Decentralized Rural Infrastructure and Livelihoods Project

Home , Baitadi District, Bhatana, Bijayapur, Dashrath Chand, Dilasaini, Malladehi

Environmental Assessment Report

Initial Environmental Examination Project Number: 30232 September 2007

NEP: Decentralized Rural Infrastructure and Livelihoods Project

Prepared by [Author(s)] [Firm] [City, Country] Prepared by District Development Committee, Baitadi for the Asian Development Bank (ADB). Prepared for [Executing Agency] [Implementing Agency]

The views expressed herein are those of the consultant and do not necessarily represent those of ADB’s The initial environmental examination is a document of the borrower. The views expressed herein do not members, Board of Directors, Management, or staff, and may be preliminary in nature. necessarily represent those of ADB’s Board of Directors, Management, or staff, and may be preliminary in nature.

TABLE OF CONTENTS

ABBREVIATIONS...... I EXECUTIVE SUMMARY (NEPALI)……..…………………………………………………………...... II EXECUTIVE SUMMARY (ENGLISH)...... V SALIENT FEATURE...... VIII

1.0 INTRODUCTION...... 1 1.1 BACKGROUND ...... 1 1.2 RELEVANCY OF THE PROPOSAL...... 1 1.3 NAME AND ADDRESS OF THE PROPONENT...... 2 1.4 DESCRIPTION OF THE PROPOSAL ...... 2 1.5 CONSTRUCTION APPROACH ...... 5 1.6 OBJECTIVES...... 5 1.7 METHODOLOGY ADOPTED ...... 5 2.0 REVIEW OF RELEVANT ACTS, REGULATIONS AND GUIDELINES...... 9 3.0 EXISTING ENVIRONMENTAL CONDITION...... 13 3.1 PHYSICAL ENVIRONMENT ...... 13 3.2 BIOLOGICAL ENVIRONMENT ...... 15 3.3 SOCIO-ECONOMIC AND CULTURAL ENVIRONMENT...... 16 4.0 PROJECT ALTERNATIVES...... 20 4.1 NO ACTION OPTION ...... 20 4.2 PROPOSAL ALTERNATIVES ...... 20 4.3 ALTERNATIVE DESIGN AND CONSTRUCTION APPROACH...... 20 4.4 ALTERNATIVE SCHEDULE AND PROCESS...... 21 4.5 ALTERNATIVE RESOURCES ...... 21 5.0 IDENTIFICATION AND ASSESSMENT OF IMPACTS...... 22 5.1 BENEFICIAL IMPACTS...... 22 5.2 ADVERSE IMPACTS...... 24 6.0 MITIGATION MEASURES...... 28 6.1 MITIGATION MEASURES DURING PRE-CONSTRUCTION PHASE...... 28 6.2 BENEFIT AUGMENTATION MEASURES ...... 28 6.3 ADVERSE IMPACTS MITIGATION MEASURES...... 30 7.0 ENVIRONMENTAL MANAGEMENT PLAN...... 34 7.1 INSTITUTIONS AND THEIR ROLES...... 34 7.2 REPORTING AND DOCUMENTATION...... 35 7.3 ENVIRONMENTAL MANAGEMENT PLAN ...... 36 7.4 MITIGATION COST ...... 39 7.5 IMPLEMENTATION OF MITIGATION MEASURES ...... 39 7.6 ENVIRONMENTAL MONITORING ...... 40

Shreebhavar-Hat Road, Baitadi Initial Environmental Examination (IEE) 8.0 CONCLUSION AND RECOMMENDATIONS ...... 44 8.1 CONCLUSION ...... 44 8.2 RECOMMENDATION...... 44 9.0 MISCELLANEOUS...... 45

Tables Table. 1 Project Activities Of The Proposed Shreebhavar-Hat Road ...... 2 Table 3.1 Topography, Geology And Soil Type Along The Road...... 13 Table 3.2 Summary Of Streams Along The Road Alignment...... 14 Table 3.3 Summary Of Land Use Pattern Along The Road Alignment...... 14 Table 3.4 Community Forests Along Road Alignment...... 15 Table 3.5 Settlements And Population Within The Zoi Of Road Alignment...... 16 Table 5.1 Evaluation Of Identified Environmental Impacts...... 27 Table 7.1 Framework Of Implementing Environmental Management Plan ...... 36 Table 7.2. Cost Estimate For Environmental Enhancement And Mitigation Measures...... 39 Table 7.3 Environmental Monitoring Cost...... 41 Table 7.4 Framework For Monitoring Environmental Issues ...... 42

Figures Figure 1. Map Of Nepal Showing The Location Of Shreebhavar Road In Baitadi District...... 3 Figure 2. Map Showing The Alignment Of Shreebhavar-Hat Road In Baitadi District ...... 4 Figure 3. Map Showing The Alignment Of Shreebhavar-Hat Road ...... 4 Figure 7.1Environmental Management Organization Structure...... 36

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

Shreebhavar-Hat Road, Baitadi Initial Environmental Examination (IEE)

ABBREVIATIONS

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

Shreebhavar-Hat Road, Baitadi i Initial Environmental Examination (IEE)

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Executive Summary

The proposed Shreebhavar-Hat road lies in Baitadi district of Far-Western Development region of Nepal which was started by the Department of Road (DoR). Road section of 1.20 km from Dholyamod to Dholedhar was already constructed by the DoR. This is a district road linking Hat, Kotila, Bhumiraj, Malladehi and Shikharpur VDCs to the market center of Shreebhavar and Khodpe as well as district headquarter of Baitadi. The starting point of the road alignment is Dholyamod near Shreebhavar, and ending point is Khadikhet in Hat VDC. Road formation width is 5.0 m and the total length of proposed road section for rehabilitation and new construction from Dholyamod to Hat is 24.470 kms. The total project cost is NRs. 186,976,420.34.

Baitadi district is connected with the other part of the country by Dhanagadhi- Baitadi highway. The proposed road project provides connectivity to district headquarters of Baitadi for the people of eastern and northern part of the district. This proposed road is also linked with Baitadi-Bjhang highway at Dholyamod. Moreover, construction of this road will bring more pilgrims from other part of the Far-Western region and Uttarakhand (India) to visit Dilasaini Bhagawati temple. This will contribute in the local economy.

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 construction 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), Baitadi is the executing agency at the district level under DRILP and the proponent of the Initial Environmental Examination (IEE) study for Shreebhavar-Hat road sub-project.

The main objective of the IEE study is to identify the impacts of physical, biological, socio- economic and cultural environment of the sub-project area. The specific objectives of the proposed IEE study include to: identify the major issues that may arise as a result of proposed works on bio-physical, socio-economic and cultural environment of the project area, recommend practical and site specific environmental mitigation and enhancement measures, prepare and implement environmental monitoring plan for the sub-project, and 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 July 2007 by undertaking a walk-through environmental survey along the proposed route and secondary information supplemented by information collected by the social and technical teams working on the resettlement survey and detail survey.

The dominant forest and fodder species reported in the road alignment are Quercus leucotricophora (Banjh), Rhododendron arboreum (laligurans), Alnus nepalensis (Utis), Schima wallichii (Chilaune), Prunus cerasoides (paiyun), Bahunia variegata (koiralo), Pinus roxburghii (khote salla), Myrica esculenta (kafal), Quercus semicarpifolia (Kharsu), Cedrela toona (tuni). The main NTFP species found along the road alignments are: Allo, Rubia Shreebhavar-Hat Road, Baitadi v Initial Environmental Examination (IEE)

manjith (Majitho), Gaultheria fragrantissima (Dhasingare) etc. There are 5 CFs along the proposed road alignment.

Panthera pardus (Leopard), Barking deer, Hystix indica (Porcupine), Canis aureus (Jackal), Macaca mulatta (Monkey), Lophura lencomelana (Kalij pheasant), Columba livia (Pigion)) are the wild animals and birds reported in the community forests of proposed road area. However, none of these wild lives are endangered species. The road does not fall under any protected or buffer zone area.

There are 30 settlements along the ZoI of the proposed road alignment in Shikharpur, Bhumiraj, Kotila, Malladehi and Hat VDCs with total population of 12,314 persons (2,122 households) and average family size of 5.80. Diverse ethnic groups such as, Brahmin, Thakuri, Chhetri and occupational caste (Damai, Kami, Sarki) live along the ZoI of road alignment. Occupational caste households are distributed in almost all the settlements.

The main occupation of all people residing within the ZoI of the proposed road alignment is agriculture and livestock. Due to limited transportation facilities and high altitude, agriculture farming is not enough for subsistence level. Therefore, people are carrying out other economic activities like majority of the people work as labour and porters while some people work in government and non government organizations and a few are doing business. Moreover, significant section of the economically active male population migrates seasonally during slack framing season in various parts of India for employment which is the main means of livelihood.

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 (21,741skilled and 502,732 unskilled person days) for the local population, supports for the transfer of construction work skills and technical know-how to the local workers.

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

Once this road is on operation, trade and business activities will be further promoted. There is a possibility of increased economic opportunities and significant growth and extension of the local markets along the road alignment like in Khamhale, Khadayat gaun, Salledhara, Ratoka, Tirkali, Dharudi, Malladehi, Babida, Upar gaun and Khadikhet. 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 2.706 ha of community forest area and disturbance to wildlife and bird habitat. Total 3,970 numbers of trees and bamboos will be cleared. Socio-economic impacts during road construction will be loss of 6.413 ha of agricultural land, 0.453 ha of public and 14.815 ha of barren land as well as exposure to health and safety problems in some extent during road construction.

The adverse physical impacts during road operation are slope instability and management, air and noise pollution, road safety. Likewise, biological impacts are depletion of forest resources Shreebhavar-Hat Road, Baitadi vi Initial Environmental Examination (IEE)

and disturbance to wildlife. Socioeconomic impacts are due to new settlement and market center development, change in social behavior etc.

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

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

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

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

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SALIENT FEATURE 1. Name of the Project : Shreebhavar-Hat Road 2. Location 2.1Geographical Locations 2.1.1 Start Point : Dholyamod, Shreebhavar 2.1.2 End Point : Khadikhet 2.2 Geographical Feature 2.2.1 Terrain : Mountainous 2.2.2 Alignment : Valley and Ridge 2.2.3 Altitude : 2,458 to 1270 m.s.l. 2.2.4 Climate : Sub-Tropical 2.2.5 Soil : Basically alluvial soil, colluvial soil, conglomerates and metamorphic rock 3. Classification of Road : District Road (Rural Road) Class A 4. Status of road : New construction proposed for fair weather

5. Length of Road : 24.470 km 6. Standard of Pavement : Earthen 7. Construction Period : 270 days 8. Major Settlements: 8.1 Major Settlements : Dholyamod, Dholedhar, Khampur, Rapana, Guphakhola, Ratauka, Mallagaun, Babida, Lamagada, Uparigaun, Bhita Khola, Khadikhet 8.2 No. of Household : 2,122 HHs 8.3 VDCs along the Road : Shikharpur, Bhumiraj, Kotila, Malladehi and Hat 9. Cross Section 9.1 Right of way : 10 m each side (center line) 9.2 Formation width : 5 m 9.3 Carriageway width : 3 m 9.4 Lane : Single 10. Structures 10.1 Retaining Structures 10.1.1 Dry Stone Wall : 10930.421 Cum. 10.1.2 Gabion Wall : 31507.35 Cum. 10.1.3 Stone Masonry : 145.25 Cum. 10.1.4 Stone Pitching : 6864.97 Cum. 11. Bio-Engineering : 3% to total cost (Nrs. 4,363,307.22) 12. Earth Work 12.1 Cutting : 235,441.170 Cum 12.2 Filling : 58,798.460 Cum 13. Project cost 13.1 Net Cost (NRs) : 186,976,420.34 13.2 Costs per km (NRs.) : 7641047.01 14. Employment generation 14.1 Total person days 14.1.1Skilled : 21,741 14.1.2 Unskilled : 502,732 14.2 Total employment generation (no. of laborer) for 90 working days 14.2.1 Skilled : 242 14.2.2 Unskilled :5,586

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1.0 Introduction

1.1 Background 1. The Decentralized Rural Infrastructure and Livelihood Project (DRILP) is a project being implemented with Loan 2092-NEP (SF) from Asian Development Bank (ADB), grant from Swiss Agency for Development and Cooperation (SDC), counterpart funding from Government of Nepal (GoN), participating districts and contributions from project beneficiaries. The loan agreement was signed by GoN and ADB on December 23, 2004 (2061/09/08) and the loan has become effective from October 31, 2005 (2062/07/15).

2. The project goal is to reduce rural poverty in 18 very poor remote hill and mountain districts affected by the conflict. The purpose is to achieve sustainable increased access to economic and social services, and enhanced social and financial capital for people in the project area, particularly poor and disadvantaged groups. The Project will invest in small, community 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.

3. 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.

4. Department of Local Infrastructure Development and Agricultural Roads (DoLIDAR) is the executing agency for DRILP supported sub-projects. The implementing arrangements are as following: DoLIDAR has established a Project Coordination Unit (PCU) in Kathmandu, headed by a project coordinator to coordinate all project activities. The PCU will be responsible for guiding and monitoring District Development Committees (DDCs) as they implement project components. At the district level, project implementation will be the responsibility of the District Project office (DPO) within the District Technical Office (DTO) of each DDC. A local engineering consultant to cover technical issues, and a local Non- Government Organization (NGO) engaged for social mobilization and support for rural infrastructure building groups, will support the DPO as District Implementation Support Consultants (DISC). Overall back stopping support to the district will be provided by Central Implementation Support Consultants (CISC).

1.2 Relevancy of the proposal 5. An Initial Environmental Examination (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 1. Preparation of IEE report by concerned District Development Committee (DDC) and approval of IEE report by the Ministry of Local Development (MLD) according to Nepali legal provision is considered sufficient by the ADB according to Project Administrative Memorandum (PAM) subject to prior review of an agreed sample of sub-project IEEs by ADB. DRILP falls under category B project where IEE is mandatory for all sub projects Shreebhavar-Hat Road, Baitadi 1 Initial Environmental Examination (IEE)

according to Environmental Assessment Guidelines of ADB (2003). Nepali legal provisions in essence satisfy ADB's requirements, however, ADB approval is also required if the project cost exceeds more than $ 30,000 per km according to Report and Recommendation of the President to the Board of Directors.

6. This IEE report of Shreebhavar-Hat Road sub-project in Baitadi district is prepared based on the Terms of Reference (ToR) approved on 2063/06/02 by the Minister level decision of the Ministry of Local Development (MLD) which is given in Annex I.

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

1.3 Name and Address of the Proponent 8. The District Development Committee (DDC), Baitadi 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 Shreebhavar-Hat road sub-project. Address: District Development Committee, Baitadi Khalanga, Baitadi Telephone No. - 095-520144 Fax No. - 095-520144

1.4 Description of the proposal 9. The proposed Shreebhabhar-Hat road lies in Baitadi district of Far-Western Development region of Nepal which was started by the Department of Road (DoR). Road section of 1.20 km from Dholyamod to Dholedhar was already constructed by the DoR. However, only 0.50 km road is motorable and 0.70 km road needs rehabilitation. This is a district road linking Hat, Kotila, Bhumiraj, Malladehi and Shikharpur VDCs to the market center of Shreebhavar and Khodpe as well as district headquarter of Baitadi.

10. The starting point of the road alignment is Dholyamod near Shreebhavar, 27.0 km North of Khodpe in Dadeldhura-Bajhang feeder road and ending point is Khadikhet in Hat VDC. Road formation width is 5.0 m with additional width for switchback, lay-byes, extra widening in curves, mass balancing and safe disposal site for the excess excavated material. The total length of proposed road section for rehabilitation and new construction from Dholyamod to Hat is 24.470 kms. The description of the project works is given in the table 1 and the location and alignment of the road is given in Figure 1, 2 and 3. The total project cost is NRs. 186,976,420.34 and per km cost is NRs. 7,641,047.01(equivalent to US $ 119,391.36) as shown in Annex II.

Table. 1 Project activities of the proposed Shreebhavar-Hat road SN Section Chainage Length Description (km) 1 Dholyamode-Rapana 0+00 to 7+030 7.03 Total 1.20 km already constructed 2 Rapana- Ratoka 7+030 to 12+480 5.45 New construction 3 Ratoka- Jogedhunga 12+480 to 18+260 5.78 New construction 4 Jogedhunga- Khadikhet 18+260 to 24+471 6.21 New construction Total 24.47

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Figure 1. Map of Nepal showing the location of Shreebhavar road in Baitadi District

11. Direct beneficiaries of this road project will be the people of Shikharpur, Bhumiraj, Kotila, Malladehi and Hat VDCs and indirect beneficiaries will be the people living in Mahadevsthan, Maithairaj, Talladehi, Bijayapur, Nwadeu, Kuwakot and Bhatana VDCs.

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

13. Baitadi district is connected with the other part of the country by Dhanagadhi- Baitadi highway. The proposed road project provides connectivity to district headquarters of Baitadi for the people of eastern and northern part of the district. This proposed road is linked with Baitadi-Bajhang highway at Dholyamod. Dilasaini Bhagawati temple is located just above the proposed road alignment which is famous temple of that area. Pilgrims from Uttarakhand part of India and other part of the Far-western region visit this temple during Dashain. So, the construction of this road will bring more pilgrims benefiting local people. Similarly, this road will also open the easy accessibility for the people of Darchula via Gokuleswar.

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Figure 2. Map showing the Alignment of Shreebhavar-Hat road in Baitadi district

Figure 3. Map showing the alignment of Shreebhavar-Hat road

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1.5 Construction Approach 14. 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 15. The main objective of the IEE study is to identify the impacts of physical, biological, socio-economic and cultural environment of the sub-project area. The specific objectives of the proposed IEE study include to: identify the major issues that may arise as a result of proposed works on bio-physical, socio-economic and cultural environment of the project area, recommend practical and site specific environmental mitigation and enhancement measures, prepare and implement environmental monitoring plan for the sub-project, and make sure that IEE is sufficient for the proposed road sub-project.

1.7 Methodology adopted 16. The IEE approach, methodology and procedure were generally followed according to the provisions of the EPA, 1997 and EPR, 1997. Data collection was done in July 2007 by the staff of DISC team (Engineer, Sub-Engineer, Social Mobilisation Coordinator (SMC), Social Mobiliser (SM), Enumerators and Environmental Assessment team from CISC.

1.7.1 Desk review 17. 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 18. Secondary information was collected through published and unpublished reports and interpretation of maps and photographs. The sources of information were District Development Committee (DDC), District Forest Office (DFO), other line agencies, related NGOs and other project offices in the district.

Initial interaction and consultation with the local community and district level stakeholders 19. During the IEE report preparation, EAS, EA and DISC team met, discussed and interacted with concerned staff of the Government of Nepal, DDC, VDCs in the district head quarter and teachers, community based organization member and knowledgeable key persons of surrounding areas within the Zone of Influence (ZoI).

Delineation of geographical boundary of the influence area on the topo-map 20. 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.

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Preparation of project specific checklist 21. A checklist was prepared to collect physical, biological, socio-economic and cultural environment related information in the field as given in Annex III. This check list was based on APPROACH manual prepared 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 22. Field survey comprised of walkthrough survey, consultation with community, site inspection and observation. The road alignment from the starting point at Dholyamod to end point at Khadikhet in Hat VDC was visited and observed. The following tools were used for the collection of primary data. Focus group discussion (FGD) - To conduct consultation with the local communities at different settlements, FGD was organized with key informants and other knowledgeable persons at each settlement. It was done to collect biological, socio- economic and cultural environment related information using a checklist (refer Annex III). 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 23. 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.

24. 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 Environmental Management Plan 25. Based on the identified impacts their nature, extent and magnitude, the mitigation and management prescriptions were developed. A realistic approach was applied for the application of the mitigation measures in the local context. Environmental management plan was developed to assess the effectiveness of the mitigation measures and implementation status.

1.7.5 Public consultation and Disclosure 26. In order to ensure the public involvement, the following procedures were followed during IEE report preparation:

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Publication of notice- a 15 days public notice was published on 16th of Kartik 2063 in the Gorkhapatra, a national daily newspaper (refer Annex IV) 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 (Annex V for deed of enquiry and Annex VI for the names of organizations). IEE team also carried out interaction with local communities and related stakeholders during field survey to collect the public concerns and suggestions (see Annex VII for the list of persons consulted). Moreover, focus group discussions (FGDs) were conducted to collect and solicit information regarding the bio-physical and socio-economic and cultural aspects of Shreebhavar - Hat road. The FGDs were held at different 30 settlements along the ZoI of the road (refer table 3.5 for the names of settlements) and the results of FGD are mentioned under the chapter III, Existing Conditions and summary tables are given in Annex IX a,b,c,d. Draft IEE report was sent to Sikharpur, Bhumiraj, Kotila, Malladehi and Hat VDCs for public disclosure and recommendation letters were also obtained which are given in Annex VIII. Draft IEE was also kept in information center of DDC Baitadi for public disclosure. After reviewing draft IEE report and incorporating the suggestions from the concerned stakeholders, final IEE report was prepared and sent to PCU for approval from MLD and ADB. The approved IEE report will be accessible to interested parties and general public through information center of DDC Baitadi and websites of ADB, DoLIDAR and DRILP.

1.7.6 The Final Report 27. The IEE report was prepared by Environmental Assessment Specialist and Environmental Assistant with DISC support and submitted to DDC for review. After reviewing the final IEE report according to ToR, it will be submitted to MLD for approval.

1.7.7 Organization of the IEE Report 28. The IEE report is organized as following: Table of Contents Abbreviations Executive Summary (Nepali) Executive Summary Salient Features of the Project Section 1.0: Introduction Section 2.0: Review of Relevant Acts, Regulations and Guidelines Section 3.0: Existing Conditions Section 4.0: Project Alternatives Section 5.0: Identification and Assessment of Impacts Section 6.0: Mitigation Measures Section 7.0: Environmental Management Plan Section 8.0: Conclusion and Recommendation Section 9.0: Miscellaneous

Annexes Annex I Terms of Reference for IEE study Annex II Abstract of cost Annex III DRILP Environmental Checklist Annex IV Public notice Annex V Deed of enquiry (muchulka) Annex VI Name of the organizations Annex VII List of persons contacted Annex VIII Recommendation letters from Municipality and VDCs Annex IX a. Distribution of household by major occupation Shreebhavar-Hat Road, Baitadi 7 Initial Environmental Examination (IEE)

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

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2.0 Review of Relevant Acts, Regulations and Guidelines

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

2.1 Environmental Protection Act (EPA) 1997 30. Environmental Protection Act (EPA) 1997 and Environmental Protection Regulation (EPR) 1997 were enforced by the government which became effective with the enforcement of Environment Protection Regulations (EPR) in June 1997 and later its amendment in April 1999. The Act requires any development project, before implementation, to pass through environmental assessment, which may be either IEE or an EIA depending upon the location, type and size of the projects. The Act recognizes the interdependence between development and the environment and shows the concerns for minimizing the impacts of environmental degradation on people, animal, and plant species and their physical surroundings.

31. 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) 32. 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. Rule 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 33. 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.

34. 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.

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2.4 Forest Rules, 1995 35. The Forest Rules, 1995 further elaborate legal measures for the conservation of forests and wildlife. Rule 65 of the Forest Regulation stipulates that in case the execution of any project having national priority in any forest area causes any loss or harm to any local individual or community, the proponent of the project itself shall bear the amount of compensation to be paid. Similarly the entire expenses required for the cutting and transporting the forest products in a forest area to be used by the approved project shall be borne by the proponent of the project.

2.5 National Park and Wildlife Conservation Act, 1973 36. 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) 37. The Local Self Governance Act has been enacted to provide greater political, administrative and financial autonomy to local bodies and facilitate community participation at the local level. The Local Self Governance Act, 1999 empowers the local bodies for the conservation of soil, forest and other natural resources and implements environmental conservation activities. Sections 28 and 43 of the Act provide the Village Development Committee (VDC) a legal mandate to formulate and implement programs related to the protection of the environment during the formulation and implementation of the district level plan.

2.7 Land Acquisition Act, 1977 and Land Acquisition Rules, 1969 38. The Land Acquisition Act, 1977 and the Land Acquisition Rules, 1969 are the two main legal instruments that specify procedural matters of land acquisition and compensation. Government can acquire land at any place in any quantity by giving compensation pursuant to the Act for any public purposes or for operation of any development project initiated by government institutions. The powers given under these two sections are very broad as government is empowered to acquire any land in the name of public works. However, the Constitution of the Kingdom of Nepal, 1990 has provision for compensation to be paid to the individual if the state takes land for development purposes.

2.8 National Environmental Impact Assessment Guidelines, 1993 39. 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 40. 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

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

2.11 Green Roads in Nepal, Best Practices Report: An Innovative Approach for Rural Infrastructure Development in the Himalayas and Other Mountainous Regions, 1999 42. 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 43. 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 44. 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 45. 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 46. 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

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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.

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3.0 Existing Environmental Condition

47. 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 48. 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 49. The proposed road lies in mountain region. The highest elevation of the proposed road at starting point at Dholyamod is 2,458 m and lowest elevation at end point is 1350 m at Khadikhet. The location of the road is at 29° 19' to 29º 41' north (latitude) and 80º 15' to 80º 54' east (longitude). Shreebhavar-Hat road alignment passes through the upper valley slope in middle hills. The topographical setting of the road section is characterized by ridge in the beginning and valley at the end point.

50. The slope varies from 10° to 65°. Major portion of the road passes along the north and west facing slope. The ZoI of this road lies within 30 settlements of Shikharpur, Bhumiraj, Kotila, Malladehi and Hat VDCs.

3.1.2 Geology and soil type 51. The road section comprises of different types of rocks. The road corridor falls in the Lesser Himalayan Sediments zone that comprises rocks such as sandstones, phyllites, shales and schists. In the beginning of the road alignment slates and quartzites are found.

52. In general soil type along the alignment can be classified as alluvial, colluvial and residual. The detail topography, geology and soil type along the road alignment is presented in the table 3.1.

Table 3.1 Topography, geology and soil type along the road

S Section Chainage Length Elevation Aspect Geology Soil type N (m) 1 Dholyamode 0+00 to 7.03 2,458-1,976 Northern Metamorphic Alluvial soil -Rapana 7+030 and conglomerates 2 Rapana- 7+030 to 5.45 1,976-1,648 North- Congolomerates Colluvial soil Ratoka 12+480 Western and metamorphic 3 Ratoka- 12+480 to 5.78 1,648-1,596 North- Conglomerates Alluvial and Jogedhunga 18+260 Western colluvial soil 4 Jogedhunga- 18+260 to 6.21 1,596-1,270 Western Metamorphic, Alluvial and Khadikhet 24+471 conglomerates colluvial soil Total 24.47 Source: Field survey, 2007

Shreebhavar-Hat Road, Baitadi 13 Initial Environmental Examination (IEE)

3.1.3 Climate 53. Shreebhavar-Hat road lies in the sub-tropical and temperate climatic region. Generally, rainy season starts from June and ends in September. The meteorological record shows unevenly distributed monsoon rain in the project area with the total average annual rainfall is 1243 mm. In Dholyamod, climate is temperate and as the road descends, the climatic condition also changes to subtropical at Hat area. The general climatic condition is cold in winter and hot in summer with average minimum temperature of 5° C and average maximum temperature of 34°C.

3.1.4 Hydrology and Drainage System 54. There are five streams crossing the road alignment as given in the table 3.2

Table 3.2 Summary of streams along the road alignment

SN Chainage Name of the Stream Type Remarks 1 8+430 Anar Khola Perennial Dry stone causeway 2 10+640 Gupha Khola Perennial Dry stone causeway 3 10+667 Kafali Khola Perennial Dry stone causeway 4 17+382 Nainigad Khola Perennial Dry stone causeway 5 17+719 Paira Khola Perennial Dry stone causeway Source: Field survey, 2007

55. In addition, there are many dry streams along the road alignment. No wetlands are found within the vicinity of the road. There are three irrigation canals (kulo) and one water pipe line at the following chainage: • Ch 8+680 to 8+740 - Irrigation canal • Ch 11+240 to 11+500 - Irrigation canal • Ch 13+375 to 13+430 - Irrigation canal • Ch 9+080 to 9+200 - Drinking water pipe line

3.1.5 Soil Erosion and Sedimentation 56. The stability of slopes along the road corridor depends upon slope angle, the material constituting the slope, rock discontinuities and hydrological conditions. There is one small landslide at Ch 9+040. At Ch 18+150, the road alignment passes 90 m above a landslide (about 30 years old) namely Ritha pairo (also known as Babida pahiro). Some portion of this landslide is still active but upper eastern part is more or less stabilized due to the various activities done by District Soil Conservation Office, Baitadi. They had constructed bamboo and gabion check dams and planted grasses and Alnus nepalensis (Uttis).

3.1.6 Land use 57. Land use pattern of the area through which the road passes have been classified into four types: cultivated land, forest, public and barren land as shown in table 3.3.

Table 3.3 Summary of land use pattern along the road alignment

SN Land use Area in (ha) Remarks 1 Cultivated land 6.413 5m either side is taken 2 Community forest area 2.706 5m either side is taken 3 Public land 0.453 5m either side is taken 4 Barren including Kharbari 14.815 5m either side is taken Total 24.387 Source: Fileld survey, 2007.

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3.1.7 Air, Noise and Water Quality 58. The air quality observed was good and expected to be within national ambient air quality standards of Nepal. Likewise, water quality in the proposed road section is observed to be good since it is free from any kind of pollution sources. There is no defecation problem observed around the drinking water sources. However, during the monsoon season the quality of water may be polluted due the accumulation of silt, landslide, gully erosion etc. The proposed area does not have any sources of noise nuisance.

3.2 Biological Environment 3.2.1 Vegetation 59. The dominant forest and fodder species reported in the road alignment are Quercus leucotricophora (Banjh), Rhododendron arboreum (laligurans), Alnus nepalensis (Utis), Schima wallichii (Chilaune), Castonopsis indica (Katus), Ficus roxburghii (timilo), Prunus cerasoides (paiyun), Bahunia variegata (koiralo), Sapindus mukorossi (ritha), Grewia oppositiafolia (bhimal), Ficus semicordata (khanyo), Pinus roxburghii (khote salla), Myrica esculenta (kafal), Quercus semicarpifolia (Kharsu), Ficus nerifolia (dhudhilo), Cedrela toona (tuni).

3.2.1.1 NTFP 60. Non timber forest products (NTFPs) are defined as any kind of products derived from forest species other than timber and fuel wood. The main NTFP species found along the road alignments are: Allo, Rubia manjith (Majitho), Gaultheria fragrantissima (Dhasingare), Swertia chirayita (Chirayito) etc.

3.2.1.2 Community Forest 61. In Baitadi district, there are 344 CFUGs having 12,672.94 ha of community forest benefiting 43,241 households. This is about 26 % of total potential community forest area (DFO, Baitadi, 2005). There are 5 CFs along the proposed road alignment as given in the table 3.4.

Table 3.4 Community Forests along road alignment

S.N. Name of Chainage Total Area Main Species Community (ha) Forest 1 Basanta Hariyali 0+120 to 0+600 1.246 Kaulo, Kharshu, 0+740 to 1+186 Laliguransh 2+340 to 2+440 2+780 to 2+840 2 Sunagadi Hariyali 5+180 to 5+500 0.46 Uttis, Kaulo, Angeri, Bajh, 5+800 to 5+940 Laliguransh 3 Okhalkate 9+560 to 9+880 0.7 Shrubs and bushes 9+940 to 10+260 4 Gupha 10+700 to 10+940 0.24 Shrubs and bushes 5 Madhu 22+365 to 22+425 0.06 Utish, Salla, Kaphal Total 2.706 Source: Field survey, 2007

3.2.2 Wildlife 62. Panthera pardus (Leopard), Barking deer, Hystix indica (Porcupine), Canis aureus (Jackal), Macaca mulatta (Monkey), Felis chaus (Jungle Cat) are the wild animals reported in the forests of proposed road area. Similarly birds are Lophura lencomelana (kalij pheasant), Columba livia (Pigion), etc. However, none of these wild lives are endangered species. The road does not fall under any protected or buffer zone area. Shreebhavar-Hat Road, Baitadi 15 Initial Environmental Examination (IEE)

3.3 Socio-economic and Cultural Environment 3.3.1 Population, Household and Ethnicity 63. There are 30 settlements along the ZoI of the proposed road alignment in Shikharpur, Bhumiraj, Kotila, Malladehi and Hat VDCs. with total population of 12,314 persons (2,122 households) and average family size of 5.80 as illustrated by Table 3.5. Diverse ethnic groups such as, Brahmin, Thakuri, Chhetri and occupational castes (Damai, Kami, and Sarki) live along the ZoI of road alignment. Occupational caste households are distributed in almost all the settlements.

Table 3.5 Settlements and population within the ZoI of road alignment

S.N. Major Settlements VDCs & ward no. Total Households Total Population 1 Dhole Shikharpur-3 110 638 2 Rapana Bhumiraj-9 136 789 3 Khadayat Gaun Bhumiraj-8 76 441 4 Mankali Bhumiraj-2 54 314 5 Kafal Dhunga Bhumiraj-1 50 290 6 Mudeli Bhumiraj-6 45 261 7 Maina Bhumiraj-3 45 261 8 Kuyeli Gaun Bhumiraj-4 80 464 9 Tirkali Bhumiraj-5 90 522 10 Dharudi Bhumiraj-7 85 493 11 Bhawane Kotila-1 60 348 12 Salleli Gaun Kotila-2 42 244 13 Manhasti Patgaun Kotila-3 124 720 14 Airadi Kotila-4 118 685 15 Kotila Kotila-5 75 435 16 Ratoka Kotila-6 50 290 17 Aeri Gaun Kotila-7 31 180 18 Aeri Gaun Kotila-8 2 12 19 Awasthi Gaun Kotila-9 75 435 20 Malladehi Malladehi-1 150 870 21 Babida Malladehi-8 80 464 22 Upar Gaun Malladehi-9 50 290 23 Kot, Khetali Malladehi-6 65 377 24 Nwaghar Malladehi-7 94 546 25 Garkha Malladehi-2 38 221 26 Serisalla Malladehi-5 30 174 27 Dandpur Malladehi-3 84 488 28 Lamani Malladehi-4 107 621 29 Dadimbot Hat-4 40 232 30 Dandakot Hat-3 36 209 Total 2,122 12,314 Source: Field survey, 2007

3.3.2 Main occupation 64. The main occupation of all people residing within the ZoI of the proposed road alignment is agriculture and livestock. Due to limited transportation facilities agriculture farming is not enough for subsistence level. Therefore, people are carrying out other economic activities like labour and porters (84%), working in government and non government organizations (10%), business (5%), employment in foreign countries (1%). Details of occupations of the people according to the settlements are shown in Annex IX a. Shreebhavar-Hat Road, Baitadi 16 Initial Environmental Examination (IEE)

3.3.3 Public Services and Infrastructures 65. There are various social sector facilities and infrastructure in different settlements as given below. Details about public services and infrastructures according to the settlements are shown in Annex IX b.

Education 66. The proposed project area consists of a total of 53 educational institutions ranging from primary level to college level education. Primary schools are found in majority of the settlements. In addition, there is only one campus in Dadimbot settlement of Hat VDC-4 and one high school in Kafal Dhunga settlement of Bhumiraj VDC-1.

Health Facility 67. In health sector, there are four health post in Khadayat Gaun, Bhawane, Upar Gaun and Dadimbot settlements. For serious health problem, people go to district hospital in Baitadi or Dadeldhura.

Communication 68. Regarding communication, most of the settlements do not have telephone facilities except few settlements namely Dhole, Rapana, Bhawane, Malladehi, Nwaghar, Dadimbot mostly with CDMA connection and there are two post offices in Nwaghar and Dandakot settlements.

Electricity 69. Since the national grid line has not yet reached in the project area, for electricity supply about 27% of settlement (8 settlements) depends upon micro hydro scheme ranging from 3 to 7 kw capacity. One to six hhs in ten settlements (total 31 hhs) have solar power for lighting.

Business Facilities 70. There are grocery shops, tea stalls, restaurants and lodges available in the almost all settlements except Airi Gaun and Garkha. Number is more in potential market centers like Tirkali, Dharudi, Malladehi, Babida, Upar Gaun. The number of business facilities varies from 1 to 11.

Water Supply 71. Drinking water supply facility is available to all settlements. The water supply schemes generally use spring sources located at higher altitudes. The water is conveyed by pipes from the sources to the public taps through gravity flow. These taps are located in common places so that each serves a few households. No house has a private connection.

Irrigation 72. Irrigation facility is available to all settlements except Dhole, Mankali, Dharudi, Salleli Gaun through gravity fed canals.

Other Infrastructures 73. There are 40 water mills mainly used for grinding purpose. There are 11 foot trail bridges in various streams.

Industries 74. There are only four cottage industries like rice and flour mill, weaving industry located in Bhawane, Ratoka, Upar Gaun settlement.

Shreebhavar-Hat Road, Baitadi 17 Initial Environmental Examination (IEE)

Financial Institutions 75. There are 12 saving and credit cooperatives found in nine settlements such as, Dhole, Rapana, Mankali, Kafal Dhunga, Mudeli, Maina, Kuyeli Gaun, Tirkali, Dharudi run by the local groups.

Community Development Facilities 76. Community based organizations particularly, women saving and credit groups, community forest users group are found in 14 settlements. Similarly, community use structures like ghat (cremation place), play ground, community centers are also found in some of the settlements.

3.3.3 Land holding pattern 77. Land holding pattern within the ZoI of the road project demonstrates that most of the population (40%) have 1-5 ropani (approximately 1 ha = 20 ropani) land while one fourth households (26%) fall under 5-10 ropani land holding category. Very few hhs (0.24%) are landless and few hhs (10%) have less than one ropani land. While one sixth (18%) of the households have 10-20 ropani land and another few (6%) are big farmers having more than 20 and less than 50 ropani land. Details about land holding pattern are given in Annex IX c.

3.3.4 Food Security 78. Large percentage of the households is food deficit for varied time period as shown in the table given in Annex IX d. Majority of the households (71%) have food sufficiency for three to nine months. Even about one fourth hhs (23%) have food sufficiency for less than three months only. This shows the poverty situation within the ZoI of the project area. On the contrary, very few percentage (5%) of households of the project area have food sufficiency for whole year while less than one percent households (4 hhs) are reported as food surplus ones who are in the well off category of selling their surplus farm products.

3.3.6 Migration pattern 79. Permanent migration takes place in limited scale towards Terai (Kailali and Kanchanpur) and other places like Kathmandu. However, about ten percent people go to India in search of employment opportunity and stay more than six moths. Likewise, from all the settlements, majority of the people (73%) migrate seasonally during slack framing season from Mangsir to Poush mainly in various parts of India like Pithoragarh, Delhi working as coolie, labour and guard. 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 80. The proposed road passes through a potential area for Iron mine in Airigaun of ward no.7, Kotila VDC, Dhole of ward no.3, Shikharpur VDC, Rapana of ward no.9, Bhumiraj VDC and Malladehi of ward no.1, Malladehi VDC. Similarly, Dharudi is also potential for the production of vegetables. Dadimbat is potential area for electricity generation from Triveni River.

81. Dikakot area of ward no.6, Bhumiraj VDC is potential for rural tourism development as panoramic view of eight districts of Nepal and Dharchula of India is seen from here. Malladehi is famous for Dilasaini Bhagawati temple where pilgrims visit from various district of Far Western region and Uttarakhand state of India. More tourists will visit this area due to easy accessibility. Mudeli, Maina, Khamlek areas have potential to become market centers for local trade in future. Similarly, this road will also open the easy accessibility for the people of Darchula via Gokuleswar.

Shreebhavar-Hat Road, Baitadi 18 Initial Environmental Examination (IEE)

3.3.8 Religious, Cultural and Historical Sites 82. The following historical and religious sites are within ZoI of the proposed project area (outside road alignment and RoW): Kedar temple, Bhumiraj temple, Beureshwor temple, Dandabag temple, Durga temple, Masani temple, Bhaunele temple, Mahadev temple, Atmal temple, Dilasaini Bhagawati Temple, Babida Temple, Lathinath temple, Bhumiraj temple, Triveni Ratashila temple. Triveni Ghat Shrikot Killa

83. These sites are visited and used for worship, by the local residents. However, these temples and religious sites don't fall in the proposed road alignment and their displacement is not needed.

Shreebhavar-Hat Road, Baitadi 19 Initial Environmental Examination (IEE)

4.0 Project Alternatives

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

4.1 No action option 85. This alternative does not allow the implementation of the proposal. This alternative has both beneficial and adverse impacts on the environment. If the proposal is not implemented, the transportation time and cost for the local people to the district headquarter and markets and vice versa will be increased resulting into low level of productivity and prevalence of poverty. The no action option will conserve some of the environmental adverse impacts at the cost of poverty and hardship of the people.

4.2 Proposal alternatives 86. The people living within the ZoI require an efficient and safe mode of transportation to have the access to the market and other service centers. At the same time, there is need to conserve the physical, biological and socio-economic and cultural environment. Therefore, construction of ropeway, airport and road could be the options for achieving the above mentioned objectives.

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

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

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

4.3 Alternative Design and Construction Approach 90. There are two types of road design and construction methods. They are conventional and green road approach. In conventional method, heavy machineries and equipment, explosives, heavy concrete structures with the application of bituminous surfacing, side drains, bridges and culverts etc. are extensively involved.

91. Green road approach which is normally referred as a labour based, environmental friendly and participatory (LEP) focuses to conserve the delicate mountain ecology through the protection of vegetation cover as means of soil conservation. Under this approach, construction work is done manually from the local labour without using heavy machinery and explosives. Spoil disposal is balanced with cutting and filling volume. Simple dry stone walls and stone causeways will be used at maximum possible extent. Preservation of vegetation cover is maintained. The proposed road has been designed considering the green road design concept and construction will be done accordingly. Shreebhavar-Hat Road, Baitadi 20 Initial Environmental Examination (IEE)

4.4 Alternative schedule and process 92. During the rainy season, the construction work is stopped to allow the natural compaction of the road. Rehabilitation and construction work will be carried out during the remaining months. The construction period is more appropriate from October to June as the local people are more or less free from farming activities.

4.5 Alternative Resources 93. The physical resources consumed for the construction of the proposed road will mainly include boulders for gabions and stone for dry masonry wall. The proposed construction will optimally use the local labour force and local materials.

Shreebhavar-Hat Road, Baitadi 21 Initial Environmental Examination (IEE)

5.0 Identification and Assessment of Impacts

94. 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.

95. 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 96. 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 97. One of the major direct beneficial impacts of the road during construction stage is the creation of employment opportunity to the local community. Total 21,741 skilled and 502,732 unskilled person days work will be created during construction of the road. Construction 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 98. 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 99. Due to increase in employment opportunities, trade, business and agricultural income, considerable amount of money may be channeled into the local economy in the area. This will increase the income level of the individual household and the local community of the area. It is possible that some money may be spent by the individual for the community development activities such as education, school, health and sanitation services.

Shreebhavar-Hat Road, Baitadi 22 Initial Environmental Examination (IEE)

Awareness on Resource Management 100. The project will adopt bioengineering treatments. This activity will enhance the local understanding on the importance of vegetation, particularly the trees and shrubs, including grasses for road slope stabilization. It is also likely that local people will have the opportunity to be aware about the importance of plants and its contribution to the stability of the road.

5.1.2 Operation Stage 101. Following beneficial impacts of the proposed road project are anticipated during the operational stage:

Access to Inputs and Services due to Transportation Facility 102. Access to inputs and services is expensive and not regular at present. 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 103. When completed, this road will bring more opportunities for the promotion of trade and business. This will also ensure regular and cheaper transportation facilities to the people of Bhumiraj, Shikharpur, Kotila, Malladehi and Hat VDCs to Khodpe and district headquarter of Baitadi as well as other part of the country. This will ensure continuous flow of products and commodities to Khamhale, Khadayat gaun, Salledhara, Ratoka, Tirkali, Dharudi, Malladehi, Babida, Upar gaun and Khadikhet market centers along the road alignment.

Increased Crop Productivity and Sale of Farm Products 104. Due to easy and cheaper availability of agricultural inputs and technologies, productivity will be increased along the road alignment. Sale of farm and livestock products will be increased in the settlements along the road corridor like, Rapana, Kafaldhunga, Kuyeli gaon, Maina, Malladehi, Ratoka and Khadikhet. The major areas for the production vegetables are Dharudi, Bhawane, Salleli gaun, Kotila, Airi gaun, Awasthi gaun, Babida, Upar gaun and Garkha.

Development of Market centers 105. There is a possibility of increased economic opportunities and significant growth and extension of the minor local markets along the road like in Khamhale, Khadayat gaun, Salledhara, Ratoka, Tirkali, Dharudi, Malladehi, Babida, Upar gaun and Khadikhet area. The farmers will be more interested to increase agricultural production due to market accessibility.

Appreciation of Land Value 106. 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 107. 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 enroll in campuses for higher studies. People will get health services easily due to the regular and cheaper transportation facilities.

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Promotion of Tourism Activity 108. Dikakot area of Bhumiraj VDC-6 is potential for rural tourism development as panoramic view of eight districts of Nepal and Dharchula of India is seen from here. Malladehi is famous for Dilasaini Bhagawati temple where pilgrims visit from various district of Far Western region and Uttarakhand state of India. More tourists will visit this area due to easy accessibility. Flow of tourists due to road construction will contribute in the enhancement of economic activities of the area which will increase the living condition of the local people.

Women Empowerment 109. All the people will be benefited from the road upgrading. However, women in particular may be benefited more from improved access to the market centers and various service providing agencies like health centers, banks, training institutions, women development office etc. Frequency of visit to such agencies will increase awareness level and empower the women.

5.2 Adverse Impacts 110. The proposed road project activities during construction and operation will create following adverse impacts on the local environment:

5.2.1 Construction Stage 111. The proposed road will be rehabilitated and constructed according to LEP approach. Therefore, there will not be severe damage to environment compared to conventional construction approach. However, it is likely to occur following impacts on physical, biological, socio-economic and cultural resources of the proposed road area.

Physical Impacts Change in Land Use 112. 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, community forest, public land and barren land into built up area. Cultivated land (6.413 ha) of the local people will be permanently lost during road construction. Similarly, 2.706 ha of community forest, 0.453 ha of public and 14.815 ha of barren land will be lost due to road construction work. The changes in land use will have impact on loss of agricultural land, which directly reduce the agricultural production.

Slope Instability 113. Removal of vegetation and open cuts with exposed soil to rain will cause soil erosion as well as landslide. This can become a major source of silt that the monsoon runoff carries away. The stability of slopes along the road corridor depends upon slope angle, the material constituting the slope, rock discontinuities and hydrological conditions. There is one small landslide at Ch 9+040. At Ch 18+150, the road alignment passes 90 m above a landslide (about 30 years old) namely Ritha pairo (also known as Babida pahiro). Some portion of this landslide is still active but upper eastern part is more or less stabilized due to the various activities done by District Soil Conservation Office, Baitadi. Since, the proposed road alignment passes about 90 m above this landslide; there will be no significant adverse impact to the proposed road at present.

Drainage and Cross Drainage Works and Disruption of Related Infrastructures 114. The concentrated water from the road outlet causes erosion and landslide eventually affecting the stability of the road itself. Local water supply pipes and their sources and irrigation canals are likely to be affected during construction work of the road project.

Air Dust, Noise and Water Pollution 115. The ambient air quality data of the project area is not available at present. The road side dwellers and workers may be affected by emission of dust during road construction. This Shreebhavar-Hat Road, Baitadi 24 Initial Environmental Examination (IEE)

may affect the health of the laborers and people living nearby areas. The proposed project area does not experience significant noise pollution. Water quality data of water sources within the project area is not available. However, the water quality of water bodies within the project area appears to be good and without pollution. During the road construction, these water bodies may be affected due to excavated materials.

Quarrying 116. Quarry identified for the extraction of boulder stone is on hill slopes. The extraction of materials from inappropriate places or in excessive amount can damage the local environment. The potential adverse impacts of quarrying are accelerated erosion, landslides, disturbance in natural drainage patterns, water logging and water pollution.

Spoil Disposal 117. 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 118. Landscape degradation relates particularly to poorly designed or monitored activities resulting from quarrying operations, 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.

Biological Impacts 119. The following are possible identified impacts based on baseline information related with the rehabilitation and construction of the proposed road.

Loss of Forest Vegetation 120. Total of 2.706 ha of community forest will be lost due to road construction. The proposed road passes through five CFs. From these CFs and private cultivated land, total 3,970 numbers of trees including bamboo will be removed (see annex X for list of tress) during road construction.

Disturbance to Wildlife and Bird 121. The proposed area is not significant habitat for wildlife and bird species, however, the construction of road may disturb wildlife and bird species due to increased noise level.

Socio-economic Impacts Loss of Agricultural land 122. There will be loss of 6.413 ha of agricultural 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 123. 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 124. The following are possible identified impacts based on baseline information related with the operation of the road:

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Physical Environment Slope Instability and Management 125. The destabilization of slope may also be expedited due to human activities in the road neighborhood such as quarrying stones or soil, animal grazing, irrigated cultivation. This may cause damage to road section, disruption to transportation and other social impacts in the nearby areas. The inadequate maintenance of the road due to the blockage of drains damages the road surface that can lead to slides and slope failure.

Air and Noise Pollution 126. 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 road.

Biological Environment Depletion of Forest Resources 127. 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 Wildlife and Illegal Hunting 128. 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. During the road operation people residing near the market centres may start illegal hunting of the wild animals and birds due to the demand by the outside people.

Socioeconomic and Cultural Impacts New Settlement and Market Center Development 129. 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.

Change in Social behavior 130. 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.

Road Safety Measures 131. 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.

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

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

Operation Stage Women Empowerment M Lc Mt Adverse Environment Impacts Pha Aspect Impact Magni Extent Duration se tude Change in Land Use H Lc Lt Slope Instability H Ss Lt Drainage and Cross Drainage works and M Ss St Disruption of Related Infrastructures Air Dust, Noise and Water Pollution L Lc St Quarrying M Ss St Spoil Disposal H Ss St

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

Construction Stage economic Health and Safety Matters H Lc St Physical Slope Instability and Management M Ss St Air and Noise Pollution M Lc Lt Biological Depletion of Forest Resources M Lc Lt Disturbance to Wildlife and Illegal Hunting M Lc 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 Mt

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

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6.0 Mitigation Measures

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

6.1 Mitigation Measures During Pre-construction phase 134. The mitigation measures adopted during design or pre-construction phases are of preventive in nature with two basic objectives: (i) Avoiding costly mitigation measures, and (ii) Increasing awareness among the stakeholders for environmental management of road construction, rehabilitation and operation.

6.1.1 Route Selection 135. Since, this is an existing road and proposed for rehabilitation, there is no new route selection rather designing geometrical improvements (as required) and widening of the road formation to the specified width i.e. 5.0 m. Local conditions (structures, switchback, lay-byes, mass balancing and safe disposal site for the excess excavated material, community utilities, slopes, sensitive spots etc.) will be taken into due consideration as to which side widening will take place in order to minimize land acquisition from forest, cultivable lands, settlement and cultural properties.

6.1.2 Detailed Survey and Design 136. The road design will follow the rural road standards developed by DOLIDAR. The works will be executed through labor intensive construction method as far as possible and practical in this program. Bio-engineering technique will be applied for stabilization of slopes, which is sustainable, environment friendly and can be done by using local resources and manpower.

6.1.3 Land and Property Acquisition, Compensation and Resettlement 137. Being a governmental agency the proponent will assist to form Compensation Determination Committee (CDC) under the Chairmanship of Chief District Officer. The Chief of Land Revenue Office, DDC representative, DTO will be members in the CDC and other representatives from DFO, DADO, Survey Office, VDC and affected person will be invited if needed. The Committee will decide the rates applicable for compensating different types of houses, land, trees and crops in accordance to established market rates. A separate Resettlement Plan will be prepared to address land and property acquisition as well as compensation issues.

6.2 Benefit Augmentation Measures 6.2.1 Construction Stage Employment Generation and Increase in income 138. During the road construction and rehabilitation, large number of local people (502,732 unskilled person days and 21,741 skilled person days). Total 242 skilled and 5,586 unskilled persons will get employment for 90 days will work as labourer giving more emphasis to women (at least 40%), ethnic minority and dalit (occupational caste). They will get direct employment and it will contribute significantly in their livelihood. This will also increase their Shreebhavar-Hat Road, Baitadi 28 Initial Environmental Examination (IEE)

economy and keep them occupied in earning and skill learning job during agricultural lean season. To utilize their money earned from the project works, DRILP will implement life skill training for income generation activities to improve their livelihood. These programmes will generate multiplier effect in the local economy and support significantly to uplift the socioeconomic condition of the local people particularly poor, dalit, ethnic minority and women.

Enterprise development and business promotion 139. To meet the demands of the workers, many local and outside people may operate a number of small shops and restaurants around the vicinity of the construction sites. Various farm based enterprises including wide range of agricultural and livestock products will also gain momentum as a result of increased demand by labors during construction period. This will increase local trade and business in the area. The benefit enhancement measures will be supporting local entrepreneurs and promotion of linkages with cooperative and bank and other financial institutions.

6.2.2 Operation Stage Promotion of Small Scale Industries 140. 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 vegetables 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 community development services 141. Due to increase in employment opportunities, trade, business and agricultural income, considerable amount of money may be channeled into the local economy which will increase the income level of the individual household and the local community of the area. Promotion of community development activities such as education, school, health and sanitation services will be supported and linkage with social infrastructure services will be developed.

Access to inputs and services 142. Once the road is in operation, people would have cheaper and improved access to many inputs such as seeds, chemical fertilizer and technology leading to increased agricultural production and diversification. The transportation cost is expected to come down heavily for many of the inputs that are used by farmers in the farm and other goods. Agricultural support services will be improved for the increased income from the farm products.

Increased crop productivity and sale of farm products 143. Sale of farm and livestock products will be increased in the settlements along the road corridor. Farmers will be more interested to increase agricultural production due to market accessibility. For this, market linkages will be developed.

Development of market centers 144. There is a possibility of growth and extension of the minor local markets along the road like in Khamhale, Khadayat gaun, Salledhara, Ratoka, Tirkali, Dharudi, Malladehi, Babida, Upar gaun and Khadikhet area. Sewerage and other basic facilities will be supported in the market centers.

Appreciation of land value 145. The construction of road leads to appreciation of land values particularly near the market and settlement areas. There will be rapid increase in the commercial production of agricultural crops due to road accessibility which is also a major factor to raise the land value. This activity would likely uplift the economic condition of the local people. Benefit

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enhancement measures will be promotion of land development activities and control of encroachment within RoW.

Promotion of tourism activity 146. Flow of tourists and pilgrims due to road construction will contribute in the enhancement of economic activities of the area which will increase the living condition of the local people. Development of lodges, restaurants and hotels for the tourists and pilgrims will be supported.

6.3 Adverse Impacts Mitigation Measures 6.3.1 Construction Stage Physical Environment Spoil Disposal 147. 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 148. 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 149. 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.

Drainage and Cross Drainage works and Disruption of Related Infrastructures 150. The concentrated water from the road outlet causes erosion and landslide eventually affecting the stability of the road itself. Local water supply pipe and irrigation canals are likely to be affected during construction work of the road project. For this, following mitigation measures will be adopted as appropriate:

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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 Restoration/reinstating of all disturbed infrastructures Coordination with concerned local authorities like District Irrigation Office, District Drinking Water Supply Office and water users groups for the maintenance of disturbed infrastructure

Air, Noise and Water Pollution 151. The proposed project area does not experience significant noise pollution. The road side dwellers and workers may be affected by emission of dust during road construction. Water bodies may be affected due to excavated materials during the road construction. The following mitigation measures will be adopted: Use of face mask by the workers to minimize air pollution due to dust generation Plantation of local species along the roadside Use of ear muffles to lessen noise pollution during rock breaking and quarrying Avoiding the disposal of excavated materials in the water bodies

Decline in Asthetic Value 152. Landscape degradation relates particularly to poorly designed or monitored activities resulting from quarrying operations, 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. The following mitigation measures will be adopted: Indiscriminate dumping of spoil material will be discouraged. After the extraction is completed, the quarry site will be rehabilitated to suit the local landscape.

Biological Environment Loss of Vegetation and Use of Forest Product 153. During the road construction, total 3,970 numbers of trees and bamboos will be removed as part of the site clearance from private land and community forests. The forest products from the community forests will be distributed by the CFUGs according to their operational plans. The loss of trees can not be minimized; however, it can be compensated by the plantation. According to the Work Procedure for Providing the Forest Land for Other Use, 2063 of Government of Nepal, project has to carry out plantation equivalent to the forest area lost from the construction of the road or pay for the plantation and protection cost for five years to the District Forest Office. Concerned CFs will carry out 2.706 ha of plantation in their community forests with project support.

Disturbance to Wildlife and Illegal Hunting 154. 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.

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Socio-economic and Cultural Environment Acquisition of Land and Property 155. Productive land and house acquisition for the road alignment will be minimized as far as possible. There are no structures found along the road alignment up to 15 kms. However, compensation for the loss of property (land and trees) will be provided to the 136 affected households. A separate Resettlement Plan will be prepared to address land and property acquisition as well as compensation issues.

Change in land use 156. Changes of land use due to the construction of road are mainly conversion of agricultural land, community forest, public land and barren land into built up area. The changes in land use will have impact on loss of agricultural land, which directly reduce the agricultural production. The following mitigation measures will be adopted: Plantation in community forests Improving agricultural extension services Applying additional protective measures that the remaining land will not be lost due to erosion

Health and Safety 157. 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-engineer, social mobilizers and supervisors.

6.3.3 Mitigation Measures During Operation Stage Physical Environment Slope Instability and Erosion 158. The impact of slope instability and erosion will be in terms of damage of agricultural land, forest area, other properties as well as reduction in agricultural production. The following mitigation measures will be adopted: Correction of maintenance of the slope protection measures and drainage works Minor landslide and mass wasting will be immediately cleared and slope restored with appropriate technology (bioengineering) Soil conservation will be promoted in the right of way and vulnerable areas beyond the road alignment CFUGs will be promoted to conserve and manage their CFs properly

Air, Noise and Water Pollution 159. The movement of vehicles on the road may cause air and noise pollution at some extent. Similarly, run-off from road surface may cause water pollution. Following mitigation measures will be adopted: Vehicle emission standard will be maintained Speed limit of the vehicles will be maintained 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 160. 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 Shreebhavar-Hat Road, Baitadi 32 Initial Environmental Examination (IEE)

Installation of improved stoves will be promoted to minimize the consumption of fire wood

Disturbance to Wildlife and Birds 161. Wildlife and birds will be disturbed due to the vehicle movement. Appropriate sign boards will be erected informing drivers about: Prohibition of blowing horns in the dense forest areas Potential areas for wildlife crossing

Socio-economic and Cultural Environment Road Safety Measures 162. 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. 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.

New Settlement Along the Road 163. There will be chances of growing ribbon settlements along the road during operation phase. This may cause congestion to road users and invite accidents. The following mitigation measures will be adopted: Awareness raising programme through local organizations to plan proper settlements Regulate settlement growth with proper panning along RoW Plantation of trees along the road.

Change in Social Behavior 164. 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 etc.

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7.0 Environmental Management Plan

165. The environmental management plan (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

166. 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.

167. The main responsibility for IEE and environmental management plan (EMP) implementation is with DDC, Baitadi. 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.

168. 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 (MLD): 169. 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): 170. 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): 171. It is the technical unit which is responsible to assist in project implementation in the districts.

Central Implementation Support Consultant (CISC): 172. 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. Shreebhavar-Hat Road, Baitadi 34 Initial Environmental Examination (IEE)

District Development Committee, Baitadi: 173. DDC has overall responsibility for the Project implementation at district level. As project implementer at district level, DDC Myagdi is responsible for screening and ToR preparation, commissioning IEE studies, and carrying out mitigating works as well as environmental monitoring.

District Technical Office (DTO): 174. 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): 175. The DPO established within DTO has the responsibility of implementing the project activities in the district.

District Implementation Support Consultant (DISC): 176. With technical and social staff, it supports in the implementation of the project activities in the district.

District Road Coordination Committee (DRCC): 177. 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): 178. It coordinates road issues among beneficiaries and institutions at VDC level.

Building Groups (BGs): 179. Responsible for road construction activities.

7.2 Reporting and Documentation 180. As part of EMP, reports should be produced at regular time intervals depending upon type and size of project by the EMP team or unit. Since, the construction period is less than 2 years, three monthly reports will be prepared and submitted to the DDC and DDC will send to the PCU and DoLIDAR.

181. 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.

182. 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.

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

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Ministry of Local Development (MLD)

DRILP-PCU DoLIDAR CISC DDC Environmental Assessment Specialist

DTO DPO DISC

DRCC

VWRCC

Building Group/Contractor

Figure 7.1 Environmental Management Organization Structure

7.3 Environmental Management Plan 184. The DDC with project support will be responsible for the implementation of mitigation measures and environmental monitoring. 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 ethnic DPO/DISC Construct Records, generation minority poor people and providing life ion discussion and increase skill training for income generation in come activities Enterprise Support to local entrepreneurs and DPO/DISC/D Construct Records and development promotion of cooperative and linkage epartment of ion and discussion and business with bank and other financial Cottage and operation promotion institutions Small Industries Enhancement Support promotion of community DDC/DPO/D Construct Records, of development activities and development ISC ion and discussion

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community and linkage of social infrastructure operation development services services Access to Improve agricultural support services DDC/DADO/ Operatio Records and inputs and for the farmers local farmers n discussion services Increased Promotion of market linkages and DDC/DADO/ Operatio Observation, crop networking for better market price NGO/local n records productivity farmers and sale of farm products Development Support sewerage and other drainage DDC/local Operatio Observation, of market facilities in the market centers club n records centers Appreciation Promotion of land development DDC/VDC Operatio Records, of land value activities and check encroachment n discussion within RoW Promotion of Facilitate development of lodges, DDC/VDC/lo Operatio Observation tourism restaurants and hotels cal people n activity Mitigation Measures Physical Environment Change in Plantation in community forest and DFO/CFUG/ Construct Records, land use improving agricultural extension DDC/DISC ion and observation services. Applying additional protective operation measures that the remaining land will not be lost due to erosion Slope Bio engineering application should be DDC/DSCO/ Construct Observation instability used to stabilize the mountain slopes BG/Contract ion or Effective, well designed drainage DSCO/DDC Construct Observation system should be utilized ion & Operatio n Efficient spoil management should be DDC/DPO Construct Observation maintained ion Spoil Balance cut and fill volume within a DDC/DPO/D Construct Observation disposal reasonable haulage length. Where ISC ion 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 Drainage Adequate numbers of drainage DDC/DISC/ Construct Observation, works and structures will be provided in order to District ion records disruption of have minimum interference on natural Irrigation related drainage pattern of the area.. Drain Office/ infrastructure water discharge into farmland or risky District locations will be avoided. No diversion Drinking of water away from natural water Water Supply course unless it is absolutely necessary. Office/water Restoration/reinstating of all disturbed users groups infrastructures

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Air pollution Provide mask to construction workers DDC/DPO/D Construct Observation, and plantation of local species along the ISC/DFO ion records road side Vehicle emission standard and speed DDC/DPO/D Operatio Observation limit will be maintained ISC n Noise Uses of ear muffles should be DDC/DPO/ Construct Observation, Pollution maintained DISC ion records Use of the unwanted horns at the public DDC/DPO Construct Observation, places and settlement area should be ion and records prohibited operation Water Avoiding the disposal of excavated DDC/DPO Construct Observation pollution materials in the water bodies ion Quarrying Proper management and rehabilitation DDC/DPO/D Construct Observation of quarry sites after extraction of ISC ion materials. Decline in Discouraging indiscriminate dumping DDC/DPO/D Construct Observation aesthetic of spoil material ISC ion value Biological Loss of forest Plantation of trees in the community DDC/CFUG/ Construct Observation, vegetation forest and private land. DFO ion records and forest Supporting CFUG to manage their DDC/CFUG/ Operatio Observation, degradation community forests. Promote the DFO n records installation of improved cooking stoves Disturbance Construction activities near forest area DDC/CFUG/ Construct Observation to wildlife will be properly managed and workers DFO ion/Oper and illegal are restricted to disturb and harass ation hunting wildlife Erecting appropriate sign boards for DDC/CFUG/ Operatio Observation drivers near the forest area DFO n Socioeconomic Loss of Promotion of high value crops and DDC/DADO/ Construct Observation, agricultural commercial farming and increase the NGO/local ion records land cropping pattern farmers Health and Workers will be provided with helmet, DDC/DPO/D Construct Observation, safety masks and muffles depending on the ISC/VWRCC ion records matters nature of work. 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 proper DDC/DPO Operatio Observation, settlement panning along RoW and discourage n records development ribbon settlement Change in Aware, educate and prohibit DDC/DPO/V Operatio Observation, social communities about negative social WRCC n records behavior behavior like gambling, excess use of alcohol Road Safety Appropriate spoil disposal sites should DDC/DPO Construct Observation Measures be identified and utilized ion Enforcement of road safety measures DDC/Traffic Operatio Observation like speed limit and erecting road sign police n

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7.4 Mitigation cost 185. 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, land slide rehabilitation, plantation and 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 Remarks (NRs.) 1 Benefit Augmentation Measures Included in Resettlement Plan for (APs) and for others will be included in Community Development and Livelihood Restoration component of the project 2 Adverse Impact Mitigation Measures Included in project cost (Spoil disposal, slope stability) 3 Occupational health and safety Included in Particular conditions of contract 4 Bioengineering (3% of total project 4,363,307.22 Included in project cost cost) 5 Plantation and protection cost for 201,694.41 Covered under CFUGs bioengineering cost 6 Manage water supply pipeline and 7,196.40 Included in project cost rehabilitation of irrigation canal 7 Resettlement and rehabilitation cost 3,829,978.40 Included in Resettlement Plan

7.5 Implementation of Mitigation Measures 186. 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.

187. 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.

188. Project Contract. - The project contractor should be bound by the parameters identified in the environmental assessment pertaining to specific mitigation measures in the

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contract. The final acceptance of the completed works should not occur until the environmental clauses have been satisfactorily implemented.

189. 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.

190. 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 191. 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 192. Monitoring is an integral part of the project proponent so as to know the unlikely impacts and implement corrective measures. The proponent, DDC Baitadi 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) in the district and Environmental team from the CISC for environmental monitoring. There is a need to support these organizations to carry out environmental monitoring effectively. Therefore, environmental monitoring training will be conducted together with technical, social, resettlement and project performance monitoring and evaluation training.

193. 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.

194. 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.

195. The sub-project level monitoring team should submit its report to DRILP district management, which should forward a copy to the DRILP Project Coordination Unit. Total cost of environmental monitoring (field visits, observation, review of reports and report preparation) is estimated NRs. 425,000 as given in Table 7.3.

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Table 7.3 Environmental Monitoring Cost Manpower requirement Duration (month) Rate (NRs) Amount (NRs) Team Leader/Environmental 2 75,000 150,000 Specialist Engineer 1 60,000 60,000 Forester 1 60,000 60,000 Socio-economist 1 60,000 60,000 Support staff 1 25,000 25,000 Transportation cost LS 50,000 Report preparation LS 20,000 Total 425,000

7.6.2 Types of Monitoring and Monitoring Parameters 196. Monitoring is an on going component of the environmental assessment process and subsequent environmental management and mitigation activities. There are basically two types of environmental monitoring: 1. Compliance Monitoring - It verifies whether contract environmental clauses and the mitigation measures are properly implemented in the field. 2. Impact Monitoring - It confirms whether the environmental mitigation measures specified in the project design and contract are correctly formulated.

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

7.6.3 Pre-construction Stage 198. Monitoring at this stage of project is to: Confirm that plan, route selection and design of the road has considered the recommendation made by IEE Judge the level of preparation for implementing the construction related mitigation measures, and Prepare up-to-date environmental status of specific site where the impacts are assessed to be significant

7.6.4 Construction Stage 199. 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

7.6.5 Operation Stage 200. 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

Shreebhavar-Hat Road, Baitadi 41 Initial Environmental Examination (IEE)

Status of waste disposal sites and quarry sites Symptoms of emergence of road side settlements, changes in agricultural pattern Activities of road neighbouring communities Illegal felling of trees and hunting of wildlife

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

4 Construction and Site inspections at places During DISC location of drainage where such drains are required construction facilities 5 Care and safe storage Inspection of site clearance Weekly during DISC of top soil for later activities construction use 6 Care for vegetation Inspection of site clearance Weekly during DISC, in the immediate activities construction CFUG vicinity 7 Safeguarding of Site observation, discussion During and DISC community and seeking of feasible immediately infrastructures solutions after construction 8 Safe disposal of Disposal site observation and Weekly DISC excavated materials disposal practice and other construction wastes 9 Impacts on Site observation and discussion Weekly DISC agricultural land due with local residents to spoil, soil erosion, water logging etc 10 Proper reclamation Observation of finished Before starting, DISC of disposal sites disposal sites in between, and after completion 11 Plantation of Site observation Periodically as DISC, vegetation in the cut per season CFUG Shreebhavar-Hat Road, Baitadi 42 Initial Environmental Examination (IEE)

slope 12 Timely construction Community based Immediately DISC of other slope planting/slope maintenance after protection measures programme construction 13 Quality of surface Use field kit / visual Weekly or DISC water observation during construction near water body 14 Air pollution near Observation of good Monthly DISC settlements construction practices and discussion with residents and workers 15 Protection of Site observation, discussion Upon demand DISC culturally sensitive with local residents spots 16 Operation and Site inspection, discussion During quarry DISC closure of quarries with local residents operation 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, forest authority DFO 18 Inappropriate use of Discuss with local people, Upon demand, DDC, DTO, marginal lands reference to prior mapping Half yearly DRCC 19 Surface flow Visit the area, mapping, Upon demand, DDC, DTO, interruption and its discussion with local people. Half yearly DRCC consequences 20 Air pollution, Travel along the road, Upon demand, DDC, DTO, vehicular emission, discussion with local people, Half yearly DRCC noise, traffic volume pedestrians, passengers, transport operators 21 Maintenance of road Check maintenance record, Annually DDC, DTO, inspection of road and road DRCC structures 22 Condition of Inspection and discussion with Annually DDC, DTO, environmental maintenance workers DRCC mitigation measures used in the road

Shreebhavar-Hat Road, Baitadi 43 Initial Environmental Examination (IEE)

8.0 Conclusion and Recommendations

8.1 Conclusion 202. The IEE study of the proposed Shreebhavar-Hat road sub-project does not pass through any environmentally sensitive area and have minimal detrimental effects associated with loss of forest and agricultural land. Most of the adverse impacts predicted are of low significance and short term as well as of reversible nature. The beneficial impacts with the facility of access to market centers and location of social services will enhance productivity in rural area and improve the quality of life of the people. In addition, local people will get direct employment as workers which will contribute significantly in improving their livelihood. These benefits from the implementation of the proposed road project are more significant and long term in nature against the adverse impacts most of which could be mitigated or avoided.

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

205. 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 and possibly some built areas will have to be acquired for construction of the proposed road. A Resettlement Plan will be required to ensure that the persons affected by these losses are properly compensated.

Shreebhavar-Hat Road, Baitadi 44 Initial Environmental Examination (IEE)

9.0 Miscellaneous

References

ADB 2005 Aide Memoire for Loan No. 2092-NEP (SF): Decentralized Rural Infrastructure and Livelihood Project, January 2005. ADB 2003 Environmental Assessment Guidelines. Asian Development Bank, Manila, The Philippines. DFO 2005. Annual Monitoring and Evaluation Report of Community Forest Users Group, FY 062/63 District Forest Office, Baitadi. DoLIDAR 1999 APPROACH for the Development of Agricultural and Rural Roads. Department of Local Infrastructure Development and Agricultural Roads, 1999 DRILP 2006 Project Procedural Manual (Final Draft), Decentralized rural Infrastructure and Livelihood Project, GoN, DoLIDAR. DRILP 2006 Environmental Guidelines (Draft), Decentralized rural Infrastructure and Livelihood Project, GoN, DoLIDAR. GoN 2006 Environmental and Social Management Framework. Road maintenance and Development Project, Department of Roads, Ministry of Physical Planning and Works, November 2006. GTZ, SDC, 1999 Green Roads in Nepal, Best Practices Report – An Innovative Approach for Rural Infrastructure Development in the Himalayas and Other Mountainous Regions. HMG/N 1998 Environmental Guide for Small Rural Infrastructure Projects. Government of Nepal, Ministry of Local Development in collaboration with IUCN, July 1998 HMG/N 1997 Environmental Protection Act, 1997. Ministry of Law and Justice, GoN, Kathmandu HMG/N 1997 Environmental Protection Regulation, 1997. Ministry of Law and Justice, GoN, Kathmandu HMG/N 2003 REFERENCE MANUAL for Environmental and Social Aspects of Integrated Road Development. Ministry of Physical Planning and Works Department of Road, Kathmandu 2003 HMG/N 1993 Forest Act, 1993 HMG/N 1995 Forest Rules, 1995 HMG/N 1973 National Park and Wildlife Conservation Act, 1973 HMG/N 1999 Local Self Governance Act, 1999 Land Acquisition Act 1977 HMG/N 2000 Local Self Governance Rules, 2000 RAP 2001 Initial Environmental Examination Guidelines (Draft). Department for International Development (UK) Rural Access Programme Nepal, March 2001 Uprety B.K.2003 Safeguarding the Resources ENVIRONMENTAL IMPACT ASSESSMENT Process and Practice. December 2003

Shreebhavar-Hat Road, Baitadi 45 Initial Environmental Examination (IEE)

ANNEX

Annex I Terms of Reference

Terms of Reference (ToR) for Initial Environmental Examination (IEE) of Shreebhabar-Hat Road

Submitted to: Ministry of Local Development, Government of Nepal

Proponent: District Development Committee Baitadi, Khalanga Telephone No. - 095-520144 Fax No. - 095-520144

August/2006

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...... 4 2.4 RELEVANCY OF THE PROPOSAL...... 4 3.0 REVIEW OF RELEVANT LAWS, RULES AND GUIDELINES ...... 4 4.0 PROCEDURE TO BE ADOPTED WHILE PREPARING THE REPORT ...... 5 4.1 DESK REVIEW...... 5 4.2 PUBLIC CONSULTATION ...... 5 4.3 FIELD WORK ...... 5 5.0 ALTERNATIVES FOR THE IMPLEMENTATION OF THE PROPOSAL...... 5 6.0 REQUIREMENT OF THE IEE STUDY ...... 5 6.1 TIME SCHEDULE...... 6 6.2 ESTIMATED BUDGET AND STUDY TEAM ...... 6 7.0 ENVIRONMENTAL BASELINE...... 6 8.0 ANALYSIS AND INTERPRETATION...... 7 9.0 IDENTIFICATION, PREDICTION AND EVALUATION OF IMPACT...... 7 9.1 BENEFICIAL IMPACTS...... 7 9.2 ADVERSE IMPACTS...... 7 10.0 MITIGATION MEASURES ...... 8 11.0 ENVIRONMENTAL MONITORING PLAN ...... 8 12.0 IEE REPORT FORMAT ...... 8

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), Baitadi is the executing agency at the district level and the proponent of the Initial Environmental Examination (IEE) study for the rehabilitation and construction of Shreebhabar-Hat 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, Baitadi Khalanga, Baitadi Telephone No. - 095-520144 Fax No. - 095-520144

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 (DPO) within the district technical office (DTO) of each DDC. A local engineering consultant to cover technical issues, and a local non-government organization (NGO) engaged for social mobilization and support for rural infrastructure building groups, will support the DPO.

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

2.2 Background of the proposal The proposed Shreebhabar-Hat road sub-project was started by the Department of Road (DoR). About 1.20 km section of road from Dholemod to Dholedhar was constructed by the DoR. This is a district road linking Hat, Kotila, Bhumiraj, Malladehi and Shankarpur VDCs to the market center of Shreebhabar and Khodpe. The starting point of the road alignment is Dholemod (Shreebhabar), 27.0 km North of Khodpe in Dadeldhura-Bajhang feeder road and ending point is Hat.

The total length of this road section is 19.37 kms. The description of the project works is given in the table 1 and the location of the road is given in the figure 1 and 2.

Shreebhavar-Hat Road, Baitadi 1 Initial Environmental Examination (IEE)

Table 1. Project activities of the proposed Shreebhabar-Hat road

Road section Chainage Length (km) Description Dholemod-Dholedhar 0+000 to 2+350 2.350 Up to 0.5 km motorable and satisfactory while 0.70 km section needs rehabilitation Dholedhar-Hat 2+350 to 19+370 17.020 New construction

Total 19.37

Figure 1. Map of Nepal showing the location of Shreebhabar-Hat road sub-project in Baitadi District

Shreebhavar-Hat Road, Baitadi 2 Initial Environmental Examination (IEE)

Figure 2. Map showing the Alignment of Shreebhabar-Hat road in Baitadi district

Shreebhavar-Hat Road, Baitadi 3 Initial Environmental Examination (IEE)

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 proposed Shreebhabar-Hat road project provides connectivity to district headquarters of Baitadi, Bajhang and Dadeldhura Districts. This is a one of the main linkage road for the ultra poor, deprived and disadvantaged people residing in five VDCs of Purchaudi area of Baitadi 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

Shreebhavar-Hat Road, Baitadi 4 Initial Environmental Examination (IEE)

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 Any other alternatives

6.0 Requirement of the IEE Study This includes time schedule, estimated budget and appropriate manpower (experts) for conducting IEE study.

Shreebhavar-Hat Road, Baitadi 5 Initial Environmental Examination (IEE)

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

Table 2. Proposed work schedule for conducting IEE study

SN Activities Week 1 2 3 4 5 6 7 8 1 Orientation training to the team

2 Desk study and review

3 Public notice publication

4 Field visit for survey and consultation with community

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

7 Draft report preparation

8 Comments on draft report

9 Final Report preparation and submission 10 Approval of the final report.

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

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

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

Shreebhavar-Hat Road, Baitadi 6 Initial Environmental Examination (IEE)

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 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. Shreebhavar-Hat Road, Baitadi 7 Initial Environmental Examination (IEE)

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 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:

Shreebhavar-Hat Road, Baitadi 8 Initial Environmental Examination (IEE)

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

Shreebhavar-Hat Road, Baitadi 9 Initial Environmental Examination (IEE)

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

Shreebhavar-Hat Road, Baitadi 10 Initial Environmental Examination (IEE)

Annex II

ABSTRACT OF COST

ABSTRACT OF COST ESTIMATE Item Amount Description of works Unit Quantity Remarks No. (NRs.) 1 Site clearance sqm 40373.45 322,987.61 Earthwork in excavation in roadway, drain and 2 cum 257993.88 67,025,152.14 foundation for gabion and dry wall structures Transportation of excavated/ filling material by cum 36634.49 4,579,311.83 3 porter Construction of roadway in embankments and 4 miscellaneous backfilling areas with approved cum 58798.46 2,939,922.99 material obtained either from 5 Dry stone (uncoursed rubble) masonry cum 10930.42 7,678,620.94 6 Stone masonry work with cement sand mortar (1:4) cum 145.25 528,527.01 5cm Thick granular material bedding for stone 1715.67 823,520.45 7 pitching work 8 20 cm Thick stone pitching on prepared bedding 6864.97 2,986,262.12 9 Scour Check 9.1 Material (stone) available at construction - spot No. 3927.48 405,315.74 10 Gabion Works Assembling of gabion baskets and placing them in 10.1 position including stretching, binding them together and tying down lids 10.1.1 Box size (1.51X1) No. 8304 149,480.71 10.1.2 Box size (2×1×1) No. 9532 171,568.41 10.1.3 Transportation of gabion boxes by porter kg 444440 1,791,091.22 10.2 Stone Packing in gabion crates cum 31507.35 15,422,845.38 Fabrication of gabion box including rolling, cutting and weaving having hexagonal mesh size - 100 mm. 10.3 x 120 mm.and heavy coated Mesh wire -10SWG, Selvage wire- 8SWG. It also includes binding wire for assembling. 10.3.1 Box size (1.5×1×1) no. 8304 16,768,414.09 10.3.2 Box size (2×1×1) no. 9532 23,637,838.10 11 Laying of geotextile material sqm 17126.41 205,516.89 12 Miscellaneous Works Manage water supply pipe line & Rehabilitation of 12.1 cum 59.97 7,196.40 irrigation canal (kulo) Total 145,443,574.02 Provision for Bio-Engineering Works L.S. (3% of total) 4,363,307.22 Summary of total cost estimate Total from contractors package 61,372,121.63 Total from BG package 69,778,307.70 Grand total 162,942,233.41 Gabion wire cost 49,091,757.81 Gabion wire supply from Dhangadi to Baitadi (Gothalapani) 1,022,212.55 Fabrication of gabion boxes 3,694,680.10 Supply of gabion boxes from Baitadi (Gothlapani) to Baitadi (Shreebhavar) 555,550.30 Cost of geotextile fabric 1,424,369.06 Supply of geotextile from Dhangadi to Baitadi (Shreebhavar) 37,421.20 Grand total 186,976,420.34 Total cost per kilometer 7,641,047.01

Annex III DRILP Environmental Checklist

A. GENERAL SOCIO-ECONOMIC SITUATION OF THE INFLUENCE AREA1

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

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

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

1 Will be collected through Focus Group Discussion (FGD) within ZoI

2. Economic activities/main occupation Settlement Number of HH and Percentage of Population engaged in Code Agriculture Labour & Business/ Cottage GO/NGO Others & Livestock Porter Commerce Industry Employees (specify) A

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 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 B C D E F G H I J

Name of settlement: (b) Seasonal migration in search of work. Month No. of Total HH Destination Purpose Baisakh Jestha Ashad Shrawan Bhadra Ashwin Kartik Marga Poush Magh Falgun Chaitra

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 areas in map/sketch). S. N. Name of Area Description of Development Potential 1

B.2. Scope of the proposed linkage in view of promoting socio-economic development (communication, agricultural production, education and health). S. Sectors to get direct benefit Describe how it will benefit No. 1

C. HISTORIC AND CULTURAL RESOURCES WITHIN THE SETTLEMENT Type of Resource Name/specification Affecting Location from project activities Temples

Monuments

Others

Annex IV Public Notice

Annex V Deed of Enquiry (Muchulka)

Annex-VI

Name of the Organizations

Name of the Organizations (notice pasted and deed of inquiry obtained)

SN. Name of organization Address Remarks 1 District Technical Office Baitadi, Dasharath Chand Municipality-1 2 Dashrath Chand Municipality Office Baitadi, Dasharath Chand Municipality-1 3 District Development Committee Office Baitadi, Dasharath Chand Municipality-1 4 District Administration Office Baitadi, Dasharath Chand Municipality-1 5 Office of Financial Controller Baitadi, Dasharath Chand Municipality-1 6 District Education Office Baitadi, Dasharath Chand Municipality-1 7 District Public Health Office Baitadi, Dasharath Chand Municipality-1 8 Sikharpur VDC Office Sikharpur VDC 9 Bhumiraj VDC Office Bhumiraj VDC 10 Kailash Primary School Bhumiraj-9, Deulad 11 Bhumiraj Primary School Bhumiraj-3, Dhole 12 Bhumiraj Secondary School Bhumiraj VDC, Kafaldhunga 13 Shree Galinath Lower Secondary School Kotila VDC, Badgaun 14 Kotila VDC Office Kotila VDC 15 Kotila Sub Health Post Kotila VDC 16 Malladehi VDC Office Malladehi VDC 17 Shree Ratna Secondary School, Ratanpur Malladehi VDC 18 Malladehi Sub Health Post Malladehi VDC 19 Shree Dilashaini Lower Secondary School Malladehi VDC 20 Hat VDC Office Hat VDC 21 Dileshwori Higher Secondary School Hat VDC 22 Purchaudi Hat Health Post Hat VDC 23 Shree Birendra Higher Secondary School Dasharath Chand Municipality-1, Shahilek Source: Field Survey, 2007

Annex VII List of persons consulted

List of persons consulted SN Name Designation Address 1 Mr. Arjun Kumar Thapa LDO DDC, Baitadi 2 Mr. Khem Raj Bista Planning Officer DDC, Baitadi 3 Mr. Ram Kumar Shrestha District Engineer DTO, Baitadi 4 Mr. Amul Basnet Engineer DPO, Baitadi 5 Mr. Rabindra Tandukar Engineer DISC, Baitadi 6 Mr. Nabin Chandra Pandey Programme Officer DDC, Baitadi 7 Ms. Neela Bam SMC DISC, Baitadi 8 Mr. Rajendra Deshar Sub-Engineer DISC, Baitadi 9 Mr. Akhiles Karna Sub-Engineer DISC, Baitadi 10 Ms. Sunita Bhandari SM DISC, Baitadi 11 Ms. Bhagrathi Bohara SM DISC, Baitadi 12 Mr. Raghi Dhanuk Member VWRCC Bhumiraj VDC 13 Mr. Bal Bahadur Bohara Enumerator Malladehi VDC 14 Ms. Reena Kumari Dhanuk Enumerator Bhumiraj VDC 15 Mr. Dambar Bahadur Dhanuk Enumerator Kotila VDC 16 Mr. Narasinha Bohara Teacher Sikharpur-3,Dhole 17 Mr. Lal Bahadur Bohara Businessman Sikharpur-3,Dhole 18 Mr. Mahabir Bohara Businessman Sikharpur-3,Dhole 19 Mr. Chakra Bahadur Khadayat Farmer Bhumiraj-8, Khadayat gaun 20 Mr. Jawa Awasthi Businessman Bhumiraj-1, Kafaldhunga 21 Mr. Shiva Lal Saund Teacher Bhumiraj Sec. School, Kafaldunga 22 Mr. Dhana Bahadur Saund Farmer Bhumiraj-3, Naina 23 Mr. Narendra Saund Businessman Bhumiraj-4, Kuyeligaun 24 Mr. Bal Dev Saund Student Hat, Baitadi 25 Mr. Karan Bahadur Saund Businessman Bhumiraj-5, Titkali 26 Mr. Ammar Bahadur Bista Businessman Bhumiraj-7, Dhrudi 27 Mr. Nara Bahadur Bista Businessman Bhumiraj-7, Dhrudi 28 Mr. Dambar Bahadur Bista Businessman Rauleshowr Pali-5, Baitadi 29 Mr. Birendra Dhanuk Chairperson Beureshowar Community Organization, Bhumiraj-9 30 Mr. Bishnu Datta Joshi Teacher Dileshwori Higher Secondary School, Hat VDC 31 Mr. Thagendra Singha Bohara Businessman Dadimbata-4, Hat VDC 32 Mr. Krishna Bahadur Bohara Principal Dilashaini Lower Secondary School, Malladehi VDC 33 Mr. Ram Bahadur Dhanuk Ex Ward President Malladehi-9, Upargaun 34 Mr. Min Bahadur Bam Headmaster Ratna Primary School, Ratnapur, Malladehi, VDC 35 Mr. Gopal Saud Ex Vice President VDC, Malladehi-3, Danapur 36 Mr. Gode Luhar Farmer Kotila-8, Aerigaun 37 Mr. Moti Ram Yer Farmer Kotila-7, Yerigaun 38 Mr. Ujwol Singha Ratoki Vice President Kotila-6, Ratoka 39 Mr. Padam Bahadur Bista Farmer Kotila-5, Kotila 41 Mr. Shiva Dutta Joshi Farmer Kotila-3, Patgaun 42 Mr. Uttam Air Farmer Kotila-3, Manabasti 43 Mr. Sere Luhar Farmer Kotila-1, Bhawane Source: Field Survey, 2007

Annex VIII Recommendation Letters from VDCs

ANNEX IX

IX a. Distribution of households by major occupation IXb. Summary of public services & infrastructures IXc. Land holding pattern of settlements within ZoI IXd. Number of households belonging to different food security category

IXa. Distribution of households by major occupation Settlement Number of HH in Name Agricultur Labour & Business/ Cottage Employees Others e & Porter Commerce Industry (specify) Livestock Dhole 110 104 2 - 4 - Rapana 136 118 5 - 6 7 Khadayat Gaun 76 68 3 - 3 2 Mankali 54 50 2 - 0 2 Kafal Dhunga 50 43 1 - 3 - Mudeli 45 33 5 - 7 - Maina 45 41 1 - 2 1 Kuyeli Gaun 80 70 4 - 6 - Tirkali 90 69 10 - 1 - Dharudi 85 70 11 - 4 - Bhawane 60 44 2 - 14 - Salleli Gaun 42 42 0 - 0 - Manhasti - - Patgaun 124 111 0 13 Airadi 118 109 0 - 9 - Kotila 75 71 1 - 3 - Ratoka 50 10 15 - 25 - Aeri Gaun 31 31 0 - 0 - Aeri Gaun 2 2 0 - 0 - Awasthi Gaun 75 51 1 - 23 - Malladehi 150 138 5 - 7 - Babida 80 72 1 - 7 - Upar Gaun 50 38 3 - 9 - Kot, Khetali 65 45 10 - 10 - Nwaghar 94 76 3 - 15 - Garkha 38 30 2 - 6 - Serisalla 30 22 0 - 8 - Dandpur 84 75 4 - 5 - Lamani 107 90 5 - 12 - Dadimbot 40 30 2 - 8 - Dandakot 36 28 2 - 6 - Total 2122 1781 100 0 216 12 Source: Field survey, 2007

IX b. Summary of public services and infrastructures according to settlement

) no ( ost p Communication (no) (no) Hydro power (no) Solar Shops/lodge (no) Water supply (no) Irrigation ( area ha) Mill (no) Bridge (no) Community organization (no) Fin. Institution(no) (no) use Community Industry (no) Settlement Name/ Public services and Infrastructure School (no) Health Dhole 1 - 2 - 5 2 - - 1 - - 1 1 - Rapana 2 - 1 - 1 5 8 5 2 - 4 1 - - Khadayat Gaun - 1 - - - 3 5 8 3 1 1 - 1 - Mankali - - - - 1 2 1 - 1 - - 1 - - Kafal Dhunga 1 - - - - 1 1 4 2 - 1 1 2 - Mudeli 1 - - - 1 5 5 4 2 1 1 2 1 - Maina - - - - - 1 12 6 2 - 1 2 - - Kuyeli Gaun 1 - - - 2 4 11 5 2 1 1 1 - - Tirkali 1 - - - - 10 2 1 2 - 1 1 1 - Dharudi 1 - - - - 11 1 - 2 - 1 2 - - Bhawane 1 1 1 - 1 5 7 20 2 2 - - - 1 Salleli Gaun 1 - - - - 2 2 ------Manhasti 1 - - - - 7 10 10 1 - - - - - Patgaun Airadi 2 - - - - 6 16 50 1 - - - - - Kotila 1 - - 1 - 3 1 60 1 1 - - - - Ratoka - - - 1 - 9 - 200 1 1 - - 1 1 Aeri Gaun - - - - - 2 2 10 5 - - - - - Aeri Gaun ------1 2 ------Awasthi Gaun 1 - - - 1 6 2 10 2 - - - 1 - Malladehi 1 - 1 - 4 7 14 2.5 - - 1 - - - Babida 8 - - - 2 7 3 50 - - 8 - - - Upar Gaun 9 1 - - 1 9 9 50 - 1 9 - 1 2 Kot, Khetali - - - 1 6 6 16 100 ------Nwaghar 7 - 1 1 - 4 14 150 - 1 - - - - Garkha ------5 75 - - 2 - - - Serisalla 5 - - 1 2 3 2 100 ------Dandpur 3 - 2 - 2 3 8 2.5 - - 3 - - - Lamani 4 - - 1 2 7 19 250 - 1 4 - - - Dadimbot 1 1 1 1 - 2 8 150 5 - - - 1 - Dandakot - - 1 1 - 5 5 150 3 1 - - - - Total 53 4 10 7 31 137 190 1475 40 11 38 12 10 4 Source: Field survey, 2007

IX c. Land holding pattern of settlements within ZoI Settlement Number of HH Name Landless 50 ropani ropani ropani ropani ropani Dhole - 2 5 20 50 33 - Rapana - 17 10 15 94 - Khadayat Gaun - - - 24 52 - - Mankali - 40 4 10 - - - Kafal Dhunga - 15 25 10 - - - Mudeli - - - 2 15 28 - Maina - - 10 8 7 20 - Kuyeli Gaun - - 5 15 23 37 - Tirkali - 30 50 10 - - - Dharudi - 3 50 32 - - - Bhawane - - 30 30 - - - Salleli Gaun - - 42 - - - - Manhasti Patgaun - 1 10 60 53 - - Airadi - - 20 93 5 - - Kotila 1 1 65 8 - - Ratoka 2 5 10 10 10 13 - Aeri Gaun - - 29 2 - - - Aeri Gaun - - 2 - - - - Awasthi Gaun 2 12 61 - - - - Malladehi - 17 83 50 - - - Babida - - 4 16 60 - - Upar Gaun - 7 25 15 3 - - Kot, Khetali - 3 35 20 7 - - Nwaghar - 35 55 4 - - - Garkha - 2 26 10 - - - Serisalla - 8 22 - - - - Dandpur - - 54 30 - - - Lamani - - 55 50 2 - - Dadimbot - 4 31 5 - - - Dandakot - 3 29 4 - - - Total 5 205 847 553 381 131 0 Source: Field survey, 2007

IX d. Number of Households Belonging to Different Food Security Category Settlement Surplus Sufficient for Sufficient for Sufficient Less than Name whole year 3-9 months for three three months months Dhole - 10 35 65 - Rapana - - 50 50 36 Khadayat Gaun - - 6 38 32 Mankali - - - 10 44 Kafal Dhunga - - - 15 35 Mudeli - 12 20 5 8 Maina - - 15 20 10 Kuyeli Gaun - 2 8 48 22 Tirkali - - 30 40 20 Dharudi - - 8 20 57 Bhawane - - 15 45 - Salleli Gaun - - - 12 30 Manhasti Patgaun - 7 75 24 18 Airadi - 25 40 35 18 Kotila - - 30 30 15 Ratoka - 13 10 10 17 Aeri Gaun - - 5 26 - Aeri Gaun - - 2 - Awasthi Gaun - - 30 30 15 Malladehi - 5 45 100 - Babida - - - 40 36 Upar Gaun 4 5 15 20 10 Kot, Khetali - 10 25 20 10 Nwaghar - 4 55 25 10 Garkha - 8 20 8 2 Serisalla - - - 5 25 Dandpur - 4 50 30 - Lamani - 3 20 80 4 Dadimbot - - 2 28 10 Dandakot - - 3 25 8 Total 4 108 614 904 492 Source: Field survey, 2007

ANNEX X List of trees to be removed

List of trees to be removed Total SN. Common name Scientific name number Volume(cum Cost (NRs) 1 Aaru Prunus persica 16 Fruit Tree 18000 2 Alubokhara Prunus communus 4 Fruit Tree 5000 3 Amla Emblica officinalis 1 0.008 30 4 Angeri Lyonia ovalifolia 46 2.751 18092 5 Apple Malus domestica 3 Fruit Tree 4500 6 Baajh Quercus leucotricophora 756 5.248 157240 7 Baish Salix spp. 12 0.788 2290 8 Bamboo Dendrocalmus strictus 547 3829 9 Banana Musa paradisiaca. 396 Fruit Tree 118800 10 Bhimal Grewia oppositiafolia 14 1.115 2210 11 Chilaune Schima wallichii 42 0.749 6214 12 Chiuri Aesandra butyracea 2 0.438 888 13 Dadim Punica granatum 35 Fruit Tree 26250 14 Dalchini Cinnamomum tamale 2 0.035 2094 15 Dallo Cedrila serrata 50 2.999 9128 16 Dudhilo Ficus nerifolia 29 1.176 3930 17 Falat Quercus lamellosa 42 0.532 5486 18 Jamun Syzigim cumini 3 0.489 918 19 Jayamir Citrus spp 1 Fruit Tree 1000 20 Kagati Citrus lemon 5 Fruit Tree 5500 21 Kaphal Myrica esculenta 62 4.496 13040 22 Katus Castonopis indica 125 0.555 15134 23 Kaulo Machilvs odoratissima 25 1.484 6322 24 Khadak Celtis australis 78 16.594 37024 25 Khanyo Ficus semicordata 7 0.402 898 26 Kharasu Quercus semicarpifolia 65 1.098 5602 27 Kimbu Morus alba 7 1.637 3094 28 Koiralo Bahunia variegata 16 0.161 1132 29 Lahare pipal Populas ciliata 9 1.17 1864 30 Laligunrash Rhododendron arboreum 50 5.723 19196 31 Mausam Citrus sps 27 Fruit Tree 20250 32 Mel Pyrus pashia 249 8.815 30384 33 Nibuwa (Chukh) Citrus medica 9 Fruit Tree 15750 34 Nim Azadirachta indica 1 0.563 772 35 Ningalo Drepanostachyum spp. 50 50 36 Okhar Juglans regia 61 2.491 77268 37 Orange Citrus chyracarpa 104 Fruit Tree 260000 38 Paiyaun Prunus cerisoides 85 11.195 19586 39 Pangar Aesculus indica 44 1.193 23896 40 Pear Pyrus communis 3 Fruit Tree 3750 41 Ritha Sapindus mukorossi 4 0.269 468 42 Salla Pinus roxburghii 173 17.195 28902 43 Simal Bombax ceiba 3 1.281 1744 44 Timalo Ficus roxburghii 24 1.562 3192 45 Tooni Toona ciliata 58 15.29 23486 46 Utish Alnus nepalensis 476 48.908 86854 47 Others 149 6.483 22192 Total 3,970 164.993 1,113,249 Source: Field Survey, 2007

Annex XI Minimisation of slope cutting and preservation of vegetative cover

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

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

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

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

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

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

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

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

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

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

Annex XII Photographs

Starting point of Shreebhabar-Hat road at Dholyamod Kot village along Shreebhabar-Hat road

Existing Shreebhabar-Hat road near Dholedhar Rithapahiro (landslide zone) at south of Jugedhunga below road alignment

Dilasaini Bhagawati temple at Malladehi, above the road Khadikhet, end point of Shreebhabar-Hat road alignment