Baglung-Ghodabadhe Road Sub-Project 1-4 7-1 Environmental Management Organization Structure 7-3

Initial Environmental Examination (IEE) of Baglung-Ghodabadhe Road Sub- Project

Baglung-Ghodabadhe Road in Baglung District

Submitted to: Ministry of Local Development Government of Nepal

Submitted by: District Development Committee Baglung, Baglung

July/2007

TABLE OF CONTENTS

ABBREVIATIONS

EXECUTIVE SUMMARY (NEPALI)

EXECUTIVE SUMMARY

SALIENT FEATURES OF THE PROJECT

1.0 Introduction 1-1 1.1 Background 1-1 1.2 Relevancy of the proposal 1-1 1.3 Name and address of the proponent 1-2 1.4 Description of the proposal 1-2 1.5 Construction approach 1-4 1.6 Objectives 1-4 1.5 Methodology adopted 1-5

2.0 Review of Relevant Acts, Regulations and Guidelines 2-1

3.0 Existing Environmental Conditions 3-1 3.1 Physical environment 3-1 3.2 Biological environment 3-3 3.3 Socioeconomic and cultural environment 3-4

4.0 Project Alternatives 4-1 4.1 No action option 4-1 4.2 Proposal alternatives 4-1 4.3 Alternative design and construction approach 4-1 4.4 Alternative schedule and process 4-2 4.5 Alternative resources 4-2

5.0 Identification and Assessment of Impacts 5-1 5.1 Beneficial impacts 5-1 5.2 Adverse impacts 5-3

6.0 Mitigation measures 6-1 6.1 Benefit augmentation measures 6-1 6.2 Adverse impacts mitigation measures 6-2

7.0 Environmental Management plan 7-1 7.1 Institution and their roles 7-1 7.2 Reporting and Documentation 7-2 7.3 Environment Management Plan 7-3 7.4 Mitigation Cost 7-6

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7.5 Environmental Monitoring 7-6 7.5.1 Monitoring responsibility 7-6 7.5.2 Types of Monitoring and Monitoring Parameters 7-7

8.0 Conclusion and recommendation 8-1

9.0 Miscellaneous 9-1

Figures

1-1 Map of Nepal showing road location in the district 1-3 1-2 Map of Baglung district showing Baglung-Ghodabadhe road sub-project 1-4 7-1 Environmental Management Organization Structure 7-3

Tables

1-1 Project activities of the road 1-3 3-1 Topography, geology and soil type 3-2 3-2 Streams along the road 3-2 3-3 Settlements and population 3-4 5.1 Summary of environmental impacts 5-6 7-1 Framework of implementation environmental management plan 7-4 7-2 Environmental monitoring cost 7-7 7-3 Framework for monitoring environmental issues 7-8

ANNEXES

Annexes Annex I Terms of Reference for IEE study Annex II Abstract of cost Annex III Public notice Annex IV Deed of enquiry (muchulka) Annex V Name of organizations Annex VI Recommendation letters from VDCs Annex VII a. Distribution of household by major occupation b. Summary of public services and infrastructures according to settlement c. Land holding pattern of settlements within ZoI d. Number of households belonging to different food security category Annex VIII List of persons contacted Annex IX List of tress Annex X Minimization of slope cutting and preservation of vegetation cover Annex XI Photographs

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ABBREVIATIONS

A ADB Asian Development Bank EMS Environmental Management Section EPA Environmental Protection Act B EPR Environmental Protection Rules BG Building Group ESD Environment Screening Document

C F Ch Chainage FGD Focus Group Discussion CBO Community Based Organization CEA Country Environmental Analysis G CF Community Forest GoN Government of Nepal CFUG Community Forest Users Group GIS Geographical Information System CISC Central Implementation Support Consultants H CITES Convention on International Trade in Ha Hectare Endangered Species of Flora and Hh Household Fauna I D IEE Initial Environmental Examination DDC District Development Committee DFO District Forest Office/Officer J DG Director General DISC District Implementation Support K Consultants Km Kilometer DIT District Implementation Team DoLIDAR Department of Local L Infrastructure Development and LDO Local Development Officer Agricultural Roads LEP Labour based, environment friendly DPO District Project Office and participatory DRCC District Road Coordination LRMP Land Resource Management Project Committee DTO District Technical Office M DRILP Decentralized Rural Infrastructure and M meter Livelihood Project DTMP District Transport Master Plan MoPE Ministry of Population and Environment E MoEST Ministry of Environment, Science EA Environmental Assessment and Technology EAS Environmental Assessment Specialist Ml Milliliter EIA Environmental Impact Assessment MLD Ministry of Local Development EMP Environmental Management Plan

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N SM Social Mobilizer NGO Non-Governmental Organization SMC Social Mobilization Coordinator NRs Nepali Rupees NTFPs Non timber forest products T TA Technical Assistance O ToR Terms of Reference OP Operational Plan TWS Technical Walkover Survey

P PAM Project Administrative Memorandum U PCU Project Coordination Unit V Q VDC Village Development Committee VWRCC Village Works and Road R Construction Committee RES Rapid Environmental Screening RIDP Rural Infrastructure Development W Project RS Resettlement Survey X

S Y SA Social Appraisal SDC Swiss Agency for Development and Z Cooperation ZoI Zone of Influence

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Executive Summary

The proposed Baglung-Ghodabadhe road lies in Baglung district of Western Development region, Nepal. This road sub-project is initial section of 90 km Baglung-Burtibang road started in 2054 by Rural Infrastructure Development Project (RIDP) funded by ADB. This road starts from Baglung Bazar of Baglung Municipality and ends at Ghodabadhe of Bihun VDC and passes through the Palakot, Bhimpokhara and Bihun VDCs. The status of the road sub-project is fair weather and it has been proposed for the gravelling for the upgrading of the existing road from fair weather to all weather. The road width is 5m while the total length of proposed road section for upgrading is 25.44 km up to Ghodabadhe. The total project cost is NRs. 73,001,637.07 and per km cost is NRs. 2,869,561.21.

Baglung district is connected with the other part of the country by Pokhara-Baglung highway. The proposed road project provides connectivity to district headquarters of Baglung for the people of western part of the district. This section of the road can be compared as the East-West Highway of Nepal in Baglung district. Similarly, this road will also open the easy accessibility for the tourists to visit Dhorpatan hunting reserve.

This road will save considerable travel time and improve income generation potentials, enhance commercial opportunities and improve market accessibility. Moreover, this road will also provide short term employment opportunity by engaging the rural poor people in the upgrading of the road. Such people based development efforts will reinstall economic activities in the area by creating long term employment and other opportunities.

The District Development Committee (DDC), Baglung is the executing agency at the district level under DRILP and the proponent of the Initial Environmental Examination (IEE) study for Baglung-Ghodabadhe road sub-project.

The main objective of the IEE study is to identify the impacts of physical, biological, socio- economic and cultural environment of the sub-project area. The specific objectives of the proposed IEE study include to: identify the major issues that may arise as a result of proposed works on bio-physical, socio-economic and cultural environment of the project area, recommend practical and site specific environmental mitigation and enhancement measures, prepare and implement environmental monitoring plan for the sub-project, and recommend whether the IEE is sufficient for the proposed road or whether EIA will be required as a result of the environmental issues that may arise due to the project implementation.

The findings and conclusions of the report are based on the analysis of the information collected from the field during May/June 2007 by undertaking a walk-through environmental survey along the proposed route and secondary information supplemented by information collected by the social and technical teams working on the resettlement survey and detail survey. ______Baglung-Ghodabadhe Road, Baglung Page 1 of 3 Initial Environmental Examination (IEE)

The dominant forest and fodder species reported around this road are Toona ciliate (Tooni), Prunus cerasoides (Paiyu), Schima wallichii (Chilaune) Dalbergia sissoo (Sisau), Pinus roxburghii (khote salla), Alnus nepalensis (Utis), Bamboo, Ficus semicordata (Khanyu), Ficus nerifolia (Dudhilo). The main NTFP species found along the road alignments are: Allo, Rubia manjith (Majitho), Gaultheria fragrantissima (Dhasingare), Swertia chirayita (Chirayito) etc. There are 3 CFs along the road namely Paharepani CF, Phaparchaur CF, Shivadhuri CF. The road does not fall under any protected area or buffer zone. Panthera pardus (Leopard), Hystix indica (Porcupine), Canis aureus (Jackal), Macaca mulatta (Monkey), Felis chaus (Jungle Cat) are the wild animals reported in the forests of proposed road area. Similarly birds are Lophura lencomelana (kalij pheasant), Columba livia (Pigeon), etc. However, none of these are endangered species. The road does not fall under any protected or buffer zone area.

There are 24 settlements along the ZoI of the proposed road alignment in Baglung municipality, Bihunkot, Palakot, Sigana, Bhimpokhara VDCs. with total population of 5,121 persons (1,018 households). Diverse ethnic groups such as, Brahmin, Thakuri, Chhetri, Magar, Newar and occupational caste (Damai, Kami, Sarki) live along the ZoI of road alignment. Occupational caste households are distributed in almost all the settlements.

The main occupation of the people residing within the ZoI of the proposed road alignment is agriculture and livestock. Due to limited transportation facilities and higher altitude, agriculture farming is not enough for subsistence level. Therefore, people are carrying out other economic activities like working in government and non government organizations, business, employment in foreign countries, labour and porters and cottage industries. Significant section of the economically active male population goes out for employment in foreign countries like, Qatar, Saudi Arab, India, Japan, and Korea.

Beneficial Impacts The development efforts particularly the development of transportation network will have multifold beneficial impacts. The immediate beneficial impacts from road development are apparent in the construction phase like there will be various employment opportunities (4,804 skilled and 169,910 unskilled person days) for the local population, supports for the transfer of construction work skills and technical know-how to the local workers.

During operation stage, an improved road access will bring an improvement of food security situation and overall economic and social stability. The road will also provide cheap, safe and fast transport of goods and services from rural areas to urban centers and vice versa. The farmers will be more interested to increase agricultural production due to market accessibility. This will contribute significantly to increase the productivity in rural areas and eventually improve the overall socio-economic condition of the people.

Once this road is on operation, trade and business activities will be further promoted. There is a possibility of increased economic opportunities and significant growth and extension of the local markets along the road alignment like in Khahare, Achhete, Pokharathok, Rijalchowk and Ghodabadhe. In addition, construction of road will lead to appreciation of land values particularly near the market and settlement areas.

Adverse Impacts The physical adverse impacts during construction will be due to change in land use, slope instability and air, dust and water pollution, quarry sites and spoil disposal. Similarly, biological ______Baglung-Ghodabadhe Road, Baglung Page 2 of 3 Initial Environmental Examination (IEE) impacts during construction will be loss of 0.5096 ha of forest area and disturbance to wildlife and bird habitat. Total 376 numbers of trees and bamboos will be cleared. Socio-economic impacts during road construction will be loss of 0.2312 ha of agricultural land, 0.044 ha of barren land as well as exposure to health and safety problems in some extent during road construction.

The adverse physical impacts during road operation are slope instability and management, air and noise pollution, road safety. Likewise, biological impacts are depletion of forest resources and disturbance to wildlife. Socioeconomic impacts are due to new settlement and market center development, change in social behavior etc.

Mitigation Measures Impacts from the proposed road projects can be both beneficial as well as adverse. An effective implementation of benefit maximization measures and adverse impacts mitigation measures would optimize the benefits expected from the project and avoid/minimize the adverse impact from the project. Based on the impact assessment and identification, beneficial augmentation and adverse impact mitigation measures are presented in both constructions as well as in operation stage of the road.

Environmental Management Plan Environmental management plan is an important tool to ensure the implementation and monitoring of mitigation measures for minimizing adverse impacts and maximizing the beneficial impacts. Similarly, environmental monitoring generates useful information and improves the quality of implementation of mitigation measures. The proponent, DDC Baglung will develop monitoring mechanism to show its additional commitment for environmental improvement and mitigate undesirable environmental changes, if any during construction and operational stage. DDC will be supported by DIT (DPO and DISC) team in the district and Environmental team from the CISC for the environmental monitoring.

Conclusion and Recommendation The IEE study of the proposed Baglung-Ghodabadhe road project reveals that the benefits from the implementation of the proposed road project are more significant and long term in nature against the adverse impacts most of which could be mitigated or avoided. Therefore, this IEE is sufficient for approval of the proposed sub-project. This sub-project is recommended for implementation with incorporation of mitigation measures and environmental monitoring plan.

A Resettlement Plan will be required to ensure that the persons affected by the losses are properly compensated.

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1. Name of the Project : Baglung-Ghodabadhe Road Sub-Project 2. Location : Baglung Bazar, Baglung 2.1 Geographical Location 2.1.1 Start Point : Baglung Bazar 2.1.2 End Point : Ghodabadhe 2.2 Geographical Features 2.2.1 Terrain : Hilly 2.2.2 Alignment : Valley and ridge 2.2.3 Altitude : 885 m to 2085 m 2.2.4 Climate : Sub tropical to temperate 2.2.5 Soil : Colluvial soil, residual soil and alluvial soil 3. Classification of road : District "A" road 4. Status of road : Fair weather and proposed for upgrading with gravelling 5. Length of road : 25.44 km 6. Major settlements 6.1 Major settlements :Baglung Bazaar, Ratmata, Mulpani, Nuwara, Khahare, Karindanda, Kshete, Kimbot, Tapu, Tarakhase, Amritpani, Inarpani, Phaparchaur, Lamakhun, Pokharathowk, Sapotachowk, Rijalchowk, Ghodabadhe 6.2 No. of households : 1018 HH 6.3 Municipality/VDCs along the road: Baglung Municipality, Palakot, Bhimapokhara, Bihun 7. Cross-section 7.1 Right of Way : 10.0m on either side of the road 7.2 Formation Width : 5.0m having 5% outward slope 7.3 Carriage Way : 4.0 m 8. Structures 8.1 RCC Causeway : 2 no. 8.2 RCC Bridges : 1 no. (existing) 8.3 Retaining Structures 8.3.1. Dry Stone Wall : 691.04 cum 8.3.2. Gabion wall : 1996.00 cum 8.3.3. Stone Masonry : 307.48 cum 8.3.4. Gravelling : 73968 sqm 8.3.5. Stone Pitching : 53801.78 sqm 8.3.6. Bioengineering : 3 land slide locations 9. Earthwork 9.1 Cutting : 50155.65 cum 9.2 Filling : 4932.12 cum 10. Project Cost 10.1 Net Cost (NRs.) : 73,001,637.07 10.2 Cost per km. (NRs.) : 2,869,561.21 11. Employment generation 11.1 Total person days 11.1.1 Skilled : 4,804 11.1.2 Unskilled : 169,910 11.2 Total employment generation (no. of labourer) for 90 working days 11.2.1 Skilled : 53 11.2.2 Unskilled : 1888 ______Baglung-Ghodabadhe Road Sub-Project, Baglung Page 1 of 1 Initial Environmental Examination (IEE)

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1.0 Introduction

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1.1 Background The Decentralized Rural Infrastructure and Livelihood Project (DRILP) is a project being implemented with Loan 2092-NEP (SF) from Asian Development Bank (ADB), grant from Swiss Agency for Development and Cooperation (SDC), counterpart funding from Government of Nepal (GoN), participating districts and contributions from project beneficiaries. The loan agreement was signed by GoN and ADB on December 23, 2004 (2061/09/08) and the loan has become effective from October 31, 2005 (2062/07/15).

The project goal is to reduce rural poverty in 18 very poor remote hill and mountain districts affected by the conflict. The purpose is to achieve sustainable increased access to economic and social services, and enhanced social and financial capital for people in the project area, particularly poor and disadvantaged groups. The Project will invest in small, community socio- economic infrastructure; and provide jobs, empower rural communities for development, increase institutional capacity and improve accountability and transparency. The Project through specific rural transport subprojects will also extend the network of improved rural transport infrastructure, consisting of roads, trails and pedestrian bridges.

Labor-based, environmentally friendly, and participatory (LEP) approaches will ensure that the investment in construction and rehabilitation of infrastructure results in sustainable, improved access to economic and social services, and enhanced social and financial capital.

Department of Local Infrastructure Development and Agricultural Roads (DoLIDAR) is the executing agency for DRILP supported sub-projects. The implementing arrangements are as following: DoLIDAR has established a project coordination unit (PCU) in Kathmandu, headed by a project coordinator to coordinate all project activities. The PCU will be responsible for guiding and monitoring district development committees (DDCs) as they implement project components. At the district level, project implementation will be the responsibility of the district project office (DPO) within the district technical office (DTO) of each DDC. A local engineering consultant to cover technical issues, and a local non-government organization (NGO) engaged for social mobilization and support for rural infrastructure building groups, will support the DPO as district implementation support consultants (DISC). Overall back stopping support to the district will be provided by central implementation support consultants (CISC).

1.2 Relevancy of the proposal An IEE of the proposed road is necessary in order to assess the environmental consequences of the proposed rural road rehabilitation and construction activities and suggest appropriate, practical and site specific mitigation and enhancement measures. It is a legal requirement by the Government of Nepal (GoN) according to article 3 of Environmental Protection Act (EPA) 1996 and rule 3 of Environmental Protection Rules (EPR) 1997 (amended in 2007) as mentioned in ______Baglung-Ghodabadhe Road, Baglung Page 1 of 8 Initial Environmental Examination (IEE)

schedule 1. Preparation of IEE report by concerned District Development Committee (DDC) and approval of IEE report by the Ministry of Local Development (MLD) according to Nepali legal provision is considered sufficient by the ADB according to Project Administrative Memorandum (PAM) subject to prior review of an agreed sample of sub-project IEEs by ADB. DRILP falls under category B project where IEE is mandatory according to Environmental Assessment Guidelines of ADB (2003). Nepali legal provisions in essence satisfy ADB's requirements, however, ADB approval is also required if the project cost exceeds more than $ 30,000 per km according to Report and Recommendation of the President to the Board of Directors.

This IEE report of Baglung-Ghodabadhe Road sub-project in Baglung district is prepared based on the Terms of Reference (ToR) approved on 2064/1/21 by the Minister level decision of the Ministry of Local Development (MLD). The approved ToR is given in Annex 1.

The findings and conclusions of the report are based on the analysis of the information collected during May/June 2007 from the field by undertaking a walk-through environmental survey along the proposed route (for which a checklist was used) and secondary information, supplemented by information collected by the social and technical teams working on the resettlement survey and detail survey.

1.3 Name and Address of the Proponent The District Development Committee (DDC), Baglung is the executing agency at the district level under DRILP and the proponent of the Initial Environmental Examination (IEE) study for the rehabilitation and construction of Baglung-Ghodabadhe road sub-project.

1.4 Description of the proposal The proposed Baglung-Ghodabadhe road lies in Baglung district of Western Development region. This road sub-project is initial section of 90 km Baglung-Burtibang road started in 2054 by Rural Infrastructure Development Project (RIDP) funded by ADB. This road starts from Baglung Bazar of Baglung Municipality and ends at Ghodabadhe of Bihun VDC. In between, the road passes through the Palakot, Bhimpokhara and Bihun VDCs. Settlements along the road are scattered. Market centre along the road are Nuwara, Ratmata, Khahare, Akshete, Pokharathowk, Rijalchowk, Ghodabadhe.

The status of the road sub-project is fair weather and it has been proposed for the gravelling for upgrading of the existing road from fair weather to all weather. Road formation width is 5.0m with additional width for switchback, lay-byes, extra widening in curves, mass balancing and safe disposal site for the excess excavated material. The total length of proposed road section for upgrading is 25.44 km up to Ghodabadhe. The description of the project works is given in the table 1 and the location and alignment of the road is given in Figure 1 and 2. The total project cost is NRs. 73,001,637.07 and per km cost is NRs. 2,869,561.21 (equivalent to US $ 44,836.89) as shown in Annex II.

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Table 1. 1 Project activities of the proposed Baglung-Ghodabadhe road

SN Road section Chainage Length (km) Descriptions Remarks 1 Baglung-Khahare 0+00 to 5.000 Gravelling for Very poor 5+000 upgrading condition due to heavy rutting 2 Khahare- 5+000 to 3.395 Gravelling for Very poor Achhate 8+395 upgrading condition due to heavy rutting 3 Achhate-Inarpani 8+395 to 6.605 Gravelling for Poor surface 15+000 upgrading condition 4 Inarpani- 15+000 to 5.000 Gravelling for Poor surface Pokharathok 20+000 upgrading condition 5 Pokharathok- 20+000 to 5.440 Gravelling for Poor surface Ghodabadhe 25+440 upgrading condition Total 25.440

Figure 1.1 Map of Nepal showing the location of Baglung-Ghodabadhe road in Baglung District

Direct beneficiaries of this road project will be the people of Baglung Municipality 4, 5, 6, 11 and Palakot, Bhimpokhara, Bihun VDCs and indirect beneficiaries will be the people living in Malika, Tityang, Resa, Lekhani, Tangram VDCs of Baglung district. This road will save considerable travel time and improve income generation potentials, enhance commercial opportunities and improve market accessibility. Moreover, this road will also provide short term employment opportunity by engaging the rural poor people in the upgrading of the road. Such ______Baglung-Ghodabadhe Road, Baglung Page 3 of 8 Initial Environmental Examination (IEE)

people based development efforts will reinstall economic activities in the area by creating long term employment and other opportunities.

Figure 1.2 Map of Baglung district showing Baglung-Ghodabadhe road sub-project

1.5 Construction Approach This road will be constructed using the labour-based, environment-friendly and participatory (LEP) approach, the important features of which are: ¾ Use of local people as labour, hand tools and small equipment, rather than heavy machinery, for construction. ¾ Balancing cut and fill and reuse of excavated materials as construction materials, and thus not generating excess spoils, as far as possible. ¾ Use of bio-engineering techniques: integrated use of vegetation, simple civil engineering structures and proper water management systems for slope protection.

1.6 Objectives The main objective of the IEE study is to identify the impacts of physical, biological, socio- economic and cultural environment of the sub-project area. The specific objectives of the proposed IEE study include to:

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identify the major issues that may arise as a result of proposed works on bio-physical, socio-economic and cultural environment of the project area,

recommend practical and site specific environmental mitigation and enhancement measures, prepare and implement environmental monitoring plan for the sub-project, and

recommend whether the IEE is sufficient for the proposed road or whether EIA will be required as a result of the environmental issues that may arise due to the project implementation.

1.7 Methodology adopted The IEE approach, methodology and procedure were generally followed according to the provisions of the EPA, 1996 and EPR, 1997. Two day IEE orientation training was given to the staff of District Development Committee (DDC), District Technical Office (DTO), District Project Office (DPO), and District Implementation Support Consultants (DISC) team jointly to the staff of Baglung and Mygdi by the Environmental Assessment Specialist (EAS) and Environmental Assistant (EA) before going to the field for data collection. Data collection was done in May/June by the staff of DISC team (Engineer, Sub-Engineer, Social Mobilisation Coordinator (SMC), Social Mobiliser (SM), Enumerators) and Environmental Assessment team from CISC.

1.7.1 Desk review The following steps were followed during the desk review: Collection and review of secondary information from various sources Initial interaction and consultation with the local community and district level stakeholders Delineation of geographical boundary of the influence area on the topographical map Preparation of project specific checklist

1.7.1.1 Collection and review of secondary sources of information from various sources Secondary information was collected through published and unpublished reports and interpretation of maps and photographs. The sources of information were District Development Committee (DDC), District Forest Office (DFO), other line agencies, related NGOs and other project offices in the district.

1.7.1.2 Initial interaction and consultation with the local community and district level stakeholders During the IEE report preparation, EAS, EA and DISC team met, discussed and interacted with concerned staff of the Government of Nepal, DDC, VDCs in the district head quarter and teachers, community based organization member and knowledgeable key persons of surrounding areas within the Zone of Influence (ZoI).

1.7.1.3 Delineation of geographical boundary of the influence area on the topo-map The geographical boundary of ZoI (one and half hours walk from the road) was drawn on the topographical maps with the help of DISC Engineer, SMC and SM.

1.7.1.4 Preparation of project specific checklist A checklist was prepared to collect physical, biological, socio-economic and cultural environment related information in the field. This check list was based on APPROACH manual produced by DoLIDAR. In addition, ZoI household survey questionnaire was used to collect socio-economic ______Baglung-Ghodabadhe Road, Baglung Page 5 of 8 Initial Environmental Examination (IEE)

information of the households. Similarly, household listing survey report was used for the listing of agricultural land, forest, trees, houses and other affected properties prepared during resettlement survey.

1.7.2 Field survey Field survey comprised of walkthrough survey, consultation with community, site inspection and observation. The road alignment from the starting point at Baglung to end point at Ghodabadhe was visited and observed. The following tools were used for the collection of primary data: Focus group discussion (FGD) - To conduct consultation with the local communities at different settlements, FGD was organized with key informants and other knowledgeable persons at each settlement. It was done to collect biological, socio-economic and cultural environment related information using a checklist ZoI household survey - Questionnaire was used to collect socio-economic information of all the households within the ZoI. Household listing survey - Total enumeration was done for the listing of agricultural land, forest, trees, houses and other affected properties. Stripe map - It was used during walkthrough survey to document environmental features according to the chainage. Topographical map - It was used to show environmental features on the map during walkthrough survey. Photographs - Necessary photographs were taken to show different environmental features.

1.7.3 Compilation of existing information, impact identification and prediction The information collected from different sources were processed and analyzed according to the physical, biological, socioeconomic and cultural environment within the zone of influence. The collected secondary data were the major sources for verification and crosschecking of primary data during the field survey. The generated information from primary source was analyzed, tabulated and prioritized.

Based on the identification of the impacts, their prediction was done to forecast the changes in local environment. The methods adopted in impact predictions were done by using various methods, such as trend analysis, cause and effect relationship, expert judgment etc. The assessment of environmental impact was derived exclusively in terms of magnitude, duration and extent. The significance of positive and negative impacts associated with construction and subsequent operation of the road were identified and predicted considering the ZoI.

1.7.4 Mitigation Measures and Monitoring Plan Based on the identified impacts their nature, extent and magnitude, the mitigation and monitoring prescriptions were developed. A realistic approach was applied for the application of the mitigation measures in the local context. Environmental monitoring plan was developed to assess the effectiveness of the mitigation measures and implementation status.

1.7.5 Public consultation and disclosure In order to ensure the public involvement, the following procedures were followed during IEE report preparation: Publication of notice- a 15 days public notice was published on 9th of Jestha 2064 in the Gorkhapatra, a national daily newspaper (see Annex III) seeking written opinion from concerned VDCs, DDC, schools, health posts and related local organizations. A copy of the ______Baglung-Ghodabadhe Road, Baglung Page 6 of 8 Initial Environmental Examination (IEE)

public notice was also affixed in the above mentioned organizations and deed of enquiry (muchulka) was collected (see Annex IV for deed of inquiry (muchulka) and Annex V for the names of organizations). Written responses from relevant stakeholders on the public notice were also reviewed and documented in the report. IEE team also carried out interaction with local communities and related stakeholders during field survey to collect the public concerns and suggestions. Moreover, focus group discussions (FGDs) were conducted to collect and solicit information regarding the bio- physical and socio-economic and cultural aspects of Baglung-Ghodabadhe road. The FGDs were held at different 24 settlements along the ZoI of the road (refer table 3.3 for the names of settlements). Draft IEE report was sent to Baglung Municipality, Bihun, Palakot, Bhimpokhara VDCs for public disclosure and recommendation letters were also obtained and given in Annex VI. Draft IEE was also kept in information center of DDC Baglung for public disclosure. After reviewing draft IEE report and incorporating the suggestions from the concerned stakeholders, final IEE report was prepared and sent to PCU for approval from MLD and ADB. The approved IEE report will be accessible to interested parties and general public.

1.7.6 The Final Report The IEE report was prepared by Environmental team if CISC with DISC support and submitted to DDC for review. After reviewing the final IEE report according to ToR, it will be submitted to MLD for approval.

1.7.7 Organization of the IEE Report The IEE report is organized as following:

Table of Contents Abbreviations Executive Summary (Nepali) Executive Summary Salient Features of the Project Section 1.0: Introduction Section 2.0: Review of Relevant Acts, Regulations and Guidelines Section 3.0: Existing Conditions Section 4.0: Project Alternatives Section 5.0: Identification and Assessment of Impacts Section 6.0: Mitigation Measures Section 7.0: Environmental Management Plan Section 8.0: Conclusion and Recommendation Section 9.0: Miscellaneous

Annexes Annex I Terms of Reference for IEE study Annex II Abstract of cost Annex III Public notice Annex IV Deed of enquiry (muchulka) Annex V Name of the organizations Annex VI Recommendation letters from Municipality and VDCs Annex VII a. Distribution of household by major occupation ______Baglung-Ghodabadhe Road, Baglung Page 7 of 8 Initial Environmental Examination (IEE)

b. Summary of public services and infrastructures according to settlement c. Land holding pattern of settlements within ZoI d. Number of households belonging to different food security category Annex VIII List of persons contacted Annex IX List of tress Annex X Minimization of slope cutting and preservation of vegetation cover Annex XI Photographs

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2.0 Review of Relevant Acts, Regulations and Guidelines

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Government of Nepal has adopted various acts, regulations and guidelines to ensure the integration of development and conservation of environment. The IEE study was being guided by the requirements and provisions of the following acts, rules and guidelines as applicable.

2.1 Environmental Protection Act (EPA) 1996 Environmental Protection Act (EPA) 1996 and Environmental Protection Regulation (EPR) 1997 were enforced by the government which became effective with the enforcement of Environment Protection Regulations (EPR) in June 1997 and later its amendment in April 1999. The Act requires any development project, before implementation, to pass through environmental assessment, which may be either IEE or an EIA depending upon the location, type and size of the projects. The Act recognizes the interdependence between development and the environment and shows the concerns for minimizing the impacts of environmental degradation on people, animal, and plant species and their physical surroundings.

The Act obliges the proponent to undertake IEE and EIA of proposal, plans or projects which may cause changes in existing environmental condition and authorizes then (MoPE) now MoEST) to clear all EIA and line ministries for IEE study.

2.2 Environmental Protection Regulation (EPR) 1997 (amendment, 1999) The EPR, 1997 obliges the proponent to inform the public on the contents of the proposal in order to ensure the participation of stakeholders. EPR contains the elaborative provisions on the process to be followed during the preparation and approval of projects requiring IEE and EIA including scoping document, terms of reference, information dissemination, public consultation and hearing and environmental monitoring and auditing. Article 12 of the EPR, requires the proponent to comply with the matters mentioned in the report and other conditions, if any, prescribed by the approving agency or concerned agency, while Rule 13 and 14 are related to environmental monitoring and environmental auditing.

2.3 Forest Act, 1993 The use of forestland for rural road project is subject to forest law and regulation. The road projects need to comply with the provisions of forest law when it requires the use of forestland for road construction. The Act requires decision makers to take account of all forest values, including environmental services and biodiversity, not just the production of timber and other commodities.

The Forest Act, 1993 (amendment, 1998) contains several provisions to ensure the development, conservation, management and sustainable use of forest resources, based on an approved work plan. It also recognizes the importance of forests in maintaining a healthy environment. Sections 68 of the Forest Act, 1993 empowers the government in case of no alternatives, to provide parts of any types of forests for the implementation of a national priority plan with assurance that it does not adversely affect the environment significantly. Section 49 of the Act prohibits reclaiming lands, setting fires, grazing, removing or damaging forest products, felling trees or

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plants, wildlife hunting and extracting boulders, sand and soil from the national forest without prior approval.

2.4 Forest Rules, 1995 The Forest Rules, 1995 further elaborate legal measures for the conservation of forests and wildlife. Rule 65 of the Forest Regulation stipulates that in case the execution of any project having national priority in any forest area causes any loss or harm to any local individual or community, the proponent of the project itself shall bear the amount of compensation to be paid. Similarly the entire expenses required for the cutting and transporting the forest products in a forest area to be used by the approved project shall be borne by the proponent of the project.

2.5 National Park and Wildlife Conservation Act, 1973 The National Parks and Wildlife Conservation Act, 1973 addresses for conservation of ecologically valuable areas and indigenous wildlife. The Act prohibits any movement of a person without written permission within the parks and the reserves. The Act further prohibits wildlife hunting, construction of houses and huts, damage to plants and animals etc. within the park and reserve, without the written permission of the authorized person. The Act has also listed 26 species of mammals, 9 species of birds and 3 species of reptiles as protected wildlife.

2.6 Local Self Governance Act (1999) and Rules (2000) The Local Self Governance Act has been enacted to provide greater political, administrative and financial autonomy to local bodies and facilitate community participation at the local level. The Local Self Governance Act, 1999 empowers the local bodies for the conservation of soil, forest and other natural resources and implements environmental conservation activities. Sections 28 and 43 of the Act provide the Village Development Committee (VDC) a legal mandate to formulate and implement programs related to the protection of the environment during the formulation and implementation of the district level plan.

2.7 Land Acquisition Act, 1977 and Land Acquisition Rules, 1969 The Land Acquisition Act, 1977 and the Land Acquisition Rules, 1969 are the two main legal instruments that specify procedural matters of land acquisition and compensation. Government can acquire land at any place in any quantity by giving compensation pursuant to the Act for any public purposes or for operation of any development project initiated by government institutions. The powers given under these two sections are very broad as government is empowered to acquire any land in the name of public works. However, the Constitution of the Kingdom of Nepal, 1990 has provision for compensation to be paid to the individual if the state takes land for development purposes.

2.8 National Environmental Impact Assessment Guidelines, 1993 In order to integrate the environmental aspects in development projects and programs, the government has developed the National EIA Guidelines (1993). The guidelines provide guidance to project proponent on integrating environmental mitigation measures, particularly on the management of quarries, borrow pits, stockpiling of materials and spoil disposal, operation of the work camps, earthworks and slope stabilization, location of stone crushing plants, etc.

2.9 APPROACH for the Development of Agricultural and Rural Roads, 1999 With respect to agriculture sector, roads and irrigation sub-sectors play an important role since these are directly related to agriculture. The rural roads that are termed as "Agricultural Road" link farms to market centers or to nearby strategic road. The existing rural road network, at present has a limited economic impact because of its low density. Therefore, among all the rural ______Baglung-Ghodabadhe Road, Baglung Page 2 of 3 Initial Environmental Examination (IEE)

infrastructure development activities, rural road sub-sector is considered vital. The approach given in this manual is, therefore prepared in line with the poverty alleviation objectives and the decentralized participatory development concepts of the government. In addition of poverty alleviation objectives, this manual emphasizes labor based technology and environmental friendly, local resource oriented construction methods to be incorporated actively in rural infrastructure process.

2.10 Reference Manual for Environmental and Social Aspects of Integrated Road Development, 2003 This Manual is designed to help integrate social and environmental considerations, including public involvement strategies, with technical road construction practices. It suggests stepwise process of addressing environmental and social issues alongside the technical, financial and others. The main objective of the Manual is to assist in the effective implementation of environmental and social plans and actions, to advice and suggest appropriate methodologies to achieve sustainable development. The Manual recommends various environmental and social approaches, actions and strategies to assist developers in following mandatory requirements of the law and improving public involvement.

2.11 Green Roads in Nepal, Best Practices Report: An Innovative Approach for Rural Infrastructure Development in the Himalayas and Other Mountainous Regions, 1999 The green road concept is a new conservation oriented rural mountain road construction approach mainly focusing on participatory, labor based and environment friendly technology that has been gradually developing in Nepal since the mid 1970's. Proper alignment selection, mass balancing, proper water management, and bioengineering are the major features of the Green Road technology, yet some of them are sometimes difficult to apply. Green Roads are fair weather, low volume earth roads that are built in different phases using labor-based methods. Many of the environmental advantages of the technology are obviously not immediate. The Green Road Concept comprises a "phased construction" approach meaning construction of road in different phases.

2.12 Batabaraniya Nirdesika (Nepali), 2057 The directive is focused in the practical implementation of small rural infrastructures through the minimization of environmental impacts. This directive includes the simple methods of environmental management in the different phases of the project cycle. More emphasis is given to prevention rather than cure. So, the recommendations for the mitigation measures are provided only when it is necessary.

2.13 IEE Rural Access Programme (RAP) Guideline The Rural Access Programme guidelines for IEE, 2003 clearly indicates the objectives and process of IEE in terms of project screening, preparation of terms of reference, desk review, field work, data analysis and interpretation (identification, prediction and analysis of impacts), mitigation measures, monitoring plan and reporting.

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3.0 Existing Environmental Condition

Baseline information on the existing physical, biological as well as socio-economic and cultural environment of the proposed sub-project are described here.

3.1 Physical Environment This section describes the physical condition of the area that comes under the ZoI of the road section along its entire length and surrounding area. The data has been collected from both secondary and primary sources.

3.1.1 Topography The elevation of the road ranges form 985 m at Baglung to 2,085 m at Ghodabadhe. The location of the road is at 28º 16' 08" to 28º 14' 47" north (latitude) and 83º 36' 09" to 83º 28' 51" east (longitude). Baglung-Ghodabandhe road alignment passes through the upper valley slope in middle hills. The topographical setting of the road section is characterized by river valley in the beginning and hill after Achhete up to the end point.

The slope varies from 14° to 45°. Major portion of the road passes along the north facing slope. The road section from Baglung to Achhete runs almost at same contour. While Achhete to Ghodabandhe section is the major ascending part of the road. The ZoI of this road lies within 24 settlements of Baglung Municipality ward no. 4, 5, 6, 11 and Palakot, Sigana, Bhimpokhara, Bihunkot VDCs.

3.1.2 Geology and soil type The road section comprises of different types of rocks. The road corridor falls in the Higher Himalayan Crystallines and Lesser Himalayan Sediments zone that comprises rocks such as gneisses, migmatites, quartzites, phyallites, slates and schists.

This road is an earthen road but in some short section in the starting from Baglung, spot gravelling has been done. Public vehicles like jeep and mini bus regularly operate in this section. Baglung to Achhete road section is poor due to heavy rutting on the road surface and vehicle operating in rainy season. There are stone masonry side drains, gabion retaining and breast wall, and cross drainage structures and passing places are limited and regular and periodic maintenance has not been initiated. Soil types in this section are colluvial and residual. There are highly fractured rock outcrops exposed in few areas with favorable bedding planes.

Achhete to Ghodabandhe road section is not as bad as Baglung to Achhete road section. But there are some sections of poor surface condition due to vehicle operation in rainy season, excess rain water and irrigation canals which are not properly managed. This results in muddy road surface and ponding on the road. This section of road has colluvial soil and passes through cultivated land. In general soil type along the alignment can be classified as alluvial, colluvial and residual. The detail topography, geology and soil type along the road alignment is presented in the table 3.1.

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Table 3.1 Topography, geology and soil type along the road SN Section Chainage Length Elevation (m) Aspect Geology Soil type 1 Baglung- 0+00 to 5.000 985 - 1,040 South-East Quartzite Colluvium Khahare 5+000 and South- and residual West 2 Khahare- 5+000 to 3.395 1040-1100 Southern and Phyllite, Colluvium Achhete 8+395 South- West quartzite and alluvium 3 Achhete- 8+395 to 6.605 1100-1736 North-West Slate, Residual and Inarpani 15+000 and North- schist colluvium East 4 Inarpani- 15+000 to 5.000 1736-1970 South-West Schist Colluvium Pokharathok 20+000 and North- East 5 Pokharathok- 20+000 to 5.440 1970-2085 South-West Schist, Colluvium Ghodabadhe 25+440 and North- slate East Total 25.44 Source: Field survey, 2007

3.1.3 Climate Baglung-Ghodabadhe road lies in the sub-tropical and temperate climatic region. Generally, rainy season starts from June and ends in September. The meteorological record shows unevenly distributed monsoon rain in the project area with the total average annual rainfall is 2200 ml. In Baglung, climate is sub-tropical and as the road ascends, climatic condition also changes to temperate at Ghodabadhe area. The general climatic condition is cold in winter and hot in summer with average minimum temperature of 2.5° C and average maximum temperature of 37.5° C.

3.1.4 Hydrology and Drainage System There are several streams and gullies crossing the road alignment as given in the table 3.2

Table 3.2 Summary of streams along the road alignment SN Chainage Name of the Stream Remarks 1 5+000 Khahare Khola 20m span 2 7+800 Palako Khola 10m span 3 8+000 Jante Khola 12m span 4 8+300 Kathe Khola 25m span bridge Source: Field survey, 2007

3.1.5 Soil Erosion and Sedimentation The stability of slopes along the road corridor depends upon slope angle, the material constituting the slope, rock discontinuities and hydrological conditions. There exist following three landslides at Ch 4+000, 8+450 and 16+700:

3.1.5.1 Landslide at Ch 4+000 A mass movement is taking place at kilometer 4+000 (Bokse Khaldo). The road alignment lies in upper part of mass movement and existing alignment suffers major settlement of noticeable depth ranging from 0.5 to 1 meter each year. The road alignment passes through old landslide debris where mass movement is taking place each year. The slide has been reactivated after the road construction and major failure occurred in 2004. The slide is still active and will undoubtedly

______Baglung-Ghodabadhe Road, Baglung Page 2 of 7 Initial Environmental Examination (IEE) cause more problems during next monsoons. The prime factor of failure is ground water that caused a rotational failure. 3.1.5.2 Landslide at Ch 8+450 A landslide occurred in last monsoon at the junction of Baglung-Ghodabandhe and Achhete- Lekhani road. The entire slope is old colluvial debris where the road bench formation was left with unprotected toe that initiated a translational failure. The landslide is measured 25 meter long and the width is 40 meter. The main head scar of the landslide is situated at Lekhani road and landslide debris has reached to Baglung-Ghodabandhe road.

3.1.5.3 Landslide at Ch 16+700 A slide of 30 meter long 40 meter wide occurred in shallow depth after the road construction. The prime factor of the failure is road under cutting on old colluvial deposit. The failure mechanism after the main failures found here is rill erosion from cumulative surface water run-off on slope. Hence, the site requires safe surface de-watering, toe support and surface protection.

3.1.6 Land use Land use pattern of the area through which the road passes have been classified into three types: cultivated land, forest and barren land.

3.1.7 Air, Noise and Water Quality Degradation in the air quality due to air-borne dusts will be experienced which may cause different types of diseases. Water quality in the proposed road section is observed to be good since it is free from any kind of pollution sources. There is no defecation problem observed around the drinking water sources. However, during the monsoon season the quality of water may be polluted due the accumulation of silt, landslide, gully erosion etc. The proposed area has some noise disturbance due to the movement of vehicles.

3.2 Biological Environment 3.2.1 Vegetation The dominant forest and fodder species reported around this road are Toona ciliate (Tooni), Prunus cerasoides (Paiyu), Schima wallichii (Chilaune) Dalbergia sissoo (Sisau), Pinus roxburghii (khote salla), Alnus nepalensis (Utis), Bamboo, Ficus semicordata (Khanyu), Ficus nerifolia (Dudhilo) etc.

3.2.1.1 NTFP Non timber forest products (NTFPs) are defined as any kind of products derived from forest species other than timber and fuel wood. The main NTFP species found along the road alignments are: Allo, Rubia manjith (Majitho), Gaultheria fragrantissima (Dhasingare), Swertia chirayita (Chirayito) etc.

3.2.1.2 Community Forest Community forest (CF) is a national forest handed over to a community forest user group (CFUG) for its development, conservation and utilization for the collective interest of the user group according to the Forest Act, 1993 and the Forest Rules, 1995. In Baglung district, there are 344 CFUGs having 12,672.94 ha of community forest benefiting 43,241 households. This is about 26% of total potential community forest area∗. There are 3 CFs along the road namely Paharepani CF, Phaparchaur CF, Shivadhuri CF.

∗ Annual Progress Report of District Forest Office( DFO), Baglung, 2005. ______Baglung-Ghodabadhe Road, Baglung Page 3 of 7 Initial Environmental Examination (IEE)

3.2.2 Wildlife Panthera pardus (Leopard), Hystix indica (Porcupine), Canis aureus (Jackal), Macaca mulatta (Monkey), Felis chaus (Jungle Cat) are the wild animals reported in the forests of proposed road area. Similarly birds are Lophura lencomelana (kalij pheasant), Columba livia (Pigion), etc. However, none of these wild lives are endangered species. The road does not fall under any protected or buffer zone area.

3.3 Socio-economic and Cultural Environment 3.3.1 Population, Household and Ethnicity There are 24 settlements along the ZoI of the proposed road alignment in Baglung municipality, Bihunkot, Palakot, Sigana, Bhimpokhara VDCs with total population of 5,121persons (1,018 households) and average family size of 5.02 as illustrated by table 3.5. Diverse ethnic groups such as, Brahmin, Thakuri, Chhetri, Magar, Newar and occupational caste (Damai, Kami, Sarki) live along the ZoI of road alignment. Occupational caste households are distributed in almost all the settlements. Table 3.3 Settlements and population within the ZoI of road alignment S.N. Major Settlements VDCs & ward no. Total Households Total Population 1 Ratmata Baglung-4 82 412 2 Pakhathar Baglung-11 70 352 3 Upallachaur Baglung-11 80 402 4 Totapani Baglung-5 40 201 5 Mulpani Baglung-6 40 201 6 Ghodabadhe Bihunkot-8 19 96 7 Rijal Chowk Bihunkot-6 24 121 8 Pokharathok Bihunkot-6 40 201 9 Phaparchaur Bihunkot-4 42 211 10 Inarpani Bihunkot-3 17 86 11 Tarakhase Bihunkot-1 30 151 12 Githapata Bihunkot-1 17 86 13 Tapu(Tallo+Upallo) Bihunkot-1 18 91 14 Suldanda Bihunkot-1 34 171 15 Kimbot Bihunkot-2 42 211 16 Karina Palakot-5 53 266 17 Dhimi Palakot 70 352 18 Khahare Palakot 15 76 19 Korikhola Sigana-5 40 201 20 Chanaute Sigana-6 60 302 21 Achhete Bhimpokhara-1 22 111 22 Dapasa Bhimpokhara-1 18 91 23 Nuwara Baglung-5 115 578 24 Gahate Baglung-5 30 151 Total 1018 5121 Source: Field survey, 2007

3.3.2 Main occupation The main occupation of the people residing within the ZoI of the proposed road alignment is agriculture and livestock. Due to limited transportation facilities and higher altitude, agriculture farming is not enough for subsistence level. Therefore, people are carrying out other economic ______Baglung-Ghodabadhe Road, Baglung Page 4 of 7 Initial Environmental Examination (IEE) activities like working in government and non government organizations (19%), business (11%) employment in foreign countries (8%), labour and porters (7%) and cottage industries (0.3%). A significant section of the economically active male population goes out for employment in foreign countries like, Qatar, Saudi Arab, India, Japan, and Korea. Details of occupations of the people according to the settlements are shown in Annex VIIa.

3.3.3 Public Services and Infrastructures There are various social sector facilities and infrastructure in different settlements. Details about public services and infrastructures according to the settlements are shown in Annex VII b.

3.3.3.1 Education The proposed project area consists of a total of 26 educational institutions ranging from primary level to college level education. Primary schools are found in majority of the settlements. In addition, there are four campuses in Pakhathar, Upallachaur, Pokharathok, Suldanda settlements and five high schools in Ratmata, Mulpani, Pokharathok, Suldanda and Dhimi settlements.

3.3.3.2 Health Facility In health sector, there is a district hospital and an Auyrvedic Dispensary in Baglung and there are 3 health and sub-health posts in Upallachaur, Suldadna and Dhimi area. For serious health problem, people go to district hospital in Baglung.

3.3.3.3 Communication Regarding communication, all the settlements except Phaparchaur have telephone facilities mostly with CDMA connection.

3.3.3.4 Electricity There is national grid for electricity supply in almost all the settlements except Ghodabadhe, Phaparchaur and Pokharathok. One to fifteen hhs in ten settlements (total 49 hhs) have solar power for lighting.

3.3.3.5 Business Facilities There are grocery shops, tea stalls, restaurants and lodges available in the majority of the settlements and number is more in potential market centers like Ghodabadhe, Rijalchowk, Pokharathowk, Upallachaur, Khahare, Achhete, Ratmata. The number of business facilities varies from 1 to 20.

3.3.3.6 Water Supply Drinking water supply facility is available to all settlements. The water supply schemes generally use spring sources located at higher altitudes. The water is conveyed by pipes from the sources to the public taps through gravity flow. These taps are located in common places so that each serves a few households. No house has a private connection.

3.3.3.7 Irrigation Irrigation facility is available to six settlements covering 21 ha of cultivated land through gravity fed canals. Most of the settlements do not have irrigation facilities where irrigation is possible during rainy season only.

Other Infrastructures There are three water mills and one electric (Totapani settlement) and one diesel mill (Pokharathok) mainly used for grinding purpose. There are 10 bridges in various streams. ______Baglung-Ghodabadhe Road, Baglung Page 5 of 7 Initial Environmental Examination (IEE)

3.3.3.9 Industries There are 11 industries like rice and flour mill, furniture located in Ratmata, Upallachaur, Githapata, Dhimi, Nuwara and Gahate settlement.

3.3.3.10 Financial Institutions There are 12 financial institutions found in six settlements such as, Ratmata, Pakhathar, Upallachaur, Mulpani, Dhimi and Nuwara.

3.3.3.11 Community Development Facilities Community based organizations particularly, women saving and credit groups are found in eight settlements. Play grounds, ghat (cremation site) and community centers are found in majority of the settlements.

3.3.4 Land holding pattern Land holding pattern within the ZoI of the road project demonstrates that half of the population (47%) have less than 5 ropani (approximately 1 ha = 20 ropani) land while one fourth households (24%) fall under 5-10 ropani land holding category. Very few hhs (2%) are landless. While one fifth (20%) of the households have 10-20 ropani land and another few (2%) are big farmers having more than 20 and less than 50 ropani land. In Rijalchowk and Ghodabadhe settlements, people are staying in rented houses. Therefore they do not have their own farming land. Details about land holding pattern are given in Annex VIIc.

3.3.5 Food Security Large percentage of the households is food deficit for varied time period as shown in the table given in Annex VIId. More than half of the households (54%) have food sufficiency for three to nine months. Even few hhs (8%) have food sufficiency for less than three months only. This shows the poverty situation within the ZoI of the project area. On the contrary, about one fifth (19%) of households of the project area have food sufficiency for whole year while only five percent households are reported as food surplus ones who are in the well off category of selling their surplus farm products.

3.3.6 Migration pattern Permanent migration takes place in limited scale towards Terai and other places like Kathmandu. However, people migrate to foreign countries like Qatar, Japan, India, Korea in search of employment opportunity almost from all the settlements. Seasonal migration occurs during slack framing season from Mangsir to Poush mainly in various parts of India. This shows poor economic status of the people in the proposed road corridor. This could be reduced by providing employment opportunities at the local level.

3.3.7 Potential Development area The proposed road passes through a potential area for orange cultivation in Korikhola phant of Sigana VDC-5. Similarly, some of the areas like Korikhola phant, Achhete, Pala, Mulpani are also potential for the production of vegetables. Mulpani is potential area for coffee production. Dhimi area is potential for brick production.

Ghodabahe area of Bihunkot VDC is potential for rural tourism development as panoramic view of Machhapuchhre and Dhaulagiri Himal is seen from here. More tourists will visit this area due to easy accessibility. Khahare, Achhete, Pokharathok, Rijalchowk and Ghodabadhe areas have potential to become market centers for local trade in future. ______Baglung-Ghodabadhe Road, Baglung Page 6 of 7 Initial Environmental Examination (IEE)

3.3.8 Religious, Cultural and Historical Sites The following historical and religious sites are within ZoI of the proposed project area: Paththare temple, Satyadevi temple, Shivadhuri temple, Sarswati temple, Ram mandir temple, Laxminarayan temple, Ganesh temple, Maikothan temple, Gauridham temple, Nagnageni temple. Ramkot at Bihunkot Pokhara ko Pokhari (Pokharathok was named in the name of this 100 years' old pond)

These sites are visited, and used for worship, by the local residents. However, they are not popular or famous outside the locality and these temples and religious sites don't fall in the proposed road alignment and there displacement is not needed.

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4.0 Project Alternatives

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Alternative analysis has been considered as an integral part of IEE study, which involves an examination of alternative ways of achieving objectives of the proposed project. The aim of alternative analysis is to arrive at a development option, which maximizes the benefits while minimizing the adverse impacts. The various alternatives to achieve the project objectives with minimum environmental degradation are discussed as follows:

4.1 No action option This alternative does not allow the implementation of the proposal. This alternative has both beneficial and adverse impacts on the environment. If the proposal is not implemented, the present poor condition of road will increase the transportation time and cost for the local people to the district headquarter and markets and vice versa resulting into low level of productivity and prevalence of poverty. The no action option will conserve some of the environmental adverse impacts at the cost of poverty and hardship of the people.

4.2 Proposal alternatives The people living within the ZoI require an efficient and safe mode of transportation to have the access to the market and other service centers. At the same time, there is need to conserve the physical, biological and socio-economic and cultural environment. Therefore, construction of ropeway, airport and road could be the options for achieving the above mentioned objectives.

Ropeway can be another mode of transportation to enhance accessibility of the people within ZoI. The ropeway primarily serves to transport goods and it normally does not provide facilities for human mobility except it is built with cable car facilities. It is very costly if built with cable car. Hence, ropeway without cable car will not serve the transportation need.

Air connection will be expensive and out of reach for poor people. There is an airport in Balewa but transportation by air will be very expensive and bulk transportation may not be feasible. Moreover, there are no flights in operation and the airport has already been closed.

Considering the project alternatives, the proposed road project can be the best option to serve the purpose of efficient transportation requirement.

4.3 Alternative Design and Construction Approach There are two types of road design and construction methods. They are conventional and green road approach. In conventional method, heavy machineries and equipment, explosives, heavy concrete structures with the application of bituminous surfacing, side drains, bridges and culverts etc. are extensively involved.

Green road approach which is normally referred as a labour based, environmental friendly and participatory (LEP) focuses to conserve the delicate mountain ecology through the protection of vegetation cover as means of soil conservation. Under this approach, construction work is done

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manually from the local labour without using heavy machinery and explosives. Spoil disposal is balanced with cutting and filling volume. Simple dry stone walls and stone causeways will be used at maximum possible extent. Preservation of vegetation cover is maintained. The proposed road has been designed considering the green road design concept and construction will be done accordingly, however, dump trucks and compact roller will be used during road upgrading.

4.4 Alternative schedule and process During the rainy season, the construction work is stopped to allow the natural compaction of the road. Rehabilitation and construction work will be carried out during the remaining months. The construction period is more appropriate from October to June as the local people are more or less free from farming activities.

4.5 Alternative Resources The physical resources consumed for the construction of the proposed road will mainly include boulders for gabions and stone for dry masonry wall and river bed materials for gravelling the proposed road surface. The proposed construction will optimally use the local labour force and local materials.

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5.0 Identification and Assessment of Impacts

The identification and assessment of impacts has been carried out by considering the proposed proposal activities in terms of construction and operation stage. The impact of the activities will be on physical, biological. socio-economic and cultural resources within the ZoI. The impacts generated are both beneficial as well as adverse. The environmental impacts have been identified for a number of issues based on the analysis of the environmental baseline information and activities that are to be undertaken (during construction, rehabilitation and subsequent operation phase). Most of the identified impacts have been quantified to the extent possible.

The impacts have been predicted in terms of their magnitude if significance (minor, moderate and high), extent (site specific, local and regional) and duration (short, medium and long term) as illustrated in table 5.1. The possible impacts from the proposal during the construction and operation stages are presented as following:

5.1 Beneficial Impacts The development efforts particularly the development of transportation network will have multifold beneficial impacts. Road projects are generally intended to improve the economic and social welfare of the people. The largest beneficial impacts will be on the physical and socioeconomic environment as given below:

5.1.1 Construction Stage 5.1.1.1 Employment Generation and Increase in Income One of the major direct beneficial impacts of the road during construction stage is the creation of employment opportunity to the local community. This road construction will create 169,910 of unskilled and 4,804 skilled person days work. Total 53 skilled and 1,888 unskilled persons will get employment for 90 days. Upgrading of this road will generate employment for the local people which will minimize seasonal migration to other parts of the country and India. The amount of money that is earned by the wages will directly enhance the operation of various economic activities and enterprise development.

5.1.1.2 Enterprise Development and Business Promotion During construction period, different types of commercial activities will come into operation in order to meet the demand of workers. Since they will have good purchasing power, they will regularly demand for different types of food, beverage and other daily necessary items. To meet these demands, many local and outside people may operate a number of small shops and restaurants around the vicinity of the construction sites. Various farm based enterprises including wide range of agricultural and livestock products will also gain momentum as a result of increased demand by labors during construction period. This will increase local trade and business in the area.

5.1.1.3 Enhancement of Community Development Service Due to increase in employment opportunities, trade, business and agricultural income, considerable amount of money may be channeled into the local economy in the area. This will increase the income level of the individual household and the local community of the area. It is possible that ______Baglung-Ghodabadhe Road, Baglung Page 1 of 7 Initial Environmental Examination (IEE) some money may be spent by the individual for the community development activities such as education, school, health and sanitation services.

5.1.1.4 Awareness on Resource Management The project will adopt bioengineering treatments. This activity will enhance the local understanding on the importance of vegetation, particularly the trees and shrubs, including grasses for road slope stabilization. It is also likely that local people will have the opportunity to be aware about the importance of plants and its contribution to the stability of the road.

5.1.2 Operation Stage Following beneficial impacts of the proposed road project are anticipated during the operational stage:

5.1.2.1 Access to Inputs and Services due to Transportation Facility Access to inputs and services is expensive and not regular at present due to earthen road. Once the road is in operation, people would have cheaper and improved access to many inputs such as seeds, chemical fertilizer and technology leading to increased agricultural production and diversification. The transportation cost is expected to come down heavily for many of the inputs that are used by farmers in the farm and other goods.

5.1.2.2 Trade and Business When completed, the graveled road will bring more opportunities for the promotion of trade and business. This will also ensure regular and cheaper transportation facilities from the district headquarter of Baglung to other rural areas in the western part of the district. This will ensure continuous flow of products and commodities to Achhete, Rijalchowk, Pokharathok and Ghodabadhe market centers along the road.

5.1.2.3 Increased Crop Productivity and Sale of Farm Products Due to easy and cheaper availability of agricultural inputs and technologies, productivity will be increased along the road. Sale of farm and livestock products will be increased in the settlements along the road corridor like, Khahare, Achhete, Rijalchowk, Pokharathok, Ghodabadhe. The major areas for the production of oranges, vegetables and seed production are Korikhola phant, Achhete, Pala, Mulpani. In addition, Mulpani is potential area for coffee production.

5.1.2.4 Development of Market centers There is a possibility of increased economic opportunities and significant growth and extension of the minor local markets along the road like in Khahare, Achhete, Rijalchowk, Pokharathok and Ghodabadhe area. The farmers will be more interested to increase agricultural production due to market accessibility.

5.1.2.5 Appreciation of Land Value The construction of road leads to appreciation of land values particularly near the market and settlement areas. The land price would increase due to the availability of reliable transportation facilities. There will be rapid increase in the commercial production of agricultural crops due to road accessibility which is also a major factor to raise the land value. This activity would likely uplift the economic condition of the local people.

5.1.2.6 Enhancement of Community Development Services Local people may spend more on health and sanitary facilities, education facilities and other community services due to reduced transportation cost. The operation of road will also contribute to ______Baglung-Ghodabadhe Road, Baglung Page 2 of 7 Initial Environmental Examination (IEE) raise quality services in social sectors as more competent agencies and people will enter in the area to provide services. This will also encourage students to enroll in campuses for higher studies. People will get health services easily due to the regular and cheaper transportation facilities.

5.1.2.7 Promotion of Tourism Activity Ghodabadhe area of Bihunkot VDC is potential for rural tourism development as panoramic view of Machhapuchhre and Dhaulagiri Himal is seen from here. More tourists will visit this area due to easy accessibility. Flow of tourists due to road upgrading will contribute in the enhancement of economic activities of the area which will increase the living condition of the local people.

5.1.2.8 Women Empowerment All the people will be benefited from the road upgrading. However, women in particular may be benefited more from improved access to the market centers and various service providing agencies like health centers, banks, training institutions, women development office etc. Frequency of visit to such agencies will increase awareness level and empower the women.

5.2 Adverse Impacts The proposed road project activities during construction and operation will create following adverse impacts on the local environment:

5.2.1 Construction Stage The proposed road will be upgraded according to LEP approach. Therefore, there will not be severe damage to environment compared to conventional construction approach. However, dump trucks, tractors will be used for transportation of river bed material and rollers for compaction purpose which is likely to cause following impacts on physical, biological, socio-economic and cultural resources of the proposed road area.

5.2.1.1 Physical Impacts 5.2.1.1.1 Change in Land Use The land acquired for the implementation of the project can undergo a long-term permanent change in the land use. Changes of land use due to the construction of road are mainly conversion of agricultural land, forest, and barren land into built up area. Cultivated land (0.2312 ha) of the local people will be permanently lost during road construction. Similarly, 0.5096 ha of forest and 0.044 ha of barren land will be lost due to road construction work. The changes in land use will have impact on loss of agricultural land, which directly reduce the agricultural production.

5.2.1.1.2 Slope Instability Removal of vegetation and open cuts with exposed soil to rain will cause soil erosion as well as landslide. This can become a major source of silt that the monsoon runoff carries away. The stability of slopes along the road corridor depends upon slope angle, the material constituting the slope, rock discontinuities and hydrological conditions. There exist three landslides at Ch 4+000, Ch 8+450 and Ch 16+700. The degree of sliding increases during the road excavation and it may cause regular sliding during operational phase. These slides are still active and will undoubtedly cause more problems during monsoon period.

5.2.1.1.3 Air Dust, Noise and Water Pollution The ambient air quality data of the project area is not available at present. The road upgrading (gravelling) work will be carried out by the local labour. However, for the transportation of riverbed material, dump trucks and tractors and for compaction purpose, roller will be used. The road side dwellers and workers may be affected by emission of dust during road construction. This may ______Baglung-Ghodabadhe Road, Baglung Page 3 of 7 Initial Environmental Examination (IEE) affect the health of the laborers and people living nearby areas. The proposed project area does not experience significant noise pollution; however, the transportation of riverbed material by vehicles and use of rollers for compaction may cause noise pollution to some extent to the workers and people living in nearby areas. Water quality data of water sources within the project area is not available. However, the water quality of water bodies within the project area appears to be good and without pollution. During the road construction, these water bodies may be affected due to excavated materials.

5.2.1.1.4 Quarrying and River Bed Material Extraction The upgrading of road requires large quantity of river bed materials, boulders and other type of construction materials. Quarry identified for the extraction of gravel and granular material for the bedding preparation for stone pitching, sand and aggregate production is Kaligadaki river near to the bridge and quarry for the boulder stone is at Khahere Khola (Ch 5+000) and another quarry is Thuldhunga Gaun (Ch18+000). The extraction of materials from inappropriate places or in excessive amount can damage the local environment. The potential adverse impacts of quarrying and river bed material extraction are accelerated erosion, landslides, disturbance in natural drainage patterns, water logging and water pollution. 5.2.1.1.5 Spoil Disposal Fresh cuts whenever is required, invites landslides and erosion during the monsoon. The common likely problems from the inappropriate disposal of spoils are: gullying and erosion of spoil tips especially when combined with unmanaged surface water runoff, damage to farm lands, destruction of vegetation, crops and property at downhill through direct deposition or indirectly as result of mass flow.

5.2.1.1.6 Decline in Aesthetic Value Landscape degradation relates particularly to poorly designed or monitored activities resulting from quarrying operations, from extraction of river bed material, from landslides that could have been avoided, and from indiscriminate dumping of spoil material. Road induced activities may lead to the generation and mismanagement of wastes in the roadsides and create scars on the landscape.

5.2.1.2 Biological Impacts The following are possible identified impacts based on baseline information related with the upgrading of the proposed road.

5.2.1.2.1 Loss of Forest Vegetation Total of 0.5096 ha of forest will be lost due to road construction. The proposed road passes through three CFs. From these CFs and private cultivated land, total 219 numbers of trees, 135 bamboo, 8 broom grass and 20 seedlings of various species will be removed during road construction.

5.2.1.2.2 Disturbance to Wildlife and Bird Habitat The proposed area is not significant habitat for wildlife and bird species, however, the upgrading of road may disturb wildlife and bird species due to increased noise level.

5.2.1.3 Socio-economic Impacts 5.3.1.3.1 Loss of Agricultural land There will be loss of 0.2312 ha of land due to road construction. This will lead to loss of food grain production among the families losing lands to the project. Moreover, spoils on farm land will also affect the production of agricultural crops. Consequently, it will affect the livelihood of the households residing near the road alignment.

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5.3.1.3.2 Health and Safety Matters During construction, workers will be exposed to various risks and hazards. Potential impacts to health are respiration and eye diseases due to exposure to dust, risk of accident during work, stomach problems due to drinking water.

5.2.2 Operation stage The following are possible identified impacts based on baseline information related with the operation of the road:

5.2.2.1 Physical Environment 5.2.2.1.1 Slope Instability and Management The destabilization of slope may also be expedited due to human activities in the road neighborhood such as quarrying stones or soil, animal grazing, irrigated cultivation. This may cause damage to road section, disruption to transportation and other social impacts in the nearby areas. The inadequate maintenance of the road due to the blockage of drains damages the road surface that can lead to slides and slope failure.

5.2.2.1.2 Air and Noise Pollution The operation of vehicles can disturb silent ambience of the existing area. Similarly, in long-term operation period, air pollution will be increased by the emission from the vehicles as well as dust from the gravelled road.

5.2.2.1.3 Road safety Measures Movement of vehicles in the road will invite accidents. Inadequate provisions of road safety measures like no provisions of signals and lack of enforcement of traffic rules during operation period may invite accidents.

5.2.2.2 Biological Environment 5.2.2.2.1 Depletion of Forest Resources The forest resources depletion may occur due to ineffective drainage works, inappropriate spoil disposal and construction practices. The development of market centers may exert pressure on forest and eventually deplete the forest resources. However, provision of forest products distribution in community forest operational plan will minimize the depletion of forest resources.

5.2.2.2.2 Disturbance to the wildlife Although the wildlife population is reported low, however, they may be disturbed due to the frequent movement of the vehicles. Vehicular flow, horn blowing in the forest area will have impact on the wildlife and bird species.

5.2.2.3 Socioeconomic and Cultural Impacts 5.2.2.3.1 New Settlement and Market Center Development The existing trend is to settle along the road side for the economic activities. This is primarily attributed to increased opportunities for trade and commerce through the establishment of shops, restaurants, stalls and hotels. So, there is expansion of settlement area and development of market centers. This may trigger the practice of encroaching right of way (RoW). Consequently, this will reduce road capacity and increase road accidents. The increasing trend of roadside settlement is likely to increase household waste as well as wastewater on the road.

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5.2.2.3.2 Change in Social behavior Flow of tourists and other visitors may influence the changes in the social behavior. This may increase economic opportunities along the road corridor. People may leave their family in their villages to dwell near the new spots for economic incentives. This will ultimately affect the traditional bonds, norms and functions of the family. This will also cause impact on social and cultural transition.

Table 5.1. Summary of Environmental Impacts Beneficial Environmental Impacts Phase Impact Magni Extent Duration tude Employment Generation and Increase in income H Lc St Enterprise Development and Business Promotion M Lc St Enhancement of Community Development Service H Lc Lt

Constru ction Stage Awareness on Resource Management M Lc St Access to Inputs and Services due to Transportation M R Lt Facility Trade and Business M Lc Lt Development of Market centers M R Lt Increased Crop Productivity and Sale of Farm Products M Lc Lt Appreciation of Land value M Lc Lt Enhancement of Community Development Services M Lc Lt Promotion of Tourism Activity M Lc Lt

Operation Stage Women Empowerment M Lc Mt Adverse Environment Impacts Pha Aspect Impact Magni Extent Duration se tude Change in Land Use M Lc Lt Slope Instability H Ss Lt Air Dust, Noise and Water Pollution L Lc St Quarrying and River Bed Material Extraction M Ss St Spoil Disposal H Ss St

Physical Physical Decline in Aesthetic Value M Ss Mt Biological Loss of Forest Vegetation H Lc Lt Disturbance to Wildlife and Bird Habitat M Lc Mt Socio- Loss of Agricultural land M Lc Lt

Construction Stage economic Health and Safety Matters H Lc St Slope Instability and Management M Ss St Air and Noise Pollution M Lc Lt Road Safety Measures M Lc Lt Physical Biological Depletion of Forest Resources M Lc Lt Disturbance to the Wildlife M Ss Mt Socio- New Settlement and Market Center M Lc Mt economic Development

Operation Stage Change in Social behavior M Lc St

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Note: Magnitude: This can be low-L (minor), medium-M (moderate), and high-H (major), depending on the scale or severity of change. Geographical extent: If the action is confined to the project area, it is referred as site-specific (Ss), if it occurs outside area but close to project area, the extent of impact is local (Lc), if it occurs far away from the project, it is referred as regional (R). Duration: It can be short term (St - i.e. less than 3 years), medium term (Mt - i.e. 3-20 years), and long term (Lt - i.e. more than 20 years).

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6.0 Mitigation Measures

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Impacts from the proposed road projects can be both beneficial as well as adverse. An effective implementation of benefit maximization measures and adverse impacts mitigation measures would optimize the benefits expected from the project and avoid/minimize the adverse impact from the project. Based on the impact assessment and identification, beneficial augmentation and adverse impact mitigation measures are presented below.

6.1 Benefit Augmentation Measures 6.1.1 Construction Stage 6.1.1.1 Employment Generation and Increase in income During the road construction and rehabilitation, large number of local people (169,910 unskilled person days and 4,803 skilled person days) will work as labourer giving more emphasis to women (at least 40%), ethnic minority and dalit (occupational caste). They will get direct employment and it will contribute significantly in their livelihood. This will also increase their economy and keep them occupied in earning and skill learning job during agricultural lean season. To utilize their money earned from the project works, DRILP will implement life skill training for income generation activities to improve their livelihood. These programmes will generate multiplier effect in the local economy and support significantly to uplift the socioeconomic condition of the local people particularly poor, dalit, ethnic minority and women.

6.1.1.2 Enterprise development and business promotion - To meet the demands of the workers, many local and outside people may operate a number of small shops and restaurants around the vicinity of the construction sites. Various farm based enterprises including wide range of agricultural and livestock products will also gain momentum as a result of increased demand by labors during construction period. This will increase local trade and business in the area. The benefit enhancement measures will be supporting local entrepreneurs and promotion of linkages with cooperative and bank and other financial institutions.

6.1.2 Operation Stage 6.1.2.1 Promotion of Small Scale Industries After the completion of the road, local people will have cheaper and easy access to sell their products to bigger markets at better price. This will encourage local people to establish small scale industries, cultivate coffee and other cash crops, timber and NTFPs. The benefit augmentation measures will be to promote cooperative and provide linkage with bank and other financial institutions for setting up business enterprises.

6.1.2.2 Enhancement of community development services - Due to increase in employment opportunities, trade, business and agricultural income, considerable amount of money may be channeled into the local economy which will increase the income level of the individual household and the local community of the area. Promotion of community development activities such as education, school, health and sanitation services will be supported and linkage with social infrastructure services will be developed.

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6.1.2.3 Access to inputs and services - Once the road is in operation, people would have cheaper and improved access to many inputs such as seeds, chemical fertilizer and technology leading to increased agricultural production and diversification. The transportation cost is expected to come down heavily for many of the inputs that are used by farmers in the farm and other goods. Agricultural support services will be improved for the increased income from the farm products.

6.1.2.4 Increased crop productivity and sale of farm products - Sale of farm and livestock products will be increased in the settlements along the road corridor. Farmers will be more interested to increase agricultural production due to market accessibility. For this, market linkages will be developed.

6.1.2.5 Development of market centers- There is a possibility of growth and extension of the minor local markets along the road like in Khahare, Achhete, Rijalchowk, Pokharathok and Ghodabadhe area. Sewerage and other basic facilities will be supported in the market centers.

6.1.2.6 Appreciation of land value - The construction of road leads to appreciation of land values particularly near the market and settlement areas. There will be rapid increase in the commercial production of agricultural crops due to road accessibility which is also a major factor to raise the land value. This activity would likely uplift the economic condition of the local people. Benefit enhancement measures will be promotion of land development activities and control of encroachment within RoW.

6.1.2.7 Promotion of tourism activity - Flow of tourists due to road upgrading will contribute in the enhancement of economic activities of the area which will increase the living condition of the local people. Development of lodges, restaurants and hotels for the tourists will be supported.

6.2 Adverse Impacts Mitigation Measures 6.2.1 Construction Stage 6.2.1.1 Physical Environment

6.2.1.1.1 Spoil Disposal Spoils should be safely disposed and managed with minimum environmental damage using LEP approach which includes balanced cut and fill volume, re-use of excavated materials and minimum quantity of earth works. The following mitigation measures will be adopted: Wherever possible, surplus spoil will be used to fill eroded gullies, quarries and borrow pits, depressed areas etc. Excess spoils will be disposed in specified tipping sites in a controlled manner. Spoils should not be disposed on fragile slopes, farmland, marshy land, forest areas, natural drainage path, canals and other infrastructures. After the disposal, the site will be provided with proper drainage, vegetation and adequate protection against erosion. Provisions of toe walls and retaining walls would protect the disposal of soil.

6.2.1.1.2 Slope Instability and Soil Erosion Earth excavation, particularly in unstable zones, drainage work, quarrying and spoil disposal will aggravate slope instability and soil erosion. The proposed road adopts green road approach. Adequate slope stabilization measures will be provisioned in design. The following mitigation measures will be adopted during the construction and rehabilitation of the proposed road: Ensuring minimum cut slope ______Baglung-Ghodabadhe Road, Baglung Page 2 of 5 Initial Environmental Examination (IEE)

Selecting cut and fill slope at correct angle depending upon the soil type Re-vegetation of cut and fill slope or exposed areas as soon as possible by using native plant species Adoption of bio-engineering techniques Ensuring minimum damage of vegetation during construction No construction work during rainy season

6.2.1.1.3 Quarrying and Extraction of River Bed Materials Stones and boulders needed for road construction will be extracted from the nearest relatively good quality natural deposits and river bed materials will be extracted from the bank of Kali Gandaki River. Following mitigation measures will be adopted against the impacts of quarrying: Unstable sites, erosion prone area, dense forest area, settlements, fertile farm land will be avoided for quarrying operation. After the extraction is completed, the quarry site and river banks will be rehabilitated to suit the local landscape.

6.2.1.1.4 Drainage and Cross Drainage works The concentrated water from the road outlet causes erosion and landslide eventually affecting the stability of the road itself. For this, following mitigation measures will be adopted as appropriate: Adequate numbers of drainage structures will be provided in order to have minimum interference on natural drainage pattern of the area Drain water discharge into farmland or risky locations will be avoided. No diversion of water away from natural water course unless it is absolutely necessary

6.2.1.1.5 Air, Noise and Water Pollution The proposed project area does not experience significant noise pollution; however, the transportation of riverbed material by vehicles and use of rollers for compaction may cause noise pollution to some extent to the workers and people living in nearby areas. The road side dwellers and workers may be affected by emission of dust during road construction. Water bodies may be affected due to excavated materials during the road construction. The following mitigation measures will be adopted: Use of face mask by the workers to minimize air pollution due to dust generation Plantation of local species along the roadside Use of ear muffles to lessen noise pollution during rock breaking, compaction of road surface and quarrying Avoiding the disposal of excavated materials in the water bodies

6.2.1.2 Biological Environment 6.2.1.2.1 Loss of Vegetation and Use of Forest Product During the road construction, total 376 numbers of trees and bamboos will be removed as part of the site clearance. The loss of trees can not be minimized; however, it can be compensated by encouraging local people and CFUGs to plant trees in their private land and community forest respectively.

6.2.1.2.2 Disturbance to Wildlife and Illegal Hunting There may occur illegal hunting during construction period by building group members and project staff. The following mitigation measures will be adopted: The construction activities near forest area will be appropriately managed so that there will be least disturbance to the wildlife and birds. ______Baglung-Ghodabadhe Road, Baglung Page 3 of 5 Initial Environmental Examination (IEE)

Restriction to work during night time Restriction to wildlife harassment by the workers

6.2.1.3 Socio-economic and Cultural Environment 6.2.1.3.1 Acquisition of Land and Property Productive land and house acquisition for the road alignment will be minimized as far as possible. Compensation for the loss of property will be provided to the affected people.

6.2.1.3.2 Health and Safety The workers will be provided with helmets, masks, muffles depending on the nature of the construction work. Drinking water facility and temporary pit latrine will be established at construction sites to control open defecation and pollution of water bodies by the workers. Workers will be provided with first aid and health facilities. There will be provision for group accidental insurance for the workers. First aid training will be provided to field staffs like sub- engineer, social mobilizers and supervisors.

6.2.2 Mitigation Measures During Operation Stage 6.2.2.1 Physical Environment 6.2.2.1.1 Slope Instability and Erosion The impact of slope instability and erosion will be in terms of damage of agricultural land, forest area, other properties as well as reduction in agricultural production. The following mitigation measures will be adopted: Correction of maintenance of the slope protection measures and drainage works Minor landslide and mass wasting will be immediately cleared and slope restored with appropriate technology (bioengineering) Soil conservation will be promoted in the right of way and vulnerable areas beyond the road alignment CFUGs will be promoted to conserve and manage their CFs properly

6.2.2.1.2 Air, Noise and Water Pollution The movement of vehicles on the road may cause air and noise pollution at some extent. Similarly, run-off from road surface may cause water pollution. Following mitigation measures will be adopted: Vehicle emission standard will be maintained Speed limit of the vehicles will be maintained Plantation will be done Use of the unwanted horns at the public places and settlement area should be prohibited

6.2.2.2 Biological Environment 6.2.2.2.1 Depletion of Forest Resources The pressure on forest resources during road operation is likely to occur. The mitigation measures recommended are: CFUGs will be supported to conserve and manage their CFs according to operational plans Promote the installation of improved stoves to minimize the consumption of fire wood

6.2.2.2.2 Disturbance to Wildlife and Birds Wildlife and birds will be disturbed due to the vehicle movement. Appropriate sign boards will be erected informing drivers about: Prohibition of blowing horns in the dense forest areas ______Baglung-Ghodabadhe Road, Baglung Page 4 of 5 Initial Environmental Examination (IEE)

Potential areas for wildlife crossing

6.2.2.3 Socio-economic and Cultural Environment 6.2.2.3.1 Road Accidents During road operation, there are likely chances of accidents. The mitigation measures adopted will be: Appropriate spoil disposal sites should be identified and utilized Applying appropriate road safety measures Restriction on vehicle speed Required safety signs will be used along the road

6.2.2.3.2 New Settlement Along the Road There will be chances of growing ribbon settlements along the road during operation phase. This may cause congestion to road users and invite accidents. The following mitigation measures will be adopted: Discouraging ribbon settlements along the road Awareness raising programme through local organizations to plan proper settlements Regulate settlement growth with proper panning along RoW Plantation of trees along the road.

6.2.2.3.3 Change in Social Behavior- People may leave their family in their villages to dwell near the new spots for economic incentives. This will ultimately affect the traditional bonds, norms and functions of the family. This will also cause impact on social and cultural transition. The mitigation measures recommended will be facilitating awareness raising programmes to the communities about negative social behavior like gambling, excess use of alcohol.

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7.0 Environmental Management Plan

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The EMP is prepared to guide implementation of mitigation measures and monitoring requirements. It includes institution and their roles, environmental management activities, environmental management organizational structure and budget for mitigation measures.

7.1 Institutions and Their Roles The Ministry of Environment, Science and Technology (MoEST) is the main institution mandated to formulate and implement environmental policies, plans and programmes at the national level. It is also charged with the responsibility for preparing and issuing environmental regulations and guidelines; development and enforcement of environmental standards; pollution control, commissioning environmental research and studies; and monitoring of programmes implemented by other agencies.

The main responsibility for IEE and environmental management plan (EMP) implementation is with DDC, Baglung. During the implementation in the district, DISC team will assist DDC through DPO. The DDC will also receive necessary assistance from the CISC team for the implementation and monitoring of the EMP.

The Ministry of Local Development (MLD), District Development Committees (DDCs), and the Department of Local Infrastructure Development and Agricultural Roads (DoLIDAR) are the institutions directly involved in the IEEs of DRILP funded sub-projects. The environmental management organizational structure is illustrated by Figure 7.1. The roles of these institutions are as following:

Ministry of Local Development (MoLD): As the concerned line ministry, it is responsible for review and final approval of ToRs and study reports of IEEs, and for managing environmental monitoring. MLD has established an Environmental Management Section (EMS) which is mandated with the overall environmental responsibility of the Ministry.

Department of Local Infrastructure Development and Agricultural Roads (DoLIDAR): It is the executing department of the DRILP under MLD and responsible for various project implementation activities including environmental management. It is responsible for providing back-up support to DDC in carrying out its tasks and advising MLD as necessary.

Decentralized Rural Infrastructure and Livelihood Project – Project Coordination Unit (DRILP- PCU): It is the technical unit which is responsible to assist in project implementation in the districts.

Central Implementation Support Consultant (CISC): It is responsible for assisting DRILP implementation in the central and districts.

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District Development Committee, Baglung: As project implementer at district level, DDC Baglung is responsible for screening and ToR preparation, commissioning IEE studies, and carrying out mitigating works.

District Technical Office (DTO): It is responsible for managing the implementation of the programme in the district. The DTO chief is the project manager in the district.

District Project Office (DPO): It is the project team in the district which assists DDC for the implementation of the programme.

District Implementation Support Consultant (DISC): With technical and social staff, it supports in the implementation of the project activities in the district.

District Road Coordination Committee (DRCC): It is a sub-committee of the DDC for the implementation of the road construction and operation activities within the district.

Village Works and Road Construction Committee (VWRCC): It coordinates road issues among beneficiaries and institutions at VDC level.

Building Groups (BGs): Responsible for road construction activities.

7.2 Reporting and Documentation As part of EMP, reports should be produced at regular time intervals depending upon type and size of project by the EMP team or unit. Since, this project is only upgrading of existing road and construction period is less than 2 years, the three monthly reports will be prepared and submitted to the DDC and DDC will send to the PCU and DoLIDAR.

The Contract will need to state that the DDC must approve the building groups/contractor's arrangements for environmental protection, health and safety, waste management and other environmentally related actions identified during the detailed design phase and these must be written into the Contract Document.

The environmental consultant will inform the DDC/DTO in case of non-compliance and of any other environmental issues that require immediate attention. The contract will detail the remedies for non-compliance by the BG/Contractor.

The monthly reports will be based on recurrent site inspections and will report on the effectiveness of the mitigation measures; the Contractor's compliance with the environmental specifications; measures recommended in the events of non-compliance and recommendations for any other remedial actions, etc.

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Ministry of Local Development (MLD)

DRILP-PCU DoLIDAR CISC DDC Environmental Specialist

DTO DPO DISC

DRCC

VWRCC

Building Group/Contractor

Figure 7.1 Environmental Management Organization Structure

7.3 Environmental Management Plan The DDC with project support will be responsible for the implementation of mitigation measures and of the monitoring plan. Overall implementation of the EMP will become proponent’s responsibility. Framework for implementing environmental management plan is shown by Table 7.1.

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Table 7.1 Framework of Implementing Environmental Management Plan Potential Benefit Augmentation/Mitigation Measures Concerned Period Impacts Agency Benefit Augmentation Employment Involvement of women, dalit and ethnic DPO/DISC Construction generation minority poor people and providing life skill and increase training for income generation activities in come Enterprise Support to local entrepreneurs and promotion DPO/DISC/D Construction development of cooperative and linkage with bank and epartment of and operation and business other financial institutions Cottage and promotion Small Industries Enhancement Support promotion of community DDC/DPO/D Construction of development activities and development and ISC and operation community linkage of social infrastructure services development services Access to Improve agricultural support services for the DDC/DADO/ Operation inputs and farmers local farmers services Increased Promotion of market linkages and networking DDC/DADO/ Operation crop for better market price NGO/local productivity farmers and sale of farm products Development Support sewerage and other drainage facilities DDC/local Operation of market in the market centers club centers Appreciation Promotion of land development activities and DDC/VDC Operation of land value check encroachment within RoW Promotion of Facilitate development of lodges, restaurants DDC/VDC/lo Operation tourism and hotels cal people activity Physical Environment

Change in Plantation in community forest and improving DFO/CFUG/ Construction land use agricultural extension services. Applying DDC/DISC and operation additional protective measures that the remaining land will not be lost due to erosion Slope Bio engineering application should be used to DDC/DSCO/ Construction instability stabilize the mountain slopes BG/Contract or Effective, well designed drainage system DSCO/DDC Construction should be utilized & Operation Efficient spoil management should be DDC/DPO Construction maintained Spoil Balance cut and fill volume within a DDC/DPO/D Construction ______Baglung-Ghodabadhe Road, Baglung Page 4 of 10 Initial Environmental Examination (IEE)

disposal reasonable haulage length. Where possible, ISC use surplus spoil to fill eroded gullies and depressed areas. Spoil should not be disposed on fragile slopes, farmland, marshy land, forest areas and natural drainage path. Air pollution Provide mask to construction workers and DDC/DPO/D Construction plantation of local species along the road side ISC/DFO Vehicle emission standard and speed limit DDC/DPO/D Operation will be maintained ISC Noise Uses of ear muffles should be maintained DDC/DPO/ Construction Pollution DISC Use of the unwanted horns at the public DDC/DPO Construction places and settlement area should be and operation prohibited Water Avoiding the disposal of excavated materials DDC/DPO Construction pollution in the water bodies Quarrying Proper management and rehabilitation of DDC/DPO/D Construction and river bed quarry sites and river banks after extraction of ISC material the materials. extraction Decline in Discouraging indiscriminate dumping of spoil DDC/DPO/D Construction aesthetic material. ISC value Road Appropriate spoil disposal sites should be DDC/DPO Construction accidents identified and utilized Enforcement of road safety measures like DDC/Traffic Operation speed limit and erecting road signs police

Biological Loss of forest Plantation of trees in the community forest DDC/CFUG/ Construction vegetation and private land. DFO and forest Supporting CFUG to manage their community DDC/CFUG/ Operation degradation forests. Promote the installation of improved DFO cooking stoves. Disturbance Construction activities near forest area will be DDC/CFUG/ Construction to wildlife properly managed and workers are restricted DFO and bird to disturb and harass wildlife habitat Erecting appropriate sign boards for drivers DDC/CFUG/ Operation near the forest area DFO Socioeconomic Loss of Promotion of high value crops and DDC/DADO/ Construction agricultural commercial farming and increase the cropping NGO/local land pattern farmers Health and Workers will be provided with helmet, masks DDC/DPO/D Construction safety and muffles depending on the nature of work. ISC/VWRCC matters Drinking water facility and temporary pit latrine will be established. Workers will be provided with first aid and health facilities They will be insured for accidental insurance. ______Baglung-Ghodabadhe Road, Baglung Page 5 of 10 Initial Environmental Examination (IEE)

New Regulate settlement growth with proper DDC/DPO Operation settlement panning along RoW and discourage ribbon development settlement Change in Aware, educate and prohibit communities DDC/DPO/V Operation social about negative social behavior like gambling, WRCC behavior excess use of alcohol

7.4 Mitigation cost The estimated cost for beneficial augmentation measures like awareness raising program, skill training, promotion of small scale industries, and income generation activities will be covered by the Community Development and Livelihood Restoration component of the DRILP. The design and cost estimate for most of the suggested mitigation measures such as slope stabilization, quarry site management, spoil disposal, supply of face masks, helmets, muffles, accidental insurance, bioengineering measures, land slide rehabilitation, plantation, supporting CFUGs shall be incorporated in the design and cost estimates. Therefore, most of the mitigation measures suggested would be a part of road design and construction without additional cost. All proposed mitigation measures will be integrated in the project design so that these measures may automatically form part of the construction and operational phases of the project.

7.5 Environmental Monitoring The IEE prescribes the mitigation measures in order to minimize adverse impacts and to enhance beneficial impacts. Environmental monitoring plan is an important tool to ensure the implementation of mitigation measures for minimizing adverse impacts and maximizing the beneficial impacts. Environmental monitoring generates useful information and improves the quality of implementation of mitigation measures.

7.5.1 Monitoring Responsibility Monitoring is an integral part of the project proponent so as to know the unlikely impacts and implement corrective measures. The proponent, DDC Baglung will develop in-built monitoring mechanism to show its additional commitment for environmental improvement and mitigate undesirable environmental changes, if any during construction and operational stage. DDC will be supported by DIT (DPO and DISC) team in the district and Environmental team from the CISC for environmental monitoring. There is a need to support these organizations to carry out environmental monitoring effectively. Therefore, environmental monitoring training will be conducted together with technical, social, resettlement and project performance monitoring and evaluation training.

According to EPR, 1997, the MLD/DoLIDAR is responsible for monitoring and evaluation of the impact due to implementation of the project. The MLD/DoLIDAR checks whether the DDC is carrying out monitoring activities as per the IEE, and if the prescribed mitigation measures are being implemented. DDC with DRILP PCU support should make arrangements for sub-project level monitoring. It should constitute a monitoring team, which must be independent from the implementation team and should consist of relevant persons in the context of a sub-project being monitored, for example persons from the forest, agriculture, social and NGO sectors. The monitoring team will be constituted separately for each monitoring event. Project's district management team should be responsible for forming the monitoring team, financing the monitoring works, providing logistics and other necessary support. Thus, it is recommended that an external team hired by DDC takes responsibility for periodic monitoring of the environmental performance, in addition to the ______Baglung-Ghodabadhe Road, Baglung Page 6 of 10 Initial Environmental Examination (IEE) regular supervision and guidance provided by the DISC at the site. The sub-project specific monitoring plan as given in Table 7.3 should be followed. At least one monitoring in each construction season is necessary.

The sub-project level monitoring team should submit its report to DRILP district management, which should forward a copy to the DRILP Project Coordination Unit. Total cost of environmental monitoring (field visits, observation, review of reports and report preparation) is estimated NRs. 425,000 as given in Table 7.2.

Table 7.2 Environmental Monitoring Cost Manpower requirement Duration (month) Rate (NRs) Amount (NRs) Team Leader/Environmentalist 2 75,000 150,000 Engineer 2 60,000 60,000 Forester 1 60,000 60,000 Socio-economist 1 60,000 60,000 Support staff 1 25,000 25,000 Transportation cost LS 50,000 Report preparation LS 20,000 Total 425,000

7.5.2 Types of Monitoring and Monitoring Parameters Monitoring is an on going component of the environmental assessment process and subsequent environmental management and mitigation activities. There are basically two types of environmental monitoring: 1. Compliance Monitoring - It verifies whether contract environmental clauses and the mitigation measures are properly implemented in the field. 2. Impact Monitoring - It confirms whether the environmental mitigation measures specified in the project design and contract are correctly formulated.

The nature and purpose of environmental monitoring will be different in the pre-construction, stage, construction stage and operation stage of the project.

7.5.2.1 Pre-construction Stage Monitoring at this stage of project is to: Confirm that plan, route selection and design of the road has considered the recommendation made by IEE Judge the level of preparation for implementing the construction related mitigation measures, and Prepare up-to-date environmental status of specific site where the impacts are assessed to be significant

7.5.2.2 Construction Stage This stage of monitoring is to check compliance with the best practices, norms and standards and on implementation of the mitigation measures prescribed by IEE. The following parameters will mainly be focused on: ______Baglung-Ghodabadhe Road, Baglung Page 7 of 10 Initial Environmental Examination (IEE)

Disposal of spoil and construction wastes and its consequences Disruption of natural water courses, drainage work and its consequences Slope protection measures Loss, stratification or degradation of forest vegetation Care, sensitivity or disruption of community infrastructures Loss or degradation or threat to private properties Care, sensitivity or disruption to cultural sites Quarrying and river bed material extraction

7.5.2.3 Operation Stage The monitoring in this stage is mainly related to road features, road induced activities and their impacts on receiving environment. The following parameters are mainly monitored during operation stage: Drainage structures, their outfall and damage to private properties, community properties and natural resources Effectiveness of the slope protection and soil erosion measures Encroachment into road side, public land, forest or marginal land Status of waste disposal sites, quarry sites, and river bed material extraction sites Road accidents Symptoms of emergence of road side settlements, changes in agricultural pattern Activities of road neighbouring communities Illegal felling of trees and hunting of wildlife

Table 7.3 presents environmental issues, methods, schedule, and responsible agency for environmental monitoring.

Table 7.3 Framework for Monitoring Environmental Issues SN Issues/Monitoring Procedure/Method Schedule Responsible indicators agency A. Pre Construction

1 Integration of local Review of study and design During the study DDC with people's reports, discussion with local and design DISC environmental residents, representatives, and process and support concerns designers prior to approval 2 Undertaking level of Review of screening and IEE Prior to project DDC with environmental documents approval DISC assessment support 3 Incorporation of Review detail design and During project DDC with mitigation measures drawings to ensure approval DISC and environmental environmental monitoring support codes of conduct into provisions are included designs B. During Construction phase

4 Construction and Site inspections at places During DISC location of drainage where such drains are required construction facilities 5 Care and safe storage Inspection of site clearance Weekly during DISC

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of top soil for later activities construction use 6 Care for vegetation Inspection of site clearance Weekly during DISC, in the immediate activities construction CFUG vicinity 7 Safeguarding of Site observation, discussion During and DISC community and seeking of feasible immediately infrastructures solutions after construction 8 Safe disposal of Disposal site observation and Weekly DISC excavated materials disposal practice and other construction wastes 9 Impacts on Site observation and discussion Weekly DISC agricultural land due with local residents to spoil, soil erosion, water logging etc 10 Proper reclamation Observation of finished Before starting, DISC of disposal sites disposal sites in between, and after completion 11 Plantation of Site observation Periodically as DISC, vegetation in the cut per season CFUG slope 12 Timely construction Community based Immediately DISC of other slope planting/slope maintenance after protection measures programme construction 13 Quality of surface Use field kit / visual Weekly or DISC water observation during construction near water body 14 Air pollution near Observation of good Monthly DISC settlements construction practices and discussion with residents and workers 15 Protection of Site observation, discussion Upon demand DISC culturally sensitive with local residents spots 16 Operation and Site inspection, discussion During quarry DISC closure of quarries with local residents operation/river and river bed bed material material extraction extraction or sites weekly

C. Operation Period

17 Encroachment/ Field visit to forest, discussion Half yearly DDC, DTO, degradation of forest with local people, CFUG, local CFUG, forest authority DFO 18 Inappropriate use of Discuss with local people, Upon demand, DDC, DTO, ______Baglung-Ghodabadhe Road, Baglung Page 9 of 10 Initial Environmental Examination (IEE)

marginal lands reference to prior mapping Half yearly DRCC 19 Surface flow Visit the area, mapping, Upon demand, DDC, DTO, Interruption and its discussion with local people. Half yearly DRCC consequences 20 Air pollution, Travel along the road, Upon demand, DDC, DTO, vehicular emission, discussion with local people, Half yearly DRCC noise, traffic volume pedestrians, passengers, transport operators 21 Maintenance of road Check maintenance record, Annually DDC, DTO, inspection of road and road DRCC structures 22 Condition of Inspection and discussion with Annually DDC, DTO, environmental maintenance workers DRCC mitigation measures used in the road

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8.0 Conclusion and Recommendations

8.1 Conclusion The IEE study of the proposed Baglung-Ghodabadhe road sub-project does not pass through any environmentally sensitive area and have minimal detrimental effects associated with loss of forest and agricultural land. Most of the adverse impacts predicted are of low significance and short term as well as of reversible nature. The beneficial impacts with the facility of easy access to market centers and location of social services will enhance productivity in rural area and improve the quality of life of the people. In addition, local people will get direct employment as workers which will contribute significantly in improving their livelihood. These benefits from the implementation of the proposed road project are more significant and long term in nature against the adverse impacts most of which could be mitigated or avoided.

The IEE has shown that none of the anticipated environmental impacts of constructing the proposed road is significant enough to need a detailed follow-up EIA or special environmental study. Therefore, this IEE is sufficient for approval of the sub-project.

8.2 Recommendation The proposed road project is recommended for implementation with incorporation of mitigation measures and environmental management plan.

A key consideration in selecting the road alignment is to minimize the acquisition of valuable agricultural and forest land. However, some agricultural and forest land will have to be acquired for the upgrading of the proposed road. A Resettlement Plan will be required to ensure that the persons affected by these losses are properly compensated.

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9.0 Miscellaneous

References

ADB 2005 Aide Memoire for Loan No. 2092-NEP (SF): Decentralized Rural Infrastructure and Livelihood Project, January 2005 ADB 2003 Environmental Assessment Guidelines. Asian Development Bank, Manila, The Philippines ADB 2004 RRP: NEP 30232. Asian Development Bank, Manila, The Philippines DDC 2002 District Profile of Baglung. District Development Committee Baglung. DFO 2005. Annual Progress Report of District Forest Office, Baglung. DoLIDAR 1999 APPROACH for the Development of Agricultural and Rural Roads. Department of Local Infrastructure Development and Agricultural Roads, 1999 DRILP 2006 Project Procedural Manual (Final Draft), Decentralized rural Infrastructure and Livelihood Project, GoN, DoLIDAR. DRILP 2006 Environmental Guidelines (Draft), Decentralized rural Infrastructure and Livelihood Project, GoN, DoLIDAR. GoN 2006 Environmental and Social Management Framework. Road maintenance and Development Project, Department of Roads, Ministry of Physical Planning and Works, November 2006. GTZ, SDC, 1999 Green Roads in Nepal, Best Practices Report – An Innovative Approach for Rural Infrastructure Development in the Himalayas and Other Mountainous Regions. HMG/N 1998 Environmental Guide for Small Rural Infrastructure Projects. Government of Nepal, Ministry of Local Development in collaboration with IUCN, July 1998 HMG/N 1996 Environmental Protection Act, 1996. Ministry of Law and Justice, GoN, Kathmandu, Nepal. HMG/N 1997 Environmental Protection Rules, 1997. Ministry of Law and Justice, GoN, Kathmandu HMG/N 2003 REFERENCE MANUAL for Environmental and Social Aspects of Integrated Road Development. Ministry of Physical Planning and Works Department of Road, Kathmandu 2003 HMG/N 1993 Forest Act, 1993 HMG/N 1995 Forest Rules, 1995 HMG/N 1973 National Park and Wildlife Conservation Act, 1973 HMG/N 1999 Local Self Governance Act, 1999 Land Acquisition Act 1977 HMG/N 2000 Local Self Governance Rules, 2000 RAP 2001 Initial Environmental Examination Guidelines (Draft). Department for International Development (UK) Rural Access Programme Nepal, March 2001 Uprety B K 2003 Safeguarding the Resources ENVIRONMENTAL IMPACT ASSESSMENT Process and Practice. December 2003

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ANNEXES ANNEX-I Terms of Reference (ToR) for Initial Environmental Examination (IEE) of Baglung-Ghodabadhe Road Sub-project

Submitted to: Ministry of Local Development, Government of Nepal

Proponent: District Development Committee Baglung Telephone No. – 068-520148 Fax No. – 068-520152

March, 2007

TABLE OF CONTENT

DESCRIPTION PAGE

1.0 NAME AND ADDRESS OF THE PROPONENT 3

2.0 INTRODUCTION 3 2.1 General introduction 3 2.2 Background of the proposal 3 2.3 Objectives 5 2.4 Relevancy of the proposal 5

3.0 REVIEW OF RELEVANT LAWS, RULES AND GUIDELINES 6

4.0 PROCEDURES TO BE ADOPTED WHILE PRERPAEING REPORT 6 4.1 Desk review 6 4.2 Public consultation 6 4.3 Field work 7

5.0 ALTERNATIVES FOR IMPLEMENTATION OF PROPOSAL 7

6.0 REQUIREMENT OF THE IEE STUDY 7 6.1 Time schedule 7 6.2 Estimated budget and study team 8

7.0 ENVIRONMENTAL BASELINE 8

8.0 ANALYSIS AND INTERPRETATION 8

9.0 IDENTIFICATION, PREDICTION AND EVALUATION OF IMPACTS 8 9.1 Beneficial impacts 9 9.2 Adverse impacts 9

10.0 MITIGATION MEASURES 10

11.0 ENVIRONMENTAL MONITORING PLAN 11

12.0 IEE REPORT FORMAT 11

ABBREVIATIONS

ADB- Asian Development Bank CISC- Central Implementation Support Consultant DDC- District Development Committee DFID- Department for International Development DISC - District Implementation Support Consultant DIT- District Implementation Team DoLIDAR- Department of Local Infrastructure Development and Agricultural Roads DoR- Department of Road DTO- District Project Office DTO- District Technical Office/Officer DTMP- District Transportation Master Plan DRILP- Decentralized Rural Infrastructure and Livelihood Project DRCC- District Road Coordination Committee DTMP-District Transport Master Plan EA- Environmental Assessment EIA-Environmental Impact Assessment EPA- Environmental Protection Act EPR- Environmental Protection Rules ESD- Environment Screening Document EMP-Environmental Management Plan EMS- Environmental Management Section IEE- Initial Environmental Examination Km- Kilometer LDO- Local Development Officer LRMP- Land Resource Management Project MLD- Ministry of Local Development NGO-Non-government Organization PCU- Project Coordination Unit RAP - Rural Access Programme RES- Rapid Environmental Screening RIDP- Rural Infrastructure Development Project SDC- Swiss Agency for Development and Cooperation TA- Technical Assistance ToR- Terms of Reference VDC-Village Development Committee

1.0 NAME AND ADDRESS OF THE PROPONENT The District Development Committee (DDC), Baglung is the executing agency at the district level and the proponent of the Initial Environmental Examination (IEE) study for the construction of Baglung-Ghodabadhe road sub-project. The Ministry of Local Development (MLD) is the concerned authority for the approval of IEE study report.

Address of the Proponent District Development Committee, Baglung Telephone No. – 068-520148 Fax No. – 068-520152

2.0 INTRODUCTION 2.1 General Introduction Government of Nepal has received a loan from ADB and grant assistance from Swiss Agency for Development and Cooperation (SDC) to finance the Decentralized Rural Infrastructure and Livelihood Project (DRILP). The project goal is to reduce rural poverty in 18 very poor remote hill and mountain districts affected by the conflict. The purpose is to achieve sustainable increased access to economic and social services, and enhanced social and financial capital for people in the project area, particularly poor and disadvantaged groups. Labor-based, environmentally friendly, and participatory approaches (LEP) will ensure that the investment in construction and rehabilitation of infrastructure results in sustainable, improved access to economic and social services, and enhanced social and financial capital.

Department of Local Infrastructure Development and Agricultural Roads (DoLIDAR) is the executing agency. The implementing arrangements are as following: DoLIDAR has established a project coordination unit (PCU) in Kathmandu, headed by a project coordinator to coordinate all project activities. The PCU will be responsible for guiding and monitoring district development committees (DDCs) as they implement project components. At the district level, project implementation will be the responsibility of the district project office (DTO) within the district technical office of each DDC. A local engineering consultant to cover technical issues, and a local non-government organization (NGO) engaged for social mobilization and support for rural infrastructure building groups, will support the DTO.

This Terms of Reference (ToR) is prepared to conduct an IEE of Baglung-Ghodabadhe road sub-project in Baglung District. This is a high priority road in Baglung district and is proposed for construction under DRILP.

2.2 Background of the proposal The proposed Baglung-Ghodabadhe road lies in Baglung district of Western Development region. This road sub-project is initial section of 90 km Baglung-Burtibang road started in 2054 by Rural Infrastructure Development Project (RIDP) funded by ADB. This road starts from Baglung-Bazar of Baglung Municipality and ends at Burtibang Bazar of Burtibang VDC. In between, the road passes through the Pala, Bhimpokhara, Bihukot VDCs. Settlements along the road are scattered. Market centre along the road are Khahare, Akshete, Pokharathowk, Rijalchowk, Ghodabadhe. The total length of this road is 25 km. The description of the project works is given in the Table 1 and the location and alignment of the road is given in the Figure 1 and 2.

Table. 1 Project activities of the proposed Baglung-Ghodabadhe road

SN Road section Chainage Length Descriptions Remarks 1 Baglung- 0+00 to 8+300 8.3 km Upgrading Poor condition Achhate due to heavy rutting 2 Achhate- 8+300 to 16.7 km Upgrading Poor surface Ghodabadhe 25+000 condition Total 25 km

Figure 1. Map of Nepal showing the location of Baglung-Ghodabadhe road in Baglung District

Figure 2. Map of Baglung showing Baglung-Ghodabadhe road sub-project

2.3 OBJECTIVES The objectives of the proposed IEE study includes to: identify the major issues that may arise as a result of proposed works on bio-physical, socio-economic and cultural environment of the project area, recommend practical and site specific environmental mitigation and enhancement measures, prepare and implement environmental monitoring plan for the sub-project, and recommend whether the IEE is sufficient for the proposed road or whether EIA will be required as a result of the environmental issues that may arise due to the project implementation.

2.4 RELEVANCY OF THE PROPOSAL This road sub-project is the part of the Baglung-Burting Road which can be compared as the East-West Highway of Nepal for Baglung district. This road will provide physical and economical access to the people of western part of the district with district headquarter and other part of Nepal. This road is also given priority by the District Transport Master Plan (DTMP).

An IEE of the proposed road is necessary in order to assess the environmental consequences of the proposed rural road construction activities and suggest appropriate, practical and site specific mitigation and enhancement measures. An IEE of a district road is a legal requirement according to Environmental Protection Act, 1996 (EPR, 1996) and Environmental Protection Rules, 1997 (EPR, 1997). Preparation of IEE report by concerned

District Development Committee (DDC) and approval of IEE report by the Ministry of Local Development (MLD) according to Nepali legal provision is considered sufficient by the ADB.

3.0 REVIEW OF RELEVANT LAWS, RULES AND GUIDELINES Government of Nepal has adopted various acts, regulations and guidelines to ensure the integration of development and conservation of environment. The IEE study will be guided by the requirements and provisions of the following acts, rules and guidelines as applicable. Environment Protection Act, 1996 and Environment Protection Rules, 1997 (amended 1999) Batabaraniya Nirdesika (Nepal; MoLD), 2057 National Environmental Impact Assessment Guidelines, 1993 APPROACH for the Development of Agricultural and Rural Roads, 1999 (DoLIDAR) REFERENCE MANUAL for Environmental and Social Aspects of Integrated Road Development, 2003 (Department of Road) Green Roads in Nepal, Best Practices Report – An Innovative Approach for Rural Infrastructure Development in the Himalayas and Other Mountainous Regions. GTZ, SDC, 1999. Forest Act, 1993 and Forest Rules, 1995 National Park and Wildlife Conservation Act, 1973 Local Self Governance Act, 1999 and Local Self Governance Rules, 2000 Land Acquisition Act 1977 DFID/RAP Initial Environmental Examination Guideline (Draft), 2001

4.0 PROCEDURES TO BE ADOPTED WHILE PRERPAEING THE REPORT The IEE approach, methodology and procedure should generally follow the provisions of the EPA, 1996 and EPR, 1997. Following approach and methodology will be adopted during the IEE report preparation.

4.1 Desk review The following steps will be followed during the desk review: Collection and review of secondary sources of information from various sources Initial interaction and consultation with the local community and district level stakeholders Delineation of geographical boundary of the influence area on the topographical map Preparation of project specific checklist

4.2 Public consultation The role of public consultation and participation is to ensure the quality, comprehensiveness, effectiveness of IEE as well as to ensure that the public view's are adequately taken into consideration in the decision making process. It is done during the preparation of an IEE. In order to ensure the public involvement, the following procedures will be followed during IEE report preparation: Publication of notice- a 15 days public notice will be published in a national level daily newspaper seeking written opinion from concerned VDCs, DDC, school, health posts and related local organizations. A copy of the public notice will be affixed in the above- mentioned organizations and deed of enquiry (muchulka) will be collected. Recommendation letter from concerned VDCs and/or municipality will also be obtained. IEE team will also carryout interaction with local communities and related stakeholders and will also collect the public concerns and suggestions.

4.3 Field work The IEE team will walk through along the road alignment visiting the significant environmental features in the probable influence corridor, and make necessary measurements, inspect/ observe and discuss it with the local stakeholders. The information collection will be made covering physical, biological, socio-economic and cultural aspects of the environment.

5.0 ALTERNATIVES FOR THE IMPLEMENTATION OF THE PROPOSAL Alternative analysis has been considered as an integral part of IEE study, which involves an alternative ways of achieving the objectives of a proposed sub-project. The aim of alternative analysis is to arrive at a development option, which maximizes the benefits while minimizing the unwanted impacts.

The study team will conduct alternative analysis considering the following issues: No action option Project alternatives Alternative alignment Alternative design and construction approach Alternative schedule and process Alternative resources, and Any other alternatives

6.0 REQUIREMENT OF THE IEE STUDY This includes time schedule, estimated budget and appropriate manpower (experts) for conducting IEE study.

6.1 Time Schedule IEE report will be completed within eight weeks after the approval of ToR. An indicative time frame for conducting IEE is given in the table 2 below:

Table 2. Proposed work schedule for conducting IEE study

SN Activities Week 1 2 3 4 5 6 7 8 1 Orientation training to the team 2 Desk study and review 3 Public notice publication 4 Field visit for survey and consultation with community 5 Collection of suggestions and recommendations from stakeholders 6 Analysis and interpretation 7 Draft report preparation 8 Comments on draft report 9 Final Report preparation and submission 10 Approval of the final report

6.2 Estimated budget and study team Most commonly an IEE of an infrastructure sub-project in the district need expert inputs from the following sectors: Landslides, slope stability and erosion Forestry and wildlife Geology Road engineering Social, economic and culture.

The IEE team will consists of DISC Engineer and Social Mobilization Coordinator and they will be trained to provide the above needed expertise for IEE preparation. IEE report preparation work will be supported by CISC environmental team under the supervision of DTO. Since, the IEE report will be prepared by the DISC team with the support of the CISC environmental team, no separate budget and manpower is required.

7.0 ENVIRONMENTAL BASELINE This will describe environmental setting of the project location and surrounding areas and will contain information on relevant bio-physical, socio-economic and cultural factors and features. The updated, processed and analyzed information and data on each of the relevant bio-physical, socio-economic and cultural aspects will be presented in the IEE study. As far as possible, other environmental features such as, sensitive area, population and settlements, forests, geological features will be shown in the map.

8.0 ANALYSIS AND INTERPRETATION Both secondary and primary information and data collected will be analyzed and interpreted. The bio-physical information will be tabulated to the extent possible. The socio-economic, cultural and religious information will be crosschecked and analyzed.

9.0 IDENTIFICATION, PREDICTION AND EVALUATION OF IMPACTS The identification and prediction of impacts shall be carried out by considering the proposed project actions/activities in terms of rehabilitation and construction of the road project. The impacts of the activities shall be on bio-physical, socio-economic and cultural resources in a defined immediate zone of influence (i.e.1.5 hours walking distance from the road alignment). The impacts shall be classified in terms of extent (site specific, local and regional), magnitude (low, medium and high) and duration (short term, medium term and long term) as well as reversible, irreversible, severe, moderate and significant. The likely impact shall be assessed covering both adverse and beneficial ones. The methodology adopted for impact identification and prediction will be checklists and matrix method. The likely impacts of the proposed road construction as well as operation are described in the following sections.

9.1 Beneficial Impacts Beneficial impacts due to the rehabilitation and construction of the road shall be assessed by the study team in terms of impacts on physical, biological, socioeconomic and cultural systems of the project area. The impacts shall also be assessed in the category of extent, duration and magnitude. Based on the identification and prediction of the impacts, the suitable enhance measures to maximize the project benefits shall be explored and designed.

9.2 Adverse Impacts The likely adverse impacts during construction and subsequent operation and maintenance in terms of physical, biological, socioeconomic, cultural and religious aspects due to project

actions shall be identified, predicted and evaluated. Based on the identified impacts, appropriate mitigation measures shall be recommended.

9.2.1 Construction Stage - Though the sub-projects will apply LEP approach during the implementation, it may not be possible to avoid all likely impacts; the study shall take into account the following issues:

9.2.1.1 Physical environment - The issues and concerns generally related to physical environment typically include, but not necessarily limited to: Slope instability and soil erosion due to various activities including slope cutting, spoil disposal, concentrated flows due to water diversions and inappropriate drain outfalls. Quarry site operation. Impacts on water resources (irrigation, drinking water and other water bodies) and drainage pattern. Degradation of air quality (particularly dust) and increase in vibration/noise and its impact to the local people. Change in land use including development or expansion of roadside settlements. Impact of road safety

9.2.1.2 Biological environment - The issues and concerns generally related to biological environment typically include, but not necessarily limited to: Loss or degradation of forests and vegetation. This includes all forest areas including state or community or leasehold or religious or private forest. Impact on wildlife including birds due to loss or degradation of habitat, increased hunting and other form of human pressure. Impacts on flora and fauna (as listed in CITES and IUCN Red data book). Impacts on the local ecology and ecological balance/functions.

9.2.1.3 Socio-economic and cultural environment - The issues and concerns generally related to socio-economic and cultural environment typically include, but not necessarily limited to: Loss or degradation of farmland and productivity directly or indirectly (such as due to occupation of land, disposal of spoils, diversion of water/ drain waters, or disruption of hydrology, natural drainage, quarrying, burrow pits etc.). Loss or degradation of private properties such as houses, farm sheds, and other structures, crops and fodder/ fruit trees. Impact on community infrastructure such as irrigation, water supply, schools, health post, trail and trail bridges. Impacts on cultural, religious and archeological sites. Impacts on social structures, employment opportunities, economy, cultural values. Impacts on health and sanitation.

9.2.2 Operation and maintenance stage - The following issues will be taken into account during operation and maintenance stage: 9.2.2.1 Physical environment Road slope stability and management Impact on water resources Impact due to air pollution Impact due to noise pollution Road safety measures

9.2.2.2 Biological environment Impact on forest resources Illegal poaching and impact on wild life Impact of natural habitat Increased access to and demands on forests due to road construction 9.2.2.3 Socio-economic and cultural environment Population pressure and impact due to new settlement along the road alignment Impact on economic activities Impact on living condition Impact on farming practices Changes in employment and income pattern of the local people Impact on cultural and religious activities Impact due to migration of the people

10.0 MITIGATION MEASURES The IEE study will propose site-specific mitigation measures to minimize/mitigate/avoid or control of proposal's adverse impacts. The mitigation measures will be selected based upon appropriateness and cost analysis and these will be suggested for pre-construction, construction and post construction phase of the project. Mitigation measures will be proposed for the impacts on physical, biological, socio-economic and cultural environment

11.0 ENVIRONMENTAL MONITORING PLAN The study will identify the key environmental monitoring indicators with respect to activities, methods and responsibilities in order to monitor the environmental condition and adoption of suitable mitigation measures.

12.0 IEE REPORT FORMAT This format will be in line with provision made in the Schedule 5 of EPR, 1997 and should be adapted to project specific situation. The IEE report will contain the following sections: i. Cover page with name of the proposal and proponent and address ii. Executive Summary that includes: Objective of the sub-project Impacts on land use Adverse Impacts on environment, effects on people’s livelihood, and population pressure Loss or degradation of local properties and assets Main mitigation measures Conclusions and recommendations

If the IEE report is prepared in English, executive summary will be given in Nepali also. iii. Table of content iv. List of Abbreviation (acronyms) v. Introduction: This section should describe the project in simple terms and concisely, without missing relevant points but avoiding unnecessary details. The project description should provide following information: 1. Background 2. Name of the proponent 3. Description of proposal 4. Objective of IEE

5. Methodology adopted for IEE study

vi. Review of related policy, legislations, standards, guidelines and institutions: During the study relevant policies, legislations and guidelines should be reviewed and their salient features should be mentioned in this section. Similarly related institutions should be consulted. vii. Existing Environmental condition. Baseline information on the existing physical, biological as well as socio-economic and cultural resources of the proposed sub-projects is described here. Environmental features such as sensitive areas, population and settlements, forests should be shown in a map viii. Project Alternatives: This section summarizes the alternatives by environmental comparison. This may include the following sub-headings. a. Project alternative b. Alternative routes c. Alternative design and construction approach d. Alternative schedule and process e. Alternate resources f. Any other alternatives

viii. Identification and Assessment of Impacts and Mitigation Measures- This section contains the process, findings and conclusions of analysis and interpretations. The criteria for significance assessment should be summarized with the results of assessment. This may be presented and discussed in the following: a) Physical and Chemical Impacts: such as land, air, water, noise, infrastructure impacts and other factors b) Biological Impacts: such as flora, and fauna, population, and natural habitats and ecosystems c) Socio-economic-cultural impacts: such as agricultural land, human health, social, cultural and religious values, implications of physical and biological impacts and other relevant socio- cultural-economic impacts.

This section also summarizes the recommended mitigation measures including basis for selection and cost if possible.

ix. Environmental Monitoring Plan- This section summarizes the recommended monitoring parameters/indicators, activities, methods and responsibilities. x. Conclusion and Recommendations - This section should clearly indicate whether IEE report is sufficient or further assessment is needed. Likewise, it should also be recommended that what aspects should be covered if further environmental assessment is needed. xi. Miscellaneous- Reference materials should be mentioned here if used during IEE report preparation in standard format. xii. Annex ToR of IEE Summary of consultations and meetings Deed of inquiry (muchulka) Notices published and pasted Recommendations from the concerned VDCs or Municipality Photographs, Maps, Drawings, Checklists, Questionnaires List of persons and institutions consulted

ANNEX II ABSTRACT OF TOTAL PROJECT COST Project:Baglung-Ghodabandhe Road

SN Description of Works Unit Quantity Amount (NRs.) Remarks

2 1 Site clearance m 1,938.00 14,341.20 3 2 Earthwork in excavation m 49,679.29 9,201,871.19 Construction of roadway in embankments & 3 m3 9,432.12 436,235.73 backfilling with compaction 3 4 Earthwork in excavation of structures m 476.36 176,251.72 3 5 Transportation of excavated material m 10,261.14 807,859.56 Dry stone masonry work including quarrying & 6 m3 691.04 753,599.08 transportation Stone masonry work in (1: 4) cement mortar 7 m3 116.04 348,427.11 including quarrying & transportation 3 8 P.C.C. work in (1: 3: 6) cement concrete m 47.02 229,076.06 P.C.C. for R.C.C.work in (1: 1.5: 3) M20 cement 9 m3 44.00 297,822.80 concrete 10 Hume pipe work RM 175.00 475,210.90 11 Gabion work 11.1 Box size 2*1*1 No 611.00 10,173.15 11.2 Box size 1.5*1*1 No 516.00 6,248.76 12 Stone packing in gabion crates 12.1 Box size 2*1*1 No 611.00 999,929.64 12.2 Box size 1.5*1*1 No 516.00 649,163.88 13 Fabrication and assembling of gabion boxes 13.1 Box size 2*1*1 No 611.00 1,225,397.16 13.2 Box size 1.5*1*1 No 516.00 752,632.44 2 14 Gravelling work m 73,968.00 21,128,328.56 2 15 5cm thick bedding for stone pitching m 53,200.38 3,267,289.69 2 16 20 cm thick stone pitching m 53,801.78 9,486,054.21 17 Construction of scour check No 1,636.00 361,108.96 Stone masonry work in (1:2:4) cement concrete 191.44 587,533.19 18 m3 mortar Reinforcement work (12 mm Ø) for RCC 1,854.59 88,148.70 19 Kg causeway 0.04 173.50 20 Providing expansion joint in RCC causeway slab m3

21 Landslide Rehabilitation 640,453.25 Total cost A. TOTAL 51,943,330.43 Provision for tools and equipment (3% of A) 1,558,299.91 B. TOTAL 53,501,630.35 Contractor's overhead (15% of B) 8,025,244.55 C. TOTAL 61,526,874.90 VAT (13% of C) 7,998,493.74 D. TOTAL 69,525,368.64 3,476,268.43 3% for Bio Provision for contingencies (5% of D) Engineering E. GRAND-TOTAL 73,001,637.07 Cost per Kilometer 2,869,561.21

Annex III Public Notice

Annex IV Deed of Enquiry (Muchulka)

Annex-V Name of the Organizations (notice pasted and deed of inquiry obtained) SN. Name of organization Address Remarks 1 Baglung Municipality Office Baglung 2 Baglung Municipality Ward Office Baglung-11 3 Land Revenue Office Baglung 4 Mahendra Multiple Campus Baglung 5 Bihun VDC Office Bihun VDC 6 Amar Higher Secondary School Bihun-6 7 Bhimsen Higher Secondary School Bihun-1, Suldanda 8 Bhimsen Primary School Bihun-1 9 Bihun Sub Health post Bihun-4 10 Bhimpokhara VDC Office Bhimpokhara VDC 11 Bhimpokhara Sub Health post Bhimpokhara-7 12 Achhate Bazar Bhimpokhara-1 13 Janapriya Lower Secondary School Bhimpokhara-1 14 Dhaulagiri Birendra Secondary School Ratmata 15 Palakot VDC Office Palakot VDC 16 Palakot Sub Health post Palakot-1 17 Dhimi Kirana Secondary School Palakot-1

Annex VI Recommendation Letters from Municipality/VDCs

Annex VII a.

Distribution of households by major occupation Settlement Number of HH in Name Agriculture Labour & Business/ Cottage Employees Others & Livestock Porter Commerce Industry (specify) Ratmata 55 2 7 - 55 20 Pakhthar 35 - 7 3 15 13 Upallachaur 10 3 15 - 5 42 Totapani 24 5 2 - 2 - Mulpani 40 12 2 - 8 - Ghodabadhe 1 2 19 - - - Rijal Chowk 9 - 23 - 1 - Pokharathok 33 - 7 - 5 - Phaparchaur 41 - 2 - 6 - Inarpani 15 - 2 - 1 - Tarakhase 30 - 2 - 9 - Githapata 17 - 1 - 8 - Tapu(Tallo+ 18 - - - 11 - Upallo) Suldanda 31 - 7 - 10 - Kimbot 42 4 1 - 3 - Karina 43 5 1 - 4 - Dhimi 70 10 2 - 25 - Khahare 9 1 4 - 1 - Korikhola 40 4 2 - 15 - Chanaute 54 3 1 - 2 - Achhete 11 4 7 - - - Dapasa 14 4 - - - - Nuwara 106 4 - - 2 3 Gahate 30 10 - - 6 2 Total 778 70 114 3 194 80 Source: Field survey, 2007

Annex VII b.

Summary of public services and infrastructures according to settlement

Settlement Name/ Public services and Infrastructure School (no) Health post (no) Communication (no) (no) Hydro power Solar (no) (no) Shops/lodge Water supply (no) ha) Irrigation ( area Water mill (no) Bridge (no) Community organization (no) (no) Fin. Institution (no) Community use Industry (no) Ratmata 1 - 15 1 5 7 1 1 - - 3 2 4 1 Pakhthar 3 - 28 1 - 4 9 - - - 3 3 3 - Upallachaur 3 1 52 1 - 12 10 - - - 1 4 2 3 Totapani - - 1 1 - 2 5 - 1 - - - 1 - Mulpani 1 - 10 1 - 2 5 - - - - 1 1 - Ghodabadhe - - 2 - 5 20 1 - - - 1 - 3 - Rijal Chowk - - 8 1(10) 5 13 2 ------1 Pokharathok 3 - 3 - 15 13 9 - 1 - 1 - 1 - Phaparchaur - - - - 7 4 7 6 - - 1 - - - Inarpani 1 - 2 1(9) - 4 4 0.5 1 - - - 1 - Tarakhase 1 - 1 1(30) - 2 4 - - - - - 1 - Githapata - - 1 1(17) 2 1 2 ------1 Tapu(Tallo+ - - 2 1(18) - - 2 ------Upallo) Suldanda 3 1 7 1(34) 3 4 3 - - - 1 - 3 - Kimbot - - 1 1(42) - - 7 10 - - 1 - - - Karina 1 - 3 1 - 1 15 - - - - - 1 - Dhimi 1 1 4 1 4 5 9 - - - - 1 2 1 Khahare - - 1 1 - 11 2 2.5 1 1 - - 1 - Korikhola - - 1 1 2 1 5 - - 2 - - 1 - Chanaute 1 - 1 1 - - 11 - - 2 - - 1 - Achhete 1 - 6 1 1 7 20 - 1 2 - - 2 - Dapasa 2 - 4 1 - 6 1 1 - 2 - 1 1 2 Nuwara 1 - 5 1 - - 1 - - 1 - - - 2 Gahate 3 - 1 1 - - 3 ------Total 26 3 159 165 49 116 138 21 5 10 12 12 29 11 Source: Field survey, 2007

Annex VII c.

Land holding pattern of settlements within ZoI Settlement Number of HH Name Landless 50 ropani ropani ropani ropani ropani Ratmata 3 20 27 18 14 - - Pakhthar - 10 52 8 - - - Upallachaur 5 61 14 - - - - Totapani 1 7 18 9 5 - - Mulpani - 4 11 18 7 - - Ghodabadhe Rent Rijal Chowk Rent Pokharathok - - - - 40 - - Phaparchaur 1 - 1 5 35 - - Inarpani - - 1 8 7 1 - Tarakhase - - - 13 14 3 - Githapata - - 3 8 5 1 - Tapu(Tallo+ - - - - 17 1 - Upallo) Suldanda - - 4 6 19 5 - Kimbot - - 3 21 18 - - Karina - 3 15 30 3 2 - Dhimi - 19 18 22 8 3 - Khahare - 1 11 3 - - - Korikhola - 8 10 14 5 3 - Chanaute 2 15 27 8 6 2 - Achhete - 11 7 3 1 - - Dapasa 2 - 10 6 - - - Nuwara - 1 75 34 5 - - Gahate 4 7 10 9 - - - Total 18 167 317 243 209 21 - Source: Field survey, 2007

Annex VII d.

Number of Households Belonging to Different Food Security Category Settlement Surplus Sufficient for Sufficient for Sufficient Less than Name whole year 3-9 months for three three months months Ratmata - 15 40 17 10 Pakhthar - 8 52 7 3 Upallachaur - 12 53 10 5 Totapani 6 4 17 8 5 Mulpani 2 12 14 9 3 Ghodabadhe Rent Rijal Chowk Rent Pokharathok - - 20 20 - Phaparchaur 2 5 15 19 1 Inarpani 1 2 8 5 1 Tarakhase - 20 6 - 4 Githapata 1 5 8 3 - Tapu 1 2 4 11 - Suldanda 5 9 16 4 - Kimbot - 10 20 9 3 Karina 5 3 12 25 8 Dhimi 7 16 23 12 12 Khahare - 2 10 2 2 Korikhola 4 9 16 7 4 Chanaute 9 8 29 6 8 Achhete 1 3 7 7 4 Dapasa - 3 5 6 4 Nuwara 5 34 75 1 - Gahate 3 10 8 5 4 Total 52 192 458 193 80 Source: Field survey, 2007

Annex VIII

List of person consulted SN Name Designation Address 1 Mr. Bhes Raj Sharma Act. L.D.O Baglung, DDC 2 Mr. Rajendra Neupane Engineer Baglung, DISC 3 Mr. Bibekananda Jha Sub-Engineer Baglung, DISC 4 Mr. Madhav Adhikari Sub-Engineer Baglung, DISC 5 Mr. Krishna Sapkota SM Baglung, DISC 6 Ms. Sunita K.C. Sub-Engineer Baglung, DPO 7 Ms. Kunti Sapkota SM Baglung, DISC 8 Mr. Min Prasad Upadhaya SMC Baglung, DISC 9 Mr. Tika Thapa User Bhimpokhara-1,Achhete 10 Ms. Sarada Subedi User Bhimpokhara-1,Achhete 11 Mr. Shova Kanta Niure User Dapasha 12 Mr. Hari Dhoj GC User Sigana-5 13 Ms. Kaushila Chhetry User Sigana-5 14 Mr. Padam Bdr. Rana User Palakot-5 15 Mr. Gautam Thapa User Palakot-5 16 Mr. Laxmi Bohara User Tatopani-5 17 Ms. Kumari Kishan User Tatopani-5 18 Mr. Jeet Bdr. K.C. User Pala-2 19 Mr. Gautam Thapa User Pala-2 20 Mr. Mahendra Lamichhane User Chanaute,Sigana 21 Ms. Kaushila Lamichhane User Chanaute,Sigana 22 Ms. Tara Sharma User Dhimi, Palakot VDC 23 Mr. Ratan Thapa User Dhimi, Palakot VDC 24 Mr. Jiva Raj Panta Program Officer DCRDC 25 Mr. Lal Bdr. Khatri Social Worker Baglung Municipality-5, Nuwara 26 Mr. Yam Bdr. Karki Social Worker Baglung Municipality-5, Nuwara 27 Mr. Thakur Subedi Social Worker Baglung Municipality-5, Gahate 28 Ms. Nanda Kumari Subedi Social Worker Baglung Municipality-5, Gahate 29 Mr. Kedar Nath Sharma Civil Worker Baglung-11, Pakhathar 30 Ms. Devi Sharma Social Worker Baglung-11, Pakhathar 31 Mr. Santosh Sharma NGO Employer Baglung-11, Pakhathar 32 Ms. Gita Sapkota Teacher Baglung-11, Pakhathar 34 Mr. Prakash Sharma Lecturer Baglung-11, Odarchaur 35 Mr. Baburaj Karki Social Worker Baglung-11, Upallachaur 36 Mr. Susanta Acharya Employee Baglung-11, Upallachaur 37 Ms. Bhim Kumari Acharya Ex-ward member Baglung-11, Upallachaur 38 Mr. Dharmadatta Sapkota Teacher Baglung-11, Ramrekha 39 Ms. Ganga Sapkota Teacher Baglung-11, Pakhathar 40 Ms. Dhanmaya Sharma Social Worker Baglung-4, Ratmata 41 Mr. Bal Krishna Sapkota GON Employee Baglung-4, Ratmata 42 Mr. Baikhuntha Sharma NGO Employer Baglung-4, Ratmata 43 Ms. Sita Khadka Local Businessman Ghodabandhe 44 Ms. Pramila Pun Local Businessman Ghodabandhe 45 Mr. Raghu Pati Sharma Teacher Amar Higher Secondary School, Rijal Chowk 46 Ms. Radhika Kumari Sharma Teacher Gram Bikash, Rijal Chowk

47 Mr. Shiva Lal Sharma Teacher Amar Higher Secondary School, Rijal Chowk 48 Mr. Bal Krishna Kandel Social Worker Pokharathok SN Name Designation Address 49 Mr. Dila Ram Kandel Member Phaparchaur 50 Mr. Shyam Lal Kandel C.D.G. Secretary Phaparchaur 51 Mr. Balkrishna Kandel Member Agriculture Group, Inarpani 52 Mr. Bhanu Kandel Secretary Community Development Group, Inarpani 53 Mr. Dil Prasad Kandel Headmaster Amrit Pani Lower Secondary School, Tara Khase 54 Mr. Sudarshan Kandel Teacher TaraKhase 55 Mr. Jagupati Kandel Teacher Bhimsen Primary School, Githapata 56 Mr. Laxmi Kumari Sharma Teacher Bhimsen Primary School, Githapata 57 Mr. Khadananda Kandel Member Tara Farmer Group, Tapu 58 Mr. Tanka Prasad Kandel Vice President Jun Tara Farmer Group, Tapu 59 Ms. Tika Kumari Kandel Member VWRCC, Suldanda 60 Mr. Maan Bdr. K.C. Headmaster Bhimsen Primary School, Githapata 61 Ms. Devi Kandel Secretary Joyti Shrijanshil Mahila Samuha, Suldanda 62 Mr. Bala Nanda Kandel Vice President Model Milk Production Cooperative, Kimbot 63 Ms. Shanti Kandel Member Model Milk Production Cooperative, Kimbot

Annex IX. List of trees to be removed

S.N. Common name Scientific name Total no. of trees 1 Bans Dendrocalmus strictus 154 2 Uttis Alnus nepalensis 93 3 Sal Shorea robusta 20 4 Chilaune Schima wallichii 18 5 Sisau Dalbergia sissoo 17 6 Khanyo Ficus semicordata 16 7 Tooni Cedrela toona 14 8 Paiyun Prunus cerasoides 4 9 Khote salla Pinus roxburghii 4 10 Aap Mangifera indica 4 11 Kavro Ficus lacor 4 12 Bedulo Ficus clavata 3 13 Gamero Gmelina arborea 3 14 Dudhilo Ficus nerifolia 3 15 Banjh Quercus leucotricophora 2 16 Chuletro Brassaiopsis hainla 2 17 Bhalayo Bridilia retusa 1 18 Mauwa Bassia latifolia 1 19 Amba Pisidium guyava 1 20 Timilo Ficus roxburghii 1 21 Badahar Artocarpus lakoocha 1 22 Lankuri Fraxinus floribunda 1 23 Others Local species 9 Total 376 Source: Field Survey, 2007

Annex X

Minimisation of Slope Cutting and Preservation of Vegetative Cover Construction of road on a natural mountain slope involves slope cutting that can be compared to an injury on human body. The bigger the injury, the greater are the treatment costs and the time necessary for healing. Therefore the Green Road Concept tries to inflict minimum injury to the natural mountain slope that can be cured fast by self-healing process.

Vegetation cover acts as a "skin" to the slope body. Fast re-vegetation of exposed earth surface acts as an ointment to the injury. Utmost attention to the conservation of natural vegetation is paid in order to reduce future problems and this adopts preventive measures for causing minimum damage to the existing vegetative cover, such as: • Bush clearing is done only within the formation width, not to the edge of the right-of- way. • Uncontrolled disposal of excavated material downhill the road is prohibited, but instead, mass balancing and controlled tipping of excess excavated material is practised. Toe walls are constructed to withhold excess materials. • Felling of trees (approval of which is required form District Forest Office) even in the middle of the road is done only in the last phase just before vehicles begin to ply. • Suitable planting materials are extracted during the construction works and used for bioengineering purposes.

Mass Balancing Mass balancing is the most crucial – as well as the most fundamental -- principle in the Green Road Concept, yet, technically, it is the most difficult one to achieve properly. Mass balancing poses pragmatic problems in implementation if there is no sufficient technical supervision and improper labour management. In addition, non-availability of appropriate tools and materials, lack of funds and proper supervision, and improper technical know-how further influence mass balancing negatively.

Figure showing mass "cut and fill" balancing within a typical cross section The conventional road construction practice of developing the road width by full cutting and throwing the excavated material downhill, referred to as mass wasting, causes great damage to the vegetation cover. The barren soil creates excessive soil erosion and gully formation. In conventional construction practice for a hill slope of 3:4, where the cut volume is approximately 9.6 cubic meter per meter of road length. This earth volume alone is more than

enough to cause unaffordable environmental damage through inundation of large parts of mountain slope. In addition to the large cut volume, the cut height is also larger than the road width, which causes excessive risks of slope failure.

The Green Road Concept on the other hand, attempts to balance the volume of cut and fill and prevent mass wasting. This technique is referred to as mass balancing as illustrated in figure the above figure. For controlling the wastage of fill volume, dry stone or gabion retaining structures are built on the valley side. In this way construction of road can be made possible without wasting even a single particle of soil. However, the fill material needs time for monsoon assisted self-compaction. For making self-compaction more effective, vehicles are not allowed to ply on the road at least one year after completion.

In the cut-and-fill method, the cut slope height becomes half as smaller as compared to cut and throw approach, thereby making the cut slope much more stable and safe. In addition, the Green Road is developed in phases, which helps manage the excavated material easily without posing any environmental hazard.

Mass balancing is not just a two-dimensional issue, but extends to three dimensions. It is therefore not always possible within the cross section alone to achieve mass balancing. Sometimes the excess soil has also to be used somewhere along the longitudinal alignment. Transportation of soil mass sometimes can be a major item for obtaining optimum mass balancing, which is best done by using pneumatic wheelbarrows. Excess excavated material can be properly disposed off at specified tipping sites and gullies. Necessary passing bays and switchbacks can be developed by using such excess materials.

Re-use of Excavated Material as Construction Materials All excavated material is considered as potential construction material and is thus re-used. The idea is to produce minimum wastage and minimum damage to the environment.

Excavated stone blocks, for instance, are stockpiled at the time of collection and re-used for constructing stone structures such as dry stone walls in the later phase. If these stones are rolled down the hill at the time of excavation, existing natural resources are wasted. Later, at the time of need, significant amount of financial resources is required to procure the same, which was once wasted.

Annex XI Photographs

Starting point of the road at Baglung municipality Erosion prone area along the road

Vehicle plying along Baglung-Ghodabadhe Road Kathe bridge near Achhete along the road

Achhete market along the road End point of the road at Ghodabadhe