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RAP has
reviewed and assessed the cumulative experience of almost fifty years of road
construction in Nepal. The engineering approach chosen is an adapted “labour-based,
environmentally sound” approach extended to take account of lessons learnt on
earlier projects, with further development and promotion of social development
and worker welfare aspects.
Advantages
of the Approach
While
the programme’s construction activities concentrate on physical access, the
process also addresses the broader rural livelihood issues, in line with DFID’s
country strategy. This is achieved mainly by:
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The
“RAP Road” Concept
RAP
roads are labour-based roads, planned, constructed, operated and maintained
in a phased manner that minimises environmental disturbance. They are
planned in a participatory way that encourages clear ownership by local
authorities. Local people are employed, to the greatest possible extent, in
their construction.
RAP is using this methodology in Feeder Road construction. This has not
hitherto been done. For District Roads, RAP has extended current labour-based,
environmentally sound road techniques to emphasise maintenance over the long
term, and place greater emphasis on, and sensitivity to, the social
dimensions.
The RAP roads concept is not static because it will need to respond
continually to changes in local conditions during implementation. |
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careful
planning in the cycle of survey-design-supervision of
construction-maintenance;
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maximum
reliance on local labour;
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careful
programming of works to fit with labour availability determined by local
seasonal variations and
the cultural environment;
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detailed
assessments and monitoring of the social and natural resource environments.
Construction
is labour-based. It follows a phased approach to road development, using the
cut-and-fill method to achieve mass balance, and progressively extend the road
cross-section according to actual traffic volume. This allows the new
construction to settle better into the fragile hill environment, resulting in a
reduced impact spread over a longer period of time.
A
rapid start-up helps to demonstrate that change is coming, and reinforces local
ownership and support for the programme. Four or five years of sustained
activity will allow consolidation and a gradual transition into the important
maintenance phase. It provides steady employment for local labour groups living
in the road corridor. This part of RAP’s engineering approach aims to avoid
the difficulties observed in other road projects. It also aims to avoid loss of
interest and involvement, and the risk of a hand-over to an unprepared and
uncommitted owner.
The
approach is technically appropriate and institutionally acceptable to the three
ownership organisations (DoR, DDCs and VDCs), and is compatible with established
HMGN procedures. It allows RAP to provide useful learning opportunities for
their staff.
Feeder
road construction is being implemented using an innovative approach for DoR. In
the first year the full route will be opened up to a width of 2.5 metres. This
will demonstrate commitment and allow light vehicle use at an early stage. The
road will then be progressively upgraded in accordance with the DoR Staged
Construction guidelines.
District
and village road construction follows standards and guidelines produced by
DoLIDAR, and incorporates the lessons learned from other projects in recent
years. Projects are implemented through the respective DDCs and VDCs, who engage
local consultants for survey, design, construction supervision and technical
co-operation.
A
complementary programme of investment in trails, pedestrian bridges and
footpaths will ensure that improvements in rural access extend district-wide.
RAP will play a catalytic role, using the annual planning cycle at DDC and VDC
level, to involve a wide range of stakeholders in the process of reviewing rural
access needs and prioritising support to trail and bridge improvements.
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Sustainable Livelihoods
The
RAP approach to construction is closely linked to the programme’s social and
economic development activities, and has been developed within the sustainable
livelihoods framework. It has been determined in response to both poverty and
environment-related concerns, which have become integral to the process. The
more specific social development Enhancing and Protecting Interventions (EPIs)
further complement this.
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An
estimated 65% of the RAP road construction cost will be paid as wages to
poorer people, giving immediate benefits to a significant number of
households. Reliance on local day labour avoids the need for labour
camps that may lead to local social problems and result in remittance of
earnings to areas outside the district. |
EPIs
are implemented primarily by social mobilisers managed by NGOs, which are
recruited through the DDC/RAP partnerships at district level.
Where specialist advice is needed this will also be out-sourced. RAP will
provide co-ordinating support through district-level Social and Economic
Development Officers.
Other
useful documents on Physical Access
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