BENEFICIARY SURVEY RURAL ROADS SECTOR II …...2016. The projects selected for the beneficiary...

CAPE India, Supplementary Linked Document 16

BENEFICIARY SURVEY—RURAL ROADS SECTOR II INVESTMENT PROGRAM

(PROJECT 2) IN ODISHA

A. Introduction

1. As part of the transport sector assessment under the 2016 country assistance program

evaluation (CAPE) for India, a beneficiary survey was conducted for the Rural Roads Sector II Investment

Program (Project 2) in the state of Odisha.1 All the projects under the loan had been completed by

2011 and a project completion report (PCR) was published in 2012. The beneficiary survey undertaken

as part of this evaluation study was designed to evaluate whether the benefits had been sustained,

improved, or decreased during the period from 2012 to 2016.

B. Survey Team and Implementation of the Survey

2. The survey was conducted by a multidisciplinary team comprising a national transport

consultant and personnel from Deloitte. The team contained a mix of sector experts, experienced

enumerators, and a local associate (for assistance in the regional language). The team coordinated

implementation of the survey with the divisional level officers of the Rural Department, Government of

Odisha. The survey was administered in eight target habitations across four districts in the regional

language (Odia) and the responses to a structured questionnaire were documented in Odia and

English. Copies of the questionnaire were made available in Odia for ease of understanding of the

respondents. The survey ensured a mix of qualitative and quantitative responses for a comprehensive

evaluation of the benefits of the project.

3. An effort was made to ensure a diverse sample to assess the impact across various

demographic groups. Respondents were from various age groups (<20 years, 20–45 years, 46–60 years

and >60 years), professions (farmers, businessmen, public servants, teachers, laborers, service holders,

students, and households), income levels (low- and middle-income) and gender (male and female).

C. Selection of Road Sections

4. The survey was conducted in four districts (Bhadrak, Cuttack, Angul, and Dhenkanal) in June

2016. The projects selected for the beneficiary survey are listed in Table 1.

1 This loan covered 118 sub-projects, with a total length of 1,013.73 km, involving construction and upgrading across 17

districts in Odisha, connecting a total of 336 habitations and benefiting about 315,600 people in the project area. Asian

Development Bank. 2012. Completion Report: Rural Roads Sector II Investment Program in India (Project 2)–State of Orissa.

Manila (Loan 2414).

2 Supplementary Linked Document 16

Table 1: Projects Surveyed

Name of Project

(Package #) District

Road

Length

(km)

Target

Habitations

Indirect

Beneficiary

Habitations

Scheduled

Date of

Completion

Actual

Date of

Completion

Dhusuri to Sahaspur

(OR-04-ADB-03/I)

Bhadrak 3.275 Sahaspur Deuladhi 24 Sep 2009 28 Feb 2011

Sahaspur to

Khadimahara

(OR-04-ADB-03/I)

Bhadrak 2 Khadimahara 24 Sep 2009 30 Nov 2010

Sankarpur level

crossing to

Badasamantarapur

(OR-07-ADB-01(B))

Cuttack 3.70 Badasaman-

tarpur

Badapadagaon,

Sardar Kharida

20 June 2009 27 Dec 2010

Kasidiha to

Karadabahal

(OR-01-ADB-13-II)

Angul 2.37 Karadabahal 6 Dec 2007 30 Jun 2009

PWD Road-Kankarei

(OR-01-ADB-11-II)

Angul 2.67 Kankarei 6 Dec 2007 31 Mar 2010

T3 to Iswarpal

(OR-09-ADB-21-II)

Dhenkanal 1.63 Iswarpal 27 Feb 2008 28 Feb 2010

Gandanali to

Iswarpal (Upto Block

Border)

(Upgradation)

(OR-09-ADB-21-II)

Dhenkanal 3.64 Iswarpal 27 Feb 2008 31 Jul 2010

T-3 Badataila Chhak

to Kantiokateni

(OR-09-ADB-16)

Dhenkanal 0.480 Kantiokateni Jaka, Kantio,

Putasahi,

Pandua, Kateni,

Julanga

30 Apr 2008 28 Feb 2009

T-3 (NH-42) Dholpasi

Chhak to Sankulei

(OR-09-ADB-11-II)

Dhenkanal 2.29 Sankulei 22 Dec 2007 31 Jan 2009

ADB = Asian Development Bank, km = kilometer.

Source: ADB.

D. Analysis of Responses

5. The demographic profile of the 109 respondents surveyed is in Figure 1.

Figure 1: Education Levels of Respondents

Source: Asian Development Bank Independent Evaluation Department.

2%8%

10%

40%

40%

Post-graduate

Graduate

Higher secondary

Secondary

Primary and Illiterate

Beneficiary Survey—Rural Roads Sector II Investment Program (Project 2) in Odisha 3

6. Considering that the target population was rural, the sample surveyed (with most people not

completing high school) is representative.

7. Given the conservative nature of the community and the reluctance of the women to interact

with outsiders, the sample is skewed in favor of male respondents.

8. Further, considering that most of the habitations are agrarian communities, and mainly

dependent on agriculture for livelihood, the sample is skewed in favor of farmers, which is fairly

representative of the target habitations.

Figure 2: Age of Respondents


2%

56%

32%

10%

0–19 years

20–45 years

46–60 years

>60 Years

Figure 3: Gender of Respondents


Male

69%

Female

31%

Figure 4: Profession of Respondents


37%

17%

17%

6%

19%

4%

Agriculture

Business

Household

Labour

Service

Student


E. Socioeconomic Impacts

1. Connectivity Improvement

9. The roads constructed under this loan have significantly improved the connectivity to and from

the target habitations. They have improved access to the nearby markets, health care centers,

government offices, employment hubs, and financial institutions among others. According to the

beneficiary survey in eight target habitations in four districts, it was reported that the time taken to

access nearby markets, health care centers, educational institutions, and government offices had

decreased significantly because of the use of motorized transportation. Moreover, the impact seems to

have been sustained or improved since 2012 because of a rise in vehicle ownership and the greater

availability of other transport types, including auto rickshaws. While conducting this survey in Sahaspur

and Khadimahara villages in Bhadrak district (Package OR-04-ADB-03/I), it transpired that these villages

were previously inaccessible for over 20 days in a year due to monsoon flooding. However, after the

construction of an all-weather road under the captioned loan, this period of inaccessibility was reduced

to less than 7 days in a year. Most village roads had previously been unfit to use during monsoons and

the construction of all-weather roads addressed this issue. These benefits seem to have been sustained

as the road is well maintained and has been in a good condition since its completion.

10. While the road condition was mostly fair, some sections in Cuttack (Package OR-07-ADB-01(B))

were not satisfactory, limiting the benefits of improved connectivity. The mission was informed that

this road (Package OR-07-ADB-01(B)) was being transferred to the Public Works Department (PWD)

from the Rural Department and the less than satisfactory road condition during this transition period

could be attributed to this. Also, this road section passed through two parallel railway level crossings

and the alignment proposed for improvement was planned through one of these level crossings.

However, the level crossing through which the road was aligned was subsequently closed for through

traffic by Indian Railways, thereby resulting in wastage of resources and avoidable expenditure. This

highlights the inadequate coordination with Indian Railways during the project planning stages.

11. The overall improvement in access has led to an increase in the frequency of visits by officials of

the agriculture and horticulture department, who have provided advice on crop type, seeds, and

fertilizer. Over the last 2 years, Jan Seva Kendras (common service centers, see photograph) have been

established in several Gram Panchayats, and are designed to provide high-quality and cost-effective

video, voice and data content, in the areas of e-government, education, health, tele-medicine,

entertainment, as well as possible government and private services.2

2 http://ocac.in/Content/3/13/12/39, accessed 5 July 2016

Directions board to Jan Seva Kendra in Badasamantarpur

Village in Cuttack District. Package OR-07-ADB-01(B)

http://ocac.in/Content/3/13/12/39


2. Transport Services

12. While the Indian Roads Congress (IRC: 009)3 requires a traffic census to be undertaken twice a

year (once during peak season and once during the quiet season) for non-urban roads, Rural

Department officials explained to the team that they did not have the requisite traffic and vehicle data

available with them. Comments on transport services are therefore solely based on inputs received from

respondents during the survey.

13. Public transport service. Most respondents indicated that the services of three-wheeler auto

rickshaws and a few buses (private and public) are available now and provide reliable public

transportation between nearby villages, towns, and cities after improved connectivity. The number of

auto rickshaws has gradually increased since the completion of these roads. Given the availability of

safe public transport options, women are also comfortable travelling alone. There has been an increase

in the number of women self-help groups since the construction of roads and women in these groups

regularly travel using public transport.

14. Private vehicle ownership.

15. The responses from the survey indicated an increase in the private ownership of vehicles after

the construction of the roads (Figure 5 and photographs). Clearly, the graph indicates an increase in

the overall vehicle ownership (from 70% to 86%) and also a shift toward motorcycles (from 2% to

63.7%). In one of the target habitations (Badasamantarapur) in Cuttack District (Package OR-07-ADB-

01(B)), it was reported that over 75% of the households now had a motorcycle, which is a significant

increase from the situation before the construction of road (when ownership was negligible). Some

target habitations surveyed even reported an increase in four-wheeler ownership since the completion

of the roads. Also, while the motorcycles are predominantly driven by the male members of the family,

an increase in ownership of mopeds (driven by the female members) was reported in a few habitations.

3 Indian Road Congress. 1972. Traffic Census on Non-Urban Roads. https://archive.org/details/govlawircy1972sp09_0

Figure 5: Comparison of Vehicle Ownership Before and After (2016) Construction of Road


67.6

2.0

30.4

22.5

63.7

13.7

0.0 20.0 40.0 60.0 80.0

% of respondents

Typ

e o

f veh

icle

o

wn

ed

b

y

th

e resp

on

den

t

Current Situation (2016) Before Construction


Private Vehicles and Auto Rickshaws in Badasamantarpur Village in Cuttack District. Package OR-

07-ADB-01(B).

Private Vehicles in Khadimahara Village in Bhadrak District. (Package OR-04-ADB-03/I).


16. With the availability of motorized public transportation options and growth of private vehicle

ownership, the travel time to markets, hospitals, schools, work places and government offices has

significantly reduced, by more than 60% in 61% of cases (Figure 6), as the mode of commute

previously was either on bicycle or by foot. Moreover, the average time saved in accessing health care

centers, markets and government offices is around 65%, whereas the average time saved in accessing

schools is over 50%. This has resulted in more frequent visits to markets and health care centers as well

as safer and better-quality rides.

3. Livelihood Improvement

17. Residents reported that improved connectivity had opened up livelihood opportunities. With

more access to nearby markets, inhabitants reported an increase in opportunities to sell their produce,

preventing possible exploitation by middlemen. Motorized vehicles such as mini-trucks and tractors are

now being used to carry agricultural produce to nearby markets whereas before this was done using

bullock carts, bicycles or on foot. This not only saves time, it decreases the spoilage during transit. Most

farmers have reported an increase in revenues realized (as a result of the higher sale price) from the

sale of agriculture produce since the construction of roads, thereby enhancing their income.

18. Respondents explained that there has been an increasing interest in growing high-margin crops

such as vegetables. Better access to markets has been driving this change (which was previously not

possible because of the perishable nature of the produce).

19. Further, it was reported by most of the respondents that the availability and prices of

agricultural inputs such as seeds, pesticides, and fertilizers have improved, thereby improving

agriculture production. Most respondents also indicated an increase in the availability of consumer

goods. Although prices are reported to have increased, this is due to inflation and cannot be attributed

to the project. Further, the price differential between the selling prices of consumer goods in village

shops and nearby markets was reported to have reduced, indicating reduced arbitrage options due to

improved connectivity.

20. Better connectivity has led to an increase in employment opportunities as inhabitants of target

villages are now able to work outside their villages as well. In the survey conducted in

Badasamantarpur village in Cuttack District (Package OR-07-ADB-01(B)), respondents said that better

connectivity enabled people to work in Cuttack city and return on the same day, which had not

previously been possible. Safe travel options have enabled people to work for extended hours, thereby

enhancing their income.

Figure 6: Overall Savings in Travel Time Due to Improved Connectivity


12.2

48.9

34.4

4.4

0 10 20 30 40 50

% of respondents

% o

f tim

e s

avin

gs


21. Further, better road conditions have created opportunities for public transport services such as

auto rickshaws. This in turn has encouraged the local population to invest in auto rickshaws, creating

local employment opportunities.

4. Gender Empowerment

22. The improved connectivity has greatly benefited women. Most of the women respondents

indicated that access to safe travel options had enabled them to travel alone to health care centers and

places of worship using public transport services such as auto rickshaws and buses. A female shop

keeper in Iswarpal Village in Dhenkanal District explained that she now travels alone by bus to the

nearest market (3.5 km away) to purchase goods for her shop, highlighting the importance of

improved connectivity in encouraging women entrepreneurship. The survey results indicate that vehicle

ownership (mopeds) among women has been slowly increasing in the target habitations. Some girl

students (especially at high school level and above) are commuting to schools on bicycles because of

better roads. On the basis of the mission’s interaction with the school headmasters in target villages,

enrolment of girl students has increased over the years, which may be due to an increase in awareness

of the advantage of education but can also be attributed to the availability of safe travel options for

girl students. The number of self-help groups has increased in the target habitations after the

completion of the roads. According to a beneficiary survey conducted in Sankulei Village in Dhenkanal

District (Project OR-09-ADB-11-II), the number of self-help groups was now four compared with none

previously.

23. Another significant benefit of an all-weather road is the improvement in access to health care

facilities. Before the construction of roads, women were taken to the hospital in bullock carts during

pregnancy, leading to maternal deaths. The situation has significantly improved now with the target

villages having access to emergency medical ambulance service. Other safe travel options such as

private vehicles, auto rickshaws, and buses have immensely improved access to health care facilities.

5. Education

24. Before the construction of the roads, children typically travelled to school by foot. This affected

their attendance during monsoons because of the poor condition of the roads. It also affected the

attendance of teachers. However, with the improvement in road conditions, the travel time of students

has decreased; attendance of students and teachers has improved throughout the year; and school

enrollment has improved with the greater availability of safe travel options for students (this is

especially important for girl students, whose enrollment has improved).

Water Tanker in Karadabahal Village in Angul District. Package OR-01-ADB-13-II.


25. From the beneficiary survey conducted in Sahaspur Village in Bhadrak District (Package OR-04-

ADB-03/I), it emerged that the enrollment in a primary school had increased from 25 students in 2011

to 38 students in 2016, despite an increase in the number of privately managed public schools. From

the surveys in Karadabahal village in Angul District (Package OR-01-ADB-13-II) and Kantiokateni village

in Dhenkanal District (Package OR-09-ADB-16), it emerged that the enrollment in the high school had

increased by 15%–20% after completion of the road. While this could be because of the increasing

awareness of the importance of education among the inhabitants, the contribution of improved road

conditions to this increase cannot be understated.

26. From the survey, it also emerged that, while primary school students travel with their parents,

high school students come by themselves on bicycles (Figure 11). There is an increasing trend of girl

students traveling on bicycles, indicating that parents feel safer sending girl students unescorted, which

can be attributed to improved road conditions. College buses are now available in some habitations,

saving considerable travel time for the students.

6. Health Care

27. During the survey, better access to health care (especially secondary and tertiary health care)

was stated to be one of the significant benefits of road construction. Before the construction of the

road, people had no other means to reach the nearby health care centers other than to travel by foot

and bicycles (94% of the cases as indicated in Figure 7). The situation was more serious in the case of

senior citizens and expectant mothers, who in many cases were carried to the nearby hospitals in

bullock carts, which was both unsafe and time- consuming, resulting in several deaths. The situation

has improved significantly after the construction of the road as these facilities are now being accessed

by motorized vehicles such as motorcycles, auto rickshaws, and buses. People now also use motorized

transport in over 87% of cases (Figure 7). Most villages now have access to an emergency ambulance

service, which facilitates timely medical support for critical patients. It was also reported that the travel

time to nearby health care facilities had been reduced by 65%, thereby increasing the frequency of

visits to health care centers.

Bicycles parked in a High school premises in Kankarei Village in Angul District. Package

OR-01-ADB-11-II).


7. Land Value and Building Materials

28. In the target villages surveyed, most respondents reported an increase in land value after the

completion of the road. A steeper increase in valuations was reported for roadside properties when

compared with those in the interior, highlighting the impact of road construction on land prices. It was

reported that the land prices in Karadabahal target village in Angul District (Package OR-01-ADB-13-II)

increased to ₹1,500,000–₹2,500,000 as against ₹30,000–₹40,000 per acre before the construction of

the road. Similarly, in Kanakarei village (Angul District), Sahaspur Village (Bhadrak District), Iswarpal

Village (Dhenkanal District), the land value was reported to have appreciated 15–20 times from 2010 to

2016. While this increase has been due to a number of factors, including the emergence of industries in

the vicinity (especially in Angul District), and population growth, improved connectivity also played a

role.

29. It also emerged from the survey that there had been a gradual shift in the type of houses, with

an increase in construction of pucca or more solidly built houses in the target habitations. Building

materials had become much more available since construction of the roads and in many cases the

construction material suppliers even delivered the material to the construction site itself. During the

survey, several ongoing building constructions were observed to be using bricks, steel and cement.

Figure 7: Comparison of Travel Options to Access Health Care Centers Before

and After (2016) Road Construction


2%

4%

44%50%

Conveyance options to health care

centers (before road construction)

Motorcycle Bullock Cart

Bicycle By Foot

44%

13%

31%

12%

Conveyance options to health care

centers (2016)

Motorcycle Bullock CartBicycle By FootAutorickshaw Bus


8. Negative Impacts

30. The negative impacts which are generally associated with road projects, such as deterioration in

road safety, increase in human trafficking, displacement, and increases in the incidence of HIV/AIDS,

noise, and pollution were neither reported nor noticed for the areas near the rural roads. Although

land prices have increased and become unaffordable in some cases, this cannot be termed as a

negative impact since the ownership was still held by the local population and not with land dealers.

F. Conclusion

31. Better connectivity has improved the lives of inhabitants of the target villages by giving them

better access to markets, shops, health care centers, educational institutions, places of work, and

government and administrative offices. The presence of an all-weather road has enabled year-round

access to villages, thus alleviating a key area of concern, especially during monsoons. Personal vehicle

ownership significantly increased after the completion of the roads, as many people upgraded from

bicycles to motorcycles because of the better road quality. The average travel time has significantly

reduced with the emergence of motorized travel options such as auto rickshaws, buses, and

motorcycles in the target villages. These benefits reportedly have sustained, and even improved in a

few cases (because of the fairly good condition of the roads constructed), which is evident from the

growth of buses and auto rickshaws on these roads after the completion of these roads.

32. Income levels and agricultural production were reported to have increased after the completion

of the roads as a result of better access to markets for sale of agriculture produce and the procurement

of key agriculture inputs such as seeds, fertilizers, and pesticides. Better connectivity has resulted in

gender empowerment, evident from the growth in women self-help groups and the emergence of safe

travel options for women. Most respondents indicated that the reach of government services and

access to places of worship had improved after road construction. The beneficiaries explained that

these benefits had been sustained after the completion of these roads, resulting in a continuous

improvement in the living conditions of the inhabitants of target villages.

Construction of More Solidly Built Houses and Delivery of Construction Material at Project Site

in Iswarpal Village in Dhenkanal District

APPENDIX 1: SURVEY METHODOLOGY

1. The survey adopted a participatory approach. The 109 beneficiaries were involved as

respondents to a questionnaire survey organized in four districts in the project influence areas in the

vicinity of Bhubaneshwar. The survey was conducted using pen and paper. Respondents had the

context and details of the survey explained to them and their responses were captured accordingly.

A. Identification of Survey Locations

2. The locations of the survey (1–3 projects per district in four districts) were determined in

consultation with the department officials, taking account of such criteria as:

(i) regional importance of the location;

(ii) size of settlement, village, town; and

(iii) proximity to the state capital to assess their improved connectivity.

B. Administering of the Survey

1. Sampling Methodology

(i) Women respondents were a considerable fraction of the overall survey respondents to

ensure gender sensitivity; and

(ii) sufficient diversity was ensured, in terms of age, occupation, and income levels, to

capture the impact of the completed roads on diverse beneficiary groups.

2. Questionnaire

3. A structured questionnaire form was used to compare the access and availability of services

and welfare perceptions as of the date of the project completion report (PCR) and the date of the

survey. However, it was found difficult to establish a 2012 baseline, i.e., completion of the PCR, and

hence the preconstruction period (2009) was taken as baseline. Qualitative responses were sought to

evaluate the increase or decrease in benefits from 2012 to 2016 as a result of the completion of these

roads.

4. A copy of the questionnaire in the regional language (Odia) was made available. The

questionnaire designed ensured a mix of responses that could be used for qualitative as well as

quantitative analysis to capture the project impacts.

Steps in Identifying Survey Location


Identification

of survey

locations and

sample size

(20-30 per

district x 4

districts)

Identification

of local

contact from

Deloitte

Odisha office

(language

assistance)

Planning of

logistics and

schedule (days

per location)

Administering

the survey

Data analysis

and reporting

A B C

Methodology for the Survey 13

C. Data Analysis and Reporting

5. The purpose of the data analysis was to assess whether the impact of improvements to

connectivity had naturally increased or gradually decreased since the completion of the project. The

data were digitized, cleaned, and adjusted for discrepancies before being subjected to analysis.

Although 109 beneficiaries were surveyed, analysis only included 85 responses as the other 24

responses were not consistent. Analytical charts were prepared and the key findings of the survey were

documented.

D. Limitations of the Survey

6. Considering the size of the survey, it may not be completely representative of the population in

the target habitations. The sample was also skewed in favor of men because women were not

comfortable interacting with outsiders because of the conservative nature of the community.

Moreover, considering the time limitation, the survey was conducted in only eight target habitations

across four districts in Odisha and hence might not have been able to capture benefits unique to other

target habitations in the state.

7. Although the primary purpose of the survey was to evaluate the sustainability of the benefits

from 2012 to 2016, the observations in this regard are mostly qualitative and based on discussions

during the beneficiary survey. Quantitative analysis could not be done in the absence of baseline data

for 2012 (the time of PCR) and the respondents were much comfortable comparing the situation

before the road construction (pre-2008) and the present situation. Inferences regarding sustainability

were drawn from discussions during which it emerged that the condition of the road had remained

good and that the road had been well maintained from 2012 to 2016. Further, although the number of

vehicles (public and private) had increased in this period, no traffic survey data were available. The PCR

did not identify the habitations surveyed for the socioeconomic analysis in 2012 and those covered in

the present survey could be different from those surveyed in 2012.

APPENDIX 2: LIST OF PERSONS ENGAGED

Name of Project/Organization District Persons Engaged Institutional Affiliation

Office of the Engineer-in-Chief, Rural

Department

Headquarters Mr. Bharat Chandra Pradhan CE - PMGSY


Department

Headquarters Mr. Rajender Naik EE - ADB


Department

Headquarters Mr. Kaushik Dhal Dy. EE

National Transport Consultant Mr. Pranavant Partner, Deloitte

Deloitte Mr. Suneel Palukuri Consultant

Deloitte Mr. Madhan Office associate

1. Dhusuri to Sahaspur

2. Sahaspur to Khadimahara

Bhadrak Mr. Bijaya Kumar Das EE – Bhadrak, Division 2

Mr. Azamuddin AE – Bhadrak, Division 2

Mr. S.N. Behera JE – Bhadrak, Division 2

3. Sankarpur level crossing to

Badasamantarapur

Cuttack Mr. Benudhar Lanka Dy. EE – Cuttack

Mr. Upendra Kumar Pradhan AE - Cuttack

4. Kasidiha to Karadabahal

5. PWD Road-Kankarei

Angul Mr. Pradipta Kumar Bhol Dy. EE – Angul

Mr. Srinivas Pradhan AE – Angul

6. T-3 Badataila Chhak to

Kantiokateni

Dhenkanal Mr. Damodar Sahoo EE – Dhenkanal, Division 1

Mr. Prasanna Ku. Sahoo EE – Dhenkanal, Division 2

7. T3 to Iswarpal

8. Gandanali to Iswarpal (Upto

Block Border) (Upgradation)


Mr. Niranjan Sahu AEE - Dhenkanal, Division 1

9. T-3 (NH-42) Dholpasi Chhak to

Sankulei


ADB = Asian Development Bank, AE = Assistant Engineer, AEE = Assistant Executive Engineer, CE = Chief Engineer, Dy. EE =

Deputy Executive Engineer, EE = Executive Engineer, JE = Junior Engineer, NH = national highway, PMGSY = Pradhan Mantri

Gram Sadak Yojana.

APPENDIX 3: SURVEY QUESTIONNAIRES

A. Survey Questionnaire in English

1. Personal details

Name Gender

Age Associations/Affiliations

Education Household Whether head of household or

single?

Profession Village/District

2. Access (Travel time to the facility on the most used transport)

As on PCR date (November 2012) Current

Mode of

Transport

Time

Cost

Mode of

Transport

Time

Cost Hrs. Min Hrs. Min

Market

Shops

Hospital/Health Care

Centers

Schools

Work (Office)

Government/

Administrative Offices

3. Availability of services

As on PCR date –

November 2012

(Yes 1; No 2)

Current

(Yes 1; No 2)

Bus Service

Other Public Transport Services (jeeps/

vans/ other local conveyance)

Personal Vehicle (including motorcycles

and bicycles)

4. Perception on welfare (As on PCR date – November 2012 and Current day)

Improve/Decrease/Remain Same and

degree of change, if any

Main Reason

Income

Agricultural Production

Safe Travel Options for Women

Access to Places of Religion

Government Services Reach

5. Price and Availability (Currently in-comparison to date of PCR - November 2012)

Availability:

Improve/Decrease/Remain Same

Price:

Increased/Decreased/Remain same

Price of Land

Price of Agriculture Inputs

Price of Market Consumer

Goods

6. Any other Comments (Benefits/Negative aspects):

16 Appendix 3

B. Survey Questionnaire in Odia

Survey Questionnaires 17

APPENDIX 4: ADDITIONAL PHOTOGRAPHS

Photographs of roads surveyed.

PMGSY Signage in Package OR-04-ADB-03/I and OR-07-ADB-01(B) in Bhadrak and Cuttack Districts


ADB= Asian Development Bank, PMGSY = Pradhan Mantri Gram Sadak Yojana

Dhusuri to Sahaspur in Bhadrak District

(Package OR-04-ADB-03/I)


Additional Photographs 19

Sankarpur Level Crossing to Badasamantarapur in Cuttack

District

(Package OR-07-ADB-01(B))


Kasidiha to Karadabahal in Angul District

(Package OR-01-ADB-13-II)


PWD Road-Kankarei in Angul District



PWD = Public Works Department.

20 Appendix 4

T3 to Iswarpal in Dhenkanal District



T-3 Badataila Chhak to Kantiokateni in Dhenkanal

District

(Package OR-09-ADB-16)

Source: Asian Development Bank Independent Evaluation

Department.

T-3 (NH-42) Dholpasi Chhak to Sankulei in

Dhenkanal District


Source: Asian Development Bank Independent Evaluation

Department.

BENEFICIARY SURVEY RURAL ROADS SECTOR II …...2016. The projects selected for the beneficiary...

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