Fact Sheet

 Physical Access/Infrastructure

The Context 

In terms of cost, road construction is the biggest component of RAP. Characteristics of the different types of transport infrastructure being constructed and the institutional responsibility for them are summarised below.   

Classification 

Institutional owner 

Traffic specification 

Construction specification 

Feeder road 

Department of Roads 

All vehicles 

Gravel surface, high geometric standard 

District roads 

DDC (supported by DoLIDAR) 

Light vehicles plus mini-trucks & buses 

Earth/gravel surface, slightly lower geometric standard 

Village roads 

VDC 

Light vehicles only 

Earth surface, lower geometric standard 

Trails, foot bridges, etc. 

DDC under MoLD 

Pedestrian 

Terrain regulated 


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:

  • advanced awareness-raising to ensure equitable compensation in land acquisition;

  • minimum reliance on outside technology and resources;

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.

  • careful planning in the cycle of survey-design-supervision of construction-maintenance;

  • maximum reliance on local labour;

  • careful programming of works to fit with labour availability determined by local seasonal variations and the cultural environment;

  • 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.

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.

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.

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