Decentralized Rural Infrastructure and Livelihoods Project

Environmental Assessment Report

Summary Initial Environmental Examination Project Number: 30232 December 2007

NEP: Decentralized Rural Infrastructure and Livelihoods Project

Prepared by [Author(s)] [Firm] [City, Country] Prepared by Department of Local Infrastructure Development and Agricultural Roads for the Asian Development Bank (ADB). Prepared for [Executing Agency] [Implementing Agency]

TheThe summaryviews expressed initial environmental herein are those examination of the consul is atant document and do notof thenecessarily borrower. represent The views those expressed of ADB’s hereinmembers, do not Board necessarily of Director represens, Management,t those of orADB’s staff, Boardand may of Directors,be preliminary Management, in nature. or staff, and may be preliminary in nature.

TABLE OF CONTENTS

ABBREVIATIONS ...... 1

EXECUTIVE SUMMARY (NEPALI)………………………………………………………...... 3 EXECUTIVE SUMMARY ...... 6 SALIENT FEATURES ...... 9

1. INTRODUCTION...... 10 1.1 BACKGROUND: ...... 10 1.2 RELEVANCY OF THE PROPOSAL ...... 10 1.3 NAME AND ADDRESS OF THE PROPONENT ...... 11 1.4 DESCRIPTION OF PROPOSAL: ...... 11 1.5 CONSTRUCTION APPROACH ...... 12 1.6 OBJECTIVES ...... 12 1.7 METHODOLOGY ADOPTED FOR IEE STUDY: ...... 12 2. REVIEW OF RELEVANT ACTS, REGULATIONS AND GUIDELINES ...... 16 3. EXISTING ENVIRONMENTAL CONDITION ...... 19 3.1 PHYSICAL ENVIRONMENT ...... 19 3.2 BIOLOGICAL ENVIRONMENT ...... 25 3.3 SOCIO-ECONOMIC AND CULTURAL ENVIRONMENT ...... 27 4. PROJECT ALTERNATIVES: ...... 32 4.1 PROJECT ALTERNATIVES: ...... 32 4.2 ALTERNATIVE ROUTE: ...... 32 4.3 ALTERNATIVE DESIGN AND CONSTRUCTION APPROACH: ...... 32 4.4 ALTERNATIVE SCHEDULE & PROCESS: ...... 33 4.5 ALTERNATIVE RESOURCES: ...... 33 4.6 NO ACTION ALTERNATIVES: ...... 33 5. IDENTIFICATION AND ASSESSMENT OF IMPACTS ...... 34 5.1 BENEFICIAL IMPACTS ...... 34 5.2 ADVERSE IMPACTS ...... 36 6. MITIGATION MEASURES ...... 40 6.1 BENEFIT AUGMENTATION MEASURES ...... 40 6.2 ADVERSE IMPACTS MITIGATION MEASURES ...... 41 7.0 ENVIRONMENTAL MANAGEMENT PLAN ...... 46 7.1 INSTITUTIONS AND THEIR ROLES ...... 46 7.2 REPORTING AND DOCUMENTATION ...... 47 7.3 ENVIRONMENTAL MANAGEMENT PLAN ...... 48 7.4 MITIGATION COST ...... 51 7.5 IMPLEMENTATION OF MITIGATION MEASURES ...... 52 7.6 ENVIRONMENTAL MONITORING ...... 52 8.0 CONCLUSION AND RECOMMENDATIONS ...... 57 8.1 CONCLUSION ...... 57 8.2 RECOMMENDATION ...... 57 9. MISCELLANEOUS ...... 58

LIST OF TABLES

Table 1. 1 Project Activities Of The Proposed Dunai - Triveni Road ...... 11 Table 3.1: Types Of Soil Recorded By Survey Team During Field Study ...... 20 Table 3.2: Rivers And Kholsi In The Alignment ...... 21 Table 3.3 List Of Plant Species Recorded During The Field Survey ...... 26 Table 3.4: Non Timber Forest Product Found In The Road Alignment And Project Area ...... 26 Table 3.5: Local & Scientific Name Of Some Mammals Found In Project Area...... 27 Table 3.6: Local & Scientific Name Of Some Birds Found In Project Area...... 27 Table 3.7 Population And Households Within Zoi ...... 27 Table 3.8: Demographic Information Of The Settlements Within Zoi ...... 28 Table 3.9: Settlement Of The Project Area ...... 28 Table 3.10:The Alignment Access To School &Campus ...... 29 Table 3.11:Health Facility Found Inproject Area ...... 29 Table 3.12:Community Organisation And Service Centres Within Zoi ...... 30 Table 3.13:Religious And Cultural Sites Within Zoi ...... 31 Table 5.1: Evaluation Of Identified Environmental Impacts ...... 38 Table 7.1 Framework Of Implementing Environmental Management Plan ...... 48 Table 7.2. Cost Estimate For Environmental Enhancement And Mitigation Measures ...... 51 Table 7.3 Environmental Monitoring Cost ...... 53 Table 7.4 Framework For Monitoring Environmental Issues ...... 55

LIST OF FIGURE Figure 7.1 Environmental Management Organization Structure ...... 48

ANNEXES Annex I Terms of Reference for IEE study Annex II Summary of the Consultations & Meetings Annex III Deed of enquiry (muchulka) Annex IV Notices Published & Pasted Annex V Recommendation letters from the concerned VDCs or Municipality Annex VI Photographs, Drawings, Checklists, Questionnaires , Maps etc. Map-1 : Map of Nepal showing sub project district Map-2 : Map of Dolpa district showing Sub project Map-3 : Engineering Geological map of Dunai - Triveni Road sub project Map-4 : Structural map of Dunai - Triveni Road sub project Annex VII List of Persons and institutions consulted. Annex VIII Abstract of cost

ABBREVIATIONS

ADB Asian Development Bank BG Building Group CDO Chief District Officer Ch Chainage CBO Community Based Organization CEA Country Environmental Analysis CFUG Community Forest Users Group CISC Central Implementation Support Consultants CF Community Forest CITES Convention on International Trade in Endangered Species of Flora and Fauna DIT District Implementation Team DFO District Forest Office/Officer DDC District Development Committee DG Director General DISC District Implementation Support Consultants DoR Department of Road DSCO District Soil Conservation Office DoLIDAR Department of Local Infrastructure Development and Agricultural Roads DPO District Project Office DRCC District Road Coordination Committee DTO District Technical Office DRILP Decentralized Rural Infrastructure and Livelihood Project DSC Dry Stone Causeway DTMP District Transport Master Plan EA Environmental Assessment EMS Environmental Management Section EAS Environmental Assessment Specialist EPA Environmental Protection Act EIA Environmental Impact Assessment EMP Environmental Management Plan EPR Environmental Protection Rules ESD Environment Screening Document FGD Focus Group Discussion GoN Government of Nepal GIS Geographical Information System Ha Hectare Hh Household IEE Initial Environmental Examination LEP Labour based, environment friendly and participatory Km Kilometer LDO Local Development Officer LRMP Land Resource Management Project M meter MoPE Ministry of Population and Environment MoEST Ministry of Environment, Science and Technology Ml Milliliter MLD Ministry of Local Development 1 NGO Non-Governmental Organization NRs Nepali Rupees NTFPs Non timber forest products OP Operational Plan PAM Project Administrative Memorandum PCU Project Coordination Unit RCIW Rural Community Infrastructure Work RES Rapid Environmental Screening RIDP Rural Infrastructure Development Project RS Resettlement Survey RP Resettlement Plan SA Social Appraisal SMC Social Mobilization Coordinator SDC Swiss Agency for Development and Cooperation SM Social Mobilizer 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

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;8s lgdf{0f ubf{ k|efljt JolQmx?sf] ;DklQsf] IftLk"tL{ ug{ k'gjf{; of]hgsf] cfjZostf kg]{5 .

5 EXECUTIVE SUMMARY

The proposed Dunai – Triveni road lies in Dolpa district of Mid Western Development region. Total length of this road is 40.56 Km. Construction of initial section of 8 km (Dunai – Motipur section) was started in 2056 by DDC Dolpa which is proposed for upgrading remaining 6 Km (Motipur - Supani section) for new construction for 1st phase implementation of DRILP. Dunai - Triveni road starts from District headquarter, Dunai and ends at Triveni of Lanha VDC. In between, the road passes through Dunai, Juphal, Shun, Tripurakot & Lanha VDCs. The total project cost is NRs. 79,016,510.44 and per km cost is NRs. 5,644,036.46.

Dolpa district is connected with the other part of the country by Sallibazaar – Triveni proposed road. The proposed Dunai – triveni road is the shortest possible corridor to link the district headquater, Dunai with the nearest road head at Sallibazar of Salyan District. Mule trail was constructed from Dunai to Ped Ko Daha under department of Road in 2040 B.S. This road will save considerable travel time and improve income generation potentials, enhance commercial opportunities and improve market accessibility. Moreover, this road will also provide short term employment opportunity by engaging the rural poor people in the upgrading of the road. Such people based development efforts will reinstall economic activities in the area by creating long term employment and other opportunities.

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

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 • to make sure that IEE is sufficient for the proposed road sub-project.

The findings and conclusions of the report are based on the analysis of the information collected from the field during March/April 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.

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 (7,374skilled and 184,370 unskilled person days) for the local population, supports for the transfer of construction work skills and technical know-how to the local workers.

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

6 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 Dunai, Supani, Motipur, Bhitti, Tripurakot, Khadan, Srivendi, Triveni. 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 will be loss of 0.1725 ha of forest area and disturbance to wildlife and bird habitat. Total 190 numbers of trees and bamboos will be cleared.

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

Direct Impact on human life The proposed project will provide easy and safe mode of transportation. This will enhance the accessibility of the local people to the market centers. This will directly increase the productivity in rural area.

Air and noise pollution Ambient air and noise quality will be degraded to some extent due to the construction activities. This may cause some irritation but will have insignificant impact on human life.

Road Accident Once the road is brought under operation, there are likely chances of accidents. This will have some impact on human life.

Ribbon Settlement After the completion of road construction, ribbon settlements are likely to develop along the roadside. This will have congestions and will tend to increase accidents.

Land resources The proposed project will take away some cultivated land. This will have impacts on food production and livelihood of some households. The loss of production due to the loss of agricultural land brings an adverse impact.

Impact on Wildlife & vegetation During the construction period, the proposed road alignment passes through forest area and requires clearing it. The forest, which is to be cleared, is community forest .Permission for clearing of trees has to be taken form concern authority

Loss or degradation of local properties and assets Losses or damages of local properties will arise mainly in the form of forest clearance, disturbance on wild life habitat (to some extent), and loss of cultivated land. The proposed project will damage forest. The construction activities may disturb the wild life habitat. Similarly, the proposed project will damage other natural beauties.

7 Mitigation Measures Different mitigation measures are suggested for the conservation of environment during different stages of the project. During pre-construction stage, the suggested mitigation measures include appropriate route selection and appropriate detailed survey and design The main construction has been the avoidance, as far as possible, of houses, animals sheds, public infrastructure, farmland, forests, and religious, cultural and historical sites.

Similarly during the construction stage, suggested measures are safe disposal of spoils, management of slope stability and erosion, appropriate management of quarrying and stockpile yards, protecting of vegetation and management of felled trees, rehabilitation of disrupted community infrastructures provision of adequate limiting activities near the wildlife habitat, provision of occupational health and safety and organization of skill training to local people.

Similarly during operation stage, the study recommends the site-specific protection of slopes at landslide and erosion affected sites. DDC and Village Development Committee (VDCs) should be facilitated and trained in monitoring and controlling the emergence of roadside settlements to avoid haphazard encroachment along the road alignment, and to minimize the risk of landslides and air (dust), water pollution and noise level. Site-specific mitigation measures should be identified during construction, together with assignment to responsibility for implementation.

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 Dolpa will develop monitoring mechanism to show its additional commitment for environmental improvement and mitigate undesirable environmental changes, if any during construction and operational stage. DDC will be supported by DIT (DPO and DISC) team in the district and Environmental team from the DISC for the environmental monitoring.

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

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

8 SALIENT FEATURES

1. Name of the Project : Dunai – Triveni Road Sub-Project 2. Location : Dunai, Dolpa 2.1 Geographical Location 2.1.1 Start Point : Dunai Gate, Dunai VDC 2.1.2 End Point : Triveni, Lanha VDC

2.2 Geographical Features 2.2.1 Terrain : Hilly 2.2.2 Alignment : along the river side 2.2.3 Altitude : 1600 m to 2200 m from MSL 2.2.4 Climate : Sub tropical to temperate 2.2.5 Soil : Colluvial soil, residual soil and alluvial soil 3. Classification of road : District road & A Class Road 4. Length of road : 40.56 km 5. Standard of Pavement : Earthen Road 6. Design Speed : 20 Km/hr. 7. Traffic Forecast : 22 vehicles per day 8. Lane : Single 9. Major settlements 9.1 Major settlements : Dhupichaur, Rupgard, Kalagauda, Motipur, Bhitti, Supani, Tripurakot, Dhaune, Siudeni, Sirbendi, Khadhan, Krapgaad and Triveni. 9.2 No. of households : 2,203 HH 9.3 VDCs along the road : Dunai, Juphal, Shu, Tripurakot, & Laha 10. Cross-section 10.1 Right of Way : 10 m on either side of the road 10.2 Formation Width : 5.0m having 5% outward slope 10.3 Carriage Way : 4.0 m 11. Structures 11.1 Dry Stone Causeway : 8 no. 11.2 RCC Bridges : 1 no. 11.3 Retaining Structures 11.3.1. Dry Stone Wall : 396.61 cum 11.3.2. Gabion wall : 7,730.00cum 11.3.3. Stone Pitching : 1,017.51 cum 11.3.4. Bioengineering : about 3 km in different 5 locations 12. Earthwork 12.1 Cutting : 55,153.74 cum 12.2 Filling : 19,940.51 cum 13. Project Cost 13.1 Net Cost (NRs.) : 79,016,510.44 13.2 Costs per km. (NRs.) : 5,644,036.46 14. Employment Generation 14.1 Total Person Day 14.1.1 Skilled : 7,374 14.1.2 Unskilled : 184,370

9 1. INTRODUCTION

1.1 Background The Decentralised Rural Infrastructure and Livelihood Project is a project being implemented in 18 hilly districts (Taplejung, Solukhumbu, Okhaldhunga, and Ramechhap. Lamjung, Gorkha, Myagdi, Baglung, Dolpa, Humla, Jajarkot, Jumla, Kalikot, Mugu, Baitadi, Bajhang, Bajura, and Darchula) of Nepal that are among the poorest in the country and most affected by conflict. The project is being implemented with the loan financing of ADB and additional grant of SDC. The loan agreement was signed by GoN and ADB on 23 December 2004. The project is expected to be complete by 2011. The project through its components of (i) community development and rural livelihood restoration, (ii) capacity building and decentralised governance, (iii) rural transport infrastructure, and (iv) project management services aims to achieve improved access, improvement of livelihood of people in project area and reduce rural poverty.

The main purpose of the project 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 follows:

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 Nnon-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. This is Rural Road Class "A" District road according to Nepal Rural Road Standard (2055). Therefore, it is a legal requirement by the Government of Nepal (GoN) according to article 3 of Environmental Protection Act (EPA) 1997 and article 3 of Environmental Protection Regulation (EPR) 1997 (amended in 2007) as mentioned in schedule. Preparation of IEE report by concerned District Development Committee (DDC) and approval of IEE report by the Ministry of Local Development (MLD) according to Nepali legal provision is considered sufficient by the ADB according to Project Administrative Memorandum (PAM) subject to prior review of an agreed sample of sub-project IEEs by ADB. DRILP falls under category B project where IEE is mandatory for all sub projects. Nepali legal provisions in essence satisfy ADB's requirements, however, ADB approval is also required if the project cost exceeds 10 more than $ 30,000 per km according to Report and Recommendation of the President to the Board of Directors.

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

The findings and conclusions of the report are based on the analysis of the information collected during March/April 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), Dolpa is the executing agency at the district level under DRILP and the proponent of the Initial Environmental Examination (IEE) study for the rehabilitation and construction of Dunai - Triveni road sub-project.

Address: Dunai, Dolpa Phone number: 087550128, 550144, Fax number: 087550128

1.4 Description of proposal: The proposed Dunai - Triveni road lies in Dolpa district of Mid-Western Development region. Construction of initial section of 8 km (Dunai - Motipur section) was started in 2056 B.S by DDC Dolpa. Dunai - Triveni road starts from Dunai Bazar of Dunai VDC and ends at Triveni of Lanha VDC. In between, the road passes through the Dunai, Juphal, Shun, Tripurakot & Lanha VDCs. Settlements along the road are scattered. Market centre along the road are Dunai, Supani, Motipur, Bhitti, Tripurakot, Khadan, Srivendi & Triveni. The road width is 5m while the total length of proposed road section for upgrading is 8 km up to Motipur & New construction is 6 km from Motipur to Supani for 1st phase of DRILP Project.The road is A class road as per DoLIDAR's classification. The description of the project works is given in the Table 1.1 and the location and alignment of the road is given in the Map 1, 2, 3 and 4 as given in Annex VI. The project cost is given in Annex VIII.

Table 1. 1 Project activities of the proposed Dunai - Triveni road

SN Road section Chainage Length (km) Descriptions Remarks 1 Dunai -Motipur 0+00 to 8.000 Rehabilitation Track opening with 2 to 3 8+000 m in width & Remaining of Structural works 2 Motipur - Supani 8+000 to 6.000 New New Construction in First 14+000 Construction Phase of DRILP Project 3 Supani - Triveni 14+000 to 26.56 New 40+560 Construction Total 40.56

Dolpa district is connected with the other part of the country by Sallibazaar – Triveni proposed road. The proposed Dunai – Triveni road is the shortest possible corridor to link the district headquater, Dunai with the nearest road head at Sallibazar of Salyan District. Mule trail was constructed from Dunai to Ped Ko Daha under department of Road in 2040 B.S. and from Ped ko Daha to Tribeni, Mule trail was constructed under Ministry of Local Development in 2052 B.S. Tribeni is not connected by motorable road yet but there is a road from Sallibazar is under progress extending along, so that Tribeni will be near to Road link in future. 11 Direct beneficiaries of this road project will be the people of Dunai, Juphal, Shun, Tripurakot, Lanha VDCs and indirect beneficiaries will be the people living in all remaining VDCs of Dolpa district. This road will save considerable travel time and improve income generation potentials, enhance commercial opportunities and improve market accessibility. Moreover, this road will also provide short term employment opportunity by engaging the rural poor people in the upgrading & construction of the road. Such people based development efforts will reinstall economic activities in the area by creating long term employment and other opportunities.

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

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

1.7 Methodology adopted for IEE study: In order to meet the above objectives, primary and secondary information were generated through field studies, and literature review. The primary datas were collected employing the following techniques: PRA, focus group discussions, interactions with users' groups (e.g. Forest Users' Group, Water Users' Groups and others), field observation, and walkover along the proposed alignment. The trees along the alignment were measured and their timber volumes were estimated Secondary information were collected from various documents, reports, maps, designs and cost estimates. Socio- economic and cultural information were thoroughly edited, crosschecked and analysed. The likely Impacts (both positive and negative) were identified and/ or predicted by adopting the simple checklists and matrix methods had outlined in the DRILP environmental guidelines. Based on the likely impacts in terms of its magnitude, duration and extent, the suitable mitigation measures have been designed. Similarly, Environmental Monitoring Plans have been prepared taking into consideration the types of impacts and suggested mitigation measures. Following approach and methodology were adopted during the IEE report preparation.

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

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 12 (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, Environmentalist, Sociologist, Engineer etc. of DISC team met, discussed and interacted with concerned staff of the Government of Nepal, DDC, VDCs in the district head quarter and teachers, community based organization member and knowledgeable key persons of surrounding areas within the Zone of Influence (ZoI).

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 5 km distance) was drawn on the topographical maps with the help of DISC Engineer, SMC and SM for collecting socioeconomic data for the IEE report. 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. 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.

1.7.2 Field survey Field survey comprised of walkthrough survey, consultation with community, site inspection and observation. The road alignment from the starting point at Dunai to end point at Triveni was visited and observed. The following tools were used for the collection of primary data:

Focus group discussion (FGD) - To conduct consultation with the local communities at different settlements, FGD was organized with key informants and other knowledgeable persons. It was done to collect biological, socio-economic and cultural environment related information using a checklist

ZoI household survey - Questionnaire was used to collect socio-economic information of all the households within the ZoI.

Household listing survey - Total enumeration was done for the listing of agricultural land, forest, trees, houses and other affected properties.

Stripe map - It was used during walkthrough survey to document environmental features according to the chainage.

Topographical map - It was used to show environmental features on the map during walkthrough survey. Photographs - Necessary photographs were taken to show different environmental features.

1.7.3 Compilation of existing information, impact identification and prediction The information collected from different sources were processed and analyzed according to the physical, biological, socioeconomic and cultural environment within the zone of influence. The collected secondary data were the major sources for verification and crosschecking of primary data during the field survey. The generated information from primary source was analyzed, tabulated and prioritized. 13 Based on the identification of the impacts, their prediction was done to forecast the changes in local environment. The methods adopted in impact predictions were done by using various methods, such as trend analysis, cause and effect relationship, expert judgment etc. The assessment of environmental impact was derived exclusively in terms of magnitude, duration and extent. The significance of positive and negative impacts associated with construction and subsequent operation of the road were identified and predicted considering the ZoI.

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

1.7.5 Public consultation and disclosure In order to ensure the public involvement, the following procedures were followed during IEE report preparation: Publication of notice- a 15 days public notice was published on 9th of Jestha 2064 in the Gorkhapatra, a national daily newspaper 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. Recommendation letters from Dunai, Juphal, Shun, Tripurakot, Lanha VDCs were also obtained. IEE team also carried out interaction with local communities and related stakeholders during field survey to collect the public concerns and suggestions. The opinions and suggestions received from concerned people/institutions were included in the IEE report. Written responses from relevant stakeholders on the public notice were also reviewed and documented in the report. Published notice, deed of enquiry (muchulka) and recommendation letter from VDCs are given in the Annex IV, V and VI respectively. The approved IEE report will be accessible to interested parties and general public through information center of DDC Dolpa and websites of ADB, DoLIDAR and DRILP.

1.7.6 The Final Report The IEE report was prepared by Environmental Assessment Specialist and Environmental Assistant with DISC support and submitted to DDC for review through DTO. After reviewing the final IEE report according to ToR, it will be submitted to MLD and ADB for approval.

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

Table of Contents Abbreviations Executive Summary (Nepali) Executive Summary Salient Features of the Project Section 1.0: Introduction Section 2.0: Review of Relevant Acts, Regulations and Guidelines Section 3.0: Existing Environmental Conditions Section 4.0: Project Alternatives 14 Section 5.0: Identification and Assessment of Impacts Section 6.0: Mitigation Measures Section 7.0: Environmental Monitoring Plan Section 8.0: Conclusion and Recommendation Section 9.0: Miscellaneous

Annexes

Annex I Terms of Reference for IEE study Annex II Summary of the Consultations & Meetings Annex III Deed of enquiry (muchulka) Annex IV Notices Published & Pasted Annex V Recommendation letters from the concerned VDCs or Municipality Annex VI Photographs, Drawings, Checklists, Questionnaires , Maps etc. Map-1 : Map of Nepal showing sub project district Map-2 : Map of Dolpa district showing Sub project Map-3 : Engineering Geological map of Dunai - Triveni Road sub project Map-4 : Structural map of Dunai - Triveni Road sub project Annex VII List of Persons and institutions consulted. Annex VIII Abstract of cost

15 2. REVIEW OF RELEVANT ACTS, REGULATIONS AND GUIDELINES

This section provides a brief review of GoN policies relating to environmental conservation and road development, important rules, regulations and other relevant legalizations and guidelines in this regard.

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

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

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

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

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

16 2.5 National Park and Wildlife Conservation Act, 1973 The National Parks and Wildlife Conservation Act, 1973 addresses for conservation of ecologically valuable areas and indigenous wildlife. The Act prohibits any movement of a person without written permission within the parks and the reserves. The Act further prohibits wildlife hunting, construction of houses and huts, damage to plants and animals etc. within the park and reserve, without the written permission of the authorized person. The Act has also listed 26 species of mammals, 9 species of birds and 3 species of reptiles as protected wildlife.

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

2.7 Land Acquisition Act, 1977 (amendment 1993) 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. There is a provision of Compensation Determination Committee (CDC) chaired by Chief District Officer to determine compensation rates for affected properties. The Act also includes a provision for acquisition of land through negotiations. It states in clause 27 "not withstanding anything contained elsewhere in this Act, the Government may acquire any land for any purpose through negotiations with the concerned land owner. It shall not be necessary to comply with the procedure laid down in this act when acquiring land through negotiations." However, the Constitution of the Kingdom of Nepal, 1990 has provision for compensation to be paid to the individual if the state takes land for development purposes.

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

2.9 APPROACH for the Development of Agricultural and Rural Roads, 1999 With respect to agriculture sector, roads and irrigation sub-sectors play an important role since these are directly related to agriculture. The rural roads that are termed as "Agricultural Road" link farms to market centers or to nearby strategic road. The existing rural road network, at present has a limited economic impact because of its low density. Therefore, among all the rural 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 17 addressing environmental and social issues alongside the technical, financial and others. The main objective of the Manual is to assist in the effective implementation of environmental and social plans and actions, to advice and suggest appropriate methodologies to achieve sustainable development. The Manual recommends various environmental and social approaches, actions and strategies to assist developers in following mandatory requirements of the law and improving public involvement.

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

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

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

2.14 The GoN Tenth Five Year Plan, 2002-2007 The Tenth Plan has adopted following major policies and policy actions for the sector of environment management: • Local institutions will be made capable and responsible for management of local natural resources on the basis of Local Self Governance Act, 2055, so as to increase the involvement of local institutions in environmental protection. • Environmental aspects will be taken into account while building rural and agricultural roads, and appropriate technology or labor-oriented roads will be adopted in order to enhance employment opportunities.

2.15 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 EIA 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.

18 3. EXISTING ENVIRONMENTAL CONDITION

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

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

3.1.1 Topography The proposed road alignment starts from District headquarter Dunai and forwarded to westward to Dhupichaur,Motipur and follows left bank of Thuli Bheri up to Supani of Shu VDC, after Supani the alignment crosses Thuli Bheri and follows right bank of Thuli Bheri up to end point Triveni about 40 km from Dunai. The proposed alignment passes through the bank of Thuli Bheri River. As the altitude of the project area varies from 1600m to 2200m from MSL, the climate of the project area varies in accordance to the altitude. The latitude of the project area varies from 28° 57’ to 28° 59’ and longitude of the project area varies from 82° 35’ to 82° 54’. The average rainfall of this area is 499 mm. The average temperature of the project area varies from -10°C to 20°C. Main settlement along the road corridors are Dhupichaur, Rupgard, Kalagauda, Motipur, Bhitti, Supani, Tripurakot, Dhaune, Siudeni, Sirbendi, Khadhan, Krapgaad and Triveni and main VDC are Dunai, Juphal, Shu, Tripurakot, & Laha are main influencing VDCs of Dolpa District. This is one of the important district roads. This road is very important for eco-tourism. Main products of the influenced zone of this alignment are Maize, Wheat, Millet, Potatoes, Ginger, Apple, Vegetable, Ghee, etc. Livestock farming is the key agriculture products.

3.1.2 Geology and soil type The project area lies in Higher Himalayan crystalline zone. The section begins with biotite- muscovite Gneisses. These rocks dip about 50˚ to NNE. Upward garnetiferous biotite- psamnite Gneisses continue which give way to an intercalated rocks sequence with predominance of staurolite-garnet-biotite, phythite with perfect idiomorphic garnets. Further up, gray–brown-green- white banded alternation of quartzite, Gneiss, calc- silicates bearing para-Gneiss and amphibolite occur. Migmatites and augen Gneiss, granitic Gneiss and migmatites follow up in the section. Some augen Gneisses floating in the more homogenized migmatites are noted.

The predominant soil types are residual soil and Colluvial deposits, which are extensively distributed along the hillslopes and along Thuli Bheri River (Map 3). The road stretches from Dunai to Tripurakot is commonly covered by residual soil and colluvium which is mixed the patches of Gneiss, schist and quartzite exposures. From Tripurakot to Triveni Road corridor dominantly passes through hard rock exposure of Quartzite, Gneisses, migmatites, augen-Gneiss etc.

Lithologically, Alt-I and Alt-II both has more or less similar soil and rock types. Alt-I crosses the Thuli Bheri River at Supani where suspension bridge is the main access to join the Tripurakot. Alt-I passes through conglomeratic bed which may be represented as terrace deposit of Thuli Bheri River from Tripurakot to Chu Gad. The terrace deposit comprises pebble, cobble and even boulder with about 65% matrix representing unsuitable for road. Further the alignment-I cross two streams Chal gad and Chu gad which are perennial with high discharge. Comparatively Alt-I have dominant flat land with residual soil and hard rock but Alt-II has steep slope to the river and dominant hard rock with several geological structure as shown in geological structural map (Map 4).

The Dunai- Triveni road runs along the Thuli Bheri River. The river originates from the high altitude region in north of the great Himalaya and cuts through the Himalayan range as an antecedent river to form steep and deep gorge. The valley slope is formed by Colluvial deposit and 19 river terraces along the course. The terrace is filltop terrace made up of thick gravell deposit and somewhere residual soil frequent used as land use like settled area and agriculture fertile land. The deposit are more than 150m thick and the base of the terrace is situated and below the river bed. It is crudely stratified and well cemented conglomerate on Tripurakot along road corridor and consist of subangular to subrounded pebbles and boulder of Gneiss, Schist, quartzite and limestone. The terrace in the study area is distributed on Dunai, Rupgad, Bhitti, Tripurakot and every settled area.

The Colluvial deposits have slope varying from 30˚ to 45˚ and form the critical angle of repose whereas vertical scarps. During the road construction, the natural slope was disturbed and the areas with the Colluvial deposits become unstable giving rise to many landslides. The rocky area consists predominantly of Gneiss, Schist alternated with quartzite. The slope in the rocky area varies from 40˚ to almost 90˚.

The geomorphic features of the area are controlled mainly by the river morphology, geological structures and lithology. It lies in the great Himalaya of mid-western Nepal. Owing to the presence of Schist, Gneiss and hard Quartzite, the area is found to be rare terrace cultivation. In this way, this zone is not so favorable for cultivation and consequently some dense population is concentrated within this zone.

Table 3.1: Types of soil recorded by survey team during field study

S.N. Chainage Range Length (m) Soil type Remarks Hard Soil Starting from Dunai 1 00+000 to 1+546 1546 gate.(reaching dhupichoor) 2 1+546 to 2+062 516 Hard Soil Suligad 3 2+062 to 2+826 764 Hard Soil Rupgad 4 2+826 to 4+687 1861 Hard Soil Batase 5 4+687 to 5+437 750 H.S 30%,M.R 70% Kalagauda. 5+437 to 6+281 H.S 60%,O.S20%,S.R20% Paranga. 6 844 7 6+281 to 7+312 1031 H.S 60%,O.S40% Seepage zoon(100 m) 8 7+312 to 7+875 563 H.S 60%,O.S40% Motipur 7+875 to 10+985 H.S 60%,O.S.20%,S.R20% Bhitti 9 3110 10+985 to 12+540 H.S 40%,M.R20%,O.S40% Supani 10 1555 12+540 to 14+137 H.S 40%,M.R20%,O.S40% Suspension connecting 11 1597 Tripurakot VDC on L.S. 14+137 to 17+200 H.S 40%,M.R20%,O.S 40% Dhaune 12 3063 17+200 to 23+250 H.S 45%,O.S25%,.H.R 30% Phoi (250m cliff.) 13 6050 23+250 to 28+050 H.S 45%,O.S25%,.H.R 30% Palan(200m cliff.) 14 4800 28+050 to 36+100 H.S 55%,O.S25%,.H.R 20% Karab Bager(180m cliff). 15 8050 36+100 to 41+394 H.R70%,M.R20%,HS 10% Triveni (opened track of 16 5294 (width=1.5m) Source: Field survey, 2007

20 3.1.3 Climate Dunai - Triveni road lies in the cold-temperature , Temprate & Alpine type of climatic region. Generally, rainy season starts from May and ends in August. The meteorological record shows unevenly distributed monsoon rain in the project area with the total average annual rainfall is 499 ml. The maximum recorded temperature in Dolpa district is around 16.9° Celsius and minimum temperature is 0° Celsius.

3.1.4 Hydrology and Drainage System The main river in the project area is Thuli Bheri River flows parallel to the alignment. Other rivers & kholsi lies in the alignment are as follows:

Table 3.2: Rivers and Kholsi in the alignment

SN Chainage Water stream name Location Remarks Rupgad Rupgad Existing wooden bridge span = 6m. 1 3+150 (bridge of span15m. needed) 2 7+800 Kholshi Motipur Needs DSC of span 5.5m 3 10+948 Kholshi Bhitti Span 7.5m DSC 4 27+300 Khati khola Palan Needs DSCof span12m 5 27+850 Palan khola Palan Needs DSCof span14m 6 36+250 Karapgad Karapgad Need DSC of Span 60m Sangale Kholasi Border of Dolpa & Need DSC of Span 15m 7 38+700 Rukum Note: DSC - Dry Stone Causeway Source: Field survey, 2007

The alignment of the road has been selected through safe route so that no erosion and flooding can affect the road stability. Furthermore, adequate number of cross drainage structures has been provisioned to have safe and fair weather mobility.

3.1.5 Surface Geology of the Road corridor & soil stability The details of geology of Dunai-Triveni road alignment are as follows:

Location 0 to 1 km: Area comprises the residual soils containing fines of greater than 85% and gravel / boulder of about 7%, extensive colluvial deposits of angular rock fragments, pebbles and even boulders.

Rock outcrop exposed over at middle and end part consists of mainly alternation of grey Quartzite and Gneiss, containing frequent quartz veins. Altitude of bedding and foliation plane is N44°E /60° and N41°E /72° respectively. Cut-slope on the outcrop is almost vertical and with active scarp. So, it is recommended to remove the scarp materials from rock outcrop and suitable engineering structure to mitigate colluvial deposits.

Location 1 to 2 km: Area fully covered with residual soil with flat land contains extensive fines and very less rock fragments. Some lesser part consists of colluvial deposits and Rock out crop of calc. schists and quartzite bed. Attitude of bedding plane is N42°E/60°.

Location 2 to 3 km: Geology comprises dominant residual soil of fines greater than 80% alternated with colluvial deposits. In the middle part thick quartzite bed alternated with schists is occurred as N60°E/90°. It shows that quartzite bed is almost vertical and chances to toppling over the alignment. Therefore, it

21 is suggested to take precaution with removing the over burden mass as making low slope to road alignment.

Location 3 to 4 km: Lithology consists of mainly Residual soil of fine greater than 80% with dominant colluvial deposits where rock exposed in decomposed nature. Since area has dominant colluvial deposits with angular rock fragments it is recommend to either remove the colluvial deposits or mitigate with engineering structure so that road will be safe from blocked in rainy season.

Location 4 to 5 km: Dominant, Gneiss alternated with small thickness of quartzite bed followed by colluvial deposits. Attitude of foliation plane is N42°E/72°. Colluvial deposited soils should be removed along the alignment.

Location 5 to 6 km: Dominant, Gneiss bed alternated with quartzite is followed by colluvial deposit at similar distance is trigger the area to land slide. High schistose of Gneiss bed indicates the slip plane which contains dominant quartz veins. Attitude of foliation plane is N35°E/80°.

Location 6 to 7 km: Very loose decomposed residual soil and decomposed rock bed of Gneiss on cut-slope represents the area covered with soft sediments which is partly threaten at seepage on soil profile. Deep incision along the seepage across the road seems to be hazardous (Ch 6+110). Downward of this location (Ch. 5+958) a landslide with active scarp and failure plane is observed (fig.3) which should be controlled with retaining structure.

Location 7 to 8 km: Geology comprises of dominant residual soil (fines>85% & rock fragments<5%) contains extensive decomposed rock bed of calc. schist and quartzite. Pati khola with low discharge crosses the road alignment near Motipur village. A culvert or other drainage will be recommended here to pass the water safely.

Location 8 to 9 km: The area lies on Motipur village which contains extensive highly porous and cohesionless residual soil containing fines of >90%. Lower part contains cultivated land and frequent settlement. Rock outcrop observed is weathered but ahead of Motipur Village hard rock bed of quartzite alternated with schist is well exposed.

Location 9-10 km: Uphill side covered with residual soil with frequent pebbles and cobble. Rock outcrop consists of fine grained schist alternated with meta-sandstone containing quartz veins. Attitude of Meta- sandstone bed is N60°W/47°. Area sparsely covered with sotti, dadim, khapang, gyane,Pati and Mireti plants.

Location 10 to 11 km: Area fully covered with residual soil of >90% and very less rock fragments with frequent sotti grass. Decomposed Calc. Gneiss outcrop was observed alternated with coarse grained meta- sandstone. Attitude of bedding plane is N45°E/20°.

Location 11 to 12 km: Uphill side and river valley side both covered with residual soils containing >85% fines. Some part contains decomposed rock bed of schist and meta-sandstone oriented at attitude of N40°E/ 70°,

22 N10°/65°, J1- N85°/70°. Uphill side at about 200m contains frequent large boulder deposited over alignment.

Location 12 to 13 km: Geology mainly contains residual soil along the whole area and rock out crop of schist with quartz veins. Bhitti khola flows downward to the Thuli Bheri River with frequent discharge. Attitude of rock bed is N50°W/75°. Old landslide with active scarp was observed along the alignment as shown in Fig.4. River valley side is very steep along the alignment.

Location 13 to 14 km: Area covered with residual soil of fines>85%. A Landslide observed in the sequence which is somewhat active scarp. Schist and quartzite bed are alternated with each other with frequent quartz veins in schist bed. Attitude of foiliation Plane is N50°E/40°.

Location 14 to 15 km: On Supani village rock outcrop consists of Meta-sandstone altered with Schist, Gneiss. Attitude of Foliation plane is N50°E/30°. Residual soil and Colluvial Deposit are dominant in the upper part. A suspension bridge over there connects to Tripurakot. Tripurakot village fully covered with residual soil of flat topped agricultural land and good settlement area.

Location 15 to 16 km: Flat pan deposit consists of residual soil of fines > 95%. Extensive agricultural land and settlement of the area represents very good access of road alignment. Seepage due to irrigation from small stream line was seen in the area. A stream with low discharge flows downward to the Thuli Bheri River.

Location 16 to 17 km: Area represents as a terrace deposit of Thuli Bheri River consisting of extensive boulder and also fines. We may consider the area as a Terrace to. The area is not so favorable for the road alignment because lower part of the alignment goes to the Thuli Bheri River. Therefore, It is suggested to change the alignment somewhat inner part (northern part) of the alignment.

Location 17 to 18 km: Geology comprises Terrace deposit (T2) of fines 80%. Chu Gad Khola confluences to the Thuli Bheri River which is Perennial snow fed stream. Rock outcrop of Quartzite bed alternated with schist or Gneiss Bed at attitude of NS/ 50°. Quartzite bed is highly crystalline with biotite, kyanite and sillimanite minerals.

Location 18 to 19 km: Highly crystalline Quartzite bed altered with greenish grey fine grained Schist. Attitude of the foliation plane is N50°E/60°, J1- N42°W/41°, J2- N60°W/17°. Very steep slope to the river valley side seems to be mitigated.

Location 19 to 20 km: The geology mainly comprises Quartzite rock altered with Schist. Schist bed consists of dominant quartz veins. Attitude of the quartzite bed is N65°E/49°, J1- N82°W/22°, and J2 N42°W/82°.

Location 20 to 21 km: Geology comprises the area of Quartzite bed altered with Schist. Attitude of the bedding plane is N58°E/51° and foliation plane is N60°E/54°. A small spring line was seen on the alignment covered with extensive grasses.

23 Location 21 to 22 km: From Dhaune to Phulpani area, Geology of comprises with residual sol of fines >85%. Some intermittent springs appear on the alignment. Lower part consists of rock outcrop of yellowish white quartzite an attitude of N45°E/ 54°.

Location 22 to 23 km: Lithology consists of yellowish white quartzite bed of very thick bedding palne altered with thin bed of Gneiss. Attitude of the bedding plane is N54ºE/58º. Location 23 to 24: Hard rock outcrop extended over the whole area at attitude of N42ºE/ 63º.

Location 24 to 25 km: Hard rock outcrop flowed by Colluvial and residual deposit and again with yellowish white Quartzite bed of attitude N42ºE/64º, J1- N84ºW/ 30º, and J2- N80 º E/54 º. Highly crystalline of Gneiss altered with white Quartzite bed at the lower part.

Location 25 to 26 km: Geology comprises with yellowish white Quartzite bed altered with greenish grey Schist at attitude of N45ºE/59º. River valley side has vertical slope.

Location 26 to 27 km: Lithology consists of yellowish white Quartzite bed altered with crystalline greenish grey Schist. Attitude of bedding plane is N28°E/64°, J - N70°E/16°. Colluvial and residual soil covered the area at about 30m.

Location 27 to 28 km: Yellowish white Quartzite bed altered with greenish grey crystalline Schist. Attitude of bedding plane is N68°E/60° and foliation plane is N22°E/70°. On the hillside huge Colluvial deposit of fines about 60% cover the road alignment. Lower part consists of conglomeratic bed? Teraaces deposit.

Location 28 to 29 km: Geology comprises thinly bedded Quartzite bed flowed by residual soil. Attitude of quartzite bed is about N34°E/ 49°. Again at the lower part Residual and Colluvium deposit covered the alignment.

Location 29 to 30 km: Geology of the area covered with residual soil of fines % at about 85%. Rock outcrop consists of Quartzite bed partings with Schist or Gneiss at attitude of N25°E/74°.

Location 30 to 31 km: On Khadan Village geology comprises residual soil with flat Terrace. Ghora khola confluences to Thuli Bheri River having low discharge. Rock exposed n the lower part consisting of green grey schist.

Location 31 to 32 km: General lithology of the area comprises Meta Sandstone bed altered with purple quartzite of attitude N80°W/58°. Partings of schist are observed in Meta sandstone bed frequently.

Location 32 to 33 km: Geology comprises residual soil with flat lad on the alignment of fines at abut 90%.

Location 33 to 34 km: Quartzite altered with greenish grey Schist and Amphibolite at attitude N70°E/70° are found. Colluvial deposits with extensive grass on the surface observed at the lower part.

Location 34 to 35 km: Geology of the area mainly comprises hard Meta sandstone altered with Schist at attitude of N65°E/60°.

Location 35 to 36 km: Greenish grey Schist bed alternated with Meta sandstone. Attitude of the foliation plane is N60°E/80°. Residual soil covers the alignment at about 300m on the alignment.

Location 36 to 37 km: On KaBGar geology comprises thinly bedded Meta sandstone and schist fllowed by residual soil. Attitude of foliation plane is about N65°E/ 59°. Again at the lower part Residual and Colluvium deposit covered the alignment and rock outcrop.

Location 37 to 38 km: Greenish grey schist alternated with amphibolitic rock. Attitude of the foliation plane is N59°E/ 60°.

Location 38 to 39 km: Hard rock outcrop of meta-sandstone and amphibolite flowed by Colluvial and residual deposit and again with Meta sandstone bed of attitude N58°E/64°, J1- N76°W/ 30°, and J2- N23 ° E/90 °.

Location 39 to 40 km: Highly crystalline Schist bed altered with greenish grey fine grained Meta sandstone. Attitude of the foliation plane is N59°E/60°. Very steep slope to the river valley side and hill slope recommended mitigating.

Location 40 to 41 km: On Triveni Village geology comprises residual soil with Colluvial deposits. Stream confluences to Thuli Bheri River with low discharge. Rock exposed on the lower part consisting of green grey schist altered with amphibolite.

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

3.1.7 Air, Noise and Water Quality As there are no any large scale development project and industries in the project area, the quality of air and water observed good. Only water in the local streams gets polluted with flash flood, which carries sediments with it during rainy season. Since project area consists of dense forest it never gets to pollution. No any serious causes of noise pollution are observed.

3.2 Biological Environment

3.2.1 Vegetation Dolpa district lies in the Mid Western region of Nepal. The proposed road alignment crosses the bioclimatic zones from alpine, sub-tropical to lower temperate vegetation types. There is no vegetation in the small forest area which is in about 5 ha. and named as Thala Community forest. The species found the forest mainly is Salla(Pinus Wallichigna). The list of Plant species recorded during the field survey is listed in the table 3.3 below:

Table 3.3 List of Plant species recorded during the field survey

S.N. Local Name Botanical Name 1 Salla Pinus wallichina 2 Aanar Punica granatum 3 Apple Pyrus comunis 4 Aaru Prunus persica 5 Banana Musa nepalensis

3.2.1.1 NTFP Non timber forest products (NTFPs) are important resources of the country and play important role in changing the socio-economic condition of the rural people. The species of non-timber forest products available within the project area are presented in Table 3.4

Table 3.4: Non timber forest product found in the road alignment and project area

S.N. Local Name Scientific Name Plant part Use 1 Amriso Thysanolaena maxima Whole Plant 2 Barro Terminalia bellirica Fruit 3 Chiraito Swertia chirayta Whole Plant 4 Harro Terminalia chebula Fruit 5 Lapsi Choeros pondias axillarias Fruit 6 Okhar Juglans regia Fruit

3.2.1.2 Community Forest In Nepal, the Forest Act 1993 defines community forest as: the part of National forests which has been handed over to the Forest User Group (FUG) by the District Forest Office (DFO) for development, protection, utilization and management together with authorizing sale and distribution of forest product independently according to the Operational Plan (OP). The community forestry program has been recognized as a major strategy for the development and management of forest resources of Nepal. It has adopted a Forest User Group approach delegating responsibility of protection, management and utilization of local forest resources to them. This approach has been reported to be quite effective and sustainable for meeting the needs of the people for the variety of products and also restoring the forest resources in the high mountain of Nepal. The forest which has been handed over to the Forest User Group by the District Forest Office is named as Thala Community Forest. The losses of the trees which will occur in the construction of Motipur – Triveni section is 190 which include Fruits and Timbers like Orange, Nibuwa, Apple, Aaru, Date Okhar, Mela, Bakaino, Darim, Dhupi etc.

3.2.2 Wildlife The faunal wealth of Nepal is equally rich. Wildlife biologists estimate that there are approximately 181 species of mammals, including endangered mammals like one horned Indian Rhinoceros, the Bengal Tiger, the Red Panda, the snow Leopard, and the musk Deer. Nepal also claims about 8.5% (844species) of the world’s avifauna. The forest within the road corridor is sparse and managed by communities and DFO office. There is some part of the road corridors along shrub land, rivers and barren land in the project area. These areas also provide habitats for several wildlife and bird species.

Mammals Mammal species noted during IEE field survey includes Common Leopard, Lokharke, Ban biralo, Malsapro etc.

Table 3.5: Local & scientific Name of some mammals found in project area.

SN Local Name Sceintific Name 1 Leopard Panthera paradus 2 Lokharke Ratufa indica 3 Ban Biralo Felis chaus 4 Malsanpro Martef flabigula

Birds The main bird species in the project area are Dhukur, Crow, Bhyakur, Peacock, Hutityau.

Table 3.6: Local & scientific Name of some birds found in project area.

SN Local Name English Name Sceintific Name 1 Dhukur Laughing Dove Streptopelia senegalensis 2 Crow Alpine Chough Pyrrhocorax graculus 3 Bhyakur Eye – browned Thrush Turdus obscurus 4 Peacock Hubaropsis bengalensis 5 Hutityau Common Sandpiper Tringa hypoleucos

Reptiles and Amphibians According to the local people of the project area in Reptiles snake is found. There is one of the Snake which is sometime seen in the peoject area called as Shirishe which is very poisonous snake.

Fishes The proposed road alignment intercepts mainly Thuli Bheri River. Sometimes migratry fishes species have been found in the project area.

3.3 Socio-economic and Cultural Environment

3.3.1 Population, Household and Ethnicity

The households and population of Influence area is 557 and 1857 respectinely and the average house hold size is 5.2. Total households and population in influence VDCs are 2203 and 11587 respectively. The detail of VDC wise influenced population is mention in Table 3.7 below.

Table 3.7 Population and Households within ZOI

Name of Total Household Total Population Household Population SN Influence VDCs of 2006 of 2006 within ZOI within ZOI 1 Dunai 475 2313 14 90 2 Juphal 410 1858 345 430 3 Shu 237 1453 10 60 4 Tripurakot 425 2131 20 400 5 Liku 265 1769 10 55 6 Laha 210 973 128 660 7 Kalika 181 1090 30 162 Total 2203 11587 557 1857

27 The population of Influence area is11587 among them 5680 is male and 5907 are female. Total households are 2203 and average house hold size is 5.2.

Table 3.8: Demographic Information of the settlements within ZOI

Population structure Population S.N. Settlement Economically Total Male Female Dependent active 1 Dhupichaur 50 23 27 25 25 2 Motipur 125 75 50 85 40 3 Rupgad 30 14 16 20 10 4 Kalagauda 50 26 24 35 15 5 Bheti 78 35 43 50 28 6 Supani 72 34 38 48 24 7 Tripurakot Bagara 276 127 149 149 127 9 Chu Gad 60 25 35 32 28 10 Dhaune 15 7 8 10 5 11 Phulpani 19 9 10 9 10 12 Suideni 30 13 17 16 14 13 Sirbendi 72 34 38 50 22 14 Sirasa, 24 11 13 14 10 15 Karapgad 120 55 65 80 40 16 Kalikabagar 180 85 95 100 80 17 Khadhan 120 65 55 45 75

3.3.2 Main occupation

The main occupation of the people residing within the ZoI of the proposed road alignment is agriculture and livestock. Due to limited transportation facilities and higher altitude, agriculture farming is not enough for subsistence level. Therefore, people are carrying out other economic activities like working in collection of Yarsa Gumba & Other herbal (most of local people), involved in government and non government organizations , business, employment in foreign countries , labour and porters and cottage industries .

Table 3.9: Settlement of the project area Name of Name of the Major caste /ethnic Major occupation of the people SN the VDC settlement group 1 2 3 4a 4b 1 Dunai Dhupichaur Chhetri, Dalit 60% 15% 25% 90% 10% Motipur,Rupgad, Chhetri, Dalit, 2 Juphal 85% 10% 5% 95% 5% Kalagoda,Bheti Kathayat Chhetri, Dalit, 3 Shu Supani 95% 2.5% 2.5% 90% 5% Kathayat Tripurakot Bahun, Chhetri, Dalit, 4 Tripurakot 90% 2.5% 85% 15% Bagara, Kathayat 7.5% Chu Gad, Dhaune, Chhetri, Dalit, 5 Liku 95% 3% 2% 95% 5% Phulpani Kathayat Suideni,Sirbendi, Chhetri, Dalit, 6 Laha Sirasa,Khadhan,K 95% 2.5% 2.5% 90% 5% Kathayat arapgad Chhetri, Dalit, 7 Kalika Kalikabagar 90% 2.5% 85% 15% Kathayat 7.5% 1= Agriculture, 2= Business, 3= Service, 4a= Unskilled labour, 4b= Skilled labour 28

3.3.3 Public Services and Infrastructures

There are various social sector facilities and infrastructure in different settlements. Details about public services and infrastructures according to the settlements are as follows:

Education The proposed project area consists of a total of 5 educational institutions ranging from primary level to college level education. Primary schools are found in majority of the settlements. The alignment access to school &campus are shown in table 3.10.

Table 3.10: The alignment access to school &campus

S.N. Name of settlement School/Campus 1 Dunai Shree Sarsawati higher secondary 2 Motipur Shree Babiro Primary school 3 Tripurakot Shree Tripura Prabi school 4 Khadhan Primary school 5 Palan Primary school

Health Facility In health sector, there is a district hospital in Dunai and there are sub-health posts in Tripurakot, Juphal area. For serious health problem, people go to district hospital in Dunai & Nepalgunj also.

Table 3.11: Health Facility found inproject area

SN Type of organization/service centres No. Location 1 District Hospital 1 Dunai 2 Primary Health Centre 1 Dunai 3 Health Post 1 Liku 4 Sub – Health Post 5 Tripurakot, Kalika, Laha, Shu, Juphal.

Communication Regarding communication, telephone facilities are available in Dunai, Juphal, Tripurakot etc.

Electricity Electricity facilities are available in Dunai, Tripurakot and Motipur of Sub-Project area. For the electric use to small power people have solar power system in almost all households.

Business Facilities There are grocery shops, tea stalls, restaurants and lodges available in the majority of the settlements and number is more in potential market centers like Dunai, Juphal, and Tripurakot etc. The number of business facilities varies from 1 to 12.

Water Supply For drinking water in the district, there is no any purified water supply system. People use water of stream as water tank made as a reservoir to collect water from the stream near by the settlement. Also there is a water supply system made from the reservoir to private household and also to some common bazaar areas like Dunai, Juphal etc.Any irrigation line & water supply lines do not cross the road.

29 Irrigation The project area is surrounded by small rivulets but no scientific techniques of irrigation have been implemented to use these resources. Local farmers have managed themselves for the irrigation of their land on the basis of traditional technique, that is, from the irrigation channel originated from the seasonal springs and most part of the land depends upon the monsoon rain. One Farmer Managed Irrigation System has developed from Khor Khola. Total 4 nos of small earthen irrigation canal structures have to be improved for the community services near the alignment.

Other Infrastructures The man made infrastructure within the project area includes trails, mule tracks, irrigation systems, drinking water systems, bridges, schools, health posts, and indigenous drinking water systems . This section also summarizes the recommended mitigation measures including basis for selection and cost if possible. Any such type of structure have not cros been crossed by the road.The road will damage two buildings & its details are described in resettlement plan.

Financial Institutions There is a Nepal Bank Ltd in Dunai.

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

Table 3.12: Community organisation and service centres within ZOI

SN. Type of organization/service centres No. Location 1 District Hospital 1 Dunai 2 Primary Health Centre 1 Dunai 3 Health Post 1 Liku 4 Sub – Health Post 5 Tripurakot, Kalika, Laha, Shu, Juphal. 5 Agriculture Service Centre 2 Liku, Shu. 6 Agriculture Service Sub- Centre 2 Juphal, Tripurakot. 7 Livestock Service Centre 2 Liku, Ranga. 8 Livestock Service Sub - Centre 2 Juphal, Tripurakot. 9 Banking Service 2 Dunai 10 Phone Service 4 Dunai, Tripurakot, Juphal, Liku. 11 District Post Office 1 Dunai 12 Ilaka Post Office 3 Tripurakot, Liku, Juphal. 13 Additional Post Office 3 Shu, Laha, Kalika. 14 RCIW 1 Sirbendi 15 Community Forest Office 2 Karapgad, Tripurakot 16 WWF 1 Tripurakot 17 Local NGO 5 Dunai

3.3.4 Land holding pattern Land holding pattern within the ZoI of the road project demonstrates that (17.11%) have less than 5 ropani (approximately 1 ha = 20 ropani) land while (28.96 %) fall under 5-10 ropani land holding category. Very few hhs (0.54 %) & (0.70%)are landless & less than 1 Ropani. While (37.99 %) of the households have 10-20 ropani land and another few (14.67 %) are having more than 20 and less than 50 ropani land.

30 3.3.5 Food Security Large percentage of the households is food deficit for varied time period. About (67.1%) have food sufficiency for three to nine months. Even few hhs (19.7 %) have food sufficiency for less than three months & 5.9% sufficient for three months only. This shows the poverty situation within the ZoI of the project area. On the contrary, about one fifth (5.2 %) of households of the project area have food sufficiency for whole year while only (2.1%) households are reported as food surplus ones who are in the well off category of selling their surplus farm products.

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

3.3.7 Potential Development area The proposed road passes through a potential area for apple cultivation and also potential for the production of different type of Herbal, Yrsagumba, and Guchhi Chyu etc. All settlements are potential for rural tourism development.

3.3.8 Religious, Cultural and Historical Sites The following historical and religious sites are within ZoI of the proposed project area: Dunai, Sephoksundo Lake These sites are visited, and used for worship, by the local residents. However, they are not popular or famous outside the locality and these temples and religious sites don't fall in the proposed road alignment and there displacement is not needed.

Table 3.13: Religious and Cultural sites within ZOI

Aesthetic/Historical S.N. Name of the site Location Land owned Importance Shey-phokasundo Pokasundo Aesthetic/Historical Government 1 VDC Importance Bala- Tripurasundari Tripurakot Historical Government 2

3 Rupgad Hotstream Rupgad Aesthetic Government Sharatara Hot stream Sharatara Aesthetic Government 4 VDC

3.3.9 Labour Availability: As the road construction method is labour based approach & need segmental construction i.e. 500 m length and it could be done manually or using locally available equipments, where it depend on time factors. But in this case local labours are available for excavation and construction of small retaining structure. Also unskilled labour from neighboring district like Jajarkot and Rukum will come for work. Some skilled man power can be found in influenced villages of alignment. So maximum man power which is available in the influenced village will be used first. If the local man- powers are insufficient for construction, then man – power will be hired from neighboring district.

31 4. PROJECT ALTERNATIVES Alternative analysis is considered as an integral part of an IEE study. 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 thereby improves 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, alternate design and others. The various possible alternatives are discussed in the following sub- sections.

4.1 Project Alternatives: This is referred to as the other modes of transportation network to be built, which include trails, ropeways and other modes of transportation. At the same time, there is also an urgent need to conserve the environment in terms of physical, biological, social and cultural aspects. Thus, in the case of the proposed project, the alternative options in view of the need for conservation of environment as well meeting people’s’ requirements include improvement of existing trails, construction of rope way, and construction of the Rural road.

Similarly, ropeway can be another mode of transport to enhance the transportation facilities within the zone of influence. The ropeway primarily serves to transport goods and it normally does not provide facilities for human mobility except when it is built with cable car facilities. At the present context, this alternative will not serve transportation needs and may not also conserve the environment. On the other hand, the proposed road to be built on a phase wise basis under the green road concept, as stated in the earlier sections, will have minimum adverse impacts on the environment. At the same time, when it attains full width, it can be utilized for vehicular movement. Therefore, the proposed road, which would provide improved access to market centers through safe mode of transportation goods and services produced within the area, would be the best option to serve the purposes of transportation requirement, and environmental conservation.

4.2 Alternative Route: During the course of Feasibility survey and design the following three alternative routes were assessed in the terms of technical, environmental, financial and social aspects.The three routes are: 1. Dunai - Dhubi Chaur - Rup Gad – Kalagauda - Paranga – Motipur – Bhiti – Supani – Ranga – Phoi – Palang – Khadang – Krabgar - Triveni 2. Dunai - Dhubi Chaur - Rup Gad – Kalagauda - Paranga – Motipur – Bhiti – Supani – Tripurakot – Chugad – Dhaune – Siudeni – Shribinde – Khadang – Triveni 3. Dunai - Dhubi Chaur - Rup Gad – Kalagauda - Paranga – Motipur – Bhiti – Supani – Tripurakot – Chugad – Dhaune – Siudeni – Shribinde – Khadang – Krabgar - Triveni

Among above three alingment 2 is most appropriate for technical as well as socio-economic & Envionmental point of view due to following reasons. • This alternative alignment passes through mostly stable land. • Centre line of the road can be placed carefully to balance cut and fill in comparison with two remaining alignments. • Minimum damage of vegetation & trees during construction in comparison with other two • Have not large scale and highly unstable fragile zone along the route in comparison with two remaining alignments. • This alignment touches more village settlements than other two alignments.

4.3 Alternative design and construction approach: There are two types of road design and construction methods: the conventional and green road approaches. The conventional method of road construction uses heavy machinery and equipment, blasting with explosives, heavy concrete structures with application of bituminous surfacing, construction of side drains bridges and culverts using cement, steel etc. and so on. On the other 32 hand the design based on the green road concept is environmentally sound, affordable (low cost), participatory, technically appropriate, labor- 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 use of blasting material is avoided in this concept. The extent of the use of machinery is limited to the drilling machine, hydraulic lever arms and compression 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 available materials and local technology be utilized during the construction. Hence, the design and the road standards are developed on such a way that the use of foreign materials would be as minimum 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 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. The excavation of road formation width will be done in phases making minimum disturbances in the existing topography of the land. Furthermore, 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 green road concept is 60 and 40 generally. All additional excavated materials shall be locally managed dispersing them at relatively flat terrains or hauled 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 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.

4.4 Alternative Schedule & Process: The project area is a food deficit area, the deficit being more acute during the months of April to June. This period is also a slack period for agricultural activities. The project intends to provide cash against the work done by the local inhabitants.

4.5 Alternative Resources: The physical resources consumed for the construction of proposed road project will mainly include simple equipment for earthwork excavation, boulders for gabion and dry walls and gabion construction. The selected alternative appears the most suitable one considering the local environment and socio-economic conditions. The proposed construction will optimally use the local labor force and hence, the benefits will also be distributed locally.

4.6 No action alternatives: No action alternatives avoid the implementation of the project. The 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 centre, 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 condition of 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 impacts at the cost of severe poverty. 33 5. IDENTIFICATION AND ASSESSMENT OF IMPACTS

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

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

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

5.1.1 Construction Stage Employment Generation and Increase in Income One of the major direct beneficial impacts of the road during construction stage is the creation of employment opportunity to the local community. 7374 no. of skilled and 184370 no of unskilled manpower will be required for construction work. Rehabilitation of this road will generate employment for the local people which will minimize seasonal migration to other parts of the country and India. The amount of money that is earned by the wages will directly enhance the operation of various economic activities and enterprise development.

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

Enhancement of Community Development Service Due to increase in employment opportunities, trade, business and agricultural income, considerable amount of money may be channelled into the local economy in the area. This will increase the income level of the individual household and the local community of the area. It is possible that some money may be spent by the individual for the community development activities such as education, school, health and sanitation services.

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

34 5.1.2 Operation Stage Following beneficial impacts of the proposed road project are anticipated during the operational stage:

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

Trade and Business When completed, road will bring more opportunities for the promotion of trade and business. This will also ensure regular and cheaper transportation facilities to the district headquarter of Dolpa this will ensure continuous flow of products and commodities to Dunai, Juphal, Tripurakot, and Sirvendi market centers along the road.

Increased Crop Productivity and Sale of Farm Products Due to easy and cheaper availability of agricultural inputs and technologies, productivity will be increased along the road. Sale of farm and livestock products will be increased in the settlements along the road corridor like, Dhupichaur, Rupgard, Kalagauda, Motipur, Bhitti, Supani, Tripurakot, Dhaune, Siudeni, Sirbendi, Khadhan, Krapgaad and Triveni. The major areas for the production of Apples, oranges, vegetables and seed production are Juphal, Tripurakot etc.

Development of Market centers There is a possibility of increased economic opportunities and significant growth and extension of the minor local markets along the road like in Dunai, Juphal, Tripurakot, Sirvendi area. The farmers will be more interested to increase agricultural production due to market accessibility.

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

Enhancement of Community Development Services Local people may spend more on health and sanitary facilities, education facilities and other community services due to reduced transportation cost. The operation of road will also contribute to raise quality services in social sectors as more competent agencies and people will enter in the area to provide services. This will also encourage students to enrol in campuses for higher studies. People will get health services easily due to the regular and cheaper transportation facilities.

Promotion of Tourism Activity Dunai, Sephuoksundo is potential for rural tourism development. More tourists will visit this area due to easy accessibility. Flow of tourists due to road upgrading will contribute in the enhancement of economic activities of the area which will increase the living condition of the local people.

Women Empowerment All the people will be benefited from the road upgrading. However, women in particular may be benefited more from improved access to the market centers and various service providing agencies like health centers, banks, training institutions, women development office etc. Frequency of visit to such agencies will increase awareness level and empower the women. 35 5.2 Adverse Impacts The proposed road project activities during construction and operation will create following adverse impacts on the local environment:

5.2.1 Construction Stage The proposed road will be constructed & upgraded according to LEP approach. Therefore, there will not be severe damage to environment compared to conventional construction approach. However, following impacts on physical, biological, socio-economic and cultural environment may arise in the proposed road area.

Physical Impacts

Change in Land Use The land acquired for the implementation of the project can undergo a long-term permanent change in the land use. Changes of land use due to the construction of road are mainly conversion of agricultural land (1.2 ha), forest (3.5 ha), and barren land (2.8 ha) into built up area. The changes in land use will have impact on loss of agricultural land, which directly reduce the agricultural production.

Slope Instability The degree of sliding increases during the road excavation and it may cause regular sliding during operational phase. These slides are still active and will undoubtedly cause more problems during monsoon period.

Air Dust, Noise and Water Pollution The ambient air quality data of the project area is not available at present. The road construction and rehabilitation work is carried out manually by the local labour. For rock cutting, hand tools will be used and if the rock is hard, drilling machine will be used. The road side dwellers and workers may be affected by emission of dust during road construction. This may affect the health of the labourers and people living nearby areas. The increased construction activities like rock cutting may cause noise pollution to some extent to the workers and people living in nearby areas. Water quality data of water sources within the project area is not available. During the road construction, these water bodies may be affected due to excavated materials.

Quarrying and Borrow Pit The construction of road requires large quantity of stones and boulders and other type of construction materials. Stones will be extracted using optimum rock cutting techniques like chiseling and hammering, heating and breaking and drilling and breaking. The potential adverse impacts of quarry site near Bhitti, Siribendi, Karabagar and borrow pit operation are accelerated erosion, landslides, disturbance in natural drainage patterns, water logging and water pollution.

Spoil Disposal Fresh cuts whenever is required, invites landslides and erosion during the monsoon. The common likely problems from the inappropriate disposal of spoils are: gullying and erosion of spoil tips especially when combined with unmanaged surface water runoff, damage to farm lands, destruction of vegetation, crops and property at downhill through direct deposition or indirectly as result of mass flow.

Decline in Aesthetic Value Landscape degradation relates particularly to poorly designed or monitored activities resulting from quarrying operations, from extraction of river bed material, from landslides that could have been avoided, and from indiscriminate dumping of spoil material. Road induced activities may lead to the generation and mismanagement of wastes in the roadsides and create scars on the landscape. 36 Disruption of Water Resources & other Related Infrastructures Four household , 2 temple and 4 irrigation canal will be damaged by the construction of road which will be consider for preparation of resettlement & detailed design report .

Drainage and Cross Drainage works The concentrated water from the road outlet causes erosion and landslide eventually affecting the stability of the road itself.

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

Loss of Forest Vegetation Total of 0.1725 ha of forest will be lost due to road construction. The proposed road passes through two CFs. From these CFs and private cultivated land, total 190 numbers of trees of various species will be removed during road construction.

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

Socio-economic Impacts

Loss of Agricultural land There will be loss of 0.57ha of land due to road construction. This will lead to loss of food grain production among the families losing lands to the project. Moreover, spoils on farm land will also affect the production of agricultural crops. Consequently, it will affect the livelihood of the households residing near the road alignment.

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

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

Physical Environment

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

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

37 Biological Environment

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

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

Socioeconomic and Cultural Impacts

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

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.

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

Table 5.1. Evaluation of Identified Environmental Impacts

Beneficial Environmental Impacts Phase Impact Magnitude Extent Duration Employment Generation and Increase in income H Lc St Enterprise Development and Business Promotion M Lc St Enhancement of Community Development Service H Lc Lt

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

Operation Stage Women Empowerment M Lc Mt 38 Adverse Environment Impacts Phase Aspect Impact Magnitude Extent Duration Change in Land Use H Lc Lt Slope Instability H Ss Lt Air Dust, Noise and Water Pollution L Lc St Quarrying and River Bed Material Extraction M Ss St Spoil Disposal H Ss St

Physical Decline in Aesthetic Value M Ss Mt Disruption of Water Resources & other M Lc St Related Infrastructures Drainage and Cross Drainage works M Ss Lt Biologica Loss of Forest Vegetation H Lc Lt l Disturbance to Wildlife and Bird Habitat M Lc Lt Socio- Loss of Agricultural land M Lc Lt

Construction Stage economic Health and Safety Matters H Lc St Slope Instability and Management M Ss St Air and Noise Pollution M Lc Lt Physi cal Biologica Depletion of Forest Resources M Lc Lt l Disturbance to the Wildlife M Ss Mt Socio- New Settlement and Market Center M Lc Mt economic Development Change in Social behavior M Lc St

Operation Stage Road Safety Measures 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 site-specific (Ss), if it occurs outside area but close to project area, the extent of impact is local (Lc), if it occurs far away from the project, it is referred as regional (R). Duration: It can be short term (St - i.e. less than 3 years), medium term (Mt - i.e. 3-20 years), and long term (Lt - i.e. more than 20 years).

39 6. MITIGATION MEASURES

Application of the design standard and specification on effective implementation of the proposed mitigation measures would avoid and minimize the adverse impact on the environment. The predicted adverse environmental impacts can be minimized, if not avoided, by implementing the proposed mitigation measures. Even after mitigation, it is envisaged that there will be some amount of residual impacts and they will be under tolerable limit. Impacts from the proposed road projects can be both beneficial as well as adverse. An effective implementation of benefit maximization measures and adverse impacts mitigation measures would optimize the benefits expected from the project and avoid/minimize the adverse impact from the project. Based on the impact assessment and identification, beneficial augmentation and adverse impact mitigation measures are presented below.

6.1 Benefit Augmentation Measures 6.1 Design Phase The mitigation measures adopted during design or pre-construction phases are of preventive nature with two basic objectives: (i) avoiding costly mitigation and (ii) awareness among the stakeholders. Appropriate Route Selection The proper selection of appropriate route for the alignment can be one of the major preventive environmental mitigation measures. The appropriate route selection will avoid or minimize the environmental degradation primarily in terms of loss of flora and fauna, slope instability and soil erosion, disruption on water bodies, loss of fertile cultivated land, and loss of valuable properties of the members of the community. This mitigation measure has been already adopted in selecting the road alignment by comparing various alternative routes in terms of socio- economy, geology, geomorphology, forest cover, and other relevant issues. Appropriate Detailed Survey and Design The detailed survey and design is also a preventive measure to avoid slope instability, disruption of water systems, forest loss, road accident, etc. The survey for the project needs to take into consideration the above points, The design needs to cover the rehabilitation of disrupted water systems, proper road gradient, suitable structures on unstable zones, and other measures.

6.1.1 Construction Stage Employment Generation and Increase in income During the road construction and rehabilitation, large number of local people (as described above section) will work as labourer giving more emphasis to women (at least 40%), ethnic minority and dalit (occupational caste). They will get direct employment and it will contribute significantly in their livelihood. This will also increase their economy and keep them occupied in earning and skill learning job during agricultural lean season. In this context, benefit augmentation measures will be implemented as much as possible through the local building groups (BGs). They will be given training to do the job. To utilize their money earned from the project works, DRILP will implement income generation activities to improve their livelihood. These programmes will generate multiplier effect in the local economy , business promotion 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.

40 6.1.2 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 industries, cultivate coffee and other cash crops, timber and NTFPs. The benefit augmentation measures will be to promote cooperative and provide linkage with bank and other financial institutions for setting up business enterprises.

Enhancement of Quality of Life

There will be improvement in quality of life of rural people due to increased productivity and subsequent increase in income level.

6.2 Adverse Impacts Mitigation Measures

6.2.1 Construction Stage Physical Environment

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

Slope Instability and Soil Erosion Earth excavation, particularly in unstable zones, drainage work, quarrying and spoil disposal will aggravate slope instability and soil erosion. The proposed road adopts green road approach. Adequate slope stabilization measures will be provisioned in design. The following mitigation measures will be adopted during the construction and rehabilitation of the proposed road: Ensuring minimum cut slope Selecting cut and fill slope at correct angle depending upon the soil type Re-vegetation of cut and fill slope or exposed areas as soon as possible by using native plant species Adoption of bio-engineering techniques Ensuring minimum damage of vegetation during construction No construction work during rainy season

Quarrying Stones and boulders needed for road construction will be extracted from the nearest relatively good quality natural deposits. Following mitigation measures will be adopted against the impacts of quarrying: • Unstable sites, erosion prone area, dense forest area, settlements,fertile farm land will be avoided for quarrying operation • After the extraction is completed, the quarry site will be rehabilitated to suit the local landscape • Blasting will not be done for quarrying.

41 Disruption of Water Resources & other Related Infrastructures There are four household, 2 temple and 4 canals for irrigation purpose structure to be prevented to improve the community services along the alingmen. The summary of the community infrastructure and its prevention cost as per resettlement plan are as follows:

Public Structure reconstruction = NRS. 1700000.00 Temple Construction = NRS. 50,000.00

The cost includes all thing like- movement allowance, rental stipend, transportation allowance etc.

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

Air, Noise and Water Pollution The road side dwellers and workers may be affected by emission of dust during road construction. This may affect the health of the labourers and people living nearby areas. The increased construction activities like rock cutting may cause noise pollution to some extent to the workers and people living in nearby areas. During the road construction, water bodies may be affected due to excavated materials. The following mitigation measures will be adopted: • Use of face mask by the workers to minimize air pollution due to dust generation • Plantation of local species along the roadside • Use of ear muffles to lessen noise pollution during rock breaking and quarrying • Avoiding the disposal of excavated materials in the water bodies

Biological Environment

Loss of Vegetation During the road construction, total including all type 190 numbers of trees and bamboos will be removed as part of the site clearance. The loss of trees can not be minimized; however, it can be compensated by encouraging local people and CFUGs to plant trees in their private land and community forest respectively. Planting of trees will be 5 times the no of trees destroyed . for plantation of trees & Bioengineering works about 5% of total construction cost is estimated in detaied estimate of the project which help for protection of vegetation.

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 by enforcing acts and regulations strictly. The project will launch wildlife conservation awareness program for the construction workers.

42 Socio-economic and Cultural Environment

Acquisition of Land and Property Productive land and house acquisition for the road alignment will be minimized as far as possible. Compensation for the loss of property will be provided to the affected people. A separate Resettlement Plan will be prepared to address land and property acquisition as well as compensation issues.

Mainly three (Khet, Bari and Pakho/Barren) types of land is affected by the project in this section of the subproject. Official land prices are calculated annually at district level for each of the different land types and classes. In Dolpa additional numbers of categories are used in practice for the valuation of the land. These are for land adjacent to the road. There is variation in the land rate between government rate and current market rate. The following table will provide the comparative rate of land in the district.

The quantity of tree production and valuation is carried out on basis of Ministry of Forest and Soil Conservation (MoFSC) norms 2050. The norms has following provision for felling of trees having girth of more than 12 cm when measured at 1.3m above the ground including the sectioning of trunk, branches, and stumps up to a distance of 15m along the road with the indicated size would need the following labor input:

Fruit trees: Types of tree Rate/mature tree Rate/small tree (a) Orange 1000 60 (b) Apple 1500 37.56 (c) Lemon 382.38 60

Houses/Structure: There are four household, 2 Temples and 4 canals for irrigation purpose structures to be prevented to improve the community services along the alignment. The summary of the community infrastructure and its prevention cost is as follows. Costs of Compensation as per Resettlement Plan are as under

Item Unit Total loss Amount (NRs.) 1. DIRECT COST 1.1 Compensation for private land sqm. 0 0 1.2 Other Trees No. 30 10648.33 1.3 Crops No 17 33073.5 1.4 Fruit Trees No. 14 7726.85 1.5 Public structures reconstruction No. 4 1700000 1.6 Temple construction No. 2 50000 Sub Total 1,801,448.68

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

6.2.2 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 CFUG will be promoted to conserve and manage their CFs properly for this purpose training & awarness programme will be given to the CFUG. The cost is proposed in resettlement plan. This cost item covers the organisational arrangements required for the implementation and management of related activities. It includes awareness and information dissemination campaigns and costs for meetings. The community support cost is included in the project management and capacity building component.

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: CFUGs will be supported to conserve and manage their CFs according to operational plans Promote the installation of improved stoves to minimize the consumption of fire wood Giving the training & awarness Programme for coservation of energy & impotance of forest.

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 Giving the training & awarness Programme for wildelife conservation.

Socio-economic and Cultural Environment Road Accidents During road operation, there are likely chances of accidents. The mitigation measures adopted will be: 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.

44 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.

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: Discouraging ribbon settlements along the road Awareness raising programme through local organizations to plan proper settlements Regulate settlement growth with proper panning along RoW Plantation of trees along the road. The cost for Awareness raising programme through local organizations to plan proper settlements is proposed in resettlement plan.

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.

6.2.3 Mitigation Measures for four serious environmental concern identified in intial study:

During preliminary survey following four serious environmental concern were identified: a. Road alignment along major thrust faults with risk of frequent road closer. b. Active landslide with the risk of frequent road closer c. Remedial measures with bio engineering and water management and retaining wall construction. d. crossing by bridge of span >60meters

For providing mitigation mesures of above impact no. a) & b) the alingment is shifted towards right bank from Supani to near Triveni. During walkover survey the alingment were fixed at left bank in that section. Thus major thrust faults with risk portion of alingment & landslide area near Palan & Karpgad of leftbank alingment were avioded. For providing mitigation mesures of above impact no. c) sufficient bio engineering works were proposed for road desin. About 5% cost of total earthwork was proposed for bio engineering works. One bio-engineering technecian & 2-nos of Bio- Engineering supervisor were also managed for the implementation the project. For water management pupose sufficient no of cross - drainage structures like dry stone causeway, culvert, bridge etc.were proposed and logtidunal drain as per green road concept were also proposed.Similarly for sufficient retaining structure up to 2.5m height dry wall, more then 2.5 m height gabion structure & coposite structures were propoed in the design report. For providing mitigation mesures of above impact no. d) bridge crossing near supani, crossing of bridge site was shifted about 180 m fowarded & span of the bridge is limited to 45m.Due to shifting of bridge site length of approach road is reduced which causes reduction in heavy cutting (box cutting) & filling, stable bridge site which are better for environmental point of view.

45 7.0 ENVIRONMENTAL 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, Dolpa. 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 supporting the implementation of DRILP activities in the central and districts. It also provides additional human resources capacity, technical assistance and advisory support for project management and monitoring, institutional capacity strengthening and training, social mobilisation and development, planning, engineering design and supervision, maintenance, environmental management and impact evaluation.

District Development Committee, Dolpa DDC has overall responsibility for the Project implementation at district level. As project implementer at district level, DDC Dolpa is responsible for screening and ToR preparation, commissioning IEE studies, and carrying out mitigating works as well as environmental monitoring.

46 District Technical Office (DTO) The DTO is the office responsible for all infrastructure related works of DDC. It takes responsibility for the implementation of all technical and rural infrastructure development works on behalf of DDC. The DTO chief is the project manager in the district.

District Project Office (DPO) The DPO established within DTO has the responsibility of implementing the project activities in the district.

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

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

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

Building Groups (BGs) Responsible for road construction activities.

7.2 Reporting and Documentation As part of EMP, reports should be produced at regular time intervals depending upon type and size of project by the EMP team or unit. Since, this project is for new construction & upgrading of existing road and construction period is up to 4 years, 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.

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 and increase providing life skill training for in come income generation activities

48 Potential Benefit Augmentation/Mitigation Concerned Period Verification Impacts Measures Agency Method Enterprise Support to local entrepreneurs and DPO/DISC/ Construction Records development promotion of cooperative and Department of & and and business linkage with bank and other Cottage and operation discussion promotion financial institutions Small Industries Enhancement Support promotion of community DDC/DPO Construction Records & of community development activities and /DISC and operation discussion development development and linkage of social services infrastructure services Access to Improve agricultural support DDC/DADO/ Operation Records inputs and services for the farmers local farmers and services discussion Increased Promotion of market linkages and DDC/DADO/ Operation Observation Crop networking for better market price NGO/local & productivity farmers records and sale of farm products Development Support sewerage and other DDC/local Operation Observation of market drainage club & centers facilities in the market centers records Appreciation Promotion of land development DDC/VDC Operation Records & of land value activities and check encroachment discussion within RoW Promotion of Facilitate development of lodges, DDC/VDC/ Operation Observation tourism activity restaurants and hotels local people Physical Environment Change in Plantation in community forest and DFO/CFUG/ Construction Records & land use improving agricultural extension DDC/DISC and observation services. Applying additional operation protective measures that the remaining land will not be lost due to erosion Slope Bio engineering application should DDC/DSCO/ Construction Observation instability be BG/Contractor used to stabilize the mountain slopes Effective, well designed drainage DSCO/DDC Construction Observation system should be utilized & Operation Efficient spoil management should DDC/DPO Construction Observation be maintained

49 Potential Benefit Augmentation/Mitigation Concerned Period Verification Impacts Measures Agency Method Spoil Balance cut and fill volume within DDC/DPO/ Construction Observation disposal a 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. Air pollution Provide mask to construction DDC/DPO/ Construction Observation workers and plantation of local DISC/DFO & species along the road side records Vehicle emission standard and DDC/DPO/ Operation Observation speed DISC limit will be maintained Noise Uses of ear muffles should be DDC/DPO/ Construction Observation Pollution maintained DISC & records Use of the unwanted horns at the DDC/DPO Construction Observation public places and settlement area and & records should be prohibited operation Water pollution Avoiding the disposal of excavated DDC/DPO Construction Observation materials in the water bodies Quarrying Proper management and DDC/DPO/ Construction Observation rehabilitation of quarry sites DISC Decline in Discouraging indiscriminate DDC/DPO/ Construction Observation Aesthetic value dumping of spoil material. DISC Road Appropriate spoil disposal sites DDC/DPO Construction Observation accidents should be identified and utilized Enforcement of road safety DDC/Traffic Operation Observation measures like speed limit and police erecting road signs Biological Loss of forest Supporting CFUG to manage their DDC/CFUG Operation Observation, vegetation and community forests. Promote the /DFO records forest installation of improved cooking records degradation stoves.

Supporting CFUG to manage their DDC/CFUG/ Operation Observation community forests. Promote the DFO & installation of improved cooking records stoves.

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 habitat and harass wildlife

Erecting appropriate sign boards DDC/CFUG Operation Observation for drivers near the forest area /DFO

50 Potential Benefit Augmentation/Mitigation Concerned Period Verification Impacts Measures Agency Method Socioeconomic Loss of Promotion of high value crops and DDC/DADO/ Construction Observation agricultural commercial farming and increase NGO/local & records land the cropping pattern farmers Health and Workers will be provided with DDC/DPO Construction Observation safety helmet, masks and muffles /DISC/VWRCC & matters depending on the nature of work. records 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 panning along RoW and & records development discourage ribbon settlement Change in Aware, educate and prohibit DDC/DPO/ Operation Observation social communities about negative social VWRCC & behavior behavior like gambling, excess use records 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.

Table 7.2. Cost Estimate for Environmental Enhancement and Mitigation Measures

SN Measures Estimated cost (NRs.) Remarks 1 Benefit Augmentation Included in Resettlement Plan Measures for (APs) and for others will be included in Community Development and Livelihood Restoration component of the project 2 Adverse Impact Mitigation Included in project cost Measures (Spoil disposal, slope stability) 3 Occupational health and safety Included in Particular conditions of contract 51 SN Measures Estimated cost (NRs.) Remarks 4 Landslide rehabilitation Included in project cost 5 Bioengineering (5% of total 3,541,539.54 Included in project cost project cost) 6 Land slide zone (erosion prone Included in project cost area) rehabilitation additional work 7 Resettlement and rehabilitation 3,179,971.11 Included in Resettlement Plan 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.

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 Dolpa will develop in-built monitoring mechanism to show its additional commitment for environmental improvement and mitigate undesirable environmental changes, if any during construction and operational stage. DDC will be supported by DIT (DPO and DISC) team in the district and Environmental team from the DISC for environmental monitoring. There is a need to support these organizations to carry out environmental monitoring effectively. Therefore, environmental monitoring training will be

52 conducted together with technical, social, resettlement and project performance monitoring and evaluation training. According to EPR, 1997, the MLD/DoLIDAR is responsible for monitoring and evaluation of the impact due to implementation of the project. The MLD/DoLIDAR checks whether the DDC is carrying out monitoring activities as per the IEE, and if the prescribed mitigation measures are being implemented.

DDC with DRILP PCU support should make arrangements for sub-project level monitoring. It should constitute a monitoring team, which must be independent from the implementation team and should consist of relevant persons in the context of a sub-project being monitored, for example persons from the forest, agriculture, social and NGO sectors. The monitoring team will be constituted separately for each monitoring event. Project's district management team should be responsible for forming the monitoring team, financing the monitoring works, providing logistics and other necessary support. Thus, it is recommended that an external team hired by DDC takes responsibility for periodic monitoring of the environmental performance, in addition to the 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.

Table 7.3 Environmental Monitoring Cost Manpower requirement Duration (month) Rate (NRs) Amount (NRs) Team 2 75,000 150,000 Leader/Environmentalist 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 100,000 Report preparation LS 20,000 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:

Compliance Monitoring It verifies whether contract environmental clauses and the mitigation measures are properly implemented in the field. Compliance monitoring is necessary in order to encourage and promote the proponent to comply with the requirement as listed in the mitigation measures and condition set forth during the project approval. Hence, it is desirable to ensure the integration of mitigation measures in the document, if any, which should fully reflect environmental obligation to be complied with by the proponent.

Impact Monitoring

It confirms whether the environmental mitigation measures specified in the project design and contract are correctly formulated. Impact monitoring is necessary in order to know the actual level of impact in the field during the construction and operation of the proposed project as the environmental impacts are predicted on the basis of value judgment through some valid assumptions. The nature and purpose of environmental monitoring are different for different stages of project process viz. the pre-construction (design and investigation), construction stage, and operation stage.

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 measures, 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 river bed material extraction

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

Table 7.4 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 design During the study DDC with people's environmental reports, discussion with local and design process DISC support concerns residents, representatives, and and prior to designers approval 2 Undertaking level of Review of screening and IEE Prior to project DDC with environmental 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 monitoring codes of conduct into provisions are included designs B. During Construction phase 4 Construction and Site inspections at places where During DISC location of drainage such drains are required construction facilities 5 Care and safe storage Inspection of site clearance Weekly during DISC of top soil for later use activities construction 6 Care for vegetation in Inspection of site clearance Weekly during DISC, CFUG the immediate vicinity activities construction 7 Safeguarding of Site observation, discussion and During and DISC community seeking of feasible solutions immediately after infrastructures construction 8 Safe disposal of Disposal site observation and Weekly DISC excavated materials and disposal practice other construction wastes 9 Impacts on agricultural Site observation and discussion Weekly DISC land due to spoil, soil with local residents erosion, water logging etc 10 Proper reclamation of Observation of finished Before starting, in DISC disposal sites disposal sites between, and after completion 11 Plantation of vegetation Site observation Periodically as per DISC, CFUG in the cut slope season 12 Timely construction of Community based Immediately after DISC other slope protection planting/slope maintenance construction measures programme 13 Quality of surface Use field kit / visual Weekly or during DISC water observation construction near water body 14 Air pollution near Observation of good Monthly DISC settlements construction practices and discussion with residents and workers

55 SN Issues/Monitoring Procedure/Method Schedule Responsible indicators agency 15 Protection of culturally Site observation, discussion Upon demand DISC sensitive spots with local residents 16 Operation and closure Site inspection, discussion with During quarry DISC of quarries and river local residents operation/river bed bed material extraction material extraction sites or weekly

C. Operation Period 17 Encroachment/ Field visit to forest, discussion Half yearly DDC, DTO, degradation of forest with local people, CFUG, local CFUG, DFO forest authority 18 Inappropriate use of Discuss with local people, Upon demand, Half DDC, DTO, marginal lands reference to prior mapping yearly DRCC 19 Surface flow Visit the area, mapping, Upon demand, Half DDC, DTO, Interruption and its discussion with local people. yearly DRCC consequences 20 Air pollution, vehicular Travel along the road, Upon demand, Half DDC, DTO, emission, noise, traffic discussion with local people, yearly DRCC volume pedestrians, passengers, transport operators 21 Maintenance of road Check maintenance record, Annually DDC, DTO, inspection of road and road DRCC structures 22 Condition of Inspection and discussion with Annually DDC, DTO, environmental maintenance workers DRCC mitigation measures used in the road

56 8.0 CONCLUSION AND RECOMMENDATIONS

8.1 Conclusion Environmental impacts of the proposed road project are likely to have some detrimental effects associated with 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 centres and enhancement of productivity in rural area are more significant and are long lasting. They will have positive impact in well-being of the rural population.

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

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

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

57 9. MISCELLANEOUS

References IEE Report of Baglung-Ghodabadhe Road Sub-Project, DRILP DRILP, Environmental Guideline, 2006 IUCN, 1996 "EIA Training Manual for Professional and Managers" Department of Road, GUE, 1999, "Initial Environmental Examination of Bhedetar-Ahale- Barahachhetra Road, Silt Consultant and Full Bright Consultant" GTZ/SDC 2000 Green Road: Best Practices Department of Roads, GEU, 1996, "Bio-engineering Information" Department of Roads, GEU 1997, "Environmental Impact Assessment Guidelines for the Road Sectors" DoLIDAR Approach Manual Department of Roads, 1998 "Nepal Road Statistics" Fountain Renewable Resources Ltd. 1998 "Study of Environmental Impact Assessment in Nepal Road Sector' Canter I. 1997 "Environmental Impact Assessment, Mac-Graw Hill Inc. USA" MOPE, 1997 "Environmental Protection Act 1996, Environmental Protection Regulation 1997 (amended in 1999), Ministry of Population and Environment" RAP, 2000 "Brief Paper on Environmental Guidelines FOR Road Corridor Alignment, WSP, GEOCE, and ODG" DCC Profile of Dolpa District, 2059 Department of Road, GUE, 1999, "Initial Environmental Examination of Bhedetar-Ahale- Barahachhetra Road, Silt Consultant and Full Bright Consultant" GTZ/SDC 2000 Green Road: Best Practices DoLIDAR Approach Manual.

Annexes Annex I Terms of Reference of IEE Study Annex II Summary of consultations and meetings Annex III Deed of inquiry (muchulka) Annex IV Notices published and pasted Annex V Recommendations from the concerned VDCs Annex VI Photographs, Maps, Drawings, Checklists, Questionnaires Map-1 Maps of Nepal showing sub project district Map-2 Maps of Mugu district showing sub project Map-3 Topographical map of Dunai – Triveni road sub project. Map-4 Structural map of Dunai - Triveni Road sub project Annex VII List of persons and institutions consulted

ANNEX I: Approved TOR for IEE Study

Table of Content

1.0 NAME AND ADDRESS OF THE PROPONENT ...... 1 2.0 INTRODUCTION ...... 1 2.1 GENERAL INTRODUCTION ...... 1 2.2 BACKGROUND OF THE PROPOSAL ...... 1 2.3 OBJECTIVES ...... 2 2.4 RELEVANCY OF THE PROPOSAL ...... 2 3.0 REVIEW OF RELEVANT LAWS, RULES AND GUIDELINES ...... 2 4.0 PROCEDURE TO BE ADOPTED WHILE PREPARING THE REPORT ...... 3 4.1 DESK REVIEW ...... 3 4.2 PUBLIC CONSULTATION ...... 3 4.3 FIELD WORK ...... 3 5.0 ALTERNATIVES FOR THE IMPLEMENTATION OF THE PROPOSAL ...... 3 6.0 REQUIREMENT OF THE IEE STUDY ...... 4 6.1 TIME SCHEDULE ...... 4 6.2 ESTIMATED BUDGET AND STUDY TEAM ...... 4 7.0 ENVIRONMENTAL BASELINE ...... 5 8.0 ANALYSIS AND INTERPRETATION ...... 5 9.0 IDENTIFICATION, PREDICTION AND EVALUATION OF IMPACT ...... 5 9.1 BENEFICIAL IMPACTS ...... 5 9.2 ADVERSE IMPACTS ...... 5 10.0 MITIGATION MEASURES ...... 7 11.0 ENVIRONMENTAL MONITORING PLAN ...... 7 12.0 IEE REPORT FORMAT ...... 7

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 DPO- 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

1.0 NAME AND ADDRESS OF THE PROPONENT The District Development Committee (DDC), Dolpa is the implementing agency at the district level and the proponent of the Initial Environmental Examination (IEE) study for the rehabilitation and construction of Dunai - Tribeni 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, Dolpa Dunai Telephone No. - 087550039 Fax No. - 087550038

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

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

This Terms of Reference (ToR) is prepared to conduct an IEE of Dunai - Tribeni road sub-project in Dolpa District. This road has been selected after the walkover survey of Dunai – Tribeni roads from the sub-list on the basis of prioritization criteria. This is a high priority road in DTMP of Dolpa district and is proposed for construction under DRILP.

2.2 Background of the Proposal

The proposed road is the shortest possible corridor to links the district with the nearest road head at Sallibazar of Salyan District. Mule trail was constructed from Dunai to Ped Ko daha under department of Road in 2040 B.S and from Ped ko daha to Tribeni Mule trail was constructed under Ministry of Local Development in 2052 B.S Tribeni is not connected by motorable road but there is a road from Sallibazar is under progress extending along so that Tribeni will be near to Road link in future. The Dunai- Tribeni sector is about 42 km. in length and there exist a main trail to Dunai. This road corridor follows the bank of Bheri River. DDC Dolpa has started construction works from Dunai and about 8 km. of Dunai- Juphal sector of this road has been constructed with 2 to 3 m. width. RCIW has started 2.0 m track opening up to11.5 km. About one third people of Dolpa will be directly benefited by this road. It provides services to the people of lower belt including

1 Dunai, Juphal, Sahartar, Lawan Majhpal, Tripurakot, Su, Laha, Kalika, Narku, Likhu, and Pada & Raw VDCs. 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, 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

The Dunai – Tribeni road links boundry of Jajarkot (Tribeni) to district headquater of Dolpa (Dunai).This road is considered as an important road for the people of Dolpa district. This road is given Priority No. I in Class A Road in DTMP of Dolpa District.

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 organizations. A copy of the public notice will be affixed in the above mentioned organizations and deed of enquiry (muchulka) will be collected. Recommendation letter from concerned VDCs and/or municipality will also be obtained. IEE team will also carryout interaction with local communities and related stakeholders and will also collect the public concerns and suggestions.

4.3 Field Work

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

5.0 ALTERNATIVES FOR THE IMPLEMENTATION OF THE PROPOSAL

Alternative analysis has been considered as an integral part of IEE study, which involves an alternative ways of achieving the objectives of a proposed sub-project. The aim of alternative analysis is to arrive at a development option, which maximizes the benefits while minimizing the unwanted impacts. The study team will conduct alternative analysis considering the following issues: No action option Project alternatives Alternative alignment Alternative design and construction approach Alternative schedule and process Alternative resources, and 3 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

S Activities Weeks N 1 2 3 4 5 6 7 8 1 Orientation training to the team

2 Desk study and review

3 Public notice publication

4 Field visit for survey and consultation with community

5 Collection of suggestions and recommendations from stakeholders 6 Analysis and interpretation

7 Draft report preparation

8 Comments on Draft Report

9 Final Report Preparation and Submission 10 Approval of the Final Report.

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

The IEE team will consists of DISC Engineer and Social Mobilization Coordinator and they will be trained to provide the above needed expertise for IEE preparation. IEE report preparation work will be supported by CISC environmental team under the supervision of DTO. Since, the IEE report will

4 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.

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

5 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 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

6 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 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

7 ix. 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. x. Environmental Monitoring Plan- This section summarizes the recommended monitoring parameters/indicators, activities, methods and responsibilities. xi. 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. xii. Miscellaneous- Reference materials should be mentioned here if used during IEE report preparation in standard format. xiii. Annex ToR of IEE Summary of consultations and meetings Deed of inquiry (muchulka) Notices published and pasted Recommendations from the concerned VDCs or Municipality Photographs, Maps, Drawings, Checklists, Questionnaires List of persons and institutions consulted

ANNEX- II: Summary of the Consultation and meetings for Environmental Study and Data collection.

No. of S.N. Date VDCs Remarks Participations Discussion and brainstorming on 16 March, environmental impact (Positive and 1 Dunai 10 2007 Negative), environmental issues, proposed mitigation measures etc. Discussion and brainstorming on 19 March, environmental impact (Positive and 2 Juphal 12 2007 Negative), environmental issues, proposed mitigation measures etc. Discussion and brainstorming on 22 March, environmental impact (Positive and 3 Sun 9 2007 Negative), environmental issues, proposed mitigation measures etc. Discussion and brainstorming on 1 April, environmental impact (Positive and 4 Tripurakot 10 2007 Negative), environmental issues, proposed mitigation measures etc. Discussion and brainstorming on 8 April, environmental impact (Positive and 5 Laha 8 2007 Negative), environmental issues, proposed mitigation measures etc. Discussion and brainstorming on Lawat/Mun 10 April, environmental impact (Positive and 6 al Primary 15 2007 Negative), environmental issues, School proposed mitigation measures etc. Discussion and brainstorming on 15 April, environmental impact (Positive and 7 Liku 10 2007 Negative), environmental issues, proposed mitigation measures etc.

ANNEX III : Deed of inquiry (muchulka)

ANNEX IV: Notices published and pasted

ANNEX -V Recommendations from the concerned VDCs

ANNEX VI Photographs, Checklists, Questionnaires, Maps, Drawings, Map-1 : Map of Nepal showing sub project district Map-2 : Map of Dolpa district showing Sub project Map-3 : Topographical map of Dunai - Triveni Road sub project Map-4 : Structural map of Dunai - Triveni Road sub project

Land holding pattern of VDC/settlements within ZoI Settlement Number of HH Name Landles

Number of Households Belonging to Different Food Security Category

VDC Surplus Sufficient Sufficient for Sufficient Less than Total for whole 3-9 months for three three HH year months months Dunai (Dhubichaur, 9 26 334 25 106 475 Rupgad etc.Settlements) Jufal (Kalagauda, 8 15 241 15 64 328 Motipur, Bhitti etc.Settlements) Tripurakot 3 7 72 10 33 125 Shu (Supani, Phoi 4 9 105 15 45 178 etc.Settlements) Laha (Karapgad 3 8 104 11 42 168 etc.Settlements) Total 27 65 856 76 250 1274 2.1 5.2 67.1 5.9 19.7 Source: Field survey, 2007

1 A. GENERAL SOCIO-ECONOMIC SITUATION OF THE INFLUENCE AREA

1. Overview of settlements in the zone of influence (ZoI) area

Settle Name of Settlement and address Household and Caste/ethnic General ment Population distribution Comment Code* A

* Use the same codes as in strip map and topographical map.

2. Economic activities/main occupation

Settlement Number of HH and Percentage of Population engaged in Code Agriculture Labour & Business/ Cottage GO/NGO Others & Porter Commerce Industry Employees (specify) Livestock A B C D E F G H I J

3. Existing services and infrastructures

S N Service/Infrastructure Settlement Code Category A B C D E F G H I J 1 EDUCATION 1.1 Campus (no.) Students (no.) 1.2 High School (no.) Students (no.) 1.3 Primary School (no.) Students (no.) 2 HEALTH 2.1 Hospital/health centre (no) Capacity (beds) 2.2 Health Post (no.) Sub-Health Post (no.) 3 COMMUNICATION 3.1 Telephone/fax 3.2 Mobile/CDMA 3.3 Post Office 4 ELECTRICITY SUPPLY 4.1 from Micro-hydro 4.2 from Mini-hydro 4.3 from National Grid 4.4 from Solar System 4.5 from Diesel Generator 5 BUSINESS & COMMERCE 5.1 Hotels & Lodges (no.)

S N Service/Infrastructure Settlement Code Category A B C D E F G H I J 5.2 Restaurant & Tea Stall(no) 5.3 Grocery Shops (no.) 5.4 Other Shops (no.) (e.g. stationery, medicine, tailoring, etc.) 6 DRINKING WATER SUPPLY SCHEMES 6.1 Gravity-Flow Scheme (capacity) 6.2 Tube-wells (no.) 6.3 Spring/Dug-wells (no.) 7 IRRIGATION SCHEMES 7.1 Surface Irrigation (ha.) 7.2 Groundwater (ha.) 8 OTHER INFRASTRUCTURES 8.1 Micro-hydro scheme (no. & capacity...... kw) 8.2 Water Mill (no.) 8.3 Suspension Bridges (no.) 8.4 Wooden Bridges (no.) 8.5 Other Bridges (specify) …...... 9 INDUSTRY 9.1 Weaving Industry (no.) 9.2 Rice & flour Mills (no.) 9.3 Other Industries (specify) …...... 10 FINANCIAL INSTITUTIONS 10.1 Bank (no.) 10.2 Cooperative 11 COMMUNITY USE 11.1 Ghat (no.) 11.2 Hatia/Bazaar (no.) 11.3 Playground (no.) 11.4 Community Centre (no.) 11.5 Others (specify) ......

4. Land holding pattern

Land holding Settlement (HH No.) Remarks Pattern A B C D E F G H I J Landless less than 1 ropani) 1 to 5 ropani 5 to 10 ropani 10 to 20 ropani 20-50 ropani > 50 ropani

5. Food grain availability (HH no.) Availability Settlements (HH No.) Total Status A B C D E F G H I J Surplus Sufficient for whole year Sufficient for three to nine months Sufficient for three months Less than three months

6. Major existing agriculture production (denote the most dominant by 1, second dominant by 2 and so on

S. Type of Settlements No. Agriculture Production A B C D E F G H I J 1.0 CEREALS 1.1 Rice 1.2 Wheat 1.3 Maize 1.4 Millet 1.5 Junelo 1.6 Phaper 1.7 Others (list) 2.0 CASH CROPS 2.1 Oil Seeds 2.2 Beans/Dal 2.3 Tobacco 2.4 Potato 2.5 Vegetables 2.6 Fruits

S. Type of Settlements No. Agriculture Production 2.7 Tea/Coffee 2.8 Amliso 2.9 Sericulture 2.10 Others (list) 3.0 LIVESTOCK & FISHERIES 3.1 Cattle (cows & buffaloes) 3.2 Horses, Mules 3.3 Yak 3.4 Goat 3.5 Sheep 3.6 Rabbit 3.7 Pig 3.8 Fisheries 3.9 Poultry 3.10 Bee-keeping 3.11 Others

7. Migration for employment (a) No. of HHs from where at least one person (may be HH head) is away from home for more than 6 months. Also mention the place. Settlement (No. of HH)A A B C D E F G H I J

Name of settlement:

8. Dominant off-farm occupation in the settlement in descending order

...... …………………………….

B. DEVELOPMENT POTENTIAL ACCORDING TO SETTLEMENT B.1. Areas which have significant potential for development, for instance, high

agricultural production, tourism development, local mines, etc. (indicate these

B.2. Scope of the proposed linkage in view of promoting socio-economic development

C. HISTORIC AND CULTURAL RESOURCES WITHIN THE SETTLEMENT

Type of Resource Name/specification Affecting Location from project activities Temples Monuments Others ANNEX 1. METHODS AND TOOLS FOR IEE

An environmental appraisal involves analysis and understanding of the interactions between the project and the affected environment. Methods and tools available for accomplishing this task range from simple to very sophisticated. The four most commonly used methods in order of increasing sophistication are: • Checklist • Interaction Matrix • Overlay Mapping • Networks

These methods/tools are complemented by subject specific analytic techniques.

A. CHECKLIST

Checklists are standard lists of environmental features, which may be affected by a project. Various agencies have published project focused, thematic, or generic checklists. Checklists are aimed to focus the attention of those undertaking environmental appraisals on the listed factors/components. Checklist may also promote lateral thinking about project and impacts. Checklist method range from simple listings of environmental factors/components to more complex variations involving weighting and scaling.

Simple checklist: Simple checklist contains list of environmental factors/components, which could be affected by the proposed project and should be addressed by an environmental appraisal. Questionnaire checklist is elaboration of simple checklist and contains a set of questions under each relevant environmental factor. Simple/questionnaire checklists ensure that a particular environmental factor is not omitted from the appraisal and act as a guide to impact identification. However, no guidelines or information are included on how the impacts on these factors are to be assessed, the type of predictive techniques to be used and the type of data required. Table 1 shows portion of questionnaire checklist, as an example, for rural road development in hills.

Table 1. Portion of a Simple/Questionnaire Checklist

A. Natural/Biological Environment a.1. Might the road affect any protected area? ______NO______YES

If YES specify which area, in what ways (direct, indirect), nature of the impact (short or long-term, reversible or irreversible, cumulative, synergistic), and severity______

a.2. Will the road pas through or near the valuable forests? ______NO______YES

If YES, identify the forests, their value and describe possible direct and indirect consequences of road. ______

B. Physical Environment b.1 Will the road passes through existing landslides and erosion prone areas, and hence increase the slope instability, landslides and erosion? ______NO______YES

If YES specify the sites, and explain how ______

b.2 Might the road disrupt natural drainage pattern’? ______NO ______YES

If YES specify the location and potential consequences ______

C. Community Infrastructures c.1 Might the road disrupt any of the following infrastructures? -Irrigation canal/intake -Water supply lines ______NO______YES -Trails and trail bridges -Other (specify)

If YES, which infrastructure, in what ways and what will be the consequences______

D. Development Potential Sites d.1 Will the road provide access to any of the following development potential sites? -Citrus potential area -Tea potential area -Cardamom potential area ______NO ______YES -Tourist potential area -known mineral deposit -known hydropower sites

If YES, describe briefly about the area/site, potential and consequence of road access______

Note: If main heading (A, B, C, D… etc) only remains, it becomes a simple checklist. This is only to illustrate the simple/questionnaire checklist, not for direct use in any real appraisal. For each sub-project, a project specific checklist, which will be more detailed and cover all relevant environmental features/ factors, must be prepared.

Descriptive Checklist: Descriptive checklist includes list of relevant environmental factors as in the simple checklists, and goes further giving guidance on appraisal as well. For each of the environmental factor, appropriate techniques for data collection, measurements, prediction, analysis, evaluation and interpretation are included to provide guidance on potential changes and assessment of impacts. A portion of descriptive checklist is shown in Table 2 as an example.

Table 2. Portion of a descriptive checklist

Environmental Factor and concerns Basis for estimation

1. Air quality Health Current dust levels, estimates based on Changes in dust level, number of people at risk experience/expert judgment, populations maps

Noise Changes in traffic type and number, other Changes in noise levels, number of people noise sources, current noise levels, bothered. experiences elsewhere, typical calculations for noise.

2. Forest and wildlife Observation of the forest, interview, Changes in size and condition of forest, impacts experiences in similar circumstances, on plant and animal professional judgment

Environmental Factor and concerns Basis for estimation

3. Landslides and slope stability Field observation, surface geology and soil, Chances of slope failures, landslides and erosion; past incidents in the locality, expert judgment effects on resources, infrastructures and people Field observation, surface geology and soil, past in the

Note: Similarly, all relevant features/factor can be included. A more detailed descriptive checklist must be prepared for each road project.

B. INTERACTION MATRIX

The checklists deal only with the environmental factors, focusing attention only on one side of the phenomenon. An impact on environmental component must be caused by an activity or feature associated with a project. Interaction matrices link environmental features/factors with project activities/actions or features. Matrices are grid diagram with environmental factors on one axis and project activities on the other. Many different types of matrices have been devised and used in the environmental appraisal.

A simple matrix displays project actions or activities along one axis (x or y), and relevant environmental factors or components along the other axis (y or x). When a given action or activity is expected to cause a change in an environmental factor or component, this is marked at the intersection point in the matrix. The second step in using simple matrix is to describe the interaction in terms of magnitude and importance. The magnitude of an impact is its extensity or scale, while the importance is related to significance, or an assessment of probable consequences. Alphabets, number scale, color codes, or symbols may be used in the interaction table of the matrix to show magnitude and importance of the anticipated impacts. The magnitude and importance related conclusions shown in the matrix should be based on sound professional evaluation of facts related to the impacts, and basis of the conclusion explained. Quite often magnitude may be evaluated objectively while significance is based on subjective professional judgment of interdisciplinary team or an individual.

Several variations of matrix, generic for examples Leopold Matrix to project type matrices, are available in the published literatures and environmental appraisal reports. However, it is better to develop a specific matrix for the project being analyzed.

Annex VII List of persons and institutions consulted

Annex VIII Abstract of Cost

Environmental Conservation In Green Road Construction

Due to the extreme fragility of the mountains and the heavy monsoon rainfall pattern, washouts and failures caused by erosion and landslides are common in Nepal. This has made road construction a challenging task. If proper preventive technology and precautions are not applied, unmanageable problems are encountered that must be cured with huge costs. Construction practices such as cut- and-throw and box cutting pose a great risk to the road slopes and to the environment. The situation is further aggravated when the districts and villages opt for bulldozing alignments across mountain slopes. Such practices have often resulted into massive destruction of environment and wastage of resources resulting into accelerated pace of degradation of the environment and raised questions on sustenance of poor and marginal rural economy.

Massive cutting of the mountain slopes and disposal of cut material down hill in an uncontrolled manner, blasting of rocks in large quantities thereby shaking the whole geological sub-structure and sub-surface drainage system, and improper water management all result in intensive soil loss from accelerated erosion and landslides. Effective establishment of roads in the mountains must consider how this human-induced damage to the environment can be minimised. The Green Road Concept has answers to these environmental problems in road construction.

Minimisation Of Slope Cutting And Preservation Of Vegetative Cover

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

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

MASS BALANCING

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

FIG. 1 : ROAD ALIGNMENT SELECTION

Fig.2: Mass "Cut and Fill" Balancing Within a Typical Cross Section

The conventional road construction practice of developing the road width by full cutting and throwing the excavated material downhill, referred to as mass wasting, causes great damage to the vegetation cover. The barren soil creates excessive soil erosion and gully formation. Figure 5.3 shows the conventional construction practice for a hill slope of 3:4, where the cut volume is approximately 9.6 cubic meter per meter of road length. This earth volume alone is more than enough to cause unaffordable environmental damage through inundation of large parts of mountain slope. In addition to the large cut volume, the cut height is also larger than the road width, which causes excessive risks of slope failure.

The Green Road Concept on the other hand, attempts to balance the volume of cut and fill and prevent mass wasting. This technique is referred to as mass balancing as illustrated in figure 5.2. For controlling the wastage of fill volume, dry stone or gabion retaining structures are built on the valley side. In this way construction of road can be made possible without wasting even a single particle of soil. However, the fill material needs time for monsoon assisted self-compaction. For making self-compaction more effective, vehicles are not allowed to ply on the road at least one year after completion.

In the cut-and-fill method, the cut slope height becomes half as smaller as compared to cut and throws approach, thereby making the cut slope much more stable and safe. In addition, the Green Road is developed in phases, which helps manage the excavated material easily without posing any environmental hazard. Refer to section 5.3 for a fuller discussion of the phased construction approach. Mass balancing is not just a two-dimensional issue, but extends to three dimensions. It is therefore not always possible within the cross section alone to achieve mass balancing. Sometimes the excess soil has also to be used somewhere along the longitudinal alignment. Transportation of soil mass sometimes can be a major item for obtaining optimum mass balancing, which is best done by using pneumatic wheelbarrows. Excess excavated material can be properly disposed off at specified tipping sites and gullies. Necessary passing bays and switchbacks can be developed by using such excess materials.

Locating the road centreline of a Green Road is a very important technical consideration. If the centreline is not properly located it may result in massive box cutting. Figure 5.4 below shows a sample volume of box cutting being as high as 22 cubic meter per meter of road length in an improperly selected alignment. Box cutting can be avoided (or at least minimised) by shifting the road centreline to the extent of the allowable horizontal curve radius. The Green Road Concept tries to avoid box cutting to the extent possible.

Fig. 4 : Construction Practice by Box Cutting : Earthwork Cutting and Transportation of Excavated Excess Material

RE-USE OF EXCAVATED MATERIAL AS CONSTRUCTION MATERIALS

All excavated material is considered as potential construction material and is thus re-used. The idea is to produce minimum wastage and minimum damage to the environment.

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

BIOENGINEERING

Bioengineering is the use of live plants for engineering purposes to reduce slope instability and soil erosion. Green Road Concept incorporates bioengineering as one of the important tools of environmental conservation. Use of vegetative measures is in accordance with engineering principles and serves to prevent damage caused to the environment. In fact, growth of vegetation is a dynamic process rather than an inert one. Vegetation tends to become stronger over time with its extended root systems that help stabilise the slopes.

The climate of mid-mountains in Nepal favours rapid vegetation growth. There are three further benefits of vegetation: • environmental improvement: a cover of vegetation of pioneer plants encourages other plants and animals to live and develop further on the slope; • limiting the lateral extent of instability: the rooting system of trees can interrupt shear planes and stop them spreading further in the current phase of active instability; and • plants can provide useful products such as roofing thatch, fruit and firewood.

Green Road Concept adopts bioengineering as a preventive measure rather than a curative one. In order to incorporate bioengineering in road construction, it needs to be built into the project preparation stage. A plant availability survey has to be done simultaneously with the road alignment survey. Having known the indigenous plant already at survey stage, provisions have to be made for nursery as well as collection of plants, cuttings, seeds etc. A taskforce is formed for plantation works during monsoon period when plants, cutting and seeds thrive most efficiently. Planting cuttings and seeds alone does not ensure survival of these vegetative measures, however. A provision should also be made for preserving these plants.

The local people are generally quite familiar with the different locally available plant species. A labour-intensive bioengineering approach is thus adopted for Green Road construction, which include incorporation of such readily available indigenous skills and knowledge at the local level. Women are found to be well skilled in plantation works. Local farmers are encouraged to establish nurseries by providing them required technical advice and support, by which they can make additional income. Bioengineering measures are to be started simultaneously with the road construction activities from Phase 3.

PROPER WATER MANAGEMENT

Construction of roads in Nepal is always a battle against water. Proper water management is one of the major means of environmental conservation. In order to make rural mountain road sustainable, a proper water management system has to be adopted. The causes of water induced problems in the road alignment have to be carefully understood.

Water collected and concentrated on the road surface can become a major threat to earth roads. Dispersed water management is therefore a fundamental technique in Green Road engineering that avoids collection and concentration of water along the road surface. An important feature of water management is that mountainside drains are generally not provided. Experience has shown that these drains are usually blocked during monsoon anyway, when they are needed the most. Once these drains are blocked, water flowing down the drain finds its way out to the road surface, thereby causing major damage to the road. In order to resolve this problem Green Road Concept has developed an entirely different (and passive) approach of water management. Along a Green Road, rainwater is dispersed towards the valley side from the place of rainfall itself and is not allowed to collect to the extent possible. Mountainside drains are constructed only at sections with excess water from the mountainside, at steep road sections and at switchbacks.

The following measures are taken for water management of Green Roads • The road surface is generally provided with a 5 % outward slope so that the surface run-off flows out of the road surface downhill. Where longitudinal gradient is more than 5%, small and shallow diagonal drains across the road can be provided to drain out the water from road surface. • diagonal surface drains are provided at certain intervals. • At places where longitudinal gradients are more than 7%, rainwater cannot flow out of the road surface. Mountainside drains are to be provided at such places and are to be directed safely towards nearby cross drainage structures or a gully. Construction of check dams further strengthens natural gullies. • At places where longitudinal gradient is as high as 10-12%, it might be essential to do spot gravelling or stone soling. Rills are formed otherwise, which could cause heavy damage to the road. At switchbacks, 5% inward slope is provided and water is collected in a mountain drain, which is then passed across the road at an appropriate place through a pipe culvert or dry stone causeway. • Mountain drains are provided at places such as paddy fields, moist areas and natural spring water sources, which are often active during monsoon and dry out during winter. • While setting out a serpentine road alignment, switchbacks are located one above another in such a way that water diverted from the road uphill does not fall on the road segment downhill as shown in Fig.. • Catch drains, sub-surface drains and French drains are constructed at required places.

PHASED CONSTRUCTION INTRODUCTION

Once road project preparation activities are completed, actual road construction can begin.

The Green Road Concept envisages a “phased construction” approach. This term refers to a method of constructing a road in different phases. The main objectives of the phased construction are to: • conserve the fragile mountain slope by minimising the risk of landslides and soil erosion • build a consensus on the selected road alignment among local people and relevant stakeholders by having interaction • identify critical sections and make necessary adjustments if required • assess the natural resources available (e.g., soil, stones, plants, etc.) for re-utilisation in construction works

The first phase refers to the opening of a trail, followed by a gradual widening of the trail into a track, and finally the completion of a road to the required engineering standards. The different construction phases are briefly mentioned in the following paragraphs. Annex D deals with the different phases in more detail.

Fig. 5 : Location of Serpentine-type Switchbacks to avoid gully erosion

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

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

Figure showing mass "cut and fill" balancing within a typical cross section

The conventional road construction practice of developing the road width by full cutting and throwing the excavated material downhill, referred to as mass wasting, causes great damage to the vegetation cover. The barren soil creates excessive soil erosion and gully formation. In conventional construction practice for a hill slope of 3:4, where the cut volume is approximately 9.6 cubic meter per meter of road length. This earth volume alone is more than enough to cause unaffordable environmental damage through inundation of large parts of mountain slope. In addition to the large cut volume, the cut height is also larger than the road width, which causes excessive risks of slope failure.

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

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

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