure safe and secure transportation throughout all seasons.

(3) Outputs
1) Bridges are constructed at 9 locations.
2) 17 causeways are constructed.
3) Operation and maintenance of roads are strengthened.

(4) Inputs

Japanese Side:

2,187 million yen (1995D/D: 75 million yen, 1996: 876 million yen, 1997: 1,236 million yen)

Nepalese Side:

Land and Facilities

2. Evaluation Team

Members of Evaluation Team

Akal Bahadur Singh, Tribhuvan University

Period of Evaluation

November 18, 2002 – January 18, 2003

Type of Evaluation:

Ex-Post Evaluation by Overseas Office

3. Results of Evaluation

3-1 Summary of Evaluation Results

(1) Impact
Since only Section 1 of the Sindhuli Road has been completed and the road connecting Kathmandu to the Terai Plain is not completely finished, only the impact of the road between Bardibas and the Sindhali Bazaar can be assessed at this point. This study observed some positive impacts. The most significant impact of the project has been the sharp fall in travel time and transportation costs. Time required fell from 3 hours to 1.5 hours. Transportation costs have also been significantly reduced through the use of vehicles in place of porters. According to information gained through interviews with the Agricultural Division of the Sindhali Office, the amount of oranges— the major cash crop in the area along Section I—which were shipped to market was about 40-50% of the total production before the road was built, but it has now exceeded 70%. The amount of ginger shipped has also increased from 20-30% of the total crop to over 50%. The producer’s price has more than doubled, and the production quantity has also increased, indicating positive economical effects of the project.

Before the completion of the project, the regions targeted for the project had poor access, and had difficulty in hiring enough personnel to work in its medical institutions and schools. The new road shortened travel time, and the positions of medical personnel and teachers have now been filled. According to the Health and Education Divisions of the Sindhali Office, before the road was constructed, only 50-60% of the regular staff positions at the health center had been filled, but almost 100% are now filled. The rate for school personnel was 60-70% but is now about 90%. The improved access has also doubled the number of patients visiting the health center, and increased the number of the students attending the elementary school by 10-15%.

One negative impact of the road construction has been the loss of jobs for porters, but there is no specific data on how many porters had existed.

(2) Sustainability
Section 1, including its nine bridges and 17 causeways, are all being adequately maintained, and traffic is gradually increasing. Vehicle traffic in Bardibas was surveyed by DOR in 1988 and December 2002, and the results showed that traffic has increased from 50 cars per day in 1988 to 95 cars per day in 2002. This increase does not match the 8% average annual increase on Nepal’s highways, but it is very high considering the fact that not all of the roads have been opened yet. Completion of Section 1 has connected the surrounding four villages to the Sindhali Road.

The Bardibas Management Office deploys construction equipment necessary to maintain the roads such as backhoes and welding tools for repairs, and is making daily checks and carrying out maintenance work such as removing obstacles on the road and cleaning drainage gutters. They also make basic repairs twice a year. The equipment is in good condition. While 25 employees were deemed to be necessary at the planning stage, the office had 26 employees during construction and currently has 20 employees, which is a sufficient number to keep up the basic tasks described above. The technicians appointed to the office and skilled mechanics have all received the necessary training for this work. The Sindhali Office has a budget sufficient to conduct the current checks and maintenance. Yet, it is difficult to obtain spare parts for some of the equipment in Nepal, and this issue needs to be resolved.

3-2 Factors that Promoted the Realization of Effects

(1) Factors Concerning the Planning
N/A

(2) Factors Concerning the Implementation Process
The maintenance supervisor for the road connecting Bardibas and Sindhali worked directly under the Head of the DOR, giving him a level of decision-making authority that far exceeded that of a typical maintenance supervisor. This meant that procedures and coordination between divisions required relatively little time.

3-3 Factors that Impeded the Realization of Effects

(1) Factors Concerning the Planning
N/A

(2) Factors Concerning the Implementation Process
Although the allocated budget covers the maintenance cost, repair work cannot be carried out with good timing because there is a delay of several months between the time the budget is determined and it is actually allocated. This not only delays repairs, but could also cause further deterioration in road conditions.

3-4 Conclusion

The road linking Sindhali and Bardibas is maintained in good condition. Since only Section 1 is currently opened and the other sections are not yet completed, the impact is small. Even so, transportation time and costs have fallen and shipments of agricultural products from surrounding rural villages have increased. There has also been a positive social impact, such as better replacement rate for employees at health and educational institutions caused by the improved access, an increase in the number of residents receiving medical services, and rise in the school attendance rate.

3-5 Recommendations

(1) For road maintenance, regular site inspections should be conducted to prepare a hazard map describing problematic areas. This is required for submitting budget applications to the DOR. Measures should be taken to ensure that spare parts are obtained without delay. In particular, it is crucial to come up with ways ahead of time to obtain parts that are hard to obtain in Nepal.

(2) Regarding the condition of the road’ surface, some inclines in the construction area are unstable, and countermeasures should be devised before next year’s rainy season.

3-6 Lessons Learned

Regarding operation of infrastructure such as road construction, if maintenance is not adequate, the final cost of this neglect will be high, incurring rehabilitation and other expensive work. The operation and maintenance of targeted roads and bridges in the project are currently good. However, when implementing similar projects, a very precise maintenance plan—including a maintenance plan for daily, regular and emergency work; checks on the implementing system for each plan; and a plan for equipment maintenance—should be prepared.

3-7 Follow-up Situation

N/A