Background

Rural Road Connectivity is a very important component of Rural Development and plays a very key role in promoting access to economic and social services, thereby generating increased incomes and productive employment opportunities in the country, thus becoming a key ingredient of any sustainable poverty reduction programme. However, inspite of the efforts made over the years at the Central and State levels through different programmes, about 40% of the Habitations in the country are still not connected by all weather roads. It is also well known fact that even where connectivity has been provided, the roads constructed are sometimes of such quality (due to poor construction & maintenance) that these cannot be categorized as all weather roads.

PMGSY - Objectives and Coverage in Himachal Pradesh

Keeping in view the above facts, Government of India has launched the Pradhan Mantri Gram Sadak Yojana (PMGSY) on 25th December 2000. The Pradhan Mantri Gram Sadak Yojana is a 100% centrally sponsored scheme. The Primary objective of the PMGSY is to provide connectivity by way of all weather roads with necessary culverts and cross drainage structures, which is operable throughout the year to the unconnected habitations in rural areas in such a way that habitations with population of 1000 persons and above are covered upto 2000-03 and all habitations with a population of 500 persons and above by the end of Tenth Plan (2007).

In respect of the Hill States (North-East, Sikkim, Himachal Pradesh, Jammu & Kashmir, Uttaranchal) and the Desert Areas ( as identified in the Desert Development Programme ) as well as the Tribal (Schedule V) areas, the objective would be to connect Habitations with a population of 250 persons and above.

The summary of the coverage of PMGSY in the state of Himachal Pradesh is as shown in the table below:

Coverage of PMGSY in Himachal Pradesh
1. Status of Connectivity :
		1000+	500-999	250-499	Less than 250	Total
Total number of Habitations		639	1649	3731	10978	16997
Total number of Habitations Entered		637	1672	3734	10954	16997
Total number of Connected Habitations		375	793	1354	3143	5665
Total number of Connected Habitations Entered		409	981	1820	4349	7559
Total number of Unconnected Habitations		264	856	2377	7835	11332
Total number of Unconnected Habitations Entered		228	691	1914	6605	9438
Habitations covered by PMGSY - 2000-2001	New Connectivity	16	55	131	100	302
	Upgradation	0	0	0	0	0
Habitations covered by PMGSY - 2001-2002	New Connectivity	64	145	129	107	445
	Upgradation	0	0	0	0	0
Habitations proposed to be covered by PMGSY - 2003-2004	New Connectivity	0	0	0	0	0
	Upgradation	0	0	0	0	0
Balance Unconnected Habitations		184	656	2117	7628	10585

Key Objectives of the Assessment

The objective of this study is to assess the socio-economic impact on the lives of rural people as a result of enhanced rural connectivity provided through the PMGSY and also find out the changes / improvement brought about at the household level, habitations level and at the village level. The benefits accrued in different socio economic areas were also to be assessed. Accordingly, Ministry of Rural Development, Govt. of India, has assigned the task of conducting Quick Impact Study of the PMGSY in the state of Himachal Pradesh to M/s Santek Consultants Pvt. Ltd., New Delhi.

Study Design and Sampling

A detailed comparison has been attempted between the pre & post program scenario in respect of different aspects as spelled out in the TOR using the 9 broad assessment indicators. Multistage random sampling method was used for the selection of sample habitations/villages after selecting the districts and roads. However, it needs to be pointed out that the following methods have been used in the study for selecting the districts, roads & villages/ habitations.

Altogether there are eleven districts i.e. Bilaspur, Chamba, Hamirpur, Kangra, Kinnaur, Kullu, Lahul & Spiti, Mandi, Shimla, Solan and Sirmaur where Pradhan Mantri Gram Sadak Yojana (PMGSY) are under implementation in the State of Himachal Pradesh. As per the Terms of Reference, two sample districts i.e. Una and Kangra were to be chosen from out of the eleven and three completed roads were to be selected in each of the districts, besides, two habitations connecting each of the 6 roads were to be taken up for focused group discussions. Further, care was to be taken in such a manner that atleast one of the two habitations in case of each road had a population of more than 1000 people (subject to availability).

As per the sampling, procedure, three roads in Una & three roads in Kangra district constructed under PMGSY were taken up for assessment study, giving due considerations to the geographical locations, the number of villages connected, population of the habitations connected and the length of the roads. In all 364 respondents participated in the FGDs ( 204 in Una & 160 in Kangra) and the questionnaire / schedule survey were administered on respondents from a total of 364 households. These are as shown in Exhibit No. 2.1.

Indicators used for the Study

The impact assessment of PMGSY is done with certain pre-fixed yard sticks as performance indicators, i.e.:

• Agriculture & allied activities
• Employment generation
• Industry
• Health & hygiene
• Education
• Transportation/Mobility
• Socio-economic status
• Urbanisation

Limitations of the Study

Limitations of the study were:

The adverse weather, being winter the survey was conducted in extreme conditions and excessive rains in Kangra and the scattering spread of the villages, made it very difficult to collect people for FGDs at a suitable location.

The task of conducting FGDs was further made difficult because of the small hamlets at great heights spread on different hills.

Due to non availability of transport the survey team had to walk for long distances in these hills, up and down.

Villagers were reluctant to disclose anything about the financial gains accrued directly or indirectly as a result of the roads.

UNA - District Profile

The present Una district until 1st November,1966 was one of the tehsil of the Hoshiarpur district of Punjab. Consequent upon reorganization of Punjab all the hill areas including Una tehsil was transferred to Himachal Pradesh. Ever since, until September, 1972 it continued to remain as tehsil of the then Kangra district. On the 1st September, 1972 the Himachal Pradesh Govt. reorganised the then Kangra district into three districts namely Una, Hamirpur and Kangra. Una district consists of two Sub-Divisions(Una and Amb), three Tehsils (Bangana, Amb and Una) and two Sub-Tehsils (Haroli and Bharwain) and is having five Development Blocks (Una, Bangana, Gagret, Amb and Haroli).

Situated in the east of outer Shivaliks, Una is in the south-western part of Himachal Pradesh. Bounded by Kangra, Hamirpur and Bilaspur district of Himachal Pradesh in the North, East and South respectively and by Hoshiarpur district of Punjab in the West, Una lies within North latitude 31017'52" and 31052'0" and East longitude 75058'2" and 76028'25".

Una district covers an area of 1549 sq. kms. in Himalayan foothill zone bounded by plains of Punjab in the west and Solah Singhi Dhar in the east. In the western part also there is a hill range whose maximum height is about 600 mtrs. The ranges tread in a general North West-South East direction and the area between these is a longitudinal valley of the Swan river. The altitudes vary from more than 350 mtrs. to over 1200 mtrs. on the Solah Singhi Dhar. The highest point Bharwain in the first range of hills is 2018 feet. The elevation of the town of Una in the Jaswan Dun, is 1404 feet above the sea level, and may be taken as the mean level of the valley. The breadth of Jaswan Dun Valley ranges from 7 Kms. to 14 Kms. The fort of Solah Singhi which stands on one of the highest points of the west range (3821 feet), is 3896 feet high.

The total Population of District Una is around 4.5 lakhs. Una has a mix of Pahari people with Hindu and Sikh being the major religions. The greater part of the District is inhabited by Brahmins, Rajputs, Jats, Sainis and Bahtis. The Brahmins and Rajputs namely dwell on landed property. The majority of Khatris in the district are engaged in money lending and trade but for the residential houses very few have landed property e.g.; agricultural land. There are Sikh Khatris as well as the Hindu Khatris in the district. The sprinkling of other jcastes in the district are Ghiraths, Chhangs, Lobanas and Muhammadons etc.

KANGRA - District Profile

Kangra valley is the most beautiful valley of Himachal Pradesh with varying climate, flora and fauna. District Kangra is located on the southwestern end of the State and its area extends from low foothills to high wet temperate region through midhills subhumid zone. Kangra district of Himachal Pradesh is situated in Western Himalayas between 310 2 to 320 5 N and 750 to 770 45 E. The district has a geographical area of 5,739 km2 which constitutes 10.31 per cent of geographical area of the State and supports 11,74,072 human beings, 9,18,468 animals and varying species of flora and fauna. The population has increased to the tune of 18.50 to 23.70 per cent. Kangra district constitutes more than 22 per cent of total population of the State and is having 14 blocks. About 95 per cent of total population is rural and subsistent. An undue pressure on land beyond its carrying capacity is an issue of major concern.

Kangra valley located in the Northern part of Himachal Pradesh under the shadow of mighty Dhauladhar range of mountains, Dharamshala town over looks the Kangra valley. It is, located at Latitude 320 15' 42" North and Longitude 760 22' 46" of the Himalayan ranges. Geographically, the Dhauladhar range separates Kullu & Mandi Districts of the state at one end and Chamba and Kangra District at the other.

Dharamshala is one of the biggest towns as well as district headquarters of Kangra valley. Lying 526-km northwest of New Delhi, Dharamshala is the headquarters of the Kangra District in the Indian state of Himachal Pradesh. In 1855, Dharamshala had only two major areas where civilians settled in : McLeod Ganj, named after Lieutenant Governor of Punjab "David McLeod", and Forsyth Ganj, named after a Divisional Commissioner.

Viewed from Dhauladhar top, the hills below look like ripples on the surface of the sea. One sees an uninterrupted chain of mountains with Kangra Valley spread out at its base. Seen from the Kangra town, the Dhauladhar rises abruptly from the valley reaching 4800 mts. above the sea level. This makes ascending and descending on both sides of the mountain range extremely tough and cumbersome. While the top of the Dhauladhar Mountain is barren, its flanks after a certain height, have many villages, inhabited by the Gaddis, who rear and trade in sheep, besides engaging themselves in farming.

In 1959, the government of India decided to grant political asylum to the 14th Dalai Lama, Tenzin Gyatsho,. In 1960, he was allowed to make McLeod Ganj his headquarters. After his arrival, trade, commerce and tourism picked up afresh. This is because with the Dalai Lama came thousands of Tibetan refugees, who gradually settled in Mcleod Ganj.

During the last three decades, The Tibetans have built many religious, educational and cultural institutions in and around McLeod Ganj, which has helped in preservation of their culture. This has been a keen area of interest for the people around the world and as a result they flock at Dharamshala at various times.

From administrative point of view the district Kangra has been divided into eight sub-Divisions viz., Dharamsala, Palampur, Baijnath, Kangra, Nurpur, Jawali, Dehra and Jaisinghpur; and from development point of view the district stands divided in fourteen developmental blocks, viz. Baijnath, Bhawarna, Lambagaon, Panchrukhi, Kangra, Nagrota Bagwan, Rait, Dehra, Pragpur, Nagrota Surian, Nurpur, Indora, Fatehpur and Sulah at Bhedoo Mahadev. The district with respect to revenue control has been divided into fifteen Tehsils and three sub-Tehsils. There are 708 Gram Panchayats, 3869 villages and eight towns, viz. Kangra, Nagrota Bagwan, Nurpur, Dharamsala, Palampur, Dehragopipur, Jawalamukhi and Yol.

The district has varying altitude ranging from 427 to 6401m above mean sea level, with some plain areas touching Gurdaspur district of Punjab in the West and Una district of H.P. in the South. In the East it touches Mandi district, in North with Kullu and Chamba. The district has considerable diversity in its soils, physiography, land use pattern and cropping system. On the basis of these, the district has further been divided into five-sub -situations i.e. Pir Panjal, Dhauladhar, Kangra Shiwalik, Kangra Valley and Bias Basin. The agro-ecological situation varies from sub-tropical to wet / dry temperate regions. The monsoon rains are heavy and well distributed and 70 per cent of the total annual rainfall is received from July- September. The high hills of Dhauladhar and Pir Panjal receive heavy snow in winter. Summers are hot in low hill valley areas but mild in other hilly areas. More than 90 per cent of total population directly or indirectly depends upon agriculture for their livelihood.

Impact of PMGSY

The Impacts have been analysed quantitatively as well as qualitatively and the key findings of the study are being provided in the following paragraphs. The first impression is that the roads are certainly acting as a carrier of growth, prosperity and development to the villages. Though it is only a year or two since the roads have been completed, some positive impacts though of varying degree have been noticed. The impacts ascertained are both with the long term as well as in the short-term perspective have been segregated indicator wise as follows:

Impact on Agriculture & Allied Activities

The PMGSY has impacted agriculture and allied activities in a very positive sense. Though we can easily say that in short term of 1-2 years there is certainly increase (as per almost 60% of respondents in Una and 42% in Kangra) in the awareness, availability and access of fertilizers, seeds, pesticides, etc., there is also an increase in agriculture production due to better availability of inputs (as per almost 65% of respondents), there is also an increase in access of the agriculture and horticulture markets (as per almost 70% of respondents), there is also an increase in dairy production (as per almost 75% of respondents). Due to the easy access to the markets (as per almost 85% of respondents), saving in time of travel (as per almost 80% of respondents) and reduction in cost of transportation of goods (as per almost 60% of respondents), there is a significant change in the cropping pattern since most of the people are also resorting to horticulture and vegetable production. On the aspect of increase in tractors and agriculture vehicles and motorized implements in agriculture, use of harrow in farming which saves time & labour resulting lower cost of production, their seems to be a split in the sense that almost 50% respondents are in concurrence and the rest are in negation of this fact, this could be due to the non accessibility of the resources or funds from the banks or other lending institutions. Also their does not seem to be an immediate impact on the change in, multiple cropping, poultry production, etc as they may accrue in the long term by increased agriculture extension and interventions from the KVKs, Agriculture universities and the agriculture department. Agriculture produces are now easily transported in the destination-market and farmers are able to yield a better-price. Prior to the construction, the capacity of the vehicles dwindled and agriculture/ horticulture produce could not be transported in one-go, and at times due to hindrance there was problem in transporting perishable produce. Further the farmers have expanded the cultivable land for horticulture production and encash the same.

Impact on Employment

The first impression on the employment is that there is certainly an increase in the overall employment opportunities (as per almost 55% of respondents) in the non-farm category but on the on farm category there seems to be not much effect may be because of the better remunerations available in the off farm activities, the seasonal nature of the on farm employment and availability of local labour at high rates. Though the availability of low cost labour has increased (as per almost 60% of respondents) due to access to labour from outside the state like form Bihar, Jammu & Kashmir, etc. Employment is also being generated because of the diversification form the agriculture to other economic activities like opening of shops, small businesses, etc. (as per almost 55% of respondents).

Another change, which has come in the pattern of employment, is increase in the opportunities in outside the villages due to greater mobility, easy access to transportation (as per almost 74% of respondents), reduction in time (as per almost 80% of respondents) and cost of travel (as per almost 66% of respondents).

Many cottage-based industries like juice-making, Achar-making have appeared in the village scene and the villagers are finding employment there. Another major employment source has been the cropping up of small-small shops, dhabas, hotels on or around the roads. One major impact is seen on dairy business (as per almost 60% of respondents) as most of the villagers have adopted it on commercial level with ample employment opportunities household income has definitely taken an upward swing.

The employment scenario changes when a small enterprise or shop opens because employment is being provided to the individual and he then employs 1-2 more people. And in other cases like daring employment is provided to at least 3-4 people. In agriculture employment is further provided to at least 5-6 people though some times it may be seasonal in nature. In our survey findings it has come out very well that due to diversification of agriculture into vegetable growing or horticulture activities the employment of on-farm activities has increased.

Impact on Education

One of the most important impacts has been on the education front. Almost 86 % of the respondents have conceded to the increased access to the educational facilities. The attendance of schoolteacher is also regularised, which in the pre-construction phase remained negligible in the monsoon season. The access of education could be directly linked to the improved educational facilities (as per almost 79% of respondents) and opening up of private schools in the villages due to the easier access of the students to the schools from the nearby villages. Their has been a significant increase in the attendance of the students in the schools due to easier, safer and faster access even on rainy days. There is directly a correlation to the enrollment and attendance of girl students into the schools viz-a-viz the connectivity provided by the roads. But as far as the change in the attendance for colleges is concerned their doesnot seem to be a significant impact in such a short term though in the long term we perceive a very positive effect if the necessary facilities and access to colleges is provided.

One of the major impacts has been on the opening up of various private schools in the villages. The people who were fast enough to take the initiative by being early movers have really done wonders by opening up these schools. The tremendous thing is that they have a very good number of students including the girls are enrolled and the attendance has increased due to less dropouts, better delivery of education, better facilities, etc. and the people are not worried to pay more if the quality of education is good.

Impact on Health

Impact on the health front is also very positive because of the increased access to health services (as per almost 70% of respondents) due to construction of road. Now the officials of health department visit the villages more frequently. Now it has become possible to take the patient immediately to health centre / Doctor in the town. Even to call the Doctor in village has become easier now. Earlier the doctors showed their reluctance to visit the far off villages on foot or in the night, the situation further got aggravated due to non-availability of proper mode of transports which many a time ended in the incidence of sick people loosing life on way, but now due to faster and easier means of conveyance it has become possible to provide better improved health services to the villagers. There is also significant decrease in death of infant mortality (as per almost 55% of respondents) & children due to availability of timely medical help. Access to veterinary services has also increased (as per almost 65% of respondents) due to construction of road up to villages. Over all mortality has also reduced due to improved health facilities. There were cases when the deliveries took place on the roads while transiting the expecting mothers from the village to doctor, but now this seems to be on the reversal.

On the access of veterinary services also there has been a significant increase (as per almost 64% of respondents) which has given a new direction to the villagers to produce more milk and sell it in the nearby market, which till now was just only for subsistence.

Impact on Social Aspects

Social services / activities and social interactions and social integrations have increased (as per almost 72% of respondents) due to construction of road in these villages. Now the service delivery by the government officials has also improved (as per almost 70% of respondents) since now the officials from departments like Bank, health, family, planning, visit more frequently. The services of fire brigade, police etc. are now available. A very significant impact has been on the frequency of visits of the officials, in some of the villages it has come out very well that the enforcement by the law authorities has increased because now the summons from the court are delivered very fast and the people who earlier made various excuses for not reaching on the date of summon (non delivery or remoteness or no connecting link to the court were the main reasons) have to comply to the orders, thus making a way for the fast decisions and fast redressal of disputes.

One of the significant impacts has been on the marriages right from the stage of finalizing the marriage to the end of the marriage and the return of the relatives. Earlier people had to plan for almost every thing from lifting of the household materials to marriage place through labourers or on their backs. But now this seems to have changed due to the construction of PMGSY road. Also another aspect which has come out very significantly was the reluctance of the girls fathers for their marriages to remote unconnected villages. Some cases have come up where the marriages have been broken only on this aspect. Another aspect related to marriages was the reluctant/ non participation of the relatives in the marriages due to inconvenience of visiting the place. The cost of marriages has gone down significantly because earlier most of the arrangements were done by humans which is expensive. Transport is now available for marriages and it has become easy to visit relatives. Improved social conditions (as per almost 85% of respondents) has been reported.

There is change in living standard of villages and now people using surf, soap, oil in daily use. Even T.V has now come to the villages by which change in style of living taking place.

Now here our model of Input output plays a very significant role in determining the various costs related to provision of inputs, the processes that go along to produce an output. Since our input costs are decreasing, the availability of the improved inputs has increased, the horizon of availability of materials/ services increases, which results in the processes to be more efficient and cost effective thus producing a quality output, which has a larger and a wider reach in and across the region. This easily correlates to the social aspects and activities. So due to the construction of PMGSY roads the access and consumption of inputs has increased due to larger variety/ larger basket available, it has also become easy, convenient, faster, safer, which results in better processes being adopted by the individuals, households, etc. because of the overall improvement in the living conditions, upliftment of social status, needs and they produce improved output for self, for household, for village and the region as a whole.

Another social change, which could be seen, is the increase in the demand for secondary and tertiary needs like TV, Fridge, cycle, scooter, car. It was also observed that the people have already started to reap the gains due to the construction of PMGSY road and the early movers who were fast enough to grab the opportunity by initiating some kind of business by taking loans from the bank are thinking of diversifying into various other businesses like renting of tractor, renting of threshers, etc. These people are further trying to access the needs of the area and are providing niche services like plying of mobile floor mill, which provides the services at the doorstep at no additional cost. Plying of taxi services, plying of jeeps for local conveyance, are some of the other customized services that have already been initiated by the villagers.

mpact on Socio-Economic Status

Acceleration in the socio-economic status of the village is inextricably linked with the above mentioned variables. Improvement in the above quoted variables has resulted in the overall improvement in the socio- economic status of the rural populace. Growth in any of these sector invariably tend to improve the socio-economic profile to the same tune. With tremendous impact in all these, the socio-economic graph has taken an upward swing. The major impact is on the construction of pucca houses (as per almost 60% of respondents). There is sharp increase in the personal vehicles, followed by every house equipped with the modern facilities. A very effective impact is noticed on women - folk, which earlier were confined within the village, boundaries, have now moblised themselves into the main-stream of society. After the construction of road, women segment have got a fresh lease life, their awareness level have improved due to urban contact. Further, the prices of land adjacent to road side has increased and few of the villagers have already sold the land at a higher price. New relations have established with the other villages and this in turn has given birth to new change in socio- economic set -up. Movements of VIP's/Govt. officials have also increased to some extent. Due to frequent mobility of vehicles whole day, the village remains filled with activities all day. This scintillating socio-economic picture of a village clearly manifests impact of the highest degree.

Impact on Transport/Mobility

Dominating impact on this front noticed. Trade & commerce have started flourishing and fostered life among its denizens. Access to Transport facilities both personal and others have increased (as per almost 74% of respondents), a lot due to construction of road. It was quite difficult to approach the village before road and only means was on foot on account as villages remained somewhat isolated from the development taking place in other part of the district. Now construction of road has not only facilitated the movement in day / Night and even rainy season (as per almost 98% of respondents) but has brought the development in all the fields. Now more people have their vehicles and public vehicles are also available for social and economic activities. The traders are finding it easy to access the nearby markets for purchase of grains and other products. Transportation of wood as raw material have become much easier now. Due to saving in the time of travel and further the reduction in the cost of travel, have benefited the villagers enormously, as they can reach the working centers/offices in time without delay. The reduction in diesel consumption and freight charges, which on the rough structure was slightly on the higher side, are the other achievements on this front. With greater mobility, the villagers are now coming in contact with new Govt. schemes, resulting in upgraded income profile of the same. It has also been noticed that in some of the villages the bus services have been started, further propelling the mobility and transportation of goods.

Impact on Urbanization

Impact of urbanization is apparent from the life-style of the villagers as most of the traditional houses are converting into concrete structures (as per almost 61% of respondents). The people are going in for the purchase of goods to fulfill their secondary and tertiary needs. From the above description also it is very clear that various kinds and forms of inputs are increasing, the people are trying to make the best use of these in their way some by purchasing the things which they were not able to utilize earlier. There is an upward swing in the demand for the vehicles whether scooters, mobikes, cars, tractors, etc. The most significant thing is the change in their psychology and their outward thinking, which can have a spiraling effect for moving towards an urbanized society. The trend towards urbanization is clearly there, though it is very early to say about the transformation to urbanized society but if the developmental effects percolate to a higher extent certainly it is achievable in the long run.

The cost of the land has certainly increased and the cost of the land near the roads has appreciated significantly. The cost of agriculture land near the road in certain areas has appreciated from almost Rs 25000/- to almost 35000/-40000/- per kanal. (in one hectare there are 12 kanals).

Recommendations

The suggested recommendations are based on the discussions with the villagers, local functionaries, expert observations, etc. with a view to increase the positive impacts and further propel the drive of development in the rural areas using roads as a catalyst / tool. They are as follows:

• There have been instances where the roads have been made, not through the popular or the preferred route, but through routes, which as per the villagers, are not very comfortable, or in frequent use by the villagers. So it is of utmost importance that the roads be made with due participation of the villagers during the survey of the roads.
• There have been instances that the full roads have not been made and the roads are left short of the main road by 2-3 kms as in the case of Beth upreli. If this link would have been provided then the villagers would have been tremendously benefited and the results would have accrued in a very short period. Infact if this link is made they will be close to Baijnath town, which can change the complexion of the whole village and it turning out to be a major supplier of essentials in Baijnath.
• There have also been instances where the contractors have not taken full care of protecting the roads from landslides by providing retaining walls on either side. This could be very dangerous and swipe the road during heavy rains.
• Some instances of misutilization of funds, by the contractors, have been brought up by the villagers, which has resulted in not meeting and fulfilling the quality standards, but getting cleared the full sanctions and payments.
• If we see from the indicators perspective that the roads can play a very important role in propelling the development in the villages, so it is of utmost importance to keep the roads intact for a sustainable period so that much more benefits accrue to the villagers. So proper maintenance of the roads should be done. Though the contractors have given the guarantee for next 5 years but then also a strict monitoring should be done so that the roads get the necessary maintenance in time.
• Further the roads should be made keeping in view of providing a link to the nearby town or market or important center which can have multifarious impacts on the lives of the people. The roads not only propel the development of the people but of the village as a whole.
• The roads have given a better understanding to the villagers of the benefits that can accrue to them and the roads have also played an important role in creating an awareness in them about how to better utilize their resources and take the benefit form it. In some of the villages it has become a lifeline by providing connection to the outer world. So it is of utmost importance that full care of the roads be taken and the villagers donot deteriorate the newly constructed roads by digging holes or tying the animals on these roads.
• A road protection committee should be made and given training so that they take proper care and inform the officials to take precautionary measures if they see any damage being done to the road.
• In Himachal Pradesh most of the villages which have been connected are having a wealth of forests and now the activity of tractors has increased which ply to carry the wood logs. Also the traffic is increasing as more and more people are buying vehicles, so it is of utmost importance that PWD officials ensure proper quality of construction and maintenance of roads.
• While doing the survey for making the roads one of the aspects that should also be kept in mind is the potential of the area which is being connected like heavy production of horticulture, floriculture or agriculture, because this will have a very high degree of impact on the villagers, village and the region as a whole as the link or connection opens up a gamut of opportunities for them, thus accelerating the growth, development and prosperity of area.