I n reducing rural poverty and enabling social and economic development, rural roads and rural transport services are fundamental. Despite the evidence from Myanmar and around the world, which makes it clear that access to markets and service is crucial for stimulating rural productivity and development, the issues of poor rural access tend to be invisible to urban-based decision makers. The need to end rural isolation is generally recognized and the National Development Plan envisages providing road access to all villages by 2030. However, the extent of the problem is not yet well documented, nor are there reliable estimates of the length of road construction and upgrading required to connect all villages with all-season roads. A study from Asian Development Bank (ADB) estimated that 70% of all villages in Myanmar do not have all-season road access and this affects a population of around 20 million people. There are about 20,000 villages without road access (30% of all villages). The Rural Access Index (RAI) is an international measurement of access based on the percentage of the rural population living within 2 kilometers (km) of an all-season road. The RAI for Myanmar is estimated at 36% (64% of the rural population are more than 2 km from an all-season road). The RAI is highest in Mon, Yangon, and Mandalay (60%–73%) and lowest in Chin, Kachin, Kayin, and Rakhine states (11%–18%). Providing all-season access to all villages would involve constructing about 100,000 km of roads and upgrading 75,000 km of existing roads.
y from Asian Development Bank (ADB) estimated that 70% of all villages in Myanmar do not have all-season road access and this affects a population of around 20 million people. There are about 20,000 villages without road access (30% of all villages). The Rural Access Index (RAI) is an international measurement of access based on the percentage of the rural population living within 2 kilometers (km) of an all-season road. The RAI for Myanmar is estimated at 36% (64% of the rural population are more than 2 km from an all-season road). The RAI is highest in Mon, Yangon, and Mandalay (60%–73%) and lowest in Chin, Kachin, Kayin, and Rakhine states (11%–18%). Providing all-season access to all villages would involve constructing about 100,000 km of roads and upgrading 75,000 km of existing roads. Isolation and poverty form a vicious cycle in Myanmar as in other countries. There is much international evidence that physically isolated people are poorer and have worse social outcomes. Isolation means limited access to basic services, to markets, and to employment opportunities. Physical isolation also limits inclusion of ethnic and other minority groups. It is telling that the worst access results are found in some of the peripheral states of Myanmar. Isolation forms a vicious cycle with poverty, as lack of access constrains economic development (because of difficult access to markets and education), which in turn keeps transport demand low (because of lack of economic reasons to travel and high transport costs). Isolation also limits the visibility of remote communities and makes them harder to reach for government programs. Because of this, such communities tend to receive less attention and funding from the government and from private investors, reducing the chances that they may break out of poverty.
According to Asian Development Bank, there are four typical relationships between access and poverty.
Agriculture
Connecting villages and improving rural roads has been shown to lead to enhanced agricultural production and marketing in many countries in the world. Most rural communities depend on agriculture (including crops, livestock, fisheries, and forestry) for subsistence and income generation. Surveys, analyses, modeling, and reviews show that providing access through small rural roads leads to improved market access, greater use of fertilizers and agro-inputs, enhanced agricultural production, higher employment and living standards, and reduced poverty.
Health
Evidence from many countries demonstrates that poor rural transport infrastructure and lack of means of transport lead to unnecessary mortality. An estimated 75% of perinatal mortality may be associated with inadequate transport. The effectiveness of medical outreach teams and vaccination programs often depends on rural transport, associated with staff willingness to travel to villages and the timely delivery of supplies. While road access can have some negative health consequences the benefits to rural health can be great.
Education
Education is enhanced by better rural roads and transport. There is evidence from many countries in the world that building and maintaining rural roads lead to better primary and secondary school attendance for boys and girls, better staffing and teacher attendance, and better teaching facilities due to easier transport of educational materials and infrastructure requirements.
Gender Equailty
Without road access, household members have to spend a large part of their time on transport. In areas visited by the team, this task fell disproportionately on women.
Improving rural access is necessary to reduce Myanmar’s rural poverty. A broad set of conditions need to be met to foster rural development, as agricultural productivity, health, and education outcomes are not solely dependent on transport. However, minimum rural access seems to be a requirement for poverty reduction, and an enabling factor for the effectiveness of other government programs. There is a broad correlation between social outcomes and rural access It is clear there are both economic and social reasons for ensuring that all villages in Myanmar are connected to the road network.
