. >.><v.- Government of Mizoram Public Works Department RP77 Volume1 Public Disclosure Authorized Public Disclosure Authorized Resettent and P * Developmenti FILEPlan (Phaae41)COPY~~~~~~ ;V.~~~~~~~~~~~~~~~~~~~~~~~~~4 - -~ - _: ~Iumul~Main Report Public Disclosure Authorized Public Disclosure Authorized Revisedby Lea AssociatesSouth Asia Pvt. Ltd. (OriginalDocument by ICT,CES, LBI) PREFACE The Mizoram State Roads Project includesaugmentation of the capacityand structural upgradation of selected road network in the state. A total of 185.71km roads will be improved/upgraded,and major maintenanceworks will be carriedout on 518.615kmroads, in 2 Phases.The project was prepared by the Project Co-ordinatingConsultants (PCC)1, on behalf of the PWD, Mizoram. As part of the project preparation, environmental/social assessmentswere carried out, as requiredby the World Bankand the Governmentof India. In accordanceto the requirementsof the World Bank,the environmental/socialassessments (and the outputs) had been subjectedto an IndependentReview. The independentreview 2 evaluated the EA processesand outputs in the project to verify that (a) the EA had been carried out without any bias or influencefrom the project proponentand/or the PCC,(b) the EA/SAhad been able to influenceplanning and design of the project; and (c) the outputs, especially the mitigation/managementmeasures identified in the EA/SA processes are adequatefor the project. The following documents(dated May 2001)were availablefor the Review: * Sectoral Environmental Assessment(SEA) for both phasesof the project (prepared at the feasibility stage of the project and the PhaseI of the project) e Detailed Environmental Assessments(EA) for the work programmein PhaseI of the Project, e Environmental Management Plan (EMP) for the improvement/upgradationworks in PhaseI. * Resettlement & Indigenous People's Development Plan (R&IPDP) for the improvement/upgradationworks in PhaseI. • Environmental and Social Management Plan (ESMP) for the major maintenance works in PhaseI. As part of the Independent Review,gaps and deficienciesin these base documents were identified. This report is partly an outcomeof the IndependentReview, closingthe gaps, as per the information/datasupplied by the PCCand supplementedby field investigationscarried during the Independent Review. This report took into consideration, the comments/observationsmade by the World Bankon the basedocuments. The recommendationsfrom the Independent Revieware incorporatedin the SEAand the other Phase I EA/SA reports (as well as in the Engineering Drawings, and the Contract Documents).All reports now are modified and structured as per the commentsfrom the IndependentReview. Note: The Data provided in the reports, unless specifically mentioned, are from the Base EA/SA Documents. PCCwas a consortiumof consultingfirms, led by Intercontinental Consultants and Technocrats Pvt. Ltd., India (ICT)and Consulting Engineering Services (India) (CES) in associationwith LouisBerger InternationalInc., USA(LBII). 2 TheIndependent Review was undertaken by MsLea Associates South Asia Pvt. Ltd. EXECUTIVE SUMMARY 1. THE PROJECT The Governmentof Mizoram is seeking a World Bank loan (WB Loan no. 4114 IN) available with the Governmentof India, for upgradationand maintenanceof the state road network. The project envisagesaugmentation of capacity and structural quality of the road network in the state of Mizoram. Based on the findings of the Startegic Option Study (SOS), the FeasibilityStudy and discussionsbetween the PWD and the World Bank, corridors have been identified as candidates for (a) improvement/upgradationand (b) major maintenance works. The corridorsthat have been identifiedfor improvementin two phasesof the project are listed in Table 1. Table 1: Work Programme PhaseI Phase11 Total Work RoadSection Length RoadSection Length Length ______________ ~~~~~~(kin) (kmn) (kmn) l PIA: Aizawl- Thenzawl- PIB: Buangpui- Lunglei 71.000 Works Buangpui(via Hmuifang) BPI: Aizawi Bypass 16.000 185.710 Sub-Total:Phase l 98.710 Sub-Total:Phase ll 87.000 Ml: Kawlkulh-Ngopa-Tuivai 96.625 M2: Kanhmun- Zamuang- 90.440 M4: Keitum-N.Vanlaiphai 45.780 Tuilulkawn Major M5: Lungsen- Chawngte 47.670 M6: Zobawk- Hualawng 31.000 Maintenance - 518.615 Works M7: Damdiai-Sialsuk 30.100 M15: Serchhip-Thenhlum 105.000 M9: Khawzawl- E.Lungdar 58.000 MIS: Selesih -Thuampui 14.000 Sub-Total:Phase I 278.175 Sub-Total:Phase ll 240.440 This report addressesthe Social Impacts and the R&R Issues along the Priority road' Aizawl - Thenzawl- Buangpui (via Hmuifang) to be implemented under PhaseI. For Phase II, a separate R&IPDP will be prepared (along with the detailed engineering designs). For the corridors to be taken up for major maintenance,no widening of the existing alignment is envisagedand the improvementsshall be restrictedwithin the existing road width. As no adversesocial impacts are envisaged due to the maintenanceworks, this part is not covered under the R&IPDP. However,a separateEnvironment and Social ManagementPlan (ESMP) has been prepared,that provides for a checklist to be filled by the contractor before initiating the civil works. This will enablethe project authoritiesto establishthat no one will be affected. In casethere is adverseimpact, then the provisionsof the R&IPDPwill be applicable. Revisedby Lea Associates October2001 (Original Documentby ICT, CES, LBiI) M7zoramState Roads Project - Phase I R&IPDP: Executive Summary 1.1 CURRENTSTATUS The project route (PlA) follows the existing alignmentsof the road for Aizawl-Buangpui section, except that in between Damdiai and Sialsuk, the route is on the existing alternative road via Hmuifang.The characteristicsof these road sectionsare presentedin Table 2. Table 2: Existing Characteristicsof the Project Alignment (PlA) Section Length Carriagewaywidth Formation Shoulders Aizawl- Damdiai 35km 3.5m paved 5.Om Absent or bad Damidiai- Sialsuk 30km l Unpaved(Jeepable) 4.Om Absent Sialsuk- Buangpui 35km 3.5m paved 5.Om Absentor bad There are 18 villages (19 settlements2 ) falling along the project road. The section between Damdiai-Sialsuk(via Hmuifang) passes through five main villages (Lungsai, Thiak, Sumsuih, Hmuifangand Chamring),and is popularly known as the "Five Villages Road". It is an unpaved jeepable road without shoulders and with no proper arrangementsfor drainage. The formation width does not generally exceed4m. With a beautiful scenicview to the west, clean air and a generallysalubrious climate, the route offers potential for developingtourism aroundthe area. 1.2 PROPOSEDIMPROVEMENTS The improvementworks envisagedfor the priority road (PlA) are: * Wideningof the roadto an intermediatelane carriageway (5.5m wide) with sidedrains and shoulders; * Construction/replacement/reconstruction3 of bridgesand culverts; * Constructionof retaining walls, breastwalls and other slope protectionworks; i Improvementof the roadgeometry and junctions wherever necessary; and, i Provisionof road signs and other road furniture required for making travel on these roads safe and comfortable. Carriageway and formation width The proposed development involves an intermediate lane carriageway (5.5m) with additional formation to accommodate shoulders and side drain. Providing 0.5m wide shoulders and 0.6m wide side drains, the project road would need a formation width of 7.lm. This formation width will also provide reasonably safe and adequate lateral clearances for the passing vehicles. A minimum formation width of 7.1m4 on the straight 2 VillageMaubuang has two settlements,Damdiai and Lungsai. 3 New culverts have beenadded wherever required. 4 Keepingin view the minimumformation width of 7.1m on straightsand a maximumof 8m on curvesof the project road, a COI of 8m was consideredfor assessingsocial impact causedby the proposedproject. However,all propertieswithin a conidor of 12mwidths had beencovered in the census. Revisedby Lea Associates If October2001 (OriginalDocument by ICT,CES, LBII) MizoramState RoadsProject - PhaseI R&JPDP.Executive Summary portion and a maximum of 8m near curves are proposedin the project. This formation width was also determinedto minimizeimpacts on the settlementsalong the project road. A typical crosssection proposed for the priority road has been presentedin Figure1. X ._ .. zt ` Figure 1: Typical CrossSection Proposedfor the Priority Road Realignment sections The improvementsproposed under the project are almost exclusivelyalong the existing alignment, except for some minor realignmentto avoid acquisitionof propertiesand for improvementof the road geometry. There are 25 suchshort realignmentsections. For each of the realignmentsections, a comparisonof the route options along the existing and realignment sections has been worked out as part of the feasibility study for the project. This comparison indicates that the alternative routes along the realignment sections (a) are shorter, (b) have better horizontal curvatures, (c) have better sight distances, and (d) are without any additional adverse social implications (or displacement).These alternative routes have therefore been selected over the existing routes. 2. R&R ISSUES IN THE PROJECT The project corridor between Aizawl and Buangpui via Hmuifang passes through 18 villages (19 settlements). With the non-availability of flat lands for the spread of settlements, the development of settlements is restricted to the transportation routes, with residential and commercialdevelopment just abutting the road (very close on the vailey side). As residential/commercialstructures