Ex-Ante Evaluation (for Japanese ODA Loan)
South Asia Division 1, South Asia Department
Japan International Cooperation Agency
1. Name of the Project（１） Country: India（２） Project Title: North East Road Network Connectivity Improvement
Project (Phase 7)（３） Project Site/ Target Area: State of Meghalaya (Total Population: about
2.96 million (2011))
Loan Agreement: February 20, 2024
2. Background and Necessity of the Project（１）Current State and Issues of the Road Sector and Priority in India
In India, the National Highway Development Project (hereinafter referred toas “NHDP”) was initiated by the Ministry of Road Transport and Highways(hereinafter referred to as “MoRTH”) in 1998. Under this project, major arterial
roads connecting major cities including the Golden Quadrilateral that links thecapital Delhi, Mumbai in the west, Kolkata in the east, and Chennai in thesoutheast have been developed. In 2018, development of the main arterial
roads was steadily under way, including the completion of road construction
work on the entire section planned in 1998 (7,522km).
On the other hand, the pavement ratio of all rads in the northeast region(States of Arunachal Pradesh, Assam, Sikkim, Tripura, Nagaland, Manipur,
Mizoram, and Meghalaya) is 36.0% (relative to the national average of 72.0%),
the ratio of two-way two-or-more-lane roads among national roads is 48.0%(relative to 70.9%) (Basic Road Statistics of India 2018-2019). Slope protection
works and drainage channels for landslide protection have not been developedin many areas. This delay in road development has impeded the stable flow ofpeople and materials within the region and with other regions in and outside ofIndia, which is attributable to the delay in economic development. In fact,
Meghalaya's per capita GDP (2019-2020, latest available data) is 81,098 Indianrupees, well below the national average of 114,958 Indian rupees (Statistic data,
Reserve Bank of India), and the Government of India has identified the
reduction of regional disparities as one of its top priorities.
The Government of India is promoting the construction of national highways
between major cities in the region through “Special Accelerated Road
Development Program for North-East” as a means of promoting socio-economic
development and reducing disparities in the northeast region. In particular, theGelephu-Dalu Corridor, which runs through Bhutan, India, and Bangladesh, isessential from both political and economic perspectives to improve connectivity
with other regions of India and neighboring countries. JICA has contributed to
the formation of the Corridor by constructing National Highway 51 (between
Dalu, Meghalaya, bordering Bangladesh, and Tura, Meghalaya) in “North East
Road Network Connectivity Improvement Project (Phase 1)”, the DhubriPhulbari Bridge in “North East Road Network Connectivity Improvement Project(Phase 3)”, and the national highway from the Dhubri-Phulbari Bridge to
Srirampur, the major trunk road across India and connecting to the East-West
Corridor (National Highway 31C) in “North East Road Network Connectivity
Improvement Project (Phase 5)”. However, National Highway 127B (between
Phulbari and Goeragre in Meghalaya) is the missing link in the Corridor due toits narrow road width and poor road surface condition, so there is a highdemand of improving the national highway.
The “North East Road Network Connectivity Improvement Project (Phase 7)”(hereafter referred to as the "Project") will form part of the Gelephu-Dalu
Corridor that connects the northeast region of India to Bhutan and Bangladesh
by improving National Highway 127B from Phulbari to Goeragre in Meghalaya
State. This will enhance connectivity within the region and with other regions
both domestically and internationally, and will contribute to the realization of theaforementioned Indian government policy, making it an important project in theroad sector in India.
（ ２ ） Japan’s and JICA’s Policy Cooperation and Operations in the Road
Sector/ Northeast Region (especially in relation to key foreign policies such as
the Free and Open Indo-Pacific Partnership (FOIP))Country Assistance Policy for India (March 2016) formulated by theGovernment of Japan, stipulates that the country will "develop the criticalinfrastructure necessary to ensure continued investment and high growth amid
the need to achieve inclusive and stable high economic growth." The Policy also
identifies "reinforcement of connectivity" as a priority area. With a view toeliminating infrastructure bottlenecks with respect to investment and economic
growth, the Policy will support the development of transport infrastructure so as
to strengthen connectivity among major industrial cities, economic zones, andregions in the country.
The Project will also contribute to resolving infrastructure bottlenecks toinvestment and growth in “strengthening connectivity,” which is identified as a

priority area in JICA Country Analysis Paper for India (March 2018), and the
Project is consistent with these policies and analyses.
Furthermore, the Project is expected to contribute to the pursuit of economic
prosperity in the “Free and Open Indo-Pacific (FOIP)” from the perspective ofimproving connectivity within and beyond the region. In addition, the Project isconsistent with Japan's key foreign policies, such as pursuing cooperation topromote connectivity in the northeast region, as confirmed at the Japan-India
Summit in March 2022, and launching “Japan-U.S.-Australia-India (QUAD)
Infrastructure Partnership” and promoting sustainable infrastructuredevelopment through technical assistance, as announced at the QUAD Summit
in September 2021.
（３）Other Donors’ Activities
The World Bank (WB) is financing the Assam State Highway Project (State
Highway 46) (March 2012 to September 2019) and the Mizoram State Roads
Project (June 2014 to April 2021) in the northeast region. The WB is also
providing support (total project cost: US$150 million) to improve connectivity
and further develop agriculture and tourism in Meghalaya by repairing andupgrading National Highway 17, State Highway 12, and State Highway 2 inAssam and National Highway 17, State Highway 127, and other roads in
Meghalaya through the Meghalaya Integrated Transport Project launched in
October 2020.
The Asian Development Bank (ADB) is financing road improvement in thenortheast region through the North Eastern State Roads Investment Program
Tranche 1 (October 2012 to December 2016) and Project 2 (May 2014 - June2021). ADB also supports the strengthening of domestic and regional tradecorridors (such as Bangladesh-China-India-Myanmar (BCIM) and BangladeshBhutan-India-Nepal (BBIN)) through economic corridor development projects
under the framework of South Asia Subregional Economic Cooperation.
3. Project Description（１） Project Description① Project Objective ： The objective of the Project is to improve theconnectivity in North Eastern Region of India as well as the connectivity
with the other part of India and neighboring countries throughestablishing and improving National Highway 127B (Phulbari - Goeragre
section) in Meghalaya state, thereby promoting regional socio-economic
development.

② Project Components:(a) National Highway 127B: Construction of a national highway between
Phulbari and Goeragre, Meghalaya (total length: approx. 63 km, of
which approx. 58 km to repair and widen the existing road (including
bridges and drainage channels) (widening from the current 1 and 1.5
lanes to 2 lanes each way) and 5 km of new road)(b) Consulting services (construction supervision, environmental andsocial considerations, etc.)③ Project Beneficiaries (Target Groups): Direct beneficiaries (users of the
improved roads: about 13 million people), Final beneficiaries (populationof Meghalaya that will benefit from economic development around theimproved roads: about 2.96 million people, population of the northeast
region that will benefit economically from improved connectivity withneighboring countries: about 45.77 million people)（２）Estimated Project Cost: 24,964 million yen (Japanese ODA loan: 15,561
million yen)
（３）Schedule (Cooperation Period): December 2022 to October 2031 (107months in total) The Project completion is defined as the start of facility service(October 2026)（４）Project Implementation Structure１）Borrower: President of India
２）Guarantor: N/A
３）Executing Agency: Meghalaya Public Works Department (MPWD)
４）Operation and maintenance system: MPWD
（５）Collaboration and Sharing of Roles with Other Donors: N/A（６）Environmental and Social Consideration① Category: A② Reason for Categorization: The Project falls under the sensitive
characteristics listed in “JICA Guidelines for Environmental and Social
Considerations” (promulgated in April 2010).
③ Environmental Permit: An Environmental Impact Assessment (EIA)
report for the Project has already been prepared by MPWD in June 2022
based on “JICA Guidelines for Environmental and Social Considerations”
and approved by MPWD in July 2022, although it is not required under
the domestic law in India.
④ Anti-pollution measures: During construction, there are concernsabout certain impacts on air quality, water quality, waste, and noise andvibration, but mitigation measures will be taken, including water
sprinkling, waste disposal at a government-designated disposal site,
maintenance of heavy construction equipment, and installation ofsoundproof walls. When the facilities are in use, appropriate measures
will be taken for air quality, such as planting trees that absorb air
pollutants such as dust, and for noise and vibration, limiting the use ofwhistles, etc., and monitoring will be conducted in accordance with theplan.
⑤ Natural environment: The nearest protected area from the Projectsite is the Nokrek National Park, but it is approximately 10 km away fromthe closest point of the Project site and is not subject to a wildlife
clearance or forestry permit, as it does not meet the requirements for
obtaining a permit for a protected area as stipulated in the Environmental
Law and other related laws.
⑥ Social environment: The Project involves land acquisition of
approximately 140 ha and involuntary resettlement of 107 households(524 people), and land acquisition, compensation, and support will be
provided based on the land acquisition and resettlement plan prepared inaccordance with the country’s domestic procedures and “JICA
Guidelines for Environmental and Social Considerations”. The Projectsite is inhabited by Scheduled Tribes, which are classified as minorities
under the Constitution of India. The Scheduled Tribe does not meetsome of the four characteristics of Indigenous peoples listed in the World
Bank's Operational Policy (OP) 4.10, such as collective attachment toand heavy dependence on land, and cultural, economic, social, andpolitical divergence between the Scheduled Tribe and others in the
Project area (all requirements must be met). For the Scheduled Tribe,
consideration has been made in the community consultations,resettlement, and livelihood restoration support measures, etc. No
specific opposition to the implementation of the Project has been
identified during the community consultations on the Project.
⑦ Other/Monitoring: During construction, the 5-year post-project
operation and maintenance and warranty period, contractors, etc. will
monitor air quality, water quality, waste, noise, soil erosion, etc. under thesupervision of PIU. After the maintenance and warranty period, MPWD

will conduct monitoring for each item. The land acquisition andresettlement will be implemented mainly by Municipality of West Garo
District in Meghalaya, and will be monitored by MPWD and PIU.
（７）Cross-Sectoral Issues:① Climate change response: Although traffic volume is expected toincrease through the Project, the improved mobility is expected to reducegreenhouse gas (GHG) emissions by an average of 5,989 tons per year,
thereby contributing to climate change mitigation.
② Measures against infectious diseases: As part of efforts to prevent the
spread of the novel coronavirus infection, a list of measures (36 in total)
to be implemented during the formation and implementation of the
Project was agreed. This agreement has clarified relevant activities
including development of epidemic prevention materials and equipment,
improvement of the working environment including the code of conduct,
work supervision, and awareness raising. Appropriate monitoring with aconstant focus on the impact of the novel coronavirus will be madethrough the project implementation stage by receiving quarterly reportson the status of implementation of these items from the implementing
agency in order to allow the implementing agency to take flexible andsuitable actions. In addition, HIV/AIDS measures for construction workers
will be implemented by construction contractors during the construction
phase.
（ ８ ） Gender Category: 【 Gender Project 】 GI （ S ） Gender Informed(Significant)< Details of Activities/ Reason for Categorization> The Project will
implement HIV/AIDS countermeasures for construction workers, and will
also take concrete measures from a gender perspective to improve theworking environment for female workers and address issues such as
sexual harassment. The Project will promote the employment of womenin construction works and PIUs, as well as gender-oriented efforts suchas equal compensation regardless of gender and priority access tolivelihood restoration support measures for single parent households. For
these reasons, the Project is classified as a “gender activity integration
project”.
（９）Other Important Issues: None
4. Targeted Outcomes（１）Quantitative Effects
１）Outcomes (Operation and Effect Indicators)
Indicator
Average travel time(minutes)

Average travel cost(rupees/km)

Annual average daily
traffic volume(PCU (Note 1)/day)Number ofpassengers(thousands ofpassengers/year)
Cargo volume(thousand tons/year)

Subject section/Vehicle type
Phulbari-Goeragre(passenger cars)
Phulbari-Selsella(passenger cars)
Phulbari-Selsella(trucks)
Selsella-Goeragre(passenger cars)
Selsella-Goeragre(trucks)
Phulbari-Selsella
Selsella-Goeragre
Phulbari-Selsella
Selsella-Goeragre
Phulbari-Selsella
Selsella-Goeragre

Baseline(2022)

Target (2028)(2 years after
project
completion】

146

68

15.35

9.90

33.83

25.14

18.13

10.55

38.10

25.03

4,500

6,100 (Note 2)

2,750

3,700 (Note 2)

5,615

7,516 (Note 2)

4,188

5,623 (Note 2)

79

109 (Note 2)110

146 (Note 2)

Note 1: Number of passenger car equivalents
Note 2: The figures take into account the diverted traffic of vehicles previously
traveling on National Highway 31 in Assam, etc., through the Dhubri Phulbari
Bridge, which is under construction under “North East Road Network
Connectivity Improvement Project (Phase 3)”, after the bridge is opened.
（２）Qualitative Effects: Improve connectivity with outside India and promoteeconomic development in the northeast region（３）Internal Rates of Return:
Based on the assumptions listed below, the economic internal rate of return(EIRR) for the Project is 10.5%. Since the Project does not collect tolls anddoes not generate revenue, the financial internal rate of return (FIRR) is not
calculated.

【EIRR】
Cost: Construction costs, operation and maintenance costs (both excluding
taxes)
Benefits: Effects of reducing vehicle running costs and travel time costs
Project Life: 35 years
5. External Factors and Risk Control（１） Preconditions: None
（２） External Factors: The security in the Project area shall not deterioratesignificantly.
6. Lessons Learned from Past Projects
From the Ex-post evaluation of the “R&M of Bridges along Arterial Roads
Project” (evaluation year: FY2005), an ODA loans to the Republic of Philippines,
a lesson was learned that if the executing agency and the construction
supervision consultants confirm the appropriateness of the construction period
considering the rainy and dry seasons, construction can be completed within areasonable period and the impact of natural disasters can be minimized. Since
West Garo Hills District of Meghalaya, where the Project will be implemented, isa high-rainfall area with an annual rainfall of 3,300 mm, JICA and the executing
agency agreed on a schedule that considers the rainy season.
7. Evaluation Results
The Project is consistent with India's development agenda and policies, as wellas Japan's and JICA's cooperation policies and analysis, and will also
contribute to SDGs Goal 3 (Ensure healthy lives and promote well-being for all
at all ages (halve the number of global deaths and injuries from road traffic
accidents)), Goal 8 (Promote sustained, inclusive and sustainable economic
growth, full and productive employment and decent work for all), Goal 9 (Build
resilient infrastructure), and Goal 13 (Combat climate change). Therefore, there
is a strong need to support the implementation of the Project.
8. Plan for Future Evaluation（１） Indicators to be Uses
As described in Section 4. (1) to (3).
（２） Future Evaluation Schedule
Ex-post evaluation: 2 years after the project completion
END
Appendix: Map of “North East Road Network Connectivity Improvement Project(Phase 7)”

Appendix
Map: North East Road Network Connectivity Improvement Project (Phase 7)

Project Overview Map (including preceding phase projects)

Map of India

Enlarged Map(Source: Created by JICA based on www.google.com)

Enlarged map of the routes of the Project

Dhubri-Phulbari Bridge(Phase 3)
Phulbari

Selsella
GoeragreNational Highway No.51(Tura-Dalu)（Phase 1）(Source: Created by JICA based on www.google.com )