Environmental Assessment Report
Initial Environmental Examination Project Number: 30232 July 2008
NEP: Decentralized Rural Infrastructure and Livelihoods Project
Prepared by [Author(s)] [Firm] [City, Country] Prepared by District Development Committee, Jajarkot for the Asian Development Bank (ADB). Prepared for [Executing Agency] [Implementing Agency]
The views expressed herein are those of the consultant and do not necessarily represent those of ADB’s The initial environmental examination is a document of the borrower. The views expressed herein do not members, Board of Directors, Management, or staff, and may be preliminary in nature. necessarily represent those of ADB’s Board of Directors, Management, or staff, and may be preliminary in nature.
TABLE OF CONTENTS
ABBREVIATIONS i
EXECUTIVE SUMMARY (NEPALI) iii
EXECUTIVE SUMMARY vi
1.0 INTRODUCTION 1 1.1 Background 1 1.2 Relevancy of the proposal 1 1.3 Name and address of the proponent 2 1.4 Description of the proposal 2 1.5 Salient features of the proposal 5 1.6 Construction approach 6 1.7 Purpose and objectives of IEE 6 1.8 Methodology adopted 7
2.0 REVIEW OF RELEVANT ACTS, REGULATIONS AND GUIDELINES 11
3.0 EXISTING ENVIRONMENTAL CONDITION 15
3.1 Physical environment 15 3.2 Biological environment 22 3.3 Socio-economic and cultural environment 26
4.0 PROJECT ALTERNATIVES 31
4.1 No project alternative 31 4.2 Project alternatives 31 4.3 Alternative Route 32 4.4 Alternative design and construction approach 32 4.5 Alternative Construction schedule 33 4.6 Alternative resources 33
5.0 IDENTIFICATION AND ASSESSMENT OF IMPACTS 34
5.1 Physical 34 5.2 Biological 36 5.3 Socio-economic and cultural 40 5.4 Matrix for Environmental Impacts 44
6.0 MITIGATION MEASURES 47
6.1 Mitigation Measures during pre-construction phase 47 6.2 Benefit Augmentation Measures 47 6.3 Adverse Impacts Mitigation Measures 49
7.0 ENVIRONMENTAL MANAGEMENT PLAN 57
7.1 Institution and their roles 57 7.2 Reporting and Documentation 58 7.3 Environment Management Plan 59 7.4 Mitigation Cost 62 7.5 Implementation of Mitigation Measures 63 7.6 Environmental Monitoring 64 7.6.1 Monitoring responsibility 64 7.6.2 Types of Monitoring and Monitoring Parameters 65
8.0 CONCLUSION AND RECOMMENDATION 69
9.0 MISCELLANEOUS 71
FIGURES
FIGURE 1.1 MAP OF NEPAL SHOWING ROAD LOCATION 4 FIGURE 1.2 MAP OF JAJARKOT DISTRICT SHOWING KHALANGA-RIMNA ROAD SUB-PROJECT 4 FIGURE 1.3 MAP SHOWING ALIGNMENT OF KHALANGA-RIMNA ROAD SUB-PROJECT 5 FIGURE 7.1 ENVIRONMENTAL MANAGEMENT ORGANIZATION STRUCTURE 59
TABLES
TABLE 1.1 SALIENT FEATURES OF THE PROPOSAL 5 TABLE 3.1 TOPOGRAPHY, GEOLOGY AND SOIL TYPE ALONG THE ROAD 16 TABLE 3.2 DESCRIPTION OF CRITICAL SECTIONS 19 TABLE 3.3 LAND USE PATTERN OF THE KHALANGA-RIMNA ROAD 20 TABLE 3.4 SUMMARY OF LAND USE PATTERN ALONG THE KHALANGA- RIMNA ROAD 21 TABLE 3.5 DETAILS OF WATER BODIES ALONG THE ROAD ALIGNMENT 21 TABLE 3.6 SUMMARY OF EXISTING BIOLOGICAL ENVIRONMENT 23 TABLE 3.7 PLANT SPECIES WITH ETHNO-BOTANICAL USE IN PROJECT AREA 24 TABLE 3.8 MAJOR PROTECTED MAMMALS/PLANTS FOUND IN THE STUDY AREA 26 TABLE 3.9 DISTRIBUTION OF POPULATION WITH HOUSEHOLD WITHIN ZoI IN THE 26 TABLE 3.10 DISTRIBUTION OF MAJOR SETTLEMENTS, CASTE/ETHNICITY AND OCCUPATION WITHIN ZoI 27 TABLE 3.11 DISTRIBUTION OF FOOD CONSUMPTION WITHIN ZoI IN THE PROJECT AREA 27 TABLE 3.12 NUMBER OF SCHOOLS AND ITS LEVELS IN THE PROJECT AREA 28 TABLE 5.1 LOSS OF FOREST IN COMMUNITY FOREST IN ZOI OF PROJECT AREA 37 TABLE 5.2 LOSS OF TREE SPECIES ALONG THE ROAD ALIGNMENT 37 TABLE 5.3 LOSS OF AGRICULTURAL LAND 42 TABLE 5.4 DETAILS OF AFFECTED COMMUNITY INFRASTRUCTURES 43 TABLE 5.5 LIKELY BENEFICIAL ENVIRONMENTAL IMPACTS 44 TABLE 5.6 LIKELY ADVERSE IMPACTS 45 TABLE 6.1 GEOLOGICAL PROBLEMS AND MITIGATION MEASURES OF THE ROAD ALIGNMENT 50 TABLE 6.2 MITIGATION MEASURES FOR AFFECTED COMMUNITY INFRASTRUCTURES 54 TABLE 7.1 FRAMEWORK OF IMPLEMENTATION ENVIRONMENTAL MANAGEMENT PLAN 59 TABLE 7.2 COST ESTIMATE FOR ENVIRONMENTAL ENHANCEMENT AND MITIGATION MEASURES 63 TABLE 7.3 ENVIRONMENTAL MONITORING COST 65 TABLE 7.4 FRAMEWORK FOR MONITORING ENVIRONMENTAL ISSUES 66
ANNEXES
Annex I Terms of Reference for IEE study Annex II Abstract of cost Annex III Public notice Annex IV Deed of enquiry (muchulka) obtained Annex V Recommendation letters from VDCs and Community forest user’s group Annex VI Questionnaire Survey and Checklist Annex VII List of persons contacted Annex VIII Photographs
ABBREVIATIONS
ADB Asian Development Bank AP Affected Persons Amsl Above mean sea level Asl Above sea level BG Building Group Ch Chainage CBO Community Based Organization CEA Country Environmental Analysis CF Community Forest CFUG Community Forest Users Group CISC Central Implementation Support Consultants CITES Convention on International Trade in Endangered Species of Flora and Fauna DADO District Agriculture Development Office DDC District Development Committee DFO District Forest Office/Officer DG Director General DISC District Implementation Support Consultants DIT District Implementation Team DoLIDAR Department of Local Infrastructure Development and Agricultural Roads DPO District Project Office DRCC District Road Coordination Committee D/S Disposal Site DTO District Technical Office DRILP Decentralized Rural Infrastructure and Livelihood Project DTMP District Transport Master Plan EA Environmental Assessment EAS Environmental Assessment Specialist EIA Environmental Impact Assessment EMP Environmental Management Plan EMS Environmental Management Section EPA Environment Protection Act EPR Environment Protection Rules ES Environmental Specialist ESD Environment Screening Document FGD Focus Group Discussion GoN Government of Nepal GIS Geographical Information System Ha Hectare HF Highly Fractured Hh Household HW Highly Weathered IEE Initial Environmental Examination Km Kilometer LDO Local Development Officer
Khalanga – Rimna Road, Jajarkot i Initial Environmental Examination (IEE)
LEP Labour based, environment friendly and participatory LRMP Land Resource Management Project M meter MAP Medicinal and Aromatic Plants MoPE Ministry of Population and Environment MoEST Ministry of Environment, Science and Technology Ml Milliliter MLD Ministry of Local Development MW Medium Weathered NE-SE-NW-NE North East-South East-North West-North East NGO Non-Governmental Organization NRs Nepali Rupees NTFPs Non timber forest products OP Operational Plan PAM Project Administrative Memorandum PCU Project Coordination Unit RES Rapid Environmental Screening RIDP Rural Infrastructure Development Project RS Resettlement Survey SA Social Appraisal SDC Swiss Agency for Development and Cooperation SM Social Mobilizer SMC Social Mobilization Coordinator TA Technical Assistance ToR Terms of Reference TWS Technical Walkover Survey VDC Village Development Committee VWRCC Village Works and Road Construction Committee ZoI Zone of Influence
Khalanga – Rimna Road, Jajarkot ii Initial Environmental Examination (IEE)
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Khalanga – Rimna Road, Jajarkot iii Initialvn+uf–l/Dgf Environmental ;8ssf] k |f/lDesExamination jftfj/0fLo (IEE) k/LIf0f k|ltj]bg
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Khalangavn+uf–l/Dgf – ;8ssf Rimna] kRoad,|f/lDes Jajarkot jftfj/0fLo k/LIf0f k|ltj]bg iv Initial Environmental Examination (IEE)
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Khalangavn+uf–l/Dgf – ;8ssfRimna] Road,k|f/lDes Jajarkot jftfj/0fLo k/LIf0f k|ltj]bg v Initial Environmental Examination (IEE)
EXECUTIVE SUMMARY OF INITIAL ENVIRONMENTAL EXAMINATION (IEE) OF KHALANGA-RIMNA ROAD SUB-PROJECT
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 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 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.
Project Proponent The District Development Committee (DDC), Jajarkot is the executing agency at the district level under DRILP and the proponent of the Initial Environmental Examination (IEE) study for this road sub-project.
Objective 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 • make sure that IEE is sufficient for the proposed road sub-project.
Relevancy of the Proposal This IEE report of Khalanga-Rimna Road sub-project in Jajarkot district is prepared based on the Terms of Reference (ToR) approved on 2064/12/28 by the Secretary level decision of the Ministry of Local Development (MLD). The findings and conclusions of the report are based on the analysis of the information collected from the field during July, 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.
Khalanga – Rimna Road, Jajarkot vi Initial Environmental Examination (IEE)
Project Description The total length of proposed Khalanga-Rimna road sub-project for new construction is 16.28 km long and lies in Jajarkot district of Mid-Western Development region while the road width is 5m. The road starts from Shantichautara, Khalanga of Khalanga VDC, Jajarkot District and passes through Kalegaun, Syanla, Rawatgaun, Pipe and ends at Rimna in Same VDC. The altitude of the road alignment ranges from 1,250 meter at Khalanga to 650 meter at Rawatgaun. The total project cost is NRs. 117,044,398.00 and per km cost is NRs. 7,189,459.00.
Jajarkot district is connected with the other part of the country by 107 km Chhinchu- Jajarkot, earthen road whose track opening work has been recently completed. This road has been extended up to Khalanga, district headquarter of Jajarkot district. The main means of transportation for the large area of the district is trail routes. Consequently, transportation of goods and services from the market centers to the rural areas and vice-versa has been difficult, insufficient and costly. The proposed road project provides connectivity to district headquarters of Jajarkot, Khalanga for the people of north eastern part of the district. Similarly, this road will provide better opportunities to the tourist for trekking to Dolpa and Shey-Phoksundo National Park. This road will save considerable travel time and improve income generation potentials, enhance commercial opportunities; improve market facilities due to easy access to market of district headquarter, Khalanga, other southern part of districts including Surkhet and upto Terai region. This road project will also provide short term employment opportunity by engaging the rural poor people in the construction of road. Such people based development efforts will reinstall economic activities in the area by creating long term employment and other opportunities.
Existing Condition The road section starts from Khalanga, District Headquarter of Jajarkot district and passes along the left bank of Bheri River. The road section comprises of different types of rocks like, quartzites, phylites and schists. In general, soil type along the road can be classified as alluvial, colluvial and residual. Water quality in the proposed road section is observed to be good. The proposed area does not have any sources of noise nuisance. Land use pattern of the area through which the road passes have been classified into cultivated land, barren land and forest land.
The dominant forest and fodder species reported in the road alignment are Sal, Khayer, Khotesalla, Chiuri etc. The main NTFP species found along the road alignments are: Dhasingare, Banmara, Aiselu, Sajiwan, Asura etc.
Panthera pardus (Leopard), Muntiacus muntjak (Barking deer), Hystix indica (Porcupine), Canis aureus (Jackal), Macaca mulatta (Monkey), Felis chaus (Jungle Cat) are the wild animals reported in the proposed road area. Similarly, birds are Lophura lencomelana (Kalij pheasant), Columba livia (Pigeon), Crow, Sparrow, Bulbul etc. The road does not fall under any protected or buffer zone area. This road alignment does passes through Jankalyan, Shantichautara, Khirkhire, Khalanga, Syanlapakha, Syanla, Kalegaun (Kalegaun), Rawatgaun, Kolchaur, Pipe, Pipe Chhinchhine (Ward no. 8), Kamereni (Ward no.8) community forest area.
There are 6 settlements along the ZoI of the proposed road alignment in Khalanga VDC with population of 3,430 persons (686 households) in ZoI. These settlements are
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Khalanga bazaar, Kalegaun, Syanla, Rawatgaun, Pipe and Rimna. Diverse ethnic groups such as Thakuri, Brahmin, Chhetri, Magar etc. live along the ZoI of road alignment. There’s significance presence of Kami, Damai and Badi Dalit caste people along the ZoI of road alignment.
The main occupation of the people residing in the ZoI of the proposed road alignment is agriculture and livestock. Due to the lack of transportation facilities and mountainous terrain, agriculture farming is not enough for subsistence level. Therefore, people are carrying out other economic activities like employment as labour, working in government and non government organizations, business and cottage industries. A significant section of the economically active male population goes out to various foreign countries to obtain employment. Earnings of people going to foreign countries play significant role in the livelihood of the people.
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 (16,959 skilled and 340,264 unskilled person days i.e. 189 skilled and 3,781 unskilled person for 90 working 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 Khalanga and Rimna. 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 impacts during construction and rehabilitation will be loss of 2.78 ha of forest area and disturbance to wildlife and bird habitat. From these forests areas 1,742 trees and 2,236 fodder and fruit trees altogether from private land will be cleared. Socio-economic impacts during road construction and rehabilitation will be loss of 2.52 ha of agricultural land, loss of private properties, loss of community structures (irrigation canals will be affected in six places, loss of two water taps and Bramhithan mandir has to be shifted in Pipe) and exposure to health and safety problems during road construction.
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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. Socio-economic impacts are due to new settlement and market center development, change in social behavior, loss of occupation by the porters and discontinue in the transportation by mule, horse during road operation.
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 Jajarkot 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 District Implementation Team (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 Khalanga-Rimna Road sub-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.
Khalanga – Rimna Road, Jajarkot ix Initial Environmental Examination (IEE)
1.0 Introduction
1.0 Introduction
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 Environment Protection Act (EPA) 1997 and rule 3 of Environment Protection Rules (EPR) 1997 (amended in 2007) as mentioned in 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
Khalanga–Rimna Road, Jajarkot 1 Initial Environmental Examination (IEE)
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 Khalanga-Rimna sub-project in Jajarkot district is prepared based on the Terms of Reference (ToR) approved on 2063/12/28 by the Secretary Level decision of the Ministry of Local Development (MLD).
The approved ToR is given in Annex I.
Terms of Reference (ToR) is prepared to conduct an IEE of Khalanga-Triveni, Dolpa road in Jajarkot district, However, this IEE Study has been carried out only for Khalanga-Rimna Road sub-project, since detail survey, design and cost estimate and resettlement plan has been prepared only for 16.28 km Khalanga-Rimna sub-project which is going to be implemented in the first phase.
The findings and conclusions of the report are based on the analysis of the information collected during July, 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), Jajarkot is the executing agency at the district level under DRILP and the proponent of the Initial Environmental Examination (IEE) study for the construction of Khalanga-Rimna road sub-project.
Full Address of the Proponent: Office of the District Development Committee, Jajarkot Khalanga, Jajarkot Telephone No.: 089-649132/019-654501 Fax No.: 089-649132
Name and Full Address of DISC: Integrated Development and Research Service Pvt. Ltd. (IDRS), Baneshowr, Kathmandu, PO Box No. 2216 Telephone No.: 01-4109185 Fax No.: 01-4109165 E-mail: [email protected]
1.4 Description of the proposal
The proposed Khalanga-Rimna Sub-Project starts from the Shantichautara, Khalanga of Khalanga VDC and ends at Rimna of the same VDC. The Road passes through the various major settlements such as Khalanga, Kalegaun, Synala, Rawatgaun, Pipe and Rimna of Khalanga VDC. This road is a new construction sub-Project. More than 686 households are the direct beneficiaries from the project. Khalanga-Rimna road is one of the sub-projects with length of 16.28 km and being implemented by DRILP Project under DoLIDAR and DDC, Jajarkot.
Khalanga–Rimna Road, Jajarkot 2 Initial Environmental Examination (IEE)
The road width is 5m while the total project cost is NRs. 117,044,398.00 and per km cost is NRs. 7,189,459.00 (equivalent to US $ 112,335.00) as shown in Annex II.
The DRCC meeting has finalised and gave the highest priority to the proposed road without any other options. On the basis of DRCC recommendation, the DDC made work order to the consultant team and walkover survey, detailed survey and IEE study was conducted. The proposed road is 16.28 km in length, which will join 107 km Chhinchu-Jajarkot Road under construction. This road has a greater scope and is advantageous to the people of this region. This sub project after all will have wider scope on overall development of the northern- eastern part of Jajarkot district. Similarly, this road will provide better opportunities to the tourist for trekking to Dolpa and Shey-Phoksundo National Park.
This road will save considerable travel time and improve income generation potentials, enhance commercial opportunities; improve market access due to easy access to southern part of the country. Moreover, this road will also provide short term employment opportunity by engaging the rural poor people in the construction and rehabilitation of the road. Such people based development efforts will reinstall economic activities in the area by creating long term employment and other opportunities.
With the enforcement of the Environment Protection Act, 1997 and Environment Protection Rules (EPR), 1997 (with its first amendment, 1999), an IEE report addressing the environmental issues has to be prepared to ascertain the positive and negative impacts that are likely to emerge from the implementation of the project. The IEE report also suggests the mitigation measures for the adverse impacts and enhancement measures for the positive impacts. Accordingly, an Environment Management Plan (EMP) for monitoring purposes is also provided.
District Development Committee (DDC), Jajarkot, Nepal is the Proponent of this Initial Environmental Examination (IEE) study to construct and development of Khalanga-Rimna sub- project in Jajarkot district. The Department of Local Infrastructure Development and Agriculture Roads (DoLIDAR) under the Ministry of Local Development (MoLD) is the executing (Facilitating) agency and District Development Committee, Jajarkot is the implementing agency of this project under DRILP Project. Ministry of Local Development (MoLD) is the overall monitoring and evaluating, coordinating and controlling ministry at the central level.
The location of the road is illustrated by the figure 1.1 and 1.2. Likewise, the road alignment is shown by the figure 1.3.
Khalanga–Rimna Road, Jajarkot 3 Initial Environmental Examination (IEE)
Figure 1.1: Map of Nepal showing the location of Khalanga-Rimna in Jajarkot District
Figure 1.2: Map showing Khalanga-Rimna road in Jajarkot district
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Figure 1.3: Map showing road alignment of Khalanga-Rimna Road Sub-Project
1.5 Salient Features of the proposal
Table 1.1: Salient Features of the Proposal Name of the Project Khalanga-Rimna Road Sub-project Geographical Location and Features Start Point Shantichautara, Khalanga bazar of Khalanga VDC, Jajarkot District End Point Rimna in Khalanga VDC, Jajarkot District Terrain Hilly Alignment Hill and valley Altitude 650 m to 1,250 m Climate Sub-tropical to temperate Soil Alluvial, colluvial and residual Classification of road District "A" Road Length of road 16.28 km Standard of Pavement Earthen Construction Period 350 days Traffic Forecast 25 vehicles per day Design speed 20km per hour
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Name of the Project Khalanga-Rimna Road Sub-project Major settlements Name of settlements 6 settlements: Khalanga, Kalegaun, Synala, Rawatgaun, Pipe and Rimna No. of households in 686 ZoI VDC along the road Khalanga Cross-section Right of way 10.0m on either side of the road Formation width 5.0m having 5% outward slope Carriage way 4.0 m Structures Dry stone causeway no.8 RCC bridges 2 no. Retaining structures Dry stone wall 10,788 cum Gabion wall 21,339 cum Stone masonry 154 cum Stone pitching Bioengineering works Nrs. 2,245,076.00 Earthwork Cutting 135,280 cum Filling 47,676 cum Project Cost Net Cost (NRs.) 117,044,398.00 Cost per km. (NRs.) 7,189,459.00 Employment generation (Total person days) Skilled 16,959 person Unskilled 3,40,264 person Total employment generation (no. of labourer) for 90 working days Unskilled 3,781 Skilled 189
1.6 Construction Approach
This road will be constructed using the labour-based, environment-friendly and participatory (LEP) approach, the important features of which are: • Use of local people as labour, hand tools and small equipment, rather than heavy machinery for construction. • Balancing cut and fill and reuse of excavated materials as construction materials, and thus not generating excess spoils as far as possible. • Use of bio-engineering techniques: integrated use of vegetation, simple civil engineering structures and proper water management systems for slope protection.
1.7 Purpose and Objective of Initial Environmental Examination
Article 3 of Environment Protection Act, 1997 (EPA) and Rule 3 of Environment Protection Regulation 1997, (amended in 2007) provide the legal framework of environmental appraisal
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in Nepal. Under their provisions, the proposed rural road project formally requires Initial Environmental Examination (IEE) level study as mentioned in Schedule 1. Besides the legal requirement, the IEE can be instrumental to integrate the development work with environmental conservation imperatives in such a way that the anticipated benefits will be obtained without causing serious environmental problems. The underlying objective of IEE is therefore to gear the project as it evolves and takes shape to "Make it environmentally sound, tailor it to and help fit in the local environment and assimilate it in the social and instructional context." The main objective of the IEE study is to identify the impacts of physical, biological, socioeconomic 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 • make sure that IEE is sufficient for the proposed road sub-project.
1.8 Methodology Adopted for IEE Study
The IEE approach, methodology and procedure were generally followed according to the provisions of the EPA, 1997 and EPR, 1997. Data collection was done in July, 2007 by the staff of DISC team (Engineer, Overseer, Social Mobiliser, Enumerators) and Environmental Specialist from DISC.
1.8.1 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 as given in Annex VI
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.
Initial interaction and consultation with the local community and district level stakeholders
During the IEE report preparation, ES and DISC team met, discussed and interacted with concerned staff of the Government of Nepal, DDC, VDCs in the district head quarter and VWRCC members, teachers, community based organization member and knowledgeable key persons of surrounding areas within the Zone of Influence (ZoI).
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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 or 5km distance) was drawn on the topographical maps with the help of DISC Engineer and SM. For the collection of environmental features related to biophysical environment, maximum 100 meter distance observable from the center of the road alignment was taken as an influence area.
Preparation of project specific checklist
A checklist was prepared to collect physical, biological, socio-economic and cultural environment related information in the field as given in Annex VI. This check list was based on APPROACH manual produced by DoLIDAR. In addition, ZoI household survey questionnaire was used to collect socio-economic 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.
1.8.2 Field survey
Field survey comprised of walkthrough survey, consultation with community, site inspection and observation. The road alignment form the starting point at khalanga to end point at Rimna was visited and observed in July, 2007. 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. It was done to collect biological, socio-economic and cultural environment related information using a checklist as given in Annex VI. • 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.
1.8.3 Compilation of existing information, impact identification and prediction
The information collected from different sources was 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
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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.
1.8.4 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.
1.8.5 Public consultation
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 May 17, 2007 in the Kantipur, 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 public notice was also affixed in the above mentioned organizations and deed of enquiry (muchulka) was collected (see Annex IV for deed of inquiry obtained). 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 Khalanga-Rimna road. The FGDs were held at different 6 settlements along the ZoI of the road and the results of FGD are mentioned under the chapter III, Existing Environmental Conditions. • Draft IEE report was sent to Khalanga VDC for public disclosure and recommendation letters were also obtained and given in Annex V. Draft IEE was also kept in information center of DDC, Jajarkot 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 through information center of DDC Jajarkot and websites of ADB, DoLIDAR and DRILP.
1.8.6 The Final Report
The IEE report was prepared by Environmental Specialist with DISC support and submitted to DDC for review. After reviewing the final IEE report according to ToR, it will be submitted to MLD and ADB for approval.
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1.8.7 Organization of the IEE Report
The IEE report is organized as following:
Table of Contents Abbreviations Executive Summary (Nepali) Executive Summary Salient Features 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) obtained Annex V Recommendation letters from VDC and Community Forest Users Group Annex VI Questionnaire Survey and Checklist Annex VII List of persons contacted Annex VIII Photographs
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2.0 Review of Policy, Legislation, Guidelines and Institutions
2.0 Review of Relevant Acts, Regulations 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 was being guided by the requirements and provisions of the following acts, rules and guidelines as applicable.
2.1 Environment Protection Act (EPA) 1997
Environment Protection Act (EPA) 1997 and Environment 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 Environment 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
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environment significantly. Section 49 of the Act prohibits reclaiming lands, setting fires, grazing, removing or damaging forest products, felling trees or 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 27 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 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
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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 Approaches 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 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.
Khalanga–Rimna Road, Jajarkot 13 Initial Environmental Examination (IEE)
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.
2.14 Three Years Interim Plan, 2007/08-2009/10
The long term vision of environmental management is to create a clean and healthy environment through effective environmental management and to achieve sustainable development through the wise use of natural resources. By integrating environmental aspects in social and economic development programs through Environmental Assessment (EA) system, improvements will be made in the quality of environment by means of environment friendly development. Road projects will be formulated and constructed based on methods that optimally utilize the local skill and resources and generate employment opportunities.
Khalanga–Rimna Road, Jajarkot 14 Initial Environmental Examination (IEE)
3.0 Existing Environmental Condition
The proposed project intends to construct new road and new construction of road will have some changes in existing environmental conditions in terms of physical (land, water, air, and soil), biological (flora and fauna), social, and cultural aspects. The baseline information of environmental condition of the proposed road alignment that comes under the ZoI along its entire length and surrounding area has been collected from various secondary sources, walkover survey throughout the proposed road alignment, questionnaire survey and focused group discussion and interaction with local people and representatives from various government offices in Jajarkot including District Forest Office. The natural condition in terms of geo-physical characteristics, biological characteristics and others are as follows:
3.1 Physical environment
The primary indicator of the types of environments that the project possesses can be determined from its division of physiographic regions of Nepal. These zones, with their unique geology, elevations and slope characteristics, provide an indication of general climatic conditions, slope stability and vegetation types. The study area lies in high mountainous physiographic region of Nepal. This physiographic region consists of sloping and South East faced mountains covered with forest.
Topography: Jajarkot District is located at North East part of Bheri Zone of Mid-Western region. Jajarkot is a mountainous and a remote district. The district is situated at a minimum level of 610 to maximum 5412 m height from mean sea level and lies in between 280 37’ 20” north to 290 7’ 32” north and longitude ranges from 810 49’ 22” east to 820 34’ 46” east. It is surrounded by Rukum and Dolpa in the east Surkhet and Dailekh in the west, Jumla and Kalikot in the North and Rukum and Salyan district in the South. The total area of district is 2230 Sq km and the district headquarter is Khalanga, located at the right bank of the Bheri river. The district headquarter is Khalanga bazaar which is situated in the same VDC of the district. The headquarters is being connected by 107 km long Chhinchu-Jajarkot earthen road very soon.
The Khalanga-Rimna road follows the existing foot trail, cultivated land and settlement area and forest in various places.The starting point of Khalanga-Rimna District Road is at Shantichautara near Khalanga bazaar and reaches to Rimna, junction of Jajarkot and Rukum district. Total length from Khalanga of Jajarkot to end point at Rimna is 16.28 km. It passes through various community Sal forest, open barren land, high vegetation, weathered rock and soft rock zones and different settlements of Khalanga VDC. Since the alignment mostly passes along the bank of the Bheri River and low mountainous range, water management problems, cross drainage works and deposition of debris is high and construction of loop is not so high.
The whole alignment from its starting point runs through the downward gradient (1250 amsl) up to Holu Khola (650 amsl), then ascends mild gradient to Rimna. This section is going to be constructed in future by DDC under the DRILP project. The alignment also passes through agricultural and residential areas. Except Dandabishauna Cliff, most of the alignment lies in settlement areas and easy terrains. But from chainage 0+000 to 2+000, 2-4 m wide road track has been already opened.
Khalanga–Rimna Road, Jajarkot 15 Initial Environmental Examination (IEE)
Geomorphology and Geology: The present study area lies within the Lesser Himalayan Zone of the Mid-Western Region. The lithology of this zone comprises mainly of medium to low grade metamorphic rocks like phyllite, quartzite, schist etc. The road corridor consists in various sections of secondary geological structures such as folds and joints.
The road alignment lies at the Midland zone of the Lesser Himalayan zone which passes through gentle–moderate and moderate-moderate steep slope and in some chainages steep slope also. The road passes through spur and flat land. Several small streams, rivulet, Khola incised the road alignments. The slope aspects follow by road alignment varies NE-SE–NW- SW due to rugged topography of the area. Frequent and gradual changes in slope gradient, aspect and lithological variation at chainages have been observed along the road alignment. Lithological variation consists of residual soil, colluvial soil, bedrock at different chainages have also been noticed. The description of changes in slope aspect, gradient and lithology is described in below table for summary of existing environment.
Soil type: The soils encountered within the road corridor are mainly of three types: alluvial, colluvial and residual soils and are exclusively used for slope farming. Generally, the soils are of light to medium textured.
Colluvial soil is the most dominant soil type along the road corridor and covers the different places along the road alignment. The area possessing this soil type have moderate to steep slope. The texture of soil ranges from loamy to bouldary to skeletal. The loamy and boulder types are found in the lower hilly areas. Steeper slope with rocky exposures are usually covered with thin layers of colluvial soil and they are susceptible to soil creeping, sheet, rill and gully erosion and thus requires special stabilization measures at these places.
Table 3.1 Topography, geology and soil type along the road IP Chainage Physical Environment (Topography, geology and soil type along the No. (m) road) 1 0+000.00 existing road 2 to 4m 2 0+027.98 From chainage 0+000 up to start of hotel area (Baglung Hotel) the road 0+239.25 alignment passes through SE aspect of 30o slope comprising thin cover of colluvial soil consisting mainly of gravels and cobbles in silty clay matrix. The colluvium soil underlained by grey, MW, jointed Phyllite with alternation of quartzite bed rock. The attitude of bed rock is S20oW/55o 0+263.24 (15x30m) Landslide on lower side 20 0+588.12 Existing road 2-4 m 26 0+766.56 Phylite, disposal site 27 0+797.47 landslide 30 0+911.43 Weak geological area, From (Baglung Hotel) to start of Newroad area the the road alignment passes through SE aspect of 45o slope comprising of grey, SW-MW, jointed, sheared Quartzite bed rock. The attitude of bed rock is S40oW/28o.At down hill side there is gully erosion. At uphill side Hotel area, folded and sheared zone, crown of slide area. 32 0+976.45 3.5 m existing road 41 1+254.08 10x50 m landslide on lower side of alignment 44 1+370.48 Small kholsa 48 1+525.86 SE aspect of 35o slope comprising thin cover of colluvial soil consisting mainly of gravels and cobbles in silty clay matrix. The colluvium soil underlained by grey, HW, highly fractured, folded and sheared Phyllite bed rock. The attitude of bed rock is S20oW/55o, disposal site
Khalanga–Rimna Road, Jajarkot 16 Initial Environmental Examination (IEE)
IP Chainage Physical Environment (Topography, geology and soil type along the No. (m) road) 49 1+574.38 4m wide existing road 68 2+297.44 5m existing road 72 2+423.94 20x5m landslide 74 2+574.10 3m existing road 76 2+635.46 Small kholsa 97 3+320.03 Kholsa, Landslide, 5x15m 149 4+998.17 From Newroad area onwards, the road alignment passes through SE aspect of 50o slope comprising of colluvium deposit consisting mainly of angular, gravels, cobbles in clay silt matrix. Downhill side from road alignment there is an old slide scarp is observed which follows exposure of quartzite bedrock forming gully erosion. 159 5+335.60 SE aspect of 35o at Newroad area to start of New Building area which is 174 5+922.83 incised by gully and old scarp zone. At gully quartzite bed rock is exposed.Up 175 5+941.50 hill side residual soil comprised of reddish coloured, plastic clay is exposed. Disposal site 180 6+067.71 New Building Area to Tallo Thaple Bazar the road alignment passes through NE 185 6+193.13 aspect of 20-15o slipe consisting of residual soil comprising of brown coloured HW, fractured phyllite bedrock,. Downhill side from road alignment there is rock quarry area, which causes gully formation and tension cracks on crown 187 6+263.22 Old landslide 197 6+557.10 Tallo Thaple Bazar area to Synala village, the road alignment passes through 203 6+769.71 NE aspect of 30o slope comprising residual soil (cultivated land and forest 207 6+900.67 area). Disposal site 222 7+372.18 Old landslide 227 7+427.13 Khet 229 7+668.22 Cultivated land 230 7+796.92 Forming a loop through Synala to Kalegaun village at SE-NE aspect of 20- 30o slope consisting of residual soil and colluvium deposit comprising of angular fragments of phyllite rock in silty clay matrix (forest area), khet 231 7+876.73 Cultivated land 232 7+909.62 Garden, disposal site 235 7+985.29 Cultivated land 237 8+125.39 At Kalegaun area the road alignment passes through NE aspect of 10o to flat terrain (cultivated land) forming loop, comprising of residual soil mainly of red colored, plastic clay. Disposal site 251 8+187.51 Holu Khola the road alignment passes through NE aspect of 30-35o slope, comprising of colluvium deposit consisting mainly of angular, gravels, cobblesi 253 8+786.48 Flat, alluvium deposit (Paddy field) comprising of gravels, cobbles and boulders of quartzite in silty sand matrix (R/B of Hollu Khola). 256 8+840.02 Holu khola and passes through alluvium terrace at SW aspect of steep slope at Rawatgaun village.Uphill side from road alignment ,there is flat cultivated land, where as downhill side from road alignment there is river bed of Holu Khola. 258 9+058.61 Rawatgaun village flat area cultivated land consisting of alluvial terrace deposit comprised mainly of gravels with silty clay 260 9+186.66 end of Rawatgaun village through SE aspect of 20-30O slope, comprising of alluvium deposit consisting mainly of gravels and boulders of quartzite in clayey silty matrix. (Old slide zone 80 m.) 262 9+302.53 SE aspect of >40o slope consisting of conglomerate bedrock at uphillside. Downhill side from road alignment there is alluvium terrace deposit consisting of gravels with silty clay (about 60 m.). Disposal site
Khalanga–Rimna Road, Jajarkot 17 Initial Environmental Examination (IEE)
IP Chainage Physical Environment (Topography, geology and soil type along the No. (m) road) 264 9+422.52 SE aspect of 35o slope consisting of grey, fine grained, MW, jointed Phyllite bedrock which is underlain by thin colluvium deposit. At the downhill side from road alignment there is alluvium deposit. At uphill side from road alignment there is Phyllite bedrock. Then road alignment crosses a Kholsi 266 9+505.58 SE aspect of flat-10o slope consisting of old debris deposit comprising of big boulders of Quartzite in gravelly clayey silt and road alignment crosses a small kholsi.At the downhill side there is cultivated land on alluvium terrace deposit. Disposal site 273 9+594.47 flat-5o slope on cultivated land (Maize field) consisting of alluvium terrace deposit (about 400 m.). At uphill side from road alignment the slope angle is 10o, where as at downhill side there is flat land of alluvium terrace deposit. 276 9+920.45 Alluvium terrace deposit consisting of gravels, cobbles in sandy silt matrix and reaches at the right bank of Bheri River. 282 10+037.64 alluvium terrace deposit consisting of gravels, cobbles in sandy silt matrix about 70 m. critical section of Bheri River bank cutting at terrace deposit. 285 10+346.37 Massive alluvium terrace (Semi-consolidated conglomerate).At downhill side from road alignment the slope is of 5o (Paddy field) where as at uphill side from road alignment the slope is of 10-15o at SE aspect. 289 10+597.95 Khahare Khola through alluvium terrace deposit, consisting of gravels, A cobbles in sandy silt matrix and crosses kholsi. 298 10+822.95 SE aspect of 25-30o consisting old massive alluvium terrace deposit (Semi- consolidated Conglomerate). Down hill side from road alignment there is Paddy field on flat Alluvium terrace deposit. Then road alignment crosses Pipe khola 302 11+121.69 SE aspect of 30o slope consisting of old alluvium terrace deposit.At downhill side there is flat alluvium terrace deposit upto suspension bridge then the road alignment follows old alluvium at uphill side 30o slope and downhill side Bheri river, Follows existing trail 306 11+307.68 SE aspect of 100 slopes consisting of residual soil comprising of plastic clay (cultivated land). At downhill side there is Bheri River. In this section a small kholsi incised road alignment where, Conglomerate bedrock exposed at banks of kholsi. o 315 11+467.05 SE-NE aspect of 20-30 slope consisting of Colluvium deposit comprises mainly of boulder of Quartzite in gravelly silt. Disposal site 326 11+918.55 NE aspect of 150 -200 slope consisting of alluvium terrace deposit. At downhill side there is Bheri River. (IP310-315) 327 12+675.00 NE aspect of >50 o slope consisting of grey, SW-MW, jointed, Quartzite 329 12+694.60 bedrock disposal site 332 12+791.64 SE aspect of 30-350 slope consisting of Colluvium deposit mainly of angular, gravels, cobbles in clay silt matrix. This is underlined by quartzite bedrock. At the downhill side there is Bheri River, where bedrock exposed at river bank. 333 12+876.11 SE aspect of 300 slope consisting of old colluvium deposit mainly of phyllite 334 12+901.68 and quartzite boulders in silty clay matrix ( IP 332 onwards Sal forest ), 335 12+933.79 kholsa 403 13+388.64 Chin-chhine RatomatoDanda 409 14+855.48 SE aspect of 300 slope comprising of old alluvium deposit consisting of 410 15+147.63 boulders, cobbles in red clay matrix (Sal forest, gradient of road rises).Then road alignment reaches on flat land and passes about 80 m.through flat land consisting of red residual deposit and joins Rimna Village. Disposal site
Khalanga–Rimna Road, Jajarkot 18 Initial Environmental Examination (IEE)
IP Chainage Physical Environment (Topography, geology and soil type along the No. (m) road) 411 15+191.13 right bank of Bheri River on SE aspect of 40o slope consisting of grey,HW- MW,highly fractured, Quartzite bedrock.After crossing the quartzite bedrock the road alignment passes through colluvium deposit comprised mainly of boulder of quartzite in gravelly sand matrix (Sajion Forest 100 m.)At uphill side Quartzite bedrock of 400 slope. 412 15+229.04 SE aspect of 30-350 slopes consisting of old landslide deposit comprising of 413 15+270.00 gravelly sand. At uphill side quartzite bedrock exposure. Disposal site 415 15+357.46 Flat alluvial deposit composed mainly of sandy clay-silty clay .In this section 438 15+384.69 gully erosion-soil erosion at the right bank of Bheri river is frequent. 440 16+280 flat Alluvium terrace deposit (Maize field), flat alluvium deposit composed of cobble,boulder upto Rimna Village at chainage 16+280 Source: Field Survey, 2007
Critical Sections along the road corridor
The road alignment passes through the rugged topography which is incised by streams, rivulets. Besides these, various hazardous phenomenons has influenced in several locations. Soil erosion, gully erosion, debris flow, landslides, rock fall, rock slope failures are major types of hazardous processes. Some of the sections of road corridor have made critical by these phenomenon.The locationwise description of such critical sections are described below:
Table 3.2: Description of Critical sections S.N. Chainages/ Types of Mechanism Impact level Location Hazards 1 Shantichautara- Gully erosion Debris flow High ,if surface run-off water Baglung hotel – management and check dam Big Gully erosion on gully and retaining wall to down hill side wouldn’t applied 2 Baglung Hotel Slope failure Rock and High, if surface run-off water then gully soil slope management and check dam erosion failure and on gully wouldn’t applied debris flow 3 Neweroad Pasal Oldslide scarp Slope High, if surface run-off water area zone and gully failure and management and check dam erosion debris flow on gully wouldn’t applied 4 Tallo Thaple Downhill side Rock slope High, if quarry site bazar of road failure and continued, due to extension alignment gully of tension cracks towards Rock failure erosion uphill side from quarry from then extension exposed of tension surface cracks towards Bazar area 5 End of Old slide Slope Moderate-low, if water Rawatgaun deposit zone failure due management and structures to high wouldn’t apply during road
Khalanga–Rimna Road, Jajarkot 19 Initial Environmental Examination (IEE)
rainfall cut. 6 Between River bank Striking High, if protection measures Rawatgaun and cutting bank by wouldn’t apply Pipe village Bheri river 7 At the Ending of Old Landslide Slipped of Moderate-low, if water Pipe Chhinchhine deposit huge management and structures community forest landmass wouldn’t apply during road area due to high cut. rainfall 8 Ahead of Rimna Soil erosion Loose , fine High, if surface water phant (cultivated zone soil under the management wouldn’t apply area) influence of surface water run-off Source: field survey, 2007
Land Use: Land use pattern of the area through which the road passes have been classified into three types: cultivated land, forest and public land as shown in table 3.3.
Table 3.3 Land use pattern of Khalanga-Rimna Road SN Chainage, m Location Length (in m) 1 0+000 – 0+085 Shantichautara (Jankalyan community forest) 85 2 0+085 - 0+911 Public land 826 3 0+911 – 1+130 Khalanga (Khirkhire community forest) 219 4 1+130 - 1+730 Public land/barren land 600 5 1+730 – 3+340 Syanla (Syanlapakha community forest) 1,610 6 3+340 - 3+591 Public land/barren land 251 7 3+591 - 4+284 Syanla (cultivated land) 693 8 4+284 - 4+664 Public land/barren land 380 9 4+664 – 5+922 Kalegaun (Kalegaun community forest) 1,258 10 5+922 - 5+941 Public land/barren land 19 11 5+941 – 6+193 Kalegaun (cultivated land) 252 12 6+193 - 7+427 Public land/barren land 1,234 13 7+427 – 8 +786 Rawatgaun (Holu khola phant) 1,359 14 8+786 - 8+840 Public land/barren land 54 15 8+840 – 9+058 Rawatgaun to Pipe (cultivated land) 218 16 9+058 - 9+186 Public land/barren land 128 17 9+186 – 10+822 Pipe area (cultivated land) 1,636 18 10+822 – 11+307 Between Rawatgaun & Pipe (Kolchaur 485 community forest) 19 11+307 - 12+953 Public land 1,646 20 12+953 – 14+855 near Rimna (Pipe chhinchhine community 1,902 forest) forest) 21 14+855 – 15+ 384 Public land 529 22 15+384 - 16+280 Cultivated land, Rimna 896 Source: Field survey, 2007
Land use pattern along the road alignment (for 5m formation width) of Khalanga-Rimna sub- project has been summarized as below.
Khalanga–Rimna Road, Jajarkot 20 Initial Environmental Examination (IEE)
Table 3.4 Summary of land use pattern along the Khalanga-Rimna road S.N. Land use Length Area in (ha) 1 Forest land 5,559m 2.779 ha 2 Agricultural land 5,054m 2.527ha 3 Barren land, public land 5,667m 2.833ha Total 16.28km 8.14ha Source: Field survey, 2007
Climate and hydrology: District headquarter, Khalanga is located in the right bank of Bheri River. The climate of the district is sub-tropical with maximum temperature of 34 degree Celsius and minimum of 8 degree Celsius. The average annual rain fall of the district is about 1,868.5 mm. The sub-project will be implemented in the eastern part of the district. The proposed alignment goes along the Bheri River. So the whole alignment is at altitude of 650 to 1,250m, not so much drastic variation in altitude. The alignment passes through sub- tropical and temperate climatic zone.
Major rivers/streams across the road alignment are Holu khola, Pipe khola. Other some small streams were also observed along the road alignments. There are three rivers Holu Khola, Khahare Khola and Pipe Khola at Chainage 8+840km, 10+597km and 10+840km respectively up to Rimna. Two bridges must be constructed in this section in Holu Khola and Pipe Khola (detail design of the bridges yet has to be made). Khaharekhola is dry and water flows only during rainy season. There are a number of small crossings where small cross drainage structures are needed. Alignment section in nearby of Holu Khola, Pipe Khola and some other small kholsies are flood prone areas.
Table 3.5: Details of water bodies along the road alignment S.N. Chainage Details 1 8+840 Holu khola 2 10+597 Khahare khola 3 10+840 Pipe khola Source: Field Survey. 2007
I. Natural Hazards
Seismicity: Earthquakes and group tremors are common in Nepal, the majority of epicenters being located close to active thrusts or faults. Although it may not be practicable to design mountain road alignment to avoid these active zones, it is advisable to give consideration to the potential effect of seismic shaking when designing high retaining structure, and essential when designing bridges.
Landslide and erosion prone areas: The road passes through mountainous region. Though most of the road passes through mountainous areas, there are no significant problems of landslide and erosion. However, active landslide has been observed below Baglung hotel in Khalanga bazaar. Old landslide zones have been observed in various chainage sections. One is after the ending of Rawatgoan and before starting of fertile Rimna Plain. Similalry, some section of the road alignment along nearby bank of Bheri River is also landslide prone areas.
Khalanga–Rimna Road, Jajarkot 21 Initial Environmental Examination (IEE)
Slope Stability: Along the road corridor, gully erosion and sheet erosion is prominent in the area nearby small kholsa.
Ambient Air Quality: Although, the recorded data is not available, the ambient air quality along the proposed road corridor is good. The good air quality is attributed primarily to the non-existing of industries and vehicular movement.
Noise Level: At present there is practically no noise pollution along the road corridor. This also attributed to non-existence of industries and vehicular movement.
Water Quality: Although, the water quality data of water bodies (streams and spring) are not available, the quality of water appears to be within drinking water quality standard. These are being widely utilized for drinking and irrigation purposes.
3.2 Biological environment
Since the project area lies in sub-tropical climate zone, which ranges from Bheri River to Khalanga bazar, it has a large range of flora and fauna. The study focuses on the present situation of the forest vegetation and wildlife, birds and fishes within the project area. Flora, fauna and vegetation types found in the areas have been described separately below.
The Project area represents a good spectrum of vegetation type along the altitude range between 650m and 1,250m. The Project area's rich vegetation is characterized by Sal (Shorea robusta) and Khayer (Acacia catechu) forest in the nearby area of Bheri River and it is gradually taken over by sub-tropical Khotesalla (Pinus roxburghii). Forest mainly consisting of Sal (Shorea robusta) characterizes the vegetation of the road corridor. The major vegetation compositions of the forest along the road corridor from Khalanga to Rimna are Dhangero (Woodfordia fruiticosa), Bilaune (Maesa chisia), Bar (Ficus glaberrima), Pipal (Ficus religiosa), Chiuri(Bassia butyracea), Tooni(Toona ciliate), Sirish(Albizzia chinensis), Simal(Bombax ceiba), Angeri(Lyonia ovalifolia), Kalikath(Myrsine semiserrata), Bakaino(Melia azedirach), Simali(Vitex negundo), Chutro(Berberis aristata), Kaphal(Myrica esculenta) Khotesalla (Pinus roxburghii), Chatiwan (Alsonia schoaris), Khanayo (Banmara (Eupatorium adenophorum), Chutro (Berberis spp.), Aiselu (Rubus ellipticus), Teetepate (Artemisia vulgaris), Nilkanda (Duranata repens), Sajiwan (Jatropha curcas Linn.), Areri(Acacia Pennata), Asuro (Adhatoda vasica), Rudilo (Pogostemon glaber), Jamanemandro (Mahonia nepalnesis), Bhat (Clerodendron infortunatum), Khar (Themada triandra), Unyu (Cheilanthes spp.), Ganja (Cannabis sativa), Aankhle Ghans (Chirita urticaefolia), Jibre Ghans (Hyperium elodeoides) and Dubo (Cynodon dactylon). The pressure from adjoining villages for resources is heavy. About 4,000 populations in and around the project area impact upon the forest through uncontrolled grazing, fire wood collection, timber theft, grass and fodder cutting are increasing. Plant species such as Dabdabe, Phaledo, Sirish, Khanayo, Bakaino, Bainsh, Simali (Vitex negundo), Amliso, Nilkanda, Asuro, Sajiwan (Jatropha curcas Linn.), Areri, Jamanemandro, Chutro, Dubo, Khar, Babiyo (Eulaliopsis binata) etc. can be also recommended for bio-engineering purposes.
Khalanga–Rimna Road, Jajarkot 22 Initial Environmental Examination (IEE)
Table 3.6: Summary of Existing Biological Environment IP No. Chainage Biological (vegetation, flora, fauna) 1 0+000.00 Sal forest, 2 sal tree and 14 pole size sal tree have to be fell down, 2 0+085 Janakalyan community forest 11 0+323.26 Upper side maizefield 20 0+588.12 Dhungreful, simali, nilkanda, sal+sindure on lower side 0+911-1+130 Sal forest, khirkhire community forest 54 1+730 forest on both sides of alignment, Syanlapakha community sal forest starts 74 2+574.10 Sal+pine forest 77 2+665.61 Sal, jamun 90 3+121.93 Sal forest 98 3+340.02 Syanlapakha community forest ends 99 3+366.75 Private forest 107 3+591.45 maizefield 114 3+818.36 Barren land+maizefield 125 4+109.55 bari 130 4+284.43 maizefield 136 4+483.12 Private forest, sal, jamun, biluane, mayal, mauwa, kyamun, kafal, bhakimlo, githa 142 4+664.10 Sal forest, Kalegaun community forest starts 152 5+089.91 Sal forest, 153 5+110.16 Sal forest 174 5+922.83 Sal forest, Kalegaun community forest ends 175 5+941.50 maizefield 185 6+193.13 maizefiled 187 6+263.22 Shrubland starts 210 6+997.78 Makai bari starts 214 7+115.60 cuItivated land starts 260 9+302.53 Maizefield, simal, khirro, 264 9+505.58 maizefield 266 9+594.47 Asura, sajiwan, amba, kalam 285 10+597.95 Chuwa, kagati, khanayo, mewa, simal, dabdabe, kalam, Maizefield on lower side, asura ghari on upper side 289 A 10+822.95 Lower side paddy field, asura, simali, simal, ipil ipil, bhalayo, bamboo, upper side bari, Kolchaur community forest starts 298 11+121.69 Sal forest on lower side, maizefield on upper side 302 11+307.68 sal chiuri, Kolchaur community forest ends 332 12+953 Sal forest , chiuri, Pipe Chhinchhine community forest starts 14+855 Sal forest , chiuri, Pipe Chhinchhine community forest ends 410 15+191.13 Sal forest, bhorle, mauwa, sindure, babiyo, sandhan, ratunjaro, chiuri, bot dhangero, amala 411 15+229.04 Sajiwan ghari, chiuri 414 15+357.46 Kamereni community forest in ZOI, Bari+salghari, dabdabe, ginari, kalam 415 15+384.69 gayo, kiunkafal, kutmiro, amba, ipil ipil, sisau, khayer, dhurseli, 438 16+280 datiwan, rukh katahar, githa bhyakur, khirro, khasreto, tanki, asare ful, sindure, bains, bayer, saj, kimu
Source: Field Survey, 2007
Khalanga–Rimna Road, Jajarkot 23 Initial Environmental Examination (IEE)
Community Forest The alignment passes through Jankalyan (Shantichautara), Khirkhire (Khalanga), Syanlapakha (Syanla), Kalegaun (Kalegaun), Kolchaur (Pipe), Pipe Chhinchhine (ward no. 8) community forest area and Kamereni (ward no.8) Community forest lies within ZoI of project area in Khalanga VDC. These community forests are of subtropical type of Sal, Pine trees and Chyuri mixed with other local species.
Medicinal plants on Project Area: The project area is rich in forest resources, and contains a variety of forest products. According to the local people and based on the information and data collected from field survey and DFO, Jajarkot, the following are the name of some of the plant species found in project area and having different ethno-botanical uses.
Table 3.7: Plant species with ethno-botanical use in project area S.N Local Scientific Name Common use for . Name 1 Khayer Acacia catechu Digestive, beneficial in cough and diarrhea 2 Dalchini Cinnamomum For scorpion-sting, carminative, aromatic, zeylanicum diarrhoea 3 Bilauni Maesa chisia Insecticides 4 Ganegurjo Astibe rivularis Aphrodisiac, gonorrhea, diuretic, antipyretic 5 Kurilo Asparagus Laxative, used in dysentery, diarrhea, tumors, racemosus inflammations, throat complaints 6 Tejpat Cinnamomum Rheumatic, colic, diarrhea tamala 7 Amala Phyllanthus Fruit-acrid, cooling, refrigerant, diuretic and emblica laxative 8 Kapoor Cinnamomum Counter irritant in muscular strains, camphora inflammations 9 Pipla Piper longum Antidote to snakebite, aromatic, stomachache, tonic 10 Sisnoo Utricia diocia Juice of the plant used for external irritation 11 Chiraito Swetia chirayita Tonic, stomachic,febrifuge, laxative, anthelmintic, antidiarroetic, dyspepsia 12 Guchchi Morchella conic Used as a highly nutritious diet Chyau Source: Field Survey, 2007
Fauna Forests in the project area provide habitat for a number of species of birds and other wildlife, and these vary from one location to another. In general, small forests located near to human settlements have limited types and numbers of birds and wildlife. According to local people, the forests in the upper part (west and north of Rimna) of the road corridor are rich in habitat for a variety of wildlife and birds. The information on mammals, birds, reptiles and amphibians, which are described below, is based on direct observation, call hearing, foot marks and signs observation, interaction and focus group discussion with local people provided more information on wildlife availability.
With growing awareness of forest protection among local people, jungle area is expanding and becoming denser. The number and types of wildlife are also increasing day by day. Community forests are also playing vital role in this regard. Many denuded lands and shrub
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lands have been turned into the green ones due to this endeavour. According to the local people, the most commonly available species are jackal (Canis aureus), Porcupine (Hytrix indica), monkey (Macaca mulata), Indian fox (Vulpes spp.), langur (Presbytis entellus), Indian hare (Lepus migricllis), Squirrel (Funambulas spp.). Similarly, Barking deer (Muntiacus muntijak), spotted leopard (Panthera pardus), wild boar (Sus scrofa), ghoral, bear have been also observed.
The most commnly available birds in the forest are Jungle fowl (Gallus gallus). Presence of crow (Corvus splendens), Parakeet (Psittacula kramen), Oriental Turtledove (Streptopelia orientalis), Common Maina (Acrodotheres tristis), Cuckoo (Cuculus mocropterus), Lampuchhre, Ranichara, Bhyakkur, Nyauli, Kalij, Dhukur (Streptopalia spp.), Red vented Bulbul (Pycnonotus cafer), Indian Treepie (Dendrocutte vagubundra) and Kukhurke (Magalaima spp.) were also noted during the field visit.
Green pit viper (Trimeresurus albolabris), Mountain pit viper (T. monticola monticola), Stejneger’s pit viper (T. stejnegeri yunnanensis), House gecko (Hemidactylus frentus), Common frog (Rana tigrina), Garden toad (Bufo bufo) and Himalayan toad (Bufo himalayanus) are the reptiles and amphibians found in the project area.
The locals also reported that wildlife numbers within forests have been increasing for the last 10-15 years, and this generally attributed to the forest handed over to the communities. This regenerating pattern of community forests is therefore very encouraging. Many shrub lands have also reverted into forestland.
Fish species found in Bheri River and Holu khola are katle (Catla catla), Buduna (Garra annandalei; Chrossochelus latus), Asla (Schizothroax plagiostomus), Kapra and Tite (Psilorrhynus psedochensis). Limited numbers of local people are engaged in fishing profession in some seasons.
GoN has categorized 27 mammals, 9 birds and 3 species of reptiles as protected wildlife. During the last few decades many plant species have become seriously threatened due to habitat destruction and over explotation. Consequently many of the endemic species are now threatened or endangered and are facing extinction. On the basis of their overuse, poor regeneration, habitat destruction and other socio-economic factors, species are considered as endangered, rare or protected species. Among the plant species present in the forest area in the road alignment, only Sal (Shorea robusta) and Khayer (Acacia catechu) and Simal (Bombax Ceiba) are the protected plant species, and is legally protected as per Forest Act 1993 and Forest Rules, 1995.
Among the fauna present in the forest area the road alignment, Langur (Presbytis entellus) and Dhwanse Chituwa (Panthera pardus) are listed in CITES Appendix-I. Following are the names of the species that are either endangered or protected.
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Table 3.8: Major protected Flora/Fauna found in the study area S.N Scientific Name Local Name Status GON CITES IUCN NRBD 1 Panthera pardus Dhwanse Chituwa P II V 2 Macaca assamensis Assamese monkey P II - S 3 Neofelis nebulosa Clouded leopard P I V V 4 Semnopithecus entellus Hanuman langur - I - S 5 Canis aureus Jackal III 6 Columba livia Blue Rock Pigeon III 7 Vulpes bengalensis Indian Fox III 8 Acacia catechu Khayer P T 9 Aesandra butyracea Chuiri T 10 Asparagus racemosus Kurilo T 11 Cinnamomum tamala Tejpat P 12 Shorea robusta Sal P
Note: P= Protected, GoN= Government of Nepal, CITES= Convention on International Trade on Endangered fauna and flora, I = Appendix I: Species threatened with extinction, II=Appendix II:Species not yet threatened, but which could become endangered if trade is not controlled, III=Appendix III: Species identified by any party as being subject to regulation in that country and which require international cooperation control trade, IUCN= World Conservation Union, E= Endangered, V= Vulnerable, R=Rare, I=Indeterminate, K=Insufficiently Known, T=Threatened, NRDB =National Red Data Book,
3.3 Socio-economic and cultural environments Following paragraphs describes about the socio-economic and cultural environmental of the project surrounding area.
3.3.1 Population, Household and Ethnicity
The proposed road passes through various settlements of Khalanga VDC of the district. Ward no. 1,2,3,8 and 9 in Khalanga VDC lies within Zone of Influence (ZoI). The major settlements are Khalanga, Syanla, Kalegaun, Rawatgaun, Pipe and Rimna. Following paragraphs describes about the socio-economic and cultural environmental of the project surrounding area.
Demography: The distribution of population varies in every settlement. In this way, the settlements in rural area are sparsely located whereas urban or market centres have dense settlement. According to population census 2058 (district profile) the total population of Khalanga VDC is 9,580 with 1,842 HHs. Similarly, the ZoI population of Khalanga VDC is 3,430 with 686 HHs, The following table shows VDC household with population and household with population within ZoI in the project area. Thakuri, Chhetri, Bahun, Magar, Kami, Damai, Badi are major ethnic groups in the project area.
Table 3.9: Distribution of population with household within ZoI in the VDC Total Household Population S.N. VDC Total Households population within ZoI within ZoI 1 Khalanga 1,842 9,580 686 3,430 Source: field survey, 2007
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Occupation: The agriculture is main income sources of the proposed road corridor. About 90% people earn livelihood from it except Khalanga bazar (District headquarter). Livestock keeping is also particular for household purpose and for sale. Goat and chicken are the limited source of income in the settlement area. Similarly the larger numbers of energetic people earn their livelihood through pottering, labour in Khalanga, Chaurajhari, and Sallibazaar and seasonally go to India (Kalapahad) also. Few people also earn some money through fishing in Bheri. Badi people in rawatgoan settlement also make madal (a kind of Nepali music drum) and sulpa (used for smoking) and sell to the markets. The following table shows the major occupation with composition of cast/ethnicity in the major settlements within ZoI in the VDCs.
Table 3.10: Distribution of major settlements, caste/ethnicity, occupation within ZoI Ward no. Major Composition of S.N. VDC Major occupation within ZoI Settlements caste / ethnicity 1 Khalanga 1 Khalanga Thakuri, Chhetri, Business, Job Kami, Giri, Damai, Holder, labour Magar 2 Syanla Thakuri, Chhetri, Agriculture, Kami, Giri, Damai, Animal husbandry 3 Khalanga Thakuri, Chhetri, Agriculture, labour, Kami, Giri, Damai, Animal husbandry Magar 8 Pipe, Rimna Thakuri, Chhetri, Agriculture, porter, Kami, Damai, Animal husbandry Magar 9 Kalegaun, Thakuri, Chhetri, Agriculture, labour, Rawatgaun Kami, Badi Damai, Animal husbandry Source: field survey, 2007
Food sufficiency (within zone of influence, ZoI): In the proposed road corridor, the numbers of people are depending upon agriculture, livestock keeping, and daily wages labour. The food production in the ZoI zone is not sufficient to meet people’s needs. The productivity of land is low. Lack of fertile land, transportation and marketing system are also prominent in the project area. There are 354 HHs within ZoI of Khalanga having food for less than 3 months, 184 HHs for 3-9 months and 148 HHs having more than 9 months. The following table reveals the food sufficiency/deficit for < 3 month, 3-9 months and < 9 months for H/Hs and population within ZoI.
Table 3.11: Distribution of food consumption within ZoI of the project area Number of people having food for S.N. VDC Remarks < 3 months 3-9 months > 9 months 1 Khalanga 354 HHs (1,810) 184 HHs (916) 148 HHs (704) 686 (3,430) Source: field survey, 2007, primary and secondary data.
Migration: The field survey indicates that significant out-migration has been taking place within the zone of influence over last few decades. The locals are going out to find jobs especially in urban centers including Nepalgunj, Kathmandu and India and also for education. Most of the migrations are of seasonal nature and it’s mainly in off-farming season. But no in-migration to the zone of influence has been reported in last decade. However, no exact data of in-migration is available.
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Agricultural system: Agriculture production and livestock farming is the main source of livelihood of influence proposed project areas. The economy of the area is predominantly agriculture based. It has high potential for agriculture production such as crops, sub tropical fruits e.g. banana, mango, papaya, lemon etc. and green vegetables. Most of the common crops grown in the areas are as rice, maize, millet as well as other important vegetables. Excess agricultural and vegetable products are sold in local markets.
Industries, Cottage and small industries: Jajarkot district has enough agro based industrial raw materials. The entrepreneurship culture is still lacking in the community and as a result there is not so encouraging establishment of cottage and small scale industries in the district. There are cottage and small industries established with traditional as well as few with modernized technology in the district. Cottage industries are mainly agriculture and forest based. There is a high potentiality of cottage and small industries in project area such as Dairy, Bee keeping, Hosiery and knitting, Bamboo/cane, Fruit processing, cold storage for fruits and other vegetables can be also established in the future.
Education: Jajarkot district received exposure to educational services relatively late in the Nepali context. In the direct impact zones, there are eight schools. The number of schools and its level in the project area is given below.
Table 3.12: Number of schools and its levels in ZoI of the project area VDC Types of school/education institutions primary Lower sec. Second. Higher second. campus khalanga 5 2 1 1 1 Source: District Profile, 2058
Health and Sanitation: The main diseases seen in the project area are worms (tape, hook etc.), diarrhea, gastric infection, skin diseases, eye and stomach related diseases, Fever, Cough, Diarrhea, Typhoid, and pneumonia. Although local people have drinking water facility, they drink water without treatment and water borne diseases have been also reported. Most of the households in rural area still lack toilet facilities. However, Sanitation awareness among people is increasing day by day. The people of the project area use earthen, mostly temporary latrines most of which are unhygienic.
Health Post: Health service is one of the prime services for the district. District public health office and Ayurvedic pharmacy are located in District Headquarter Khalanga. Health posts and primary health care centers are also providing health service to villagers along the road alignment.
Infrastructure
Electricity: Electricity facility is not available in the project area; however, transmission line has been extended to district headquarter from Micro-hydro station of nearby Rukum district. Kerosene is the main source of lighting in the area and kerosene wick lamps are the technologies employed for the purposes. There is also growing popularity of solar energy in the project area. People have to depend upon diyalo (strips of pine trees) and tuki (kerosene wick lamps) for lighting, fire wood is still the only one option for cooking purpose.
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Transportation: The main means of transportation in the area is animal back and some times porters are employed for the transportation of daily goods from the nearest market, Chaurajhari, Rukum. However, it is expected that newly constructed Chhinchu-Jajarkot Road will help to improve transportation facilities of the district in a great extent.
Communication: There’s one district post office in Khalanga. There is also telephone service at Khalanga Bazaar, but it is inadequate. However, it has been planned to distribute CDMA telephones to provide better telephone services to local people in the future.
Drinking Water Supply: Most of the local people depend on traditional source for drinking water. They are mainly aquifiers and springs. Also local people has developed several community water pipelines by trapping water from nearby spring and locally distributed waters. The area is rich for water sources and there is abundant availability of water. During field survey, the drinking water pipelines have not been observed along the road alignment.
Other Facilities: People have banking service in district headquarter, Khalanga. Agricultural office and veterinary office in Khalanga has been providing necessary service to farmers in the area.
Hydropower: The district has great potentiality for small and micro hydropower from the existing rivers and streams in the district. However, the VDCs are not linked with central grid to get the electricity supply. The district also lags behind in establishment of Micro hydropower generation stations.
Irrigation: As the livelihood of population in the district depends on agriculture, there has been developed some irrigation system. These irrigation canals (kulo) are of traditional type and farmer managed. The irrigation channel will be affected along the chainage of road alignment in some parts. Irrigation canals will be affected in in two places of Holu Khola phant (plain), Rawat gaun, Pipe and Rimna.
Existing and potential key growth center: Jajarkot district is served with the various market and growth centers. Some of them are old and some are newly established. The market centers deal with the daily consumable items imported from Surkhet, Salyan and Rukum through land route and from Nepalgunj-Chaurajhari through air route. The markets also export herbal products, etc. in other districts and Terai towns. Khalanga is the existing key growth centers and Rawatgaun as well as Rimna could be potential growth center after the construction of this road.
Historical, Religious and Tourism places: There are some historical, religious and tourist places in the project area, which are Kalika Mandir, Krishna Mandir, Bajyuthan Mandir, Ramjanaki Mandir in Khalanga bazar, Shivalaya Mandir near Kalegaun, Brahma Than at Pipe etc.
As the road alignment has been planned to extend upto Dolpa in the future, tourism based business can be also promoted along this road alignment. Tourists can use this route to go to Dolpa and She-Phoksundo National Park for sightseeing and trekking. Autumn and spring are popular seasons for tourist to go on trekking to these destinations. This route can be expected to become more popular after the easy access to this area. All these tourism activities will provide employment and income generating opportunities e.g. by selling woolen handmade goods, agricultural products such as milk, egg, vegetables engaging in cook, porter, guide occupation etc.
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Religious and Cultural festivals: Main ferstivals observed by local people of this area are Dashain, Tihar, Saune Sakranti, Maghe Sakranti etc. Besides these, they also celebrate other festivals, rites and rituals as per their culture and tradition.
Trend of Environmental Changes over last 15 years
Since project area also lies in the forest area, which is important natural resource and that can play an important role in protecting the physical and biological environments. Forests are a source of firewood, fodder, animal bedding materials (for composting), timber, and medicines, as well as being a primary source of income. All of the households within the project site depend upon forest as the primary energy source for cooking.
Forests also provide diverse types of habitat to different types of wildlife. As per talk with local people, wildlife numbers within forests have been increasing for the last 10-15 years, and this is generally attributed to the conservation awareness of local people. However, peoples from entire project area still have to heavily depend upon fuelwood for energy supply and it has been the major causes for the depletion of precious forest of nearby area.
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4.0 Project Alternatives
Alternative analysis is considered as an integral as a part of an IEE study, which involves an examination of alternative ways of achieving the objectives of a proposed project. The alternative analysis for a road project constitutes the development of an alternative transportation network for the enhancement of safe and faster connectivity of the rural area to market centers and there by improve the economic conditions of the people living in the zone of influence. The alternatives, in this regard, could be other modes of transport such as trail, ropeway, alternative road alignment, alternative design and others. The various possible alternatives are discussed in the following sub-sectors.
4.1 No Project Alternative: This alternative has both beneficial and adverse impacts on the environment including the limitation of achieving the objective of project. The objectives of this project are to provide connectivity of rural area to market center, increase productivity in rural areas, enhance the flow of goods and services from rural area to market centers and vice versa and eventually increase the living standards of the people living in the zone of influence. If the project is not implemented, the present conditions of remoteness and isolation will persist, and by denying access of the local people to the markets and vice versa, will result into the continuation of the low level of productivity and prevalence of poverty. The do nothing situation will conserve some of the environmentally adverse at the cost of severe poverty.
4.2 Project Alternatives (road, trail, ropeway etc): 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, improvement of existing trail, construction of ropeway, airport and road could be the options for achieving the above mentioned objectives.
The zone of influence has a number of trails, which are being used by the local people for transporting goods and services for many years. The zone of influence has a high potential of producing cash crops, horticultural crops and these need to be transported to the market centre for trading. The development of few trails or improvement of existing ones cannot provide services for vehicular movement and thus would not be able to provide desired benefits to the local people. This alternative can conserve the environment but it will fall to serve the transportation need of people living within the zone of influence.
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 Chaurajhari, three hour walking distance from Khalanga but transportation by air will be very expensive and bulk transportation may not be feasible. Moreover, there is irregular flight in operation.
On the other hand, the proposed road to be built on LEP/Green road concept, as stated in earlier sections, will have minimum adverse impacts on the environment. Therefore, the
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proposed road, which would provide access to market centres through safe mode of transportation of goods and services produced within the area, would be the best option to serve the purpose of transportation requirement, and environment conservation.
4.3 Alternative Route: Since Khalanga–Rimna road is of relatively short by distance and located in hill area, during the course of engineering survey and design of this road, alternative routes were not assessed in terms of technical, environmental, financial and social aspects. The proposed route passes through potential area for horticulture & agriculture development, is relatively easier for construction, traverses relatively stable geological settings, and entails minimum possible forest clearance. It is considered as the shortest route to reach Khalanga from Rimna. However, from IP 329 at chainage 12+791.64 to end point Rimna, two road alignments have been surveyed. Alignment I passes along the bank of Bheri River and then through fertile cultivated land of Rimna. Number of trees that have to be fallen down during road construction is very low. However, there are only selected sites for spoil disposal, since Bheri River is in the close proximity of this road alignment. There’s also possibility of extension of settlement in Rimna area if the road will be constructed through this alignment. Though this route requires cutting in most of the initial part of around two km, remaining part is very easy to construct due to maizefield and local people are also willing to provide their land to construct road through this alignment. Rimna has the potentiality to develop as the market center of Jajarkot, Rukum and Dolpa in the future.
Alignment II passes through upper part of dense forest area of Pipe-Chhinchhine community forest area. If road will be constructed through this alignment, a large number of sal trees have to be cut down. Extent, magnitude and duration of impact of this alignment on wildlife habitat and vegetation are also relatively of high degree. Construction of road through this alignment could be the major causes of forest and vegetation depletion of this community forest. Local people also told that it is is important corridor for movement of wild animals in high mountainous and mid mountainous region.
Though some precautions have to be taken if the road will be constructed through alignment I i.e. in cutting and filling, spoil disposal, adoption of bioengineering measures, slope stabilization etc., Alignment I has been recommended for the construction purpose to minimize the environmental degradation in terms of loss of flora and fauna in the project area.
4.4 Alternative Design: There are two types of road design and construction methods: the conventional and LEP/Green road. The conventional method uses heavy machinery and equipment, blasting with explosives, heavy concrete structures with the application of bituminous surfacing side drains, bridge and culverts, and so on. Naturally, during the road design all these factors are considered. On the other hand the design based on the green road concept is environmentally sound, affordable (Low cost), participatory, technically appropriate, labour-intensive and based on rural road construction and maintenance methodology. This concept primarily focuses on conserving the delicate mountain ecology, in particular protection of vegetation cover as a means of soil conservation.
Under this concept majority of the works will be performed manually. The extensive use of machinery is limited to the drilling machine, hydraulic lever arms and compressing machines only. Simple dry stonewalls and stone causeways are used as much as possible. Instead of constructing hillside side drains the cross slope of the road itself is maintained at 5% outward slope. The design of the green roads is based on the assumptions that only the locally
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available materials and local technology will be utilized during construction. Hence, design and road standards are developed on such a way that the use of foreign materials will be as low as possible. All these imperatives were taken into consideration while designing the proposed road.
Considering the local situation, construction cost and maintenance requirement, and the LEP/Green road design concept is the most appropriate option for the proposed road project.
From the environmental perspective the proposed road design and construction technique is very much environment friendly. Nearly one third of the road formation width shall be achieved by the filling of excavated materials. It does not only reduce the cutting width but also provides room for the utilization of already cut materials including stones and boulders. The proportion of cutting and filling materials in this approach ranges from 70:30 to 60:40 in general. All additional excavated materials shall be locally managed dispersing them at relatively flat terrains or housed a bit farther and disposed properly. To achieve all these outcomes smoothly at the time of construction, due care has been taken from the very beginning of the survey and investigation period. For example to maintain the cutting/filling ratio at the range of 60/40 steep land topography has been avoided as much as possible along the alignment during the selection of the road alignment itself. Similarly, alignment with rock has also been discarded as far as possible to avoid blasting requirement.
4.5 Alternative Construction Schedule: The construction of the proposed road is planned to begin in October and construction work is stopped for four months from July to October, heavy raining season for this area. After this period the local people will also be free from their farming works. The project area is a food deficit area, the deficit being more acute in the months of April to June. The construction period has been scheduled from December to June which is the most suitable choice for the project.
4.6 Alternative Resources: The physical resources consumed for the construction of road project will mainly include simple equipment for earthwork excavation, boulders for gabion and dry walls and gabion wires. The alternative resources for constructing road will include as in conventional road construction, use of heavy equipment for earthwork, concrete, reinforced steel, etc. The selected alternative appears the most suitable on considering the local environment and socio-economic conditions. The proposed construction will optimally use the local and hence, the benefits will also be distributed locally.
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5.0 Identification and Assessment of Impacts
The feasibility study and design work of the proposed Khalanga–Rimna road sub-project has been completed and the road is now ready for construction. Like all other development projects, the construction and operation of the proposed road is also likely to produce impacts on local environment, both adverse and beneficial. Several such impacts have been identified based on site observation, field survey, and information obtained from the stakeholders. Most of the identified impacts have been quantified to the extent possible and few were identified on value judgment. Each environmental issue has been examined in terms of its current condition and likely impacts during construction and subsequent operation phases. The impacts have been predicted in terms of their magnitude, extent and duration. The possible impacts (positive and negative) in construction and operation phase are presented in the following sub-sections.
5.1 Physical (land, water, air, noise, human facilities, and others)
Construction Stage
Adverse Impacts
Earthwork Excavation and Disposal: Earthwork is a major activity associated with road construction, which involves excavation; cutting of slopes and formation of embankment, Fresh cut invites landslides and erosion during monsoon. Similarly, the excavated materials need to be disposed in a nearby place. The inappropriate and unstable spoil disposal is the biggest environmental problem in road construction particularly in hill ecological regions of Nepal. 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, • Slope overloading and resultant failure and mass wasting, • Disruption of natural drainage pattern, causing scouring, erosion and landslide, • Damage and destruction of existing vegetation, • Damage to irrigation systems, drinking water schemes and crops through direct deposition or indirectly as result of mass flow, • Water pollution and degradation of water quality.
The likely impact of earthwork excavation and disposal is direct, medium level in magnitude, site specific and short term nature.
Operation of Quarry Sites: The construction of road particularly retaining walls and other structures will require boulders, sand and aggregates. The quarry site for these materials will be largely on local stream i.e. Holu Khola, Pipe Khola and rocky area near the road alignment as mentioned in Table 3.1, which will be adequate to meet the requirement. The likely impact from the operation of quarry sites will be direct, low in magnitude, local nature and short term in duration. The extraction of materials from inappropriate places or in excessive amount can cause serious damage to the local environment. Hence, the appropriate planning for quarrying and borrowing of materials will be made during construction.
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Change in Land Use: Due to the construction of the proposed road there will be change in land use mainly by the conversion of cultivated land (2.52ha) and forest (2.78ha) into the road, and the degradation of road adjacent to the road corridors by disposing spoils and quarrying of materials. The changes in land use will have impact on loss of agricultural land, which will directly reduce the agricultural production. Similalry, there will be also some change in land use due to expansion of roadside settlements like tea shops, temporary shops and labor camps etc. The impact from changes in land use will be high, direct, local and long term in nature.
Slope Instability and Soil Erosion: The construction of road in hilly region causes slope instability and erosion. This may result into landslide, mass wasting, and slope failure. However, the proposed road adopts the green road in which, heavy machineries are not used so that the chance of slope instability and erosion decreases. Furthermore, adequate slope stabilization measures have been envisaged in the design. The likely impact of slope instability and soil erosion is indirect, medium, site specific and mid-term nature.
Air and Noise pollution: Although the air quality of the project area is not available at present, the air does not appear to be polluted. This is primarily due to the non-existence of vehicles and industries as sources of pollution. During the construction of the road, there is a strong possibility of dust emission. The emission will be intense along the construction site. This may affect the local people and workers as well as agricultural crops. In addition, the construction work will be carried out during the dry season when the emission is likely to be significant. This may affect the health of the BG members and people living in the nearby areas and production of the crops. As the proposed construction is under labour-based approach, the involvement of heavy equipment and vehicles will not be utilized during construction. This will significantly decrease the emission of dusts from earthwork and quarrying. As a result, impact on air quality will be direct, low, local and short term in nature. The project area at present does not experience high levels of noise. However, during construction, the increased construction activities may increase the noise level to some extent. The impact of road construction on the noise level will be direct, low, local, reversible and short term in nature.
Water Pollution: The water quality data within the project area is not available. Nevertheless the quality of water in the water bodies, within the project area appears to be fairly good, as is proven by the fact that they are widely utilized for irrigation, household use and drinking for cattle and wildlife without any ill effect. During construction these water bodies are likely to be affected due to the disposal of excavated materials and disposal wastes by the workers if adequate care is not taken. However, since the construction will follow the green road concept appropriate consideration will be given to the disposal of excavated material. Similarly, there is not necessity of labour camps due to the use of local labour. As a result, there will be very insignificant impact on water quality. The impact will be direct, low, local, short term and reversible in nature.
Operation Stage
Slope Instability: During the operation phase, the slope along the road alignment and nearby areas may be destabilized due to human activities in the road neighborhood such as quarrying for stones or soil, animal grazing and irrigated cultivation. This will cause the damage to road section, disruption of transportation and other social impact in nearby area. As the proposed
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road has been designed and will be constructed under green road approach with labour-based technology, such impacts are not very likely. The impact of such kinds will be direct, medium local and long term nature.
Air and Noise Pollution: During operation period, a number of vehicles will ply along the road and will emit gaseous pollutants. This will increase the pollution level of ambient air along the road corridor. At the same time, as it is an earthen road, the air pollution is likely from the dusts emitted from the road surface due to movement of vehicles and also from wind. This will also increase air pollution level, which in turn, may cause adverse health impact to the people living in the vicinity. As the road is of district road category and the vehicular movement is not expected to be very high. The overall impact of air pollution will, thus, be direct, low, local and long term.
As stated earlier noise level during the operation period will increase due to the movement of vehicles and other activities. However, due to low traffic volume, the impact due to noise pollution will be direct, low, local and long term.
Water Pollution: During operation period, the disposal of gases and liquid pollutants from vehicles into water bodies may cause water pollution. The disposal of spoil and other construction materials and wastes into water bodies may also degrade the water quality. The impact of this kind will be direct, low, local and long term.
5.2 Biological (flora and fauna)
The biological environmental issues identified during the IEE include forest resource depletion, loss in wild life and habitat, deterioration in environment, ecosystem and biodiversity; and extra burden in resource management. The environmental study has also evaluated the issues to be the primary issues of concern for the Khalanga-Rimna Road implementation. The road construction activities tend to affect forest flora and fauna and ecosystem in different aspect. The major impacts (adverse and beneficial) identified are divided into two stages and described separately below:
Construction Stage
Adverse Impacts
Loss of forest resources: The proposed road alignment passes through the cultivated land and forest area. As many of the sections of road alignment passes through the forest, adverse impacts are expected to occur during the construction stage, especially on the biodiversity and wildlife habitat. Forest land along the alignment of forest area (2.78ha) will be cleared for the construction purpose hence impact upon the vegetation could not be rejected. Formation width for the proposed road corridor is 5m. The proposed road will clear large number of regeneration including plants of seedlings, saplings, plants of poles and of tree size. Sal (Shorea robusta), Khotesalla (Pinus roxburghii) are the major species that would be the most affected during the site clearance. The proposed road will clear number of plants i.e. around 1,742 of different tree species. Other plant species that have to be cleared off are simal, katus, jamun, khanayo, kafal, mauwa, kavro, aanp, githa, koiralo, ghyar, bhimal, chiuri, papal, rittho, amba, bans, sisau, timilo, pudle, dumri etc., but these plant species to be cleared off are not large in number.
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Table 5.1: Loss of forest area in Community forest in ZoI of project area S.N. Chainage Community forest & location Length (m) 1 0+000 – 0+085 Jankalyan, shantichautara 85 2 0+911 – 1+130 Khirkhire, Khalanga 219 3 1+730 – 3+340 Syanlapakha, Syanala 1,610 4 4+664 – 5+922 Kalegaun, Kalegaun 1,258 5 10+822 – 11+307 Kolchaur, between Pipe and 485 Rawatgaun, settlement 6 12+953 – 14+855 Pipe Chhinchhine (ward no. 8) 1,902 7 Kamereni(ward no.8) only in ZoI of project area Total area of lost forest = 2.779( in hectare) 5559 m Source: Field survey, 2007
Loss of tree species of different sizes has been given as table 5.2 below.
Table 5.2: Loss of tree species along the road alignment Tree 31- 61- 91- 181- 270- Total no. size/girth 60cm 90cm 180cm 270cm 450cm No. 651 376 388 254 73 1742 Source: Field Survey, 2007
The adverse impacts on vegetation/forest resources due to the clearance for construction of the road have been considered to be high in magnitude, site specific in extent and long term in duration, whereas loss of other forest resources will be moderate, local and long term in magnitude, extent and duration respectively.
Removal of bush and ground covers within the road project: Similarly, clumps of bushes mainly of Banmara (Eupatorium adaenophorum), Titepati (Artemisia vulgaris), and Aainselu (Rubus ellipticus) will be cleared during road construction which plays insignificant adverse impact in biological diversity, which is local and short term in nature.
Removal of vegetation for construction of labor camp: The construction of camps in the forest area would affect the forest as the workforce utilizes fuel wood and timber for temporary dwellings. Its impact will be indirect, low, local and short term in nature.
Destruction of vegetation by the debris fallen from the road alignment: The proposed road passes through the steep and undulated terrain, which possesses the slope from 10º to more than 40º. During the construction of the road, debris from the road will pose severe destruction to the vegetation below the road alignment. The impact will be direct, low, site specific and short term in nature.
Loss of forest from accidental and/or intentional forest fire: Accidental forest due to the carelessness of the labor, fire from the farmland as well as intentional fire may seriously damage the wild fauna and flora of the area. The impact will be indirect, medicum scale, site specific and short term in nature.
Loss of medicinal and aromatic plants from Illegal collection: Although the large quantity of Medicinal and Aromatic Plants (MAPs) can not be found within the proposed project area, the possibilities of illegal collection of MAPs from labors may not be overlooked. The impact will be indirect, low, local and short term in nature.
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Fragmentation of the Wildlife Habitat: Road construction in the forest area will fragment the natural habitat by disturbing the movement and breeding activities of the wildlife. The proposed road corridor fragments good habitat of Macaca assamensis, one of the largest troops of Assamese Monkey and Dhwanse Chituwa (Panthera pardus). Macaca assamensis is the animal listed as endangered and protected by Nepalese laws and also listed in CITES & IUCN Red Data Book. The impact will be indirect, low, local and short term in nature.
Disturb in home range of wildlife: The project area is a prime habitat for some protected and other wild fauna such as Macaca assamensis, M. mulata and Semnopithecus entellus. The movement of labor, use of construction equipments, and noise during construction will affect the home range of the fauna. The proposed road corridor is enriched by faunal diversity and some noteworthy mammals, which are Common leopard (Panthera pardus), Wild boar (Sus scrofa), Barking deer (Muntiacus muntijak), Hanuman langur (Semipithecus entellus). The home range of that important wildlife would be limited. The impact will be indirect, low, local and short term in nature.
Increase in illegal trafficking and poaching: Illegal hunting of wild-fauna by the temporary dwellers inside the forest area may take place during road construction. Shooting of birds in the project area may increase during the construction. The impact will be indirect, low, local and short term in nature.
Operation Stage
Beneficial Impacts
Build up and increase co-ordination among road project: The project would be helpful to buildup and increase coordination among local people in order to minimize adverse impacts on the forest. Increase in involvement of local people and project technical personnel in clearing vegetation as well as construction of the road in the forest area will be of beneficial impact. As users of the forest, they are expected to be careful not to destroy or degrade their forest flora and fauna while constructing the road. The impact will be indirect, low, local and long term in nature.
Increase in forest cover through compensatory plantation, road side plantation and bioengineering activities: Compensatory plantation increases in the forest cover. Beside this, awareness program should be helpful in plantation of trees in private land. Increase in forest cover through bioengineering practice applied during the operation phase for landslide stability and road side plantation of ornamental plants also increase in forest cover. The impact will be direct, low, local and long term in nature.
Decrease in dependence in fuel wood and use of kerosene and LPG: Accessibility of road will increase the mobility in the area, which would be helpful in promotion of business activities, which increases the level of income of local people. Increase in income source decreases in dependency in fuel wood and start using kerosene and LPG. The impact will be indirect, low, local and long term in nature.
Increase in plantation of economically valuable NTFPs: Road accessibility in the project site increases the local price of NTFPs like Swertia chirayita etc. This would be important factor in the promotion of plantation of economically valuable NTFPs both in community and private land. The road project should assist to local people in the training and nursery program of the NTFPs for acceleration of plantation of NTFPs.
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Increase in ecotourism: The construction of road increases accessibility to the different places important for the tourism purpose such as Dolpa. This may increase ecotourism in the project site and increase the income level of local people. The impact will be direct, medium, regional and long term in nature.
Increase in environmental and biodiversity conservation awareness: Conservation awareness campaigns increase the biodiversity and environment conservation awareness and decrease illicit felling, shooting, fishing and illegal trafficking practices. The project would be helpful to buildup and increase coordination among local people and concerned government agencies in order to minimize adverse impacts on the forest. Increase the involvement of local people in monitoring, supervision and implementation of mitigation measures, maintaining GoN’s rules and regulations regarding environmental protection, controlling poaching and smuggling of wildlife and their parts, controlling forest fire, encroachment, illegal felling of trees and illegal harvesting of NTFPs and MAPs from the forest and smuggling of the products. The impact will be indirect, low, local and long term in nature.
Adverse impact
Forest Resource depletion: In operational phase of the road, the rate of forest resource depletion will be increased because of the inaccessible sites mainly in Kalegaun and Pipe Chhinchhine forest area where forest resources are in good condition will become more accessible. To meet the increasing needs of the forest products, illegal felling/cutting of poles and trees may occur. Operation of road may increase in timber smuggling due to easy access and easy transportation facilities. Inaccessible sites will become more accessible and the rate of exploitation of Non Timber Forest Products (NTFPs) and Medicinal and Aromatic Plants (MAPs) may increase. Increase in illegal trade and smuggling of NTFPs and MAPs may occur due to easy access and easy transportation facilities. The impact will be indirect, medium, local and long term in nature.
Increase in poaching and illegal trafficking: Operation of road makes inaccessible sites where wild faunas are available will become more accessible and the rate of poaching can also increase if controls are not introduced. It also increases smuggling of wild-fauna and their parts due to easy access and easy transpiration facilities. The impact will be indirect, low, local and long term in nature.
Disturb in home range of certain wild-fauna: Vehicle movement, noise, vibration and light may disturb the home range of certain wild fauna like Panthera pardus, Sus scrofa, Muntiacus muntjak, and Seminopithicus entellus. The possible adverse impacts on those species home range will be minimal. The frequency of above-mentioned wildlife visiting is low due to fragmented vegetation and frequent human interference. The impact will be direct, low, site specific and long term in nature.
Reduction in hygienic condition of the forest flora and fauna: Vehicular movements, noise, vibration, dust and smoke, garbage disposal by hotels, teashops as well as from passengers not only deteriorates the local natural settings but also affects wild fauna by creating new but unhealthy feeding sites. These feeding sites may be the suitable place for poachers. The impact will be indirect, low, local and long term in nature.
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Increase in accident and casualties: Operation of road may increase in sudden accidents between wildlife and vehicles, ultimately results casualties and death of wild-fauna. The impact will be direct, low, local and long term in nature.
Accidental and/or intentional forest fire: Accidental and/or intentional forest fire may pose adverse effects on the wild fauna including soil microorganisms and flora of the area. Accidental forest fire may be due to the carelessness of the local people, uncontrolled fire from the agricultural land and intentional fire for poaching, shooting of wild animals. The impact will be indirect, medium, local and medium term in nature.
5.3 Socio-economic (agricultural land, human health, education, new settlement cultural value, economic and others)
This section provides an assessment of the potential socio-economic and cultural impacts. The implementation of the project will have beneficial and adverse impacts on land use, population displacement, social problem due to construction activities and economic spin- offs etc. The followings are the anticipated impacts on the socio-economic environment of the area:
Beneficial Impacts
The proposed project will be multifold beneficial; the development of road will provide safe and fast mobility of goods and services from rural area to urban centers and vice versa. This will bring about increase in productivity in rural area and eventually improve the socio- economic condition of people living in road corridors. The proposed project is likely to generate following beneficial impacts during construction and operation stages of the project.
Construction Stage
Employment Opportunity and Increase of Income: In accordance with the DoLIDAR approach, the construction will be primarily labour based. The approach also includes the involvement of local labour forces more particularly poor and disadvantaged section of the society to the utmost possible extent. This action of the project will generate large employment opportunities to the local people including poor and dis-advantaged section of society. The immediate beneficial impacts from road development are apparent in the construction phase like there will be various employment opportunities (16,959 skilled and 340,264 unskilled person days in total or 285 skilled and 3,627 unskilled laborers for 90 working days) for the local population, supports for the transfer of construction work skills and technical know-how to the local workers.This will directly enhances the income level of people and eventually contributes positive impact on local economy. Furthermore, the local people will invest the increased earning on health, education and other social sectors. This is one of the significant impacts of the projects but it is of short-term and local in nature.
Trade and business: The increased income of the local people from the project from direct employment for road construction will increase the demand of goods and services particularly in terms of food and other items. It will enhance the business opportunities to the local people by opening the hotels (to some extent) and shops. This will also provide the opportunities for income to other section of local people, who do not earn from direct employment. There’s possibility in enhancement of trade and business volume of Khalanga bazaar and Rimna and there’s a possibility of growth and extension of these places to be developed as local market centres. This impact is also direct, medium, local and long terms in nature.
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Enhancement of technical skills: Although many people in the project area are unskilled at present, the contraction of road is likely to enhance their skills in construction, and large number of people will get practical or hands on training. Furthermore, the project will also organize training on road construction and maintenance to the Building Groups (BG), Social mobilizers and supervisors. This will enhance the technical skills of local people. The skill and knowledge acquired from the project during construction will enhance employment opportunities such trained manpower can earn livelihoods from similar project in futures. This impact is indirect, medium, local and long-term in nature.
Operation Stage
Increase in land value: As soon as road is completed or comes under operation, land values in the adjacent areas i.e. of Khalanga bazaar, Thaple bazaar, Kalegaun, Rawatagaun, Pipe and Rimna increase by many folds, particularly in potential commercial area. Landowners within the road corridors benefit greatly. Similarly, the land price of the agricultural land located in the zone of influence will also increase due to improved facility for transportation of agricultural production from farm to market and agricultural input from market to the farm. This impact is indirect, medium, local and long term in nature.
Improvement in accessibility, saving of time and transportation cost: Once the road project is completed, the people living within the road corridor will have access to market. This will enhance the transaction of goods and services. Furthermore, the local people will have safe and fast mobility within the area as well as to the market centre. People from Dandagaun, Laha, Khagenkot, Ragda, Bhagawati and Sakla VDCs also get benefited due to easy access to market centers after construction of this road.
Furthermore, in the mountain of Nepal, the cost of transportation is equivalent to the cost of either human or animal porter wage. The cost of passenger transport (pedestrian travel) is the cost of time and expense of walking. After the opening of road, the transportation costs change to become additional numbers of trips in specific time. This will save the transportation cost and greatly enhance the socio-economic condition of people within the project area. This is the direct, most significant, regional impacts and will have long-term benefits.
Increase in Productivity: The increased access to market center due to the opening of road is likely to increase the productivity in rural area in terms of agricultural products particularly horticulture, poultry and other services. This area has the great potentiality for production of vegetables and fruits e.g. mango, pear, banana, papaya, herbal farming, and livestock. This will enhance the economic condition of local people. This will have indirect, significant, local and long-term impacts from the proposed road.
Promotion of Small Scale Industries: The increased accessibility in the zone of influence and increased agricultural production as stated above will open up the revenues to establish cottage industries such as agro-based industries. This will increase the employment opportunities and income level. The impact will be indirect, low, local and long term in nature.
Enhancement of Social Services: Increase in productivity and subsequent increase in income level, it is expected that there will be improvement in social service such as education, health, government offices, saving and credits. The improvement can also be expected with more frequent visit of extension workers, longer stay of professionals such as teacher, doctors to their rural duty areas.
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Similarly, enhanced income level will encourage local people to spend more on health and sanitation, development of education facilities by employing qualified and professional teachers and upgrading the existing health posts. This will have direct, significant, local and long-term impact of the proposed project.
Adverse Impacts
The construction and operation of the proposed road is also likely to pose adverse impacts on local environment. Most of the construction related impacts would be of temporary in nature, while the impacts of the operations stage will continue for longer period of time. The likely adverse impacts during construction and subsequent operation stages are presented in following sub-sections.
Construction Stage
Loss of Agricultural Land: The proposed road alignment also passes through cultivated land. It is clear that the loss of crops from the land acquired by the project will have adverse impact on the financial stability of the affected households who are dependent on the agricultural productivity of their land. This impact is expected to be of high in magnitude, local in extent and of long term in duration.
During the construction phase due to the excavation and other construction works, the loss of the agricultural production is difficult to predict without knowing the construction schedule. This impact is direct, medium, local and long term. Though, the land measurement was not done due to very short time period during the field work, there are both types of land available, such as land for cultivation and land for residence. Thus both the types of land will be affected by the project by which a livelihood of rural peasants will be affected.
Table 5.3: Loss of agricultural land S.N. Chainage location Length (m) 1 3+591 - 4+284 Syanla 693 1 5+941 – 6+193 Kalegaun 252 2 7+427 – 8 +786 Rawatgaun (Holu Khola phant) 1359 3 8+840 – 9+058 Rawatgaun to Pipe 218 4 9+186 – 10+822 Pipe area 1636 5 15+384 – 16+280 Rimna 896 Loss of agricultural land (in hectare) = 2.52 ha 5,054 m Source: field survey, 2007
Impact on community infrastructures: The water bodies within the project area are primarily streams, springs, drinking water supply systems and irrigation canals. Community Water taps (no. 2) and kulos (in five places, around 200m in total) that could be affected due to road construction and their chainage wise location have been mentioned in table 5.4 below. The impact will be direct, site specific, short term and medium in magnitude.
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Table 5.4: Details of affected community infrastructures along the road alignment IP No. Chainage Affected community infrastructures 207 6+900.67 Kulo (30m 210 6+997.78 Kulo (70m) 219 7+292.74 Crosses kulo (10m) 224 7+518.66 Kulo (50m) 230 7+876.73 Crosses kulo (15m) 258 9+186.66 Loss of one water tap, kulo (35m) 282 10+346.37 Loss of one water tap, one bramhi than temple Source: Field Survey, 2007
Property loss and damage: The proposed road alignment passes through nearby the settlements of Khalanga bazaar, Thaple, Kalegaun, Syanla, Rawatgaun, Pipe and Rimna. During the construction phase, the people of such settlements suffer by their property losses and damage by road construction works in some extent. The impact will be direct, site specific, short term and medium in magnitude. Details about propert loss and damage will be described in Resettlement Plan Report.
Disruption of agricultural land: During the construction phase, agricultural land may be disrupted; some of the land may be used for the stock pilling. Their lands have to be taken in lease or acquired permanently. This impact is short term, site specific and low in magnitude.
Children: Despite the ban on child labor, it remains a potential temptation in an economically poor region such as the proposed project area. Children and their families will show their temptation for any kind of job and willingly accept even a small job whereas the contractors/man power agencies could easily assign children to some profitable job options. This impact is expected to be of local in extent and low in magnitude and of short term. This impact is expected to be of local in extent and low in magnitude and of short term duration.
Community Services and Institutions: Some community services such school building is expected to be indirectly affected by the project activities. Therefore, the existing pressure on them can accelerate the negative impacts such as pollution of the environment, forest degradation, etc. Wage laborers will have more to spend, and, therefore prices within the project area will inflate. This impact is expected to be low in magnitude, site specific and for a long duration.
Occupational Health, Safety and Sanitation: During the construction phase the labour involved in the construction activities may expose to different level of risks. The potential impacts to health are respiratory and eye diseases due to the exposure on dust, risk of accident during works. The impacts are low, short term and local. The proper sanitation system should be developed to reduce the air and water pollution otherwise the surrounding environment may be polluted. It affects the health of local people.The lack of proper sanitary measures and increase in waste and water pollution can lead to an outbreak of epidemics, diseases as jaundice, typhoid etc. The most vulnerable will be women and children. This impact is considered to be of the low in magnitude for the short term and localized.
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Operation Stage
New Settlement, Market Center Development and Population Pressure: 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 which will also result in population pressure. 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. The impact will be direct, medium, local and medium term in nature.
Health, Sanitation and Safety: The road accident may increase during the operation phase. The rate of accident indirectly related to the speed of vehicle and the traffic volume. So, proper safety measures should be adopted to avoid such impacts. Due to increase of traffic, the air and noise pollution of the road alignment and nearby will be increased. It may introduce the new diseases in the project area. This impact is low in magnitude, local in extent and short term in duration.
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. Similarly, there will be loss of employment opportunities of porters, mules. The impact will be indirect, medium, local and short term in nature.
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. The impact will be direct, medium, local and long term in nature.
5.4 Matrix for Environmental Impacts
Key project activities related to construction of new district road, potential environmental impacts are summarized in the following matrix from as shown in Table 5.5 and 5.6 below.
Table 5.5: Likely Beneficial Environmental Impacts Aspect Impacts Nature Magnitude Extent Duration Construction stage Socio- Employment opportunity and increase in Direct H Lc St economic income level Increase in Trade and Business Direct M Lc Lt Enhancement of Technical Skill Indirect M Lc Lt Operation Stage Biological Build up and increase co-ordination Indirect L Lc Lt among road project Increase in forest cover through Direct L Lc Lt compensatory plantation, road side plantation and bioengineering activities Decrease in dependence in fuel wood Indirect L Lc Lt and use of kerosene and LPG
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Aspect Impacts Nature Magnitude Extent Duration Construction stage Increase in plantation of economically Indirect L Lc Lt valuable NTFPs Increase in ecotourism Direct M R Lt Increase in environmental and Indirect L Lc Lt biodiversity conservation awareness Socio- Increase in land value Indirect M Lc Lt economic Improvement in accessibility, saving of Direct H R Lt time and transportation cost Increase in productivity Indirect M Lc Lt Promotion of small scale industries Indirect L Lc Lt Enhancement of social services Indirect M Lc Lt
Table 5.6: Likely Adverse Impacts Aspect Impacts Nature Magnitude Extent Duration Construction stage Physical Earthwork Excavation and Disposal Direct M St St Operation of Quarry Sites Direct L Lc St Change in Land Use Direct H Lc Lt Slope Instability and Soil Erosion Indirect M Ss Mt Air and Noise Pollution Direct L Lc St Water Pollution Direct L Lc St Biological Loss of Forest resources Direct M Lc Lt Removal of bush and ground covers Direct L Lc St within the road project Removal of vegetation for construction Indirect L Lc St of labor camps Destruction of vegetation by the debris Direct L Ss St fallen from the road alignment Loss of forest from accidental and/or Indirect M Ss St intentional forest fire Loss of medicinal and aromatic plants Indirect L Lc St from Illegal collection Fragmentation of wildlife habitat Indirect L Lc St Disturb in home range of wildlife Indirect L Lc St Increase in illegal trafficking and Indirect L Lc St poaching Socio- Loss of Agricultural Land Direct H Lc Lt economic, Impact on community infrastructures Direct M Ss St cultural Property loss and damage Direct M Ss St Disruption of agricultural land Direct M Ss St Children Indirect L Lc St Community Services and Institutions Indirect L Ss St Ocuupational Health, Safety and Direct L Lc St Sanitation Operation stage Physical Slope Instability Direct M Lc Lt Air and Noise Pollution Direct L Lc Lt Water Pollution Direct L Lc Lt Biological Depletion of Forest Resources Indirect M Lc Lt Increase in poaching and illegal Indirect L Lc Lt trafficking Disturb in home range of certain wild- Direct L Ss Lt fauna Reduction in hygienic condition of the Indirect L Lc Lt forest flora and fauna
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Aspect Impacts Nature Magnitude Extent Duration Construction stage Increase in accident and casualties Direct L Lc Lt Accidental and/or intentional forest fire Indirect M Lc Mt Socio- New settlement, market centre Direct M Lc Mt economic development and population pressure and cultural Health, Sanitation and Safety Direct M Lc Lt Change in social behaviour Indirect M Lc St Road Safety Measures Direct M Lc Lt
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 sitespecific (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
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 Mitigation Measures During Pre-construction phase
The mitigation measures adopted during design or pre-construction phases are of preventive in nature with two basic objectives: (i) Avoiding costly mitigation measures, and (ii) Increasing awareness among the stakeholders for environmental management of road construction, rehabilitation and operation.
6.1.1 Route Selection Since, this is an existing road and proposed for rehabilitation, there is no new route selection rather designing geometrical improvements (as required) and widening of the road formation to the specified width i.e. 5.0 m. Local conditions (structures, switchback, lay-byes, mass balancing and safe disposal site for the excess excavated material, community utilities, slopes, sensitive spots etc.) will be taken into due consideration as to which side widening will take place in order to minimize land acquisition from forest, cultivable lands, settlement and cultural properties.
6.1.2 Detailed Survey and Design The road design will follow the rural road standards developed by DOLIDAR. The works will be executed through labor intensive construction method as far as possible and practical in this program. Bio-engineering technique will be applied for stabilization of slopes, which is sustainable, environment friendly and can be done by using local resources and manpower.
6.1.3 Land and Property Acquisition, Compensation and Resettlement Being a governmental agency the proponent will assist to form Compensation Determination Committee (CDC) under the Chairmanship of Chief District Officer. The Chief of Land Revenue Office, DDC representative, DTO will be members in the CDC and other representatives from DFO, DADO, Survey Office, VDC and affected person will be invited if needed. The Committee will decide the rates applicable for compensating different types of houses, land, trees and crops in accordance to established market rates. A separate Resettlement Plan will be prepared to address land and property acquisition as well as compensation issues.
6.2 Benefit Augmentation Measures
6.2.1 Construction Stage
Employment Generation and Increase in income During the road construction and rehabilitation, large number of local people (340,264 unskilled person days and 16,959 skilled person days) will work as labourer giving more emphasis to women (at least 40%), ethnic minority and dalit (occupational caste). Total 189
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skilled and 3,781 unskilled persons will get employment for 90 days. 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.
Enhancement of Technical Skills During the road construction and rehabilitation work, members of BGs will be given training in road construction, soft engineering structures and bioengineering works. They will also be given on-the-job training for beneficial augmentation measures. This will help them to find job as skilled worker in other future projects as an alternative occupation in addition to agriculture.
6.2.2 Operation Stage
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 agro-based industries, vegetables and horticultural farming. The benefit augmentation measures will be to promote cooperative and provide linkage with bank and other financial institutions for setting up business enterprises.
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.
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.
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.
Development of market centers There is a possibility of growth and extension of the minor local markets along the road like in Khalanga, Rawatgaun, and Rimna area. Sewerage and other basic facilities will be supported in the market centers.
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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.
Promotion of tourism activity Flow of tourists due to easier accessibility to project area 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.
6.3 Adverse Impacts Mitigation Measures
6.3.1 Construction Stage
Physical
Change in land use Lands under the various uses will be used during the construction of the road. The DDC will acquire the land for road construction and maintain RoW as per the DoLIDAR standard. The land acquired for the implementation of the project can undergo a long-term permanent change in the land use. Agricultural extension services will be improved to mitigate the loss of agricultural land. Similarly, Temporary lost vegetation on work site and material storage yards shall be revegetated after the completion of road construction. During re-vegetation, local species identified during the survey shall be used. The spoil sites shall be stabilized with bio-engineering technologies.
Slope instability The construction activities will be carried out as per the “Green Road Approach” which uses a simple labor-based technology. There is no provision for the use of equipment and machinery. Cut and fill mass management methods will be applied. Bio-engineering activities will be carried out. Thus, there is little chance to invite slope instability. Environmental awareness raising activities will be implemented. Local people will need to make aware about how to protect instable slope. Irrigation canals (kulo) shall be preserved where road crosses them, cross drainage should be provided to facilitate irrigation. Protective measures such as construction of gabion walls, catch drains and plantation shall be adopted in those areas where serious problem of landslides exist however the project has avoided the significant areas with problems of landslides. All small drainage will be joined with the natural drainage system in order to avoid possible gully formation at different location, particularly on hill slopes. Geo-morphological condition, problems of the road alignment along the different chainage and mitigation measures to minimize them have been mentioned below. Cost for these mitigation measures shall be inclueded in detail design and cost estimates of the road sub-project.
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Table 6.1: Geomorphological problems and mitigation measures of the road alignment along the different chainage S.N. Chainages/Location Geological Condition Mitigation Measures 1 Shantichoutara- Gully erosion, Debris flow Bioengineering, Baglung hotel–Big construction of checkdam, Gully erosion retaining structure and breast wall 2 Baglung Hotel Slope failure then gully construction of retaining erosion, Rock and soil slope structure and breast wall, failureb and debris flow Bioengineering, simali, babiyo 3 Newroad Pasal area Oldslide scarp zone and gully Retaining structure, erosion, Slope failure and bioengineering, simali, debris flow babiyo 4 Tallo Thaple Bazar Downhill side of road Retaining structure and alignment, Rock failure from breast wall, check dams quarry then extension of tension cracks towards Bazar area, Rock slope failure and gully erosion from exposed surface 5 End of Rawatgaun Old slide deposit zone, Slope Bioengineering and failure due to high rainfall retaining strucutre 6 Between Rawatgaun River bank cutting, Striking Retaining structure and Pipe village bank by Bheri river 7 At the Ending of Old Landslide deposit, Slipped Check dam, breast wall, Pipe Chhinchhine of huge landmass due to high retaining structure community forest rainfall area 8 Ahead of Rimna Soil erosion zone, Loose, fine Check dam, retaining phant (cultivated soil under the influence of structure, bioengineering, area) surface water run-off sajiwan plantation
Safe Disposal of Spoils Inappropriate and unsuitable spoil disposal is one of biggest physical environmental problems in road construction on the mountainous ecological regions of Nepal. In order to dispose the spoil a careful planning needs to be prepared and practiced. DoLIDAR approach of road building has adopted the principals of balanced cut and fill and careful separation and reuse of excavated materials. The best mitigation measure for safe disposal of spoil is to strictly adhere with the green road principles. However, it is difficult to attain perfect balance of cut and fill in each and every section. In order to make the safe disposal with minimum environmental damages, the following mitigation measures are suggested: • Wherever possible use surplus spoil (longitudinal and traverse) to fill eroded gullies, quarries and borrow pits, depressed areas, • Use the excavated materials for reclaiming the degraded land in near vicinity in consultation with local communities, • Utilize as much of the excavated material from rock cuttings along the alignment to minimize the need of quarrying.
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Selection of disposal sites Disposal sites have been identified on the basis of slope angle. The road corridor passes through cultivated land. The locations have been proposed on the basis of slope angle, stability and safety of slope from erosion, landslide and even on the basis of keen interest of landowner. The sites for disposal are mentioned at chainage wise description.
Drainage and cross-drainage works As part of road construction side and cross drain will also be constructed. The concentrated water discharged from side and cross drain can cause potential impacts to existing area by accelerating erosion. During the detail design phase, the project will design the drainage system by considering water collection, conveyance, disposal of surface water runoff from the road and motorist safety as well. The drainage system will also be designed with drainage width, depth, slopes, road alignment and protective treatment. All drainage will be joined with the natural drainage system in order to avoid possible gully formation at different location, particularly on hill slopes. Small irrigation channels (kulo) along the alignment shall be preserved, where road crosses them, cross drainage shall be provided to facilitate irrigation.
Roads usually generate large volumes of concentrated surface runoff. The concentrated water flowing through the road and from the outlets cause erosion and landslide, eventually affecting the stability of the road itself, in order to avoid this, the following mitigation measures is suggested: • Provide adequate and appropriate numbers of drainage structures in order to have minimum interference with and impact on natural drainage pattern of the area, • Avoid surface water discharge into farmland or risky locations, • Do not divert water away from natural water course unless it is absolutely necessary • Avoid blockage or diversion of natural channels due to construction of road and disposal of spoils. • Adopt outward road slope as per green road standard to minimize water accumulation.
Quarry Sites Where quarries are required, they shall be limited to the areas which are not geologically or ecologically weak. The extraction of materials from inappropriate places or in excessive amount can cause serious damage to the local environment. Hence, the appropriate planning for quarrying borrowing of materials will be made during construction. After completion of construction activities the quarries shall be filled or otherwise altered by forming gentle slopes and applying bioengineering wherever necessary.
The proposed project is envisaged to be constructed under LEP/Green road concept and due care is given to this problem. Under this concept, excavation, filing and disposal of earth will be undertaken in several stages in order to minimize the ensuing environmental hazards. As a result, the impact from spoil disposal during the construction of proposed road will not be significant.
Avoid the Use of Blasting Materials Road construction requires large volume of rock cutting (depending on the geology). Use of blasting material will expedite the work. However, the use of blasting material will trigger landslides (which is the fundamental reason) and other adverse impacts on environment such as noise, air pollution and safety. The green road construction approach prohibits the use of blasting materials during road construction.
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Minimize the Use of Construction Equipment Since the project intends to execute the construction work by mobilizing Building Groups, use of heavy construction equipment will be avoided.
Air and noise pollution Vehicle conforming to acceptable emission standards shall only be allowed and use of horns shall be restricted near dense forest, health posts, schools and settlements. To reduce noise and air pollution in nearby settlements a buffer zone by planting trees on right of way shall be developed.
Water pollution Water outlets shall be protected avoiding the disposal of excavated materials in the water bodies.
Biological environment
Loss of vegetation and use of forest resources Loss of forest shall be minimized through minimal site clearance and protection. Temporary loss of vegetation on work site material storage yards shall be re-vegetated after the completion of road construction. During re-vegetaiton, local species identified during the survey shall be used. The loss cannot be minimized but it can be compensated by planting trees on the spoil banks and encourage the local communities in plantation of trees in their private land and conservation of forest. According to the Work Procedure for Providing the Forest Land for Other Use, 2063 of Government of Nepal, project has to carry out plantation equivalent to the forest area lost from the construction of the road or pay for the plantation and protection cost for five years to the District Forest Office. Concerned CFs will carry out 2.78 ha of plantation in their community forests with project support. The forest products from the community forests will be distributed by the CFUGs according to their operational plans.
Loss or degradation of forest/vegetation The direct loss of forest due to road alignment (2.78ha) may be further degraded due to the number of construction related activities including spoil disposal, firewood collection by workers, etc. The mitigation measures to be considered are: • When alignment passes through forest area, site clearance for construction shall be limited to the minimum width. No tree or vegetation shall be cut unless absolutely necessary • Workers shall be actively discouraged from collecting fuel wood from forest or hunting of birds or animals • Workers’ awareness will be raised about cooking and other kind of fire works in the forest especially in the pine forest as there may be fire in the forest which can burn the forest trees destroying the valuable forest resource • The eroded/abandoned land is invaded by local plant species so such area shall be vegetated by fodder, fruit trees, forage grasses, etc in private land and forestlands. • Awareness programmes shall be organized to educate local people on the importance of rare and endangered plant species and conservation practices. • Workers shall be briefed regularly about the importance and rules and regulation of DFO and in order to make them comply with.
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• Proponent shall provide counseling services for the promotion of agro-forestry, Non- timber forest products, and horticulture in private land providing seeds, seedlings, slips, training and other incentives to the farmers residing in adjoining the road corridor in coordination with District Forest Office (DFO). Promotion of NTFP in community forest would be beneficial to uplift the economic condition of local people.
Disturbance to wildlife and illegal hunting Road construction may cause the loss of habitat and interruption in wildlife movement path. 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. • Restriction to work during night time • Restriction to wildlife harassment by the workers • Coordination with DFO and CFUGs to control the activities like illegal hunting and poaching of wild fauna, especially listed in CITES and IUCN red data book by enforcing acts and regulations strictly. • The project will launch wildlife conservation awareness program for the construction workers.
Socio-economic and cultural environments
In order to minimize the socio-economic and cultural impacts, identified above, the following mitigation measures are recommended for implementation during the road construction stage.
Loss of agricultural land and property This will directly affect the landowners in terms of their livelihood. However, there is no provision of cash compensation for land occupied by the road. For this, the following mitigation measures are suggested: • The road center line shall be as far as possible to avoid damage to valuable agricultural land, • A detailed and transparent local consultation process should be adopted to resolve the acquisition and compensation issues in a way that is accepted to the community, particularly the affected persons as per DRILP principle.
The annual loss of agricultural production due to irreversible loss of the agricultural land has to be given due consideration. Since the land areas are being used for green vegetables to agricultural products, it has to be taken particular attention with negotiation with the owners of a particular crop of that season, only if the farmer is unable to harvest due to land acquisition process.
Health and Occupational Safety In a road construction project, there is always a possibility of occupational health and safety problems. However, this risk shall be minimized by properly adopting necessary safety measures. In order to minimise such problems, road safety measures shall be an integral part of the detail design and also there should be provision of masks, boots etc for labor worker for safety. Basic first aid shall be provided to construction workers during construction of the project. Besides, the project shall provide insurance facility for injuries or death of workers, if any, and the compensation will be based on the existing legal provisions.
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Reinstallment of Physical Infrastructures Despite careful planning and survey, irrigation canals and natural water springs are likely to be disrupted by the proposed project. In order to avoid such impacts, the following mitigation measures are suggested: • Restore all disturbed infrastructures to the condition before disturbance or improve where appropriate, • Avoid contamination of water resources systems during construction • Adopt outward slope as per Green Road Standard to minimize water accumulation.
Mitigation measures for affected community infrastructures along the road alignments are recommended as given in Table 6.2 follow. Costs for mitigation measures have been included in project cost and relocation for community infrastructures of resettlement plan.
Table 6.2: Mitigation Measures for affected community infrastructures Affected community Mitigation Measures Remarks S.N. Chainage infrastructures 1 6+900.67 Kulo (30m Will be relocated Restore the 2 6+997.78 Kulo (70m) Will be relocated disrupted Crosses kulo (10m) Hume pipe will be part/structure 3 7+292.74 provided appropriately in 4 7+518.66 Kulo (50m) Will be relocated coordination Crosses kulo (15m) Hume pipe will be with local 5 7+876.73 provided irrigation canal Loss of one water tap, Will be relocated users’ 6 9+186.66 kulo (35m) committee/water Loss of one water tap, Temple can be shifted to users’ one bramhi than another place committee. temple recommended by local 7 10+346.37 people Source: Field Survey, 2007
6.3.2 Mitigation Measures during Operation Stage
Physical Environment
Slope Instability and Erosion The impact of slope instability and erosion will be in terms of damage of agricultural land, 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
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Air, Noise and Water Pollution The movement of vehicles on the road will cause air and noise pollution. Similarly, run-off from road surface may cause water pollution. Following mitigation measures will be adopted: • Vehicles conforming to acceptable emission standard will only be allowed • Speed limit of the vehicles will be maintained near the settlements • Use of horns should be restricted near dense forest, health posts, schools and settlements • Plantation will be done along the Right of Way (RoW) near the settlements.
Biological Environment
Depletion of Forest Resources The pressure on forest resources during road operation is likely to occur. The mitigation measures recommended are: • Promote the installation of improved stoves (provide awareness training to encourage them to use it), microhydro, solar and biogas to minimize the consumption of firewood • Encourage and support local communities and authorities in controlling illegal harvesting of forest resources.
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 • Potential areas for wildlife crossing
Socio-economic and Cultural Environment
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 • Applying appropriate road safety measures with the help of 3-Es i.e. Engineering, Enforcement and Education. • Enforcement is usually made through traffic laws, regulation and controls like restriction on vehicle speed. • Education is done by sufficient publicity and awareness raising programs. It aims at improving the human factor in traffic performance. • Engineering phase is the one which is constructive. It deals with improvement of road geometrics, providing additional road facilities and installation of suitably designed traffic control devices. • Required safety signs will be used along the road
Ribbon 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: • Awareness raising programme through local organizations to plan proper settlements • Regulate settlement growth with proper land use planning/zoning along RoW • Plantation of trees along the road.
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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 Environmetal Management Plan
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, Jajarkot. 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.
District Development Committee, Jajarkot: As project implementer at district level, DDC Jajarkot is responsible for screening and ToR preparation, commissioning IEE studies, and carrying out mitigating works.
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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 part of 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, the construction period is less than 2 years, 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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Figure 7.1 Environmental Management Organization Structure
Ministry of Local Development (MLD)
DRILP-PCU DoLIDAR CISC DDC Environmental Specialist
DTO DPO DISC
DRCC
VWRCC
Building Groups/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.
Table 7.1: Framework of Implementing Environmental Management Plan Potential Benefit Augmentation/Mitigation Concerned Period Verification Impacts Measures Agency Method Benefit Augmentation Employment Involvement of women, dalit and DPO/DISC Construction Records, generation ethnic minority poor people and discussion providing life skill training for and increase income generation activities in come Enterprise Support to local entrepreneurs DPO/DISC/ Construction Records development and promotion of cooperative and Department and And and business linkage with bank and other of Cottage operation discussion financial institutions and Small promotion Industries Enhancement Support promotion of community DDC/DPO/ Construction Records, Of community development activities and DISC and discussion development development and linkage of social operation services infrastructure services
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Potential Benefit Augmentation/Mitigation Concerned Period Verification Impacts Measures Agency Method Access to Improve agricultural support DDC/DADO/ Operation Records inputs and services local farmers And services for the farmers discussion Increased Promotion of market linkages and DDC/ Operation Observatin, Crop networking for better market DADO/ records productivity price NGO/ local and sale of farmers farm products Development Support sewerage and other DDC/local Operation Observation, of market drainage facilities in the market club records centers centers Appreciation Promotion of land development DDC/VDC Operation Records, of land value activities and check discussion encroachment within RoW Promotion of Facilitate development of lodges, DDC/VDC/ Operation Observation tourism restaurants and hotels local people activity Physical Environment Change in Plantation in community forest and DFO/CFUG Construction Records, land use improving agricultural extension /DDC/ and observation services. Applying additional DISC operation protective measures that the remaining land will not be lost due to erosion Slope Bio engineering application should DDC/ Construction Observation instability be used to stabilize the mountain DSCO/BG/ slopes Contractor Effective, well designed drainage DSCO/DDC Construction Observation system should be utilized &Operation Efficient spoil management should DDC/DPO Construction Observation be maintained Spoil Balance cut and fill volume within a DDC/DPO/ Construction Observation disposal reasonable haulage length. Where DISC possible, 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.
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Potential Benefit Augmentation/Mitigation Concerned Period Verification Impacts Measures Agency Method Water and • Provide adequate numbers of DDC/DPO/ Construction Observation drainage drainage structures in order to DISC management have minimum interference with and impact on natural drainage pattern of the area, • Avoid surface water discharge into farmland or risky locations, • Do not divert water away from natural water course unless it is absolutely necessary • Avoid blockage or diversion of natural channels due to construction of road and disposal of spoils. • Adopt outward road slope as per green road standard to minimize water accumulation. Quarry sites Proper management and DDC/DPO/ Construction Observation rehabilitation of quarry sites DISC Air pollution Provide mask to construction DDC/DPO/ Construction Observation, workers and plantation of local DISC/DFO records species along the road side Vehicle emission standard and DDC/DPO/ Operation Observation speed limit will be maintained DISC Uses of ear muffles should be DDC/DPO/ Construction Observation, maintained DISC records Noise Use of the unwanted horns at the DDC/DPO Construction Observation, Pollution public places and settlement area and records should be prohibited operation Water Avoiding the disposal of excavated DDC/DPO Construction Observation pollution materials in the water bodies Construction Avoid the use of blasting materials DDC/DPO/ Construction Observation approach Minimize the use of heavy DISC construction equipment Road Appropriate spoil disposal sites DDC/DPO Construction Observation accidents should be identified and utilized Enforcement of road safety DDC/ Operation Observation measures like speed limit and Traffic erecting road signs police Biological Loss of Plantation of trees in the DDC/ Construction Observation,r forest community forest and private land CFUG/DFO ecords Vegetation Supporting CFUG to manage their DDC/CFUG Operation Observation, and forest community forests. Promote the /DFO records degradation installation of improved cooking stoves.
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Potential Benefit Augmentation/Mitigation Concerned Period Verification Impacts Measures Agency Method Disturbance Construction activities near forest DDC/CFUG Construction Observation to wildlife area will be properly managed and /DFO and bird workers are restricted to disturb and habitat harass wildlife Erecting appropriate sign boards for DDC/CFUG Operation Observation drivers near the forest area /DFO Socioeconomic Loss of Promotion of high value crops and DDC/ Construction Observation, agricultural commercial farming and increase DADO/ records land the cropping pattern NGO/ Local farmers Health and Workers will be provided with DDC/DPO/ Construction Observation, safety helmet, masks and muffles DISC/ records matters depending on the nature of work. VWRCC 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 New Regulate settlement growth with DDC/DPO Operation Observation, settlement proper planning along RoW and records development discourage ribbon settlement Change in Aware, educate and prohibit DDC/DPO/ Operation Observation, social communities about negative social VWRCC records behavior behavior like gambling, 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. Costs for income generation and awareness programme activities for Affected Persons (APs) are included in Resettlement Plan. 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, plantation, land slide rehabilitation, 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. The indicative cost for environmental enhancement and mitigation is presented in the Table 7.2.
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Table 7.2. Cost Estimate for Environmental Enhancement and Mitigation Measures SN Measures Estimated Remarks cost (NRs.) 1 Benefit Augmentation Included in Resettlement Plan for (APs) Measures 1.1+1.2 and for others will be included in Community Development and Livelihood Restoration component of the project 1.1 Income generation 460,140.00 Included in Resettlement Plan activities designed for APs 1.2 Awareness raising trainings 1,75,500.00 Included in Resettlement Plan 2 Adverse Impact Mitigation 2.1+2.2+2.3 Included in project cost Measures +2.4+3+4 2.1 Community structure 150,000.00 Included in Resettlement Plan relocation 2.2 Occupational health and Included in Particular conditions of safety contract 2.3 Compensatory re-plantation 668,006.00 Included in project cost (as per rate for deforested area (2.78ha) analysis Norms of MoFSC) 2.4 Rehabilation of landslides 1,236,000.0 Included in project cost 3 Bioengineering (3% of total 22,45,075.90 Included in project cost project cost) 4 Resettlement and 30,02,000.00 Included in Resettlement Plan rehabilitation cost
7.5 Implementation of Mitigation Measures
The mitigation measures should be integrated into project design and tender documents. Using this approach, the mitigation measures will automatically become part of the project construction and operation phase. By including mitigation measures in the contract or in specific items in the Bill of Quantities, monitoring and supervision of mitigation implementation could be covered under the normal engineering supervision provisions of the contract.
Project Design The mitigation measures should be integrated in the design of the project itself. Such a step will enhance the mitigation measures in terms of specific mitigation design, cost estimation of the mitigation measure, and specific implementation criteria. The mitigation measure integration in the design phase will also help in strengthening the benefits and sustainability of the project.
Project Contract The project contractor should be bound by the parameters identified in the environmental assessment pertaining to specific mitigation measures in the contract. The final acceptance of the completed works should not occur until the environmental clauses have been satisfactorily implemented.
Bill of Quantities The tender instruction to bidders should explicitly mention the site-specific mitigation measures to be performed, the materials to be used, labor camp arrangements, and waste disposal areas, as well other site specific environmental requirements.
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Supervision and Monitoring The purpose of supervision is to make sure that specific mitigation parameters identified in the environmental assessment and as bound by the contract is satisfactorily implemented. Likewise, monitoring is necessary such that the mitigation measures are actually put into practice.
7.6 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.
7.6.1 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 Jajarkot 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 Assessment Specialist 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 of the 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 regular supervision and guidance provided by the DISC at the site. The sub-project specific monitoring plan as given in Table 7.4 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. 475,000 as given in Table 7.3.
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Table 7.3: Environmental Monitoring Cost Manpower requirement Duration (month) Rate (NRs) Amount (NRs) Team Leader/Environmentalist 2 75,000 150,000 Engineer 1 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 70,000 sampling/lab test Total 475,000
7.6.2 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.
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, and • Prepare up-to-date environmental status of specific site where the impacts are assessed to be significant
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: • 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 borrow pits
Khalanga–Rimna Road, Jajarkot 65 Initial Environmental Examination (IEE)
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 borrow pits • 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 7.4 presents environmental issues, methods, schedule, and responsible agency for environmental monitoring.
Table 7.4: 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 During the DDC with people's environmental design reports, study and DISC support concerns discussion with local design residents, process and representatives, and prior to designers approval 2 Undertaking level of Review of screening and Prior to project DDC with Environmental IEE documents approval DISC support assessment 3 Incorporation of Review detail design and During project DDC with mitigation measures drawings to ensure approval DISC support and environmental environmental codes of conduct into monitoring provisions designs are included B. During Construction phase 4 Construction and Site inspections at places During DISC location of drainage where such drains are construction facilities required 5 Care and safe storage Inspection of site Weekly during DISC Of top soil for later use clearance activities construction 6 Care for vegetation Inspection of site Weekly during DISC, DFO, in the immediate clearance activities construction CFUG vicinity
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SN Issues/Monitoring Procedure/Method Schedule Responsible indicators agency 7 Safeguarding of Site observation, During and DISC Community discussion and seeking immediately infrastructures of feasible solutions after construction 8 Safe disposal of Disposal site observation Weekly DISC excavated materials and disposal practice and other construction wastes 9 Impacts on agricultural Site observation and Weekly DISC land due to spoil, soil discussion with local erosion, water logging residents 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, DFO, vegetation in the cut per season CFUG slope 12 Timely construction Community based Immediately DISC of other slope planting/slope After protection measures maintenance 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 culturally Site observation, Upon demand DISC sensitive spots discussion with local residents 16 Operation and Site inspection, During quarry DISC closure of quarries discussion with operation or and burrow pits local residents weekly C. Operation Period 17 Encroachment/ Field visit to forest, Half yearly DDC, DTO, degradation of forest discussion with local DFO people, CFUG, local forest authority 18 Inappropriate use of Discuss with local Upon demand, DDC, DTO, marginal lands people, reference to prior Half yearly DRCC mapping 19 Surface flow Visit the area, mapping, Upon demand, DDC, DTO, Interruption and its discussion with local Half yearly DRCC consequences people.
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SN Issues/Monitoring Procedure/Method Schedule Responsible indicators agency 20 Air pollution, vehicular Travel along the road, Upon demand, DDC, DTO, emission, noise, traffic discussion with local Half yearly DRCC volume people, pedestrians, passengers, transport operators 21 Maintenance of road maintenance record, Annually DDC, DTO, Check inspection of road and DRCC road structures 22 Condition of Inspection and Annually DDC, DTO, environmental discussion with DRCC mitigation measures maintenance workers used in the road
Khalanga–Rimna Road, Jajarkot 68 Initial Environmental Examination (IEE)
8.0 Conslusion and Recommendation
8.1 Conclusion While conducting field survey, the local people have shown their great eagerness for the realization of the road. They have also reported their willingness to give away their land and property if necessary. This shows the commitment of the people in the construction of the road.
At the beginning, the road alignment passes through cultivated land, forest and settlement within the project area and somewhere follows existing foottrail e.g. mainly from Rawatgaun to pipe. Although some private and public properties as well as cultivated land should be acquired during project implementation, this road will provide job opportunities to the local people and increase income, promote trade, business and tourism, develop social services, enhance technical skills and know-how, enhance awareness on resource management. Thus, economic activities will be more and more with the easy access to the market for agricultural products.
The proposed road will also bring some adverse environmental impacts during construction period, which are related to topography (landscape disturbance) i.e. occurrence of landslides, rock falls etc especially at the weak geological zones. It poses adverse impacts due to cutting and felling of trees, adverse impacts will be on wildlife habitat due to the clearance of 5m formation width for the construction of the road in forest area. Some trees with different species have to be cleared.
Similarly, in acquiring 5m formation width for the road construction, land belonging to patches of private cultivated land at various portion of project area will be changed to the road surface and production of wheat, potato and local vegetable products from the cultivated land will be considered as permanent loss. Some of the adverse impacts may also continue during the operation and maintenance period (landslides, rockfalls etc).
Mitigation measures will be undertaken to reduce the adverse environmental impacts. They are related to land use regulation, adoption of cut and fill (balancing) method in excavation works. For slope stabilisation bioengineering technologies will be adopted. Furthermore, illegal cutting and felling of trees will be prohibited to reduce adverse impacts on biological environment as well as least damage the trees of right of way. Conservation awareness and compensatory plantation programs will be launched to mitigate as well as to enhance biodiversity programs. Similarly, regarding socio-economic impacts the project will ensure occupation health and safety measures through community involvement. In the operation phase, safety sign posts (speed limit, turnings, bends, weak geological zones etc) will be kept at proper places. Regular maintenance, removal of slide residue etc will be carried out properly. Similarly, enhancement measures will also be applied for beneficial impacts such as priority will be given to the project affected people providing job opportunity, encouraging the workforce and project staff to buy local products for boosting local economy etc.
As per EPR, 1997 schedules 6 (pertaining to Rule 7) an Environment Management Plan to ensure the adoption of the environmental protection measures has been prepared. The EMP includes plan for the implementation of environmental monitoring.
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8.2 Recommendation It is recommended that implementation of this Khalanga-Rimna Road and the linkage of Dunai, District Headquarter of Dolpa to national road network in the future is quite essential. In Jajarkot, Khalanga-Rimna Road is possible to connect the rural areas of Jajarkot, Rukum and Dolpa in eastern-northern border. This project can bring revolution in development of Bheri and Karnali zone. So the concern party must provide first priority to these projects.
The importance of this road is that Rimna bazaar will become the main market center for the people of Dandagaun, Khagenkot, Ragda in Jajarkot, Dolpa and Gotamkot, Athabiskot and Ghetma in Rukum. Livelihood and socio-economic condition of poor people will be upgraded. Hence by the initiation of this Khalanga-Rimna road, the people of Kalegoan, Rawatgoan, Pipe and Rimna and other neighboring villages will be also greatly benefited. This road project helps to rapid economic growth, transportation and communication in the project area. As the road is proposed to be constructed in accordance with the labour based, environmental friendly and participatory (LEP) approach, no heavy structures, sophisticated equipment are proposed. But some sections has unfavorable geological condition in the road corridor
The actual length of the road to be constructed is given as 16.28 km. After the completion of the road, road maintenance has to be given high priority, landslide residue has to be cleaned up in time and slope stabilization and road protection work has to be carried out simultaneously.
As the proposed road have no such serious adverse impacts except cutting of some trees in the forest area of proposed alignment. Regarding social impact, the local people are willing to have this road and have shown their willingness to provide their land and property. In order to make full use of the recommendations for the proposed road, Environmental Monitoring part should be made very strong and active to follow up the implementation of mitigation measures.
Environmental impacts of the proposed road project are likely to have some negative impacts associated with minor loss of forest and agricultural land. Most of the adverse impacts identified and predicted are insignificant and of short term in nature. The beneficial impacts with the increase of access to market centers and enhancement of productivity in rural area are more significant and hence, no EIA level study is recommended.
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9.0 Miscellaneous
References:
• ADB 2003 Environmental Assessment Guidelines. Asian Development Bank, Manila, The Philippines
• Center I, 1997 “Environmental Impact assessment , Mac-Grw Hill Inc. USA”
• DDC Profile of Jajarkot District, 2058
• Department of Roads, 1998 “Nepal Road Statistics”
• Department of Roads, 2002, Reference Manual for Roadside Bioengineering
• Department of Roads, 2002, Site Handbook for Roadside Bioengineering
• Department of Roads, 2003, Reference Manual for Environmental and Social Aspects of Integrated Road Develoment
• Department of Roads, 2003, Reference Manual for Environmental and Social Aspects of Integrated Road Develoment
• Department of Roads, GEU. 1996 “Bio-Engineering Information”
• Department of Roads, GEU. 1997 “Environmental Impact Assessment Guidelines for the Road Sectors”
• DoLIDAR 1999 APPROACH for the Development of Agricultural and Rural Roads. Department of Local Infrastructure Development and Agricultural Roads, 1999
• DoLIDAR Green Road Approach Manual
• DRILP 2006 Environmental Guidelines (Draft), Decentralized rural Infrastructure and Livelihood Project, GoN, DoLIDAR.
• DRILP 2006 Project Procedural Manual (Final 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.
• GTZ/SDC 2000 Green Road: Best Practices
Khalanga–Rimna Road, Jajarkot 71 Initial Environmental Examination (IEE)
• HMG/N 1973 National Park and Wildlife Conservation Act, 1973
• HMG/N 1993 Forest Act, 1993
• HMG/N 1995 Forest Rules, 1995
• HMG/N 1996 Environment Protection Act, 1996. Ministry of Law and Justice, GoN, Kathmandu
• HMG/N 1997 Environment Protection Rules, 1997. Ministry of Law and Justice, GoN, Kathmandu
• HMG/N 1998 Environmental Guide for Small Rural Infrastructure Projects.
• HMG/N 1999 Local Self Governance Act, 1999 Land Acquisition Act 1977
• HMG/N 2000 Local Self Governance Rules, 2000
• HMG/N 2003 REFERENCE MANUAL for Environmental and Social Aspects of Integrated Road Development. Ministry of Physical Planning and Works
• IUCN, 1996 “ EIA Training Manual for Professional and Managers”
• RAP 2001 Initial Environmental Examination Guidelines (Draft). Department for International Development (UK) Rural Access Programme Nepal, March 2001
• RAP, 2000 “ Brief Paper on Environmental Guidelines For Road Corridor Alignment, WSP, GOECE and CDG”
• RAP, 2001 “Initial Environmental Examination Guidelines , WSP, GEOCE, and ODG”
• Uprety B K 2003 Safeguarding the Resources ENVIRONMENTAL IMPACT ASSESSMENT Process and Practice. December 2003
Khalanga–Rimna Road, Jajarkot 72 Initial Environmental Examination (IEE)
ANNEXES
Annex I Terms of Reference for IEE study
Terms of Reference (ToR) for Initial Environmental Examination (IEE) of Jajarkot-Dolpa Road Sub-project
Submitted to: Ministry of Local Development, Government of Nepal
Proponent: District Development Committee Jajarkot Telephone No. - 089-649132 Fax No. – 089-649132
January/2007
ENVIRONMENTAL GUIDELINES FOR DRILP 1
Table of Content
Description Page
1.0 Name and Address of the Proponent ...... 4 2.0 Introduction ...... 4 2.1 General Introduction ...... 4 2.2 Background of the proposal ...... 4 2.3 Objectives ...... 5 2.4 Relevancy of the proposal ...... 6 3.0 Review of relevant laws, rules and guidelines ...... 4.0 Procedure to be adopted while preparing the report ...... 4.1 Desk review ...... 4.2 Public consultation ...... 4.3 Field work ...... 5.0 Alternatives for the implementation of the proposa 6.0 Requirement of the IEE Study...... 6.1 Time Schedule ...... 6.2 Estimated budget and study team ...... 7.0 Environmental baseline ...... 8.0 Analysis and interpretation ...... 9.0 Identification, prediction and evaluation of impact ...... 9.1 Beneficial Impacts ...... 9.2 Adverse Impacts ...... 10.0 Mitigation Measures ...... 11.0 Environmental Monitoring Plan ...... 12.0 IEE report format ......
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Abbreviation
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 DTO- District Project Office DTO- District Technical Office/Officer 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 SDC- Swiss Agency for Development and Cooperation TA- Technical Assistance ToR- Terms of Reference USADP - Upper Sagarmatha Agricultural Development Project VDC-Village Development Committee
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1.0 NAME AND ADDRESS OF THE PROPONENT The District Development Committee (DDC), Jajarkot is the executing agency at the district level and the proponent of the Initial Environmental Examination (IEE) study for the rehabilitation and construction of Jajarkot-Dolpa 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, Jajarkot Khalanga Telephone No. – 089-649132 Fax No. – 089-649132
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 committee (DDC), Jajarkot 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 the 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 Jajarkot-Dolpa road sub-project in Jajarkot District. This road has been selected after the walkover survey of Jajarkot-Dolpa road from the sub-list on the basis of prioritization criteria. This is a high priority road in Jajarkot district and is proposed for construction under DRILP.
2.2 BACKGROUND OF THE PROPOSAL
History of the project: The Decentralized Rural Infrastructure and Livelihood Project (DRILP or ‘the Project’) is a project being implemented with Loan 2092-NEP (SF) from Asian Development Bank (ADB), grant from Swiss Development Cooperation (SDC), counterpart funding from Government of Nepal (GoN), participating districts and contributions from project beneficiaries. The Project is located in 18 districts, including 14 districts in the Western (Baglung, Gorkha, Lamjung and Myagdi), Midwestern (Dolpa, Humla, Jajarkot, Jumla, Kalikot and Mugu),and Far western (Baitadi, Bajhang, Bajura and Darchula) and 4 districts in the Central and Eastern region districts (Okhaldhunga, Ramechhap, Solukhumbu and Taplejung) that are
ENVIRONMENTAL GUIDELINES FOR DRILP 4
among the poorest in the country and most affected by the conflict. 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).
Jajarkot District is located at Northern part of Bheri Zone of Mid western region. Jajarkot is a mountainous and a very remote district. The district headquarter has not yet connected by any road transport. The district is situated at an average level of 610 to 5412m height from mean sea level and from 280 37’20” to 290 7’32”Northern Latitude and from 810 49’22” to 820 34’46” Eastern Longitude. The Project district is surrounded by the Rukum and Dolpa in the east Surkhet and Dailekh in the west, Jumla and Kalikot in the North and Rukum and Salyan district in the South. The total area of district is 2230 Sq km and the district headquarter Khalanga is located in the right bank of Bheri River.
The proposed project Jajarkot Dolpa Road starts from the district headquarter Khalanga VDC ward No 1 that is the Shanti Chautara and passes through the various major settlements Khalanga, Thanti, Kalagaun, Rahutgaun,Pipe, Danda Bisauni and Rimna etc.
In the first phase, as per the decision made by the DRCC and DDC the proposed road has fallen in the first priority and walkover survey was carried out by the local consultant team. The proposed road about 20km in length extends towards Dolpa district and connects chinchu Jajarkot Road under construction. This road has a greater scope and is very advantageous to the people of this region even for Karnali and remote areas of rapti zone. This sub project is focused on overall development of the Jajarkot district.
details of project works: The whole project works classified into mainly two parts viz. Planning and implementation phase, the different activities or works of these phases are also classified into various parts. The different activities and works to be performed during the entire project period are shown in short in the following flow chart. From which different works of the project can be understood easily.
Insert maps of: Project location on a nationwide scale Project location on a district scale
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, identify any environmental problems/difficulties that are existing now due to the existing road, and assess nature/extent/significance of the problems/difficulties, identify the significant environmental issues/ concerns (physical, biological, and socio–economic, cultural) that can arise from the proposed rehabilitation and construction activities,
2
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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 Describe about the situation in the district and benefit due to the project in a paragraph.
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. 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 Procedure to be adopted while preparing the report The IEE approach, methodology and procedure should generally follow the provisions of the EPA and EPR. 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 ENVIRONMENTAL GUIDELINES FOR DRILP 6
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 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 ENVIRONMENTAL GUIDELINES FOR DRILP 7
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 cross checked and analyzed.
9.0 Identification, prediction and evaluation of impact 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.
ENVIRONMENTAL GUIDELINES FOR DRILP 8
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 farm land 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 ENVIRONMENTAL GUIDELINES FOR DRILP 9
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 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
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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
ENVIRONMENTAL GUIDELINES FOR DRILP 11
Annex II Abstract of cost Sub-Project Khalanga-Rimna District Road Government of Nepal Ministry of Local Development Decentralized Rural Infrastructure and Livelihood Project Office of District Development Committee Jajarkot
F / Y : 2063/64 Abstract of cost
S.N. Description of Work Unit Quantity Rate Amount Remarks Site Clearance: Clearing and grubbing including the cutting of 1 trees (only if necessary) having girth of less than 30 cm when m2 3284.40 7.00 22990.82 measured at 1 m above the ground. Cutting of trees: having girth of above 30 cm when measured at 1 m above the ground including the removal of trunk, branches and stumps up to a lead of 100 m along the lead route for trees of size : a) above 30 cm to 60 cm girth no 651.00 52.50 34177.50 2 b) above 60 cm to 90 cm girth no 376.00 70.00 26320.00 c) above 90 cm to 180 cm girth no 388.00 262.50 101850.00 d) above 180 cm to 270 cm girth no 254.00 525.00 133350.00 e) above 270 cm to 450 cm girth no 73.00 1750.00 127750.00 f) above 450 cm girth no 0.00 Sub Total 423447.50 Excavation in roadway and drain including renoval and satisfactory disposal of all materials up to lead of 50m along the lead route, including handling and staking or hauling (to sites of embankment construction of suitable cut materials. a) Ordinary soil m3 1451.64 87.50 127018.36 3 b) Boulder mixed soil m3 103832.52 105.00 10902414.98 b)Ordinary rock m3 14422.11 350.00 5047737.31 c) Medium rock m3 11828.62 700.00 8280031.41 d) Hard rock (with chiselling) m3 2059.00 2975.00 6125520.10 Sub Total 30482722.16 4 Boulder Removal m3 1686.50 175.00 295136.99 Excavation in Foundation for retaining, toe, gabion and crossdrainage structures including renoval and satisfactory disposal of all materials up to lead of 50m along the lead route, including handling and staking or hauling (to sites of embankment construction of suitab 5 a) Ordinary soil m3 172.41 87.50 15086.00 b) Boulder mixed soil m3 10801.36 105.00 1134142.60 b)Ordinary rock m3 1657.85 350.00 580247.40 c) Medium rock m3 2084.72 700.00 1459306.56 d) Hard rock (with chiselling) m3 476.45 2975.00 1417425.81 Sub Total 4606208.37 Uncoursed Dry stone masonry (for retaining and toe structures) 6 work including full compensation for all labour, material and other m3 10983.25 387.50 4256007.86 incidentals required to complete the work. Cement Masonary in C/S(1:4)Mortar. (for retaining and toe 7 structures) work including full compensation for all labour, material m3 507.60 1872.50 950481.00 and other incidentials required to complete the work. Soling (for cross drainage structures) work including full 8 compensation for all labour, material and other incidentials m3 138.60 387.50 53707.50 required to complete the work.
Alignment through River Side Page-1/2 Abstract Cost Contractor Sub-Project Khalanga-Rimna District Road S.N. Description of Work Unit Quantity Rate Amount Remarks 9 packing and Filling of Gabion creats with rubble stone at m3 21339.00 206.25 4401168.75 site Transporting Material from Roadway and Drain excavation
From 50m to 100m m3 3439.02 87.50 300913.94 10 From 100m to 150m m3 2292.68 175.00 401218.59 From 150m to 200m m3 1146.34 262.50 300913.94 From 200m to 400m m3 525.00 0.00 Sub Total 1003046.47 Stone Transportation for Structure Work From 50m to 100m m3 1939.33 87.50 169691.79 From 100m to 150m m3 1939.33 175.00 339383.58 From 150m to 200m m3 969.67 262.50 254537.69 11 From 200m to 400m m3 646.44 525.00 339383.58 From 400m to 600m m3 323.22 787.50 254537.69 From 600m to 800m m3 323.22 1050.00 339383.58 From 800m to below 1000m m3 1127.00 1312.50 1479189.63 Sub Total 3176107.55 Construction of enbankment and backfilling of structure with from roadway excavation including average transportation distance of 12 m3 47676.13 43.75 2085830.55 50m along the lead rout, spreading in layers, watering and compaction; all complete Breaking stones for structures ( if stones arenot available in free 13 m3 1127.00 700.00 788901.14 space: medium rock breaking is used for structures) Assembling of wire Creats/gabion/revetment and placing them in position including stretching, binding them together and tying down lids.(binding wire 12 SWG) 14 2*1*1 no 7258.50 15.75 114321.38 1.5*1*1 no 4548.00 12.89 58607.18 Sub Total 172928.56 Febrication of Gabion Boxes including Rolling,Cutting &weaving heavy coated GI wire boxes, hexagonal mesh size (10 15 mm x 12mm), mesh wire 10 SWG, Selvedge wire 7SWG 2*1*1 no 7258.50 2014.39 14621449.82 1.5*1*1 no 4548.00 1648.14 7495728.32 Sub Total 22117178.13 Total 74835863.35 16 Bio-engineering Works (3% of construction cost) 2245075.90 Total (With Bio Engineering) 77080939.25 Tools & Plants @ 3% 2312428.18 Total (With Tools & Plants) 79393367.43 17 Cement Procurement MT 58.88 8500.00 500493.60 18 Transportation Cement from Nepaljung to salli MT 58.88 1600.00 94210.56 19 Transportation Cement from salli to Khalanga MT 58.88 13200.00 777237.12 20 Transportation gabion wire from Nepaljung to salli kg 299300.75 1.60 478881.21 21 Transportation of gabion wire from Salli to Khalanga kg 299300.75 22.00 6584616.59 22 Rehibilitation works for canal (250 mm HDP pipe) rm 100.00 1745.00 174500.00 Amount without Overhead, contingencies and administrative cost 88003306.50 Contractor's overhead @15% 13200495.98 Total 101203802.48 VAT 13% 11440429.85 Total 112644232.33 Contingencies @2.5% 2200082.66 Add for Const. Mgmt. & Quality Control @ 2.5% 2200082.66 Grand Total 117044397.65 Total Length (KM) 16.28 Per KM 7189459.32
Alignment through River Side Page-2/2 Abstract Cost Contractor Annex III Public Notice
Annex IV Deed of enquiry (Muchulka) obtained
Annex V Recommendation letters from VDCs
Annex VI Questionnaire Survey and Checklist Initial Environmental Examination Study
Checklist
Project Location : From ………………. To …………………………
A. Socio Economic
1. VDC 2. Ward No. 3. Place
4. Name of the nearest settlement : Distance (Km)
5. Type of settlement a. Dense b. Scattered
6. Land Use Type a. Khet Irrigation Non Irrigated B. Bari c. Pasture d. Religious e Forest
7. Schools, Health Posts, Drining water supply, canals and other structures (List)
8. List of the affected structures (House, Goth, etc.) Numbers Type Area Cost House Goth Others
9. Land ownerships a. Private b. Community c. Governmental d. Guthi e. Others
10. Cropping pattern in project affected area with yield a. Paddy b. Com c. Wheat d. Rapeseed e. Others
11. Cost of the other structures
12. Religious spot of the nearest vicinity Name : Distance : Pilgrimage time/season
13. Drinking water, electricity and other development projects Name Location Distance
14. Schools, health post, other government and non-governmental organizations Name Location Distance
15. Name the places where the land value depletes due to project construction
16. Name highway and other local roads near the project site
17. Electrification in project area
18. What are the possible impacts of project in socio-cultural and economic status of the local people?
B. Biological
1. List of affected trees in orchard, private forest and other marginal lands
S. No. Name of species Number Plantation time Ownership Yield Price 1. 2. 3. 4. 5.
2. Forest area lying in the project affected site a. Govt. forest b. Community forest c. Private d. Religious e. Others
3. Details of the affected forest trees by project Name of species Number Private/Govt./Community Size (range) Cost (range) 1. 2. 3. 4. 5.
4. List of threatened plant species
5. Important wildlife habitat in the project affected sites
6. River, streams, and other water sources
C. Physical Environment
Physical Aspects
Chainage : Date : Observation No : Place: Geologist :
------
Topography : 1. Rock slope ------2. Soil slope ------3. Relative relief, ------
Drainage : 1. Surface drainage a) Simple b) Active c) Very active
2. Ground Water depth (m) a) Dry b) Wet c) flowing
Land use : 1. Thick vegetation 2. Moderate vegetation 3. Sparse 4. Barren 5. Cultivated
Fault : 1. Distance from road (m) a) >50 b) 51-100 c) >100
Soil : 1. Soil type a) Compact alluvium b) Loose alluvium c) Colluviums d) Eluvium e) Talus f) Till/debris
2. Soil depth, (m) ------
Lithology Structure
1. Rock a) Massive resistance b) Highly cemented c) Soft rock d) Alternating e) Weak rock
2. Rock Type 3. Weathering grade a) Fresh b) Moderate c) High d) Complete 4. Joint spacing a) Wild b) Medium c) Close d) Tight 5. Orientation of discontinuity a) Slope oblique to joint bending b) Dip slope of joint c) Dip slope of bending
Inventory of existing dangers within the fact/block influencing the road
Change No
1. Facet a) Length of facet/road b) Size of facet (m3) (L x B x H) = c) Area of facet (m2) (A)
2. Existing danger a) Type b) Size (L x B x H) = c) History ------d) Area (a) = Area % 100 x a/A e) Length along proposed road (l) = Length along propose % = 100 x 1/L 3. Imminent danger and likely impacts ------4. Remarks ------5. Photograph No :
Spoil Disposal :
1. Spoil tipped away from designated area ------2. Spoil falling or being washed on to farmland ------
3. Other adverse effects ------
Water Management :
1. Scour or erosion below un protected drainage out falls ------
2. Disruption of drinking or irrigation water supplies ------
Quarries and barrow pits :
1. Pollution, disturbance and danger from quarry operations ------
2. Safety risks from abandoned quarries or borrow pits ------
3. Land seriously disturbed or lost from production ------
4. Quarries continue to be used by unauthorized persons ------
Dust noise pollution by :
1. Construction works ------
2. Construction traffic ------
3. Large work sites ------
Other Remarks : ------s_ ;fdflhs–cflys jftfj/0f tyf ;fF:s[lts jftfj/0f M
!_ kl/of]hgf If]qsf] ljj/0f M
lhNnf uf=lj=;= jf8{ g+=
@_ hg;+Vofsf] -uf=lj=;=_ ljj/0f
jf8{ g+= 3/w'/L ;+Vof dlxnf k'?if hDdf 1.
2.
3.
4.
5.
6.
7.
8.
9. hDdf
#_ If]qsf] k'g{jf;
qm=;+= k'g{jf; k'g{jf;sf] k|+sf/ ;8s b]lvsf] uf=lj=;= b/L
qm=;+= k'g{jf; k'g{jf;sf] k|+sf/ ;8s b]lvsf] uf=lj=;= b/L
$_ k]zf
qm=;+= k]zf hg;+Vof -k|ltzt_ 1. s[lif
2. gf]s/L
3. Aofkf/
4. pBf]u
5. HofdL
6. cGo
%_ kl/of]hgf ahf/ If]q
qm=;+= ahf/ If]q pBf]u ;+Vof k;n ;+Vof s}lkmot
^_ hflt, hghftL
qm=;+= hflt, hghflt 3/w'l/ -k|ltzt_ wd{ s}lkmot
&_ kl/of]hgf If]qdf l;wf k|efljt x'g] ;d"x
qm=;+= l;wf k|efljt x'g] k'g{jf; 3/w'/L ;+Vof s}lkmot ;d"x
*_ cfo / Aoo
*=! cfo
qm=;+= cfosf] >f]t k|ltzt 1. s[lif
2. gf]s/L
3. Aofkf/
4. kz'hGo pTkfbg
5. pBf]u
6. df};dL HofdL sfd
7. cGo
*=@ Aoo
qm=;+= Aoosf] zLif{s k|ltzt 1. vfB
2. n'ufkmf6f
3. lzIff
4. :jf:Yo
5. rf8jf8
6. cGo
(_ s[lif
(=! hUuf :jfldTj -k|lt kl/jf/_
qm=;+= hUufsf k|sf/ /f]kgL÷aL3f 1. xf]rf] hUuf
2. cUnf] hUuf
3. afFemf] hUuf
4. h+un
5. cGo
(=@ hUufsf] :jfldTj
qm=;+= hUufsf cj:yf kl/jf/sf] ;+Vof 1. hUuf ljlxg
2. kfFr /f]kgL;Dd
3. kfFrb]lv bz /f]kgL;Dd
4. bzb]lv kGw| /f]kgL;Dd
5. kGw|b]lv aL; /f]kgL;Dd
6. aL;b]lv dfly
(=# afnL / pTkfbsTj
afnL If]qkmn a[Iff/f]k0f s6fgL pTkfbsTj cf]u6]sf] -cGg÷t/sf/L -/f]kgL÷aL3f_ -/f]kgL÷ls=u|f=_ -Ü_
(=$ kl/of]hgf If]qdf v]tL ul/Psf hUufsf] If]qkmn ======/f]kgL -ef}lts If]q_
(=% s[lif pTkfbgsf] cf};t ahf/ efp
qm=;+= afnL If]qkmn :yflgo Aflx/sf] :yflgo s}lkmot -cGg÷t/sf/L_ -/f]kgL÷aL3f_ ahf/ efp ahf/ efp
(=^ cf}ift 3/3'/Ldf hDdf s[lif pTkfbg, kl/jf/n] ug]{ vkt / laqmL
qm=;+= afnL hDdf pTkfbg 3/sf] nflu ahf/ hDdf laqmL -ls=u|f_ k|of]u -Ü_ laqmL -Ü_ :yflgo Aflx/sf] ahf/df -Ü_ :yflgo ahf/df -Ü_
(=& vfB ;'/Iff
qm=;+= vfB dfq 3/3'/L ;+Vof s}lkmot 1. !@ dlxgf;Dd 2. ^ b]lv ( dlxgf 3. # b]lv ^ dlxgf 4. ^ dlxgf eGbf sd
(=* hDdf kz'kfng -k|lt kl/jf/_
qm=;+= kz'kfng hDdf 1. e}+;L 2. ufO{ 3. e]8f÷afv|f 4. s'v'/f 5. ;'Fu'/ 6. cGo
!)= kl/of]hgf If]qdf hUufsf] d"No -¿=÷/f]kgL_
hUufsf] lsl;d ahf/ d"No -¿=_ ;/sf/L -dfnkf]t_ s}lkmot d"No -¿=_ jif{el/ kfgL nfUg] v]t jiff{ofddf kfgL nfUg] v]t af/L 38]/L
!!= kl/of]hgf If]qdf 3/sf] lsl;d
qm=;+= 3/sf] lsl;d ;+Vof s}lkmot 1. kf/Dkl/s 3/ 2. cfw'lgs 3/ 3. cw{ cfw'lgs 3/ 4. uf]7 5. cGo
!@= ;8saf6 c;/ kg]{ 3/sf] ;+Vof
qm=;+= 3/sf] lsl;d ;+Vof a;f]af; s}lkmot 1. kf/Dkl/s 3/
2. cfw'lgs 3/
3. cw{ cfw'lgs 3/
4. uf]7
5. cGo
!#= k|:tfljt kl/of]hgf If]qdf c;/ kg]{ hUuf
qm=;+= hUufsf] lsl;d If]qkmn -/f]kgL_ a;f]af; s}lkmot 1.
2.
3.
4.
5.
6.
7.
!$= xfnsf] kl/of]hgf If]qdf 3/x?sf] ahf/ d"No
3/sf] lsl;d ahf/ d"No b/ ;/sf/L d"No b/ s}lkmot kf/Dkl/s 3/ cfw'lgs 3/ cw{ cfw'lgs 3/ uf]7 cGo
!%= xfnsf] kl/of]hgf If]qdf 3/x?sf] ahf/ d"No
qm z}lIfs z}lIfs ljBfyL{ ;+Vof lzIfssf] ;+Vof =;+ ;+:yfsf] ;+:yfsf] s]6f s]6L hDdf dlxnf k'?if hDdf = :t/ ;+Vof
1.
2.
3.
4.
!#= k|:tfljt kl/of]hgf If]qdf c;/ kg]{ hUuf
qm=;+= hUufsf] lsl;d If]qkmn -/f]kgL_ a;f]af; s}lkmot
1.
2.
3.
4.
5.
6.
7.
!$= xfnsf] kl/of]hgf If]qdf 3/x?sf] ahf/ d"No
3/sf] lsl;d ahf/ d"No ;/sf/L d"No s}lkmot Kf/Dkl/s 3/ cfw'lgs 3/ cw{ cfw'lgs 3/ uf]7 cGo
!%= kl/of]hgf If]qdf pknAw ;]jf ;'ljwf
!%=! lzIff
qm z}lIfs z}lIfs ljBfyL{sf} ;+Vof =;+ ;+:yfsf] :t/ ;+:yfsf] s]6f s]6L hDdf dlxnf k'?if hDdf = ;+Vof
1.
2.
3.
4.
!%=@ vfg]kfgLsf] >f]t
qm=;+= >f]t 3/w'/Lsf] k|ltzt
1. Ogf/
2. 6\o"j]n
3. vf]nf
4. cGo
!%=# kl/of]hgf If]qdf :jf:Yo ;]jf
qm=;+= :jf:Yo ;+:yf ;+Vof
1. pk–:jf:Yo rf}sL
2. :jf:Yo rf}sL
3. kl/jf/ lgof]hg lSnlgs
4. lghL lSnlgs
5. cfo'j]{lbs c:ktfn÷lSnlgs
6. cGo
!%=$ ;+rf/ ;]jfx?
x'nfs sfof{nosf} ;+Vof ======
lk=l;=cf]=sf] ;+Vof ======
6]lnkmf]g nfO{gsf} ;+Vof ======
!%=% kl/of]hgf If]qdf ljB't ;'ljwf -;'ljwf ef]uL 3/w'/Lsf] k|ltzt_ ======
!%=^ kl/of]hgf If]qdf pkef]Qmf ;d"x -vfg]kfgL, l;+rfO{, jg_
qm=;+= pkef]Qmf ;d"xsf] gfd ;+Vof 1. 2. 3. 4.
!%=& kl/of]hgf If]qdf dlGb/, P]ltxfFl;s÷;f+:s[lts :ynx?
qm=;+= gfd uf=lj=;= j8f g+= s}lkmot 1. 2. 3. 4. 5.
!^= kl/of]hgf If]qdf ljsf; sfo{
qm=;+= kl/of]hgfsf] gfd sfo{ If]q ;+nUg ;+Vyf s}lkmot
1.
2.
3.
4.
5.
6.
!&= kl/of]hgf If]qdf sfo{/t u}=;=;+=÷c=u}=;=;+=
qm=;+= sfdsf] gfd sfo{If]q j:tL 1. 2. 3. 4. 5. 6.
!*= kl/of]hgf If]qdf hg ;'ljwfsf sfof{no÷uf=lj=;=÷gu/kflnsf
qm=;+= ;+:yfsf] gfd hDdf :yfg j8f g+= 1. c:ktfn÷:jf:Yo rf}sL 2. x'nfs sfof{no 3. k'ln; rf}sL 4. 6]lnkmf]g sfof{no 5. jg sfof{no 6. l;+rfO{ sfof{no 7. s[lif÷;xsf/L 8. kz' :jf:Yo ;]jf 9. vfg]kfgL sfof{no 10. a}+s 11. cGo
!(= kl/of]hgf If]qdf b}lgs pkef]Uo phf{ >f]t -k|ltzt_
k|of]u p2]Zo phf{ >f]tsf] k|sf/ hDdf ;f}o{ dl§t]nbfp/flah'nL l8hn uf]a/ UofF; lah'nL aQL ksfpg pBf]u cGo
@)= ;8ssf] sf/0f aflx/af6 a9\g] a;f]af; ;xl/s/0f x'g ;Sg] ;Defjgf <
• cToGt a9L dflg;sf] rfk a9\g] 5 .
• 7Ls} ;+Vofdf dflg;x? cfpg] 5g\ .
• :yfoL a;f]af;sf] nflu dflg; cfpg] ;+efjgf sd 5g\ .
@!= :yflgo ;fdflhs ;]jfsf] jt{dfg cj:yf • kf7zfnf kof{Kt ckof{Kt cefj • vfgf]kfgL kof{Kt ckof{Kt cefj • :jf:Yo rf}sL kof{Kt ckof{Kt cefj • 6]lnkmf]g kof{Kt ckof{Kt cefj
@@= ;8ssf] sf/0fn] cfly{s, ;fdflhs / wfld{s hLjgdf kfg]{ /fd|f]÷g/fd|f] c;/ jf/]sf] :yfgLo wf/0ff .
@#= ;8ssf] sf/0fn] ;fdflhs ;]jfdf ;'ljwf pkef]u ug{ x'g;Sg} :yflgo hgtfsf] a[l4 .
@$= l;+rfO{ ;'ljwfsf] b[li6n] v]ltof]Uo hldgsf] jlu{s/0f .
qm=;+= hUufsf] lsl;d /f]kgL If]qkmn -Ü_ s}lkmot 1. hDdf v]ltof]Uo hldg 2. jif}{ el/ kfgL nfUg] hldg 3. jiff{ofddf kfgL nfUg] hldg 4. jiff{sf] kfgL nfUg} hldg 5. cGo
@%= kl/of]hgf If]qdf s:tf] l;+rfO{ ;'ljwf pknAw 5 <
lsl;d ;+Vof If]qkmn - s}lkmot /f]kgL÷ljufxf_ kf/Dkl/s s"nf] ;/sf/L gx/ cGo
@^= kl/of]hgf If]qdf ;8ssf] c;/ • :yflgo l;kfn'÷cGo lgdf{0f HofdL kfpg ;lsg} ;+efjgf .
qm=;+= sfdbf/ ;d"x k|ltzt s}lkmot 1. HofdL 2. c3{ l;kfn' 3. l;kfn' 4. cGo
• /f]huf/L÷cfly{s s[ofsnfkdf a[l4 -/f]huf/L ;+efjgfsf] lsl;d_
• :yfgLo hg kl/rfng lgdf{0f / ;+rfngdf :yflgo hgtfsf} ;xof]usf] ;+efjgf
@&= lgdf{0f / ;~rfngdf :yflgo ;+3–;+:yfx?sf} ;xof]usf] ;+efjgf .
@*= :yflgojf;Ldf /f]huf/, s[lif, ahf/, pBf]u, bIf hgzlQm a9\g] .
@(= To; If]qdf t/sf/L v]tL a9\g]< =-k|ltzt_
#)= s'g lsl;daf6 a;f]jf; a9\g] 5g\ zx/df< #!= ;xeflux?sf] ;"lr
qm=;+= gfd 7]ufgf k]zf÷tx s}lkmot 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30.
Annex VII List of persons contacted List of Persons Contacted during IEE study
S.N. Name Designation Office 1. Raghuraj Bhatta Local DDC, Jajarkot Development Officer 2. Dinesh Ghimire Chief District Technical Office, Jajarkot 3. Dwarika Phunyal Team Leader DISC 4. Kanchhakaji Silwal Engineer DISC 5. Jiwan Gurung Social DISC Coordinator 6. Pramod Nyaupane Overseer DISC 7. Pradeep Jung Shah Chairman Pahadi Chhetra Bikas Abhiyan (NGO), Khlanga 8. Bhadra Bahadur Shahi NGO Member Pahadi Chhetra Bikas Abhiyan (NGO), Khlanga 9. Amar Bahadur Shahi NGO Member Pahadi Chhetra Bikas Abhiyan (NGO), Khlanga 10. Madanlal Karki NGO Member Pahadi Chhetra Bikas Abhiyan (NGO), Khlanga 11. Prakashjung Shah NGO Member Pahadi Chhetra Bikas Abhiyan (NGO), Khlanga 12. Rana Bahadur Karki NGO Member Pahadi Chhetra Bikas Abhiyan (NGO), Khlanga 13. Nabin Prakash Chief District Forest Office, Jajarkot Upadhyaya 14. Rajendra Shakya Secretary Federation of Community Forest Users’ Group, Jajarkot 15. Tej Bikram Shah Chairman Ganesh tol Community Forest Users Group, Khalanga 16. Shiva Prasad Sharma Member Khirkhire Community Forest Users Group, Khalanga 17. Ganesh Batala Member Kalegaun Community Forest Users Group, Kalegaun 18. Dandabir Rana Chairman Kamerini Community Forest Users Group, Rimna 19. Tilak Nepali Farmer Rawatgaun, Khalanga VDC 20. Devilal Khatri Student Rawatgaun, Khalanga VDC 21. Ravilal Sunar Farmer Rawatgaun, Khalanga VDC 22. Prem Bahadur Rokaya Shopkeeper Rimna, Khalanga VDC 23. Tulasidas Khadka Farmer Rimna, Khalanga VDC 24. Netralal Sunar Social Worker Syanla, Khalanga VDC 25. Vishnu Nepali Social Worker Khalanga bazaar, Khalanga VDC 26. Tikaram Rana Farmer Rimna, Khalanga VDC 27. Takbir Rana Farmer Pipe, Khalanga VDC 28. Paile Pariyar Farmer Pipe, Khalanga VDC 29. Khem Prasad Nagarkoti Vice-Chairman Khirkhire Community Forest Users’ Group, Thaple, Khalanga bazar
Annex VIII Photographs
Photographs
Starting point of Khalanga-Rimna road at Fertile cultivated land in nearby of Holukhola, Shantichautara at Chainage 0+000 crossed by road alignment at chainage 8+840
Existing road with 2-4 m width Rawatgaun village, settlement of various below the Khalanga bazaar, district ethnic and disadvantaged groups headquarter of Jajarkot
Road alignment at chainage 11+121 follows Road alignment through Highly fractured existing trail and mixed sal forest along quartzite bedrock to cultivated land of the bank of Bheri river Rimna at chainage 15+147
Chhinchhine Ratomato danda and Sal forest Flat alluvium deposit with boulder zone in in alignment II at chaiange 13+388 Rimna bazaar at chainage 16+000, near the end point of the road