Environmental Assessment Report

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

Initial Environmental Examination Project Number: 30232 January 2008

NEP: Decentralized Rural Infrastructure and

Livelihoods Project

Prepared by [Author(s)]

[Firm]

[City, Country]

Prepared for [Executing Agency] [Implementing Agency]

Prepared by District Development Committee, Mugu for the Asian Development Bank (ADB).

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

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TABLE OF CONTENTS

ABBREVIATIONS....................................................................................................................................... IV

EXECUTIVE SUMMARY (NEPALI)…………………………………………………………………....VI

EXECUTIVE SUMMARY .......................................................................................................................... IX

SALIENT FEATURES............................................................................................................................... XII

1. 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 PROPOSAL: ...............................................................................................................................2 1.5 CONSTRUCTION APPROACH ................................................................................................................................3 1.6 OBJECTIVES .........................................................................................................................................................3 1.7 METHODOLOGY ADOPTED FOR IEE STUDY:........................................................................................................3

2. REVIEW OF RELATED POLICY, LEGISLATIONS, STANDARDS, GUIDELINES AND INSTITUTIONS.............................................................................................................................................. 7 3. EXISTING ENVIRONMENTAL CONDITION .............................................................................. 10

3.1 PHYSICAL ENVIRONMENT .................................................................................................................................10 3.2 BIOLOGICAL ENVIRONMENT .............................................................................................................................11 3.3 SOCIO-ECONOMIC AND CULTURAL ENVIRONMENT ..........................................................................................13

4. PROJECT ALTERNATIVES: ................................................................................................................ 17 4.1 PROJECT ALTERNATIVES:..................................................................................................................................17 4.2 ALTERNATIVE ROUTE: ......................................................................................................................................17 4.3 ALTERNATIVE DESIGN AND CONSTRUCTION APPROACH:..................................................................................18 4.4 ALTERNATIVE SCHEDULE & PROCESS:.............................................................................................................18 4.5 ALTERNATIVE RESOURCES: ..............................................................................................................................18 4.6 NO ACTION ALTERNATIVES: ..................................................................................................................................18

5. IDENTIFICATION AND ASSESSMENT OF IMPACTS............................................................... 19 5.1 BENEFICIAL IMPACTS ........................................................................................................................................19 5.2 ADVERSE IMPACTS ............................................................................................................................................21

6. MITIGATION MEASURES............................................................................................................... 27 6.1 BENEFIT AUGMENTATION MEASURES ..............................................................................................................27 6.2 ADVERSE IMPACTS MITIGATION MEASURES ....................................................................................................28

7.0 ENVIRONMENTAL MANAGEMENT PLAN ............................................................................ 32 7.1 INSTITUTIONS AND THEIR ROLES......................................................................................................................32 7.2 REPORTING AND DOCUMENTATION ..................................................................................................................33 7.3 ENVIRONMENTAL MANAGEMENT PLAN ..........................................................................................................33 7.4 MITIGATION COST .............................................................................................................................................36 7.5 ENVIRONMENTAL MONITORING........................................................................................................................37

8.0 CONCLUSION AND RECOMMENDATIONS ........................................................................... 42 8.1 CONCLUSION .....................................................................................................................................................42 8.2 RECOMMENDATION ...........................................................................................................................................42

9.1 MISCELLANEOUS ........................................................................................................................ 43

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List Of Tables

Table 1. 1 Project Activities Of The Proposed Gamgadhi - Talcha - Rara Road ................................... 2

Table 3.1: Types Of Soil Recorded By Survey Team During Field Study.............................................. 10

Table 3.2: Rivers And Kholsi In The Alignment....................................................................................... 11

Table 3.3 List Of Plant Species Recorded During The Field Survey ..................................................... 11

Table 3.4: Non Timber Forest Product Found In The Road Alignment And Project Area ................. 12

Table 3.5: Local & Scientific Name Of Some Mammals Found In Project Area. ................................. 12

Table 3.6: Local & Scientific Name Of Some Birds Found In Project Area. ......................................... 13

Table 3.7 Influenced Population And Households ................................................................................. 13

Table 3.8 General Characteristic Of The Vdc Along The Alignment Within ZoI................................ 13

Table 3.9: The Alignment Access To School &Campus ........................................................................... 14

Table 3.10: Vdc Wise Food Sufficiency For Influenced Household ......................................................... 15

Table 5.1. Evaluation Of Identified Environmental Impacts.................................................................. 25

Table 7.1 Framework Of Implementing Environmental Management Plan ....................................... 34

Table 7.2. Cost Estimate For Environmental Enhancement And Mitigation Measures ....................... 37

Table 7.3 Environmental Monitoring Cost............................................................................................... 38

Table 7.4 Framework For Monitoring Environmental Issues ................................................................ 40 LIST OF FIGURE

Figure 7.1 Environmental Management Organization Structure ............................................................ 33 ANNEXES Annex I Terms of Reference for IEE study

Annex II Summary of the Consultations & Meetings

Annex III Deed of enquiry (muchulka)

Annex IV Notices Published & Pasted

Annex V Recommendation letters from the concerned VDCs or Municipality

Annex VI Photographs, Checklists, Questionnaires, Maps etc.

Map-1: Map of Nepal showing sub project district

Map-2: Map of Mugu district showing Sub project

Map-3: Topographical map of Gamgadhi – Talcha – Rara Road sub project

Annex VII List of Persons and institutions consulted.

Annex VIII Abstract of cost

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ABBREVIATIONS

ADB Asian Development Bank AP Affected Person BG Building Group Ch Chainage CBO Community Based Organization CDC Compensation Determination Committee CEA Country Environmental Analysis CF Community Forest CFUG Community Forest Users Group CISC Central Implementation Support

Consultants CITES Convention on International Trade in

Endangered Species of Flora and Fauna DADO District Agriculture Development Office DDC District Development Committee DFO District Forest Office/Officer DG Director General DISC District Implementation Support

Consultants DIT District Implementation Team DoLIDAR Department of Local

Infrastructure Development and Agricultural Roads

DPO District Project Office DRCC District Road Coordination Committee DSCO District Soil Conservation Office DTO District Technical Office DRILP Decentralized Rural Infrastructure and

Livelihood Project DTMP District Transport Master Plan EA Environmental Assistant/Assessment EAS Environmental Assessment Specialist EIA Environmental Impact Assessment EMP Environmental Management Plan EMS Environmental Management Section EPA Environmental Protection Act EPR Environmental Protection Rules ESD Environment Screening Document FGD Focus Group Discussion GoN Government of Nepal GIS Geographical Information System Ha Hectare Hh Household IEE Initial Environmental Examination Km Kilometer LDO Local Development Officer LEP Labour based, environment friendly and

participatory LRMP Land Resource Management Project M meter MoPE Ministry of Population and Environment MoEST Ministry of Environment, Science and

Technology Ml Milliliter

MLD Ministry of Local Development NGO Non-Governmental Organization NRs Nepali Rupees NTFPs Non timber forest products OP Operational Plan PAM Project Administrative Memorandum PCU Project Coordination Unit RES Rapid Environmental Screening RIDP Rural Infrastructure Development Project RP Resettlement Plan RS Resettlement Survey SF Social Funding SA Social Appraisal SDC Swiss Agency for Development and

Cooperation SM Social Mobilizer SMC Social Mobilization Coordinator TA Technical Assistance ToR Terms of Reference TWS Technical Walkover Survey VDC Village Development Committee VWRCC Village Works and Road

Construction Committee ZoI Zone of Influence NGO Non-Governmental Organization NRs Nepali Rupees NTFPs Non timber forest products OP Operational Plan PAM Project Administrative Memorandum PCU Project Coordination Unit RES Rapid Environmental Screening RIDP Rural Infrastructure Development Project RL Reduced Level RS Resettlement Survey SA Social Appraisal SMC Social Mobilization Coordinator SDC Swiss Agency for Development and Cooperation SM Social Mobilizer TA Technical Assistance ToR Terms of Reference TWS Technical Walkover Survey VDC Village Development Committee

VWRCC Village Works and Road Construction Committee

ZoI Zone of Influence

vi

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vii

;8s ;+rfng x'Fbf Jofkf/ Joj;fodf j[l4 x'g hfg]5 . udu9L ,sfsL{jf8f, tnLt'df, 5]tnjf8f , tNrf r]ofgf, ;'kfsf]6, d}tL9f8f, 5of/L ,;Nn]/L , /f/f ,/fjf cflb al:tx?df Jofkf/ If]qsf] ljsf; eO{ oxfFsf afl;Gbfx?sf] hLjg :t/df ;'wf/ x'g hfg]5 . o;sf ;fy} ahf/ If]qsf] ljsf;n] ubf{ hUufsf] d"Nodf ;d]t j[l4 x'g hfg]5 . gsf/fTds k|efjM ;8s lgdf{0f ubf{ ef}lts jftfj/0fdf kg]{ gsf/fTds k|efjx?df e"–:jfdLTjsf] k|of]udf jbnfj, le/fnf] hUufdf klx/f] hfg], jfo" tyf kfgLdf k|b"if0f, vg]sf] df6f] kmflnbf kg]{ k|efjx? d'Vo 5g\ . o;} k|sf/ h}ljs k|efj cGt/ut )=@%^% x]S6/ jg gf]S;fgL x'g'sf] ;fy} jGohGt'sf] a;f]jf;df cK7\of/f] kg{ hfg]5 . hDdf !() ?vx? / @ j6f afF; x6fOg]5g\ . ;8s ;+rfngsf] bf}/fg ef}lts jftfj/0fdf kg]{ gsf/fTds c;/x?df le/fnf]kgsf] :yfloTj / o;sf] Joj:yfkg, jfo' tyf WjgL k|b'if0f tyf ;8s ;'/Iffsf ;d:ofx? kb{5g\ . o;} k|sf/ h}ljs k|efjdf jGo >f]t 36\g', jGo hGt'x?nfO{ cK7]/f] kg'{ eg] ;fdflhs tyf cfly{s k|efjx?df gofF j:tL / ahf/sf] cJojl:yt lj:tf/, ;fdflhs Jojxf/df kl/jt{g cflb kb{5g\ . dfgj hLjgdf k|efj o; cfof]hgfaf6 oftfoftdf ;xh, ;'/lIft / ;du|df ;lhnf] tj/af6 ;'ljwf k|bfg u/fpg]5 . oftfoft ;'ljwfsf sf/0f :yfgLo ;j{;fwf/0fsf] kFx'r / jhf/ Joj:yfkg x'g]5 / To; u|fdL0f If]qsf] pTkfbsTjdf a[l4 x'g]5 . jfo" tyf WjgL k|b'if0f ;8s lgdf{0fsf] lqmofsnfkn] ubf{ jfo' tyf WjgL k|b'if0fdf k|ToIf k|efj kb{5 . h;sf] sf/0fn] dfgj hLjgdf s]xL ;d:of b]vfkg]{ 5 . ;8s b'3{6gf k|:tfljt ;8ssf] pkof]usf] qmddf cGo cfof]hgfx?df em} Toxf b'3{6gf x'g] vt/f x'G5 h;sf sf/0f dfgjhLjgdf gsf/fTds k|efj kg]{5 . ;8s 5]pdf a;f]af; a[l4 ;8s lgdf{0f kZrft vf; u/]/ ;8s jl/kl/ j:tLx? / ljsf;sf ultljlw a9\g]5 . lsgf/fdf oL gofF a:tLsf] k|efjnfO{ gsfg{ ;lsb}g h;sf sf/0f c;'/lIft tyf b'3{6gf a9\bf]x'g]5 . ef}uf]lns ;|f]tx? o; cfof]hgdf s]xL v]lthGo e"ld kb{5 . o;n] ubf{ vfBfGg pTkfbgdf / hLljsf]kfh{gdf ;fy} s]xL 3/w'/LnfO{ gs/fTds k|efj kfg]{ b]lvG5 . v]ltof]Uo hldg / 36\g] x'bf pTkfbgdf klg x|f; Nofpg] b]lvPsf] 5 . jg tyf aGohGt' c;/ k|:tfljt ;8s agh+un / v]ltof]Uo hldg eP/ hfg] x'gfn] lgdf{0fsf] cjlwdf o;n] agljgfz tyf s[lif e"ldsf] gi6 ub{5 . km8fgL ul/g] jgIf]q ;fd'bflos jg If]qdf kg]{ 5 . oL ?vx? km8fgLsf] nflu km8fgLk"j{ ljBdfg lgodcg';f/ :jLs[lt lng'kg]{x'G5 . :yfgLo ;DklQ / k'FhLsf] cjqmd d'Votof o; cfof]hgfn] :yfgLo ;|f]tsf] s]xL xb;Dd ljgfz u/fpg]5 . o; cfof]hgfn] jgh+un , jGohGt' / s[lif of]Uo hldg dfly gsf/fTds c;/ kfg]{ ;+efjgf b]lvG5 . o;n] agljgfzsf] sf/0f jGohGt'sf] hLjg :t/df afwf pTkGg u/fpg] ;+efjgfsf] ;fy;fydf k|fs[lts ;'Gb/tfdf klg s]xL afwf pTkGg x'g] b]lvG5 . Go"gLs/0fsf pkfox? k|:tfljt cfof]hgfn] :yfgLo jftfj/0fdf kfg]{ k|efjnfO{ Go"gLs/0fug{sf nflu plrt k|sf/sf] af6f]sf] 5gf}6], plrt k|sf/sf] ;e]{ tyf l8hfOgx? lgdf{0f k"j{ r/0fdf cjnDag ul/Psf] 5 . k|:tfljt ;8s ;e]{If0f tyf l8hfOg æxl/t ;8s lalwÆ cg'?k ul/Psf] 5 . af6f]sf] 5gf}6 tyf ;e]{ ubf{ oyf;Dea 3/, uf]7, ;fa{hlgs

viii

k"af{wf/x?, v]lt of]Uo hldg, jgh+un tyf wfld{s, ;f+:s[lts Pa+ P]ltxfl;s :ynx?nfO{ 5nfO{ af6f] nfg] k|of; ul/Psf] 5 . lgdf{0f cjlwdf kg]{ k|efjnfO{ Go'gLs/0f ug{{ af6f] vGbf lg:sg] df6f]nfO{ plrt tl/sfn] Joj:yfkg, hldgsf] l:y/tfsf] nflu cfjZos Joj:yf h:t} ;fwf/0f kvf{n nufpg], la?jfx? /f]kL cfjZos 6]jfx?lbg], ;8s lgdf{0fsf] s||ddf lj:yflkt kl/jf/nfO{ k'gM Joj:yfkg ug]{ plrt Joj:yf, ;8sdf 9nsf] plrt Joj:yf ug]{ / cfjZos :yfgdf a[Iff/f]k0f tyf jgsf] plrt ;+/If0f, vfgL tyf lgdf{0f ;fdfu|L lgsfNg] vfN8f]x?sf] nflu pko'Qm :yfgsf] 5gf}6, k|fs[lts axfjsf] ;+/If0f, le/fnf] tyf e"Ifo x'g;Sg] If]qsf] ;+/If0f cflbsf] nflu l;kml/; ul/Psf] 5 . ef}lts ;]jf tyf ;'lawfx?, xfjf, kfgLsf] u'0f:t/ / WjgLsf] dfqfnfO{ oyfjt /fVg] k|lta4tf hfx]/ x'g' kb{5 . ;8s alg;s] kl5 klg ;8s 5]pdf hyfefjL clts|d0f /f]Sg / klx/f]sf] vt/f, xfjf , kfgL k|b'if0f tyf WjgLsf] dfqfnfO{ 36fpFgsfnflu lhla; tyf ufpF lasf; ;ldlt -ufla;_ x?nfO{ ;8s 5]psf a:tLx?sf] ufDeLo{tfnfO{ cg'udg ul/ To;nfO{ lgoGq0f ug{ ;xof]u Pj+ tflnd lbg' kb{5 . o; ;8ssf] lgdf{0fjf6 ;sf/fTds tyf gsf/fTds b'j} k|sf/sf k|efjx? kg]{ b]lvG5g\ . ;sf/fTds k|efj a9fpg] pkfox? tyf gsf/fTds k|efj Go"gLs/0f ug]{ pkfox?sf] k|efjsf/L sfof{Gjogn] ubf{ ;sf/fTds k|efj j9\g hfg'sf ;fy} gsf/fTds k|efj Go"g ug{ ;lsg] jf x6fpg ;lsg] 5g\ . k|efjx?sf] cf+sngsf] cfwf/df ;8s lgdf{0f tyf ;+rfng b'j} r/0fdf ;sf/fTds k|efj a9\g] pkfo / gsf/fTds k|efj 36fpg] pkfox? pNn]v ul/Psf 5g\ .

Jfftfj/0fLo Aoa:yfkg of]hgfM ;sf/fTds c;/x?nfO{ a9fpg] / gsf/fTds c;/x?nfO{ 36fpg jftfj/0fLo Aoa:yfkg of]hgf Pp6f dxTjk"0f{ pkfo xf] . o;n] ubf{ cfjZosLo ;"rgfx? k|fKt eO{ k|efj Go"gLs/0fsf pkfox?sf] sfof{Gjogdf ;'wf/ ug{ ;lsG5 . o;sf] nflu lhNnf ljsf; ;ldlt -lh=lj=;=_, d'u'n] cg'udg k|0ffnLsf] ljsf; u/L jftfj/0fLo ;'wf/df cfkm\gf] k|ltj4tf b]vfpg] 5 . o; sfdsf] nflu lh=lj=;=nfO{ lhNnfdf /x]sf] of]hgf sfof{Gjog sfo{fno / lhNnf sfof{Gjog ;xof]u k/fdz{bftfx? / s]Gb|Lo sfof{Gjog ;xof]u k/fd{zbftfn] ;xof]u k'¥ofpg] 5g\ .

lgisif{ tyf ;'emfjx?M udu9L –tfNrf – /f/f ;8s v08sf] k|f/lDes jftfj/0fLo k/LIf0f k|ltj]bgn] ;sf/fTds k|efjx? gsf/fTds k|efjsf] t'ngfdf j9L dxTjk"0f{ /x]sf] / nfdf] ;do;Dd /xg] tyf gsf/fTds k|efjx? Go"gLs/0f ug{ ;lsg] s'/f b]vfpF5, o; sf/0f of] ;8s pk–cfof]hgfsf] :jLs[tLsf] nflu k|f/lDes jftfj/0fLo k/LIf0f k|of{Kt /x]sf] 5 . k|efjx?sf] Go"gLs/0f / ;+nUg jftfj/0fLo cg'udg of]hgf sfof{Gjog u/L k|:tfljt pkcfof]hgf sfof{Gjogsf] nflu l;kmfl/; ul/G5 . ;8s lgdf{0f ubf{ k|efljt JolQmx?sf] ;DklQsf] IftLk"tL{ ug{ k'gjf{; of]hgsf] cfjZostf kg]{5 .

ix

EXECUTIVE SUMMARY

The proposed Gamgadhi – Talcha - Rara road lies in Mugu district of Mid Western Development region. The total length of the segment is 14 km. Construction of initial section of the road 8 Km (Gamgadhi – Talcha section) has started by DDC Mugu in 2059 B.S. The constructed width of the track is 2.50m upto Talituma and 1.50 m from Talituma to Talcha airport. Rehabilitation of initial 9 Km & new construction of remaining 5 Km is for 1st phase implementation of DRILP. The road starts from District headquarter, Gamgadhi and passes through Shreenagar, Kakibada and ends at Jhyari village of Pina VDC. The total project cost is is NRs. 99,029,372.67 and per km cost is NRs. 7,890,994.64

Gamgadhi, district headquarter of Mugu is connected with the other part of the district, Jumla & Bajura district by proposed Gamgadhi -Talcha – Rara road with proposed Rara – Chimadungri –Kalkandalek at Sinja of Jumla district. Similarly Bajura district with Kolti - Sukadhik proposed road. The proposed Gamgadhi -Talcha - Rara road is the shortest possible corridor to link the district headquarters. This road will save considerable travel time and improve income generation potentials, enhance commercial opportunities and improve market accessibility. Moreover, this road will also provide short term employment opportunity by engaging the rural poor people in the upgrading & new 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), Mugu is the executing agency at the district level under DRILP and the proponent of the Initial Environmental Examination (IEE) study for Gamgadhi – Talcha – Rara road sub-project. The main objective of the IEE study is to identify the impacts of physical, biological, socioeconomic and cultural environment of the sub-project area. The specific objectives of the proposed IEE study include to: • identify the major issues that may arise as a result of proposed works on bio-physical, socio-economic

and cultural environment of the project area, • recommend practical and site specific environmental mitigation and enhancement measures, prepare and

implement environmental monitoring plan for the sub-project, and • To make sure that IEE is sufficient for the proposed road sub-project. The findings and conclusions of the report are based on the analysis of the information collected from the field during March/April 2007 by undertaking a walk-through environmental survey along the proposed route and secondary information supplemented by information collected by the social and technical teams working on the resettlement survey and detail survey. Beneficial Impacts The development efforts particularly the development of transportation network will have multifold beneficial impacts. The immediate beneficial impacts from road development are apparent in the construction phase like there will be various employment opportunities (7,775 skilled and 155,507 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 Gamgadhi Bazar, Tali-Tuma, Patter Khola, Supakot Maitudanda, Talcha airport, Topla & Jhyari. In addition, construction of road will lead to appreciation of land values particularly near the market and settlement areas.

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Adverse Impacts The physical adverse impacts during construction will be due to change in land use, slope instability and air, dust and water pollution, quarry sites and spoil disposal. Similarly, biological impacts during construction will be loss of 0.2565 ha of forest area and disturbance to wildlife and bird habitat. Total 190 numbers of trees and two numbers of bamboos will be cleared. The adverse physical impacts during road operation are slope instability and management, air and noise pollution, road safety. Likewise, biological impacts are depletion of forest resources and disturbance to wildlife. Socioeconomic impacts are due to new settlement and market center development, change in social behavior etc.

Direct Impact on human life The proposed project will provide easy and safe mode of transportation. This will enhance the accessibility of the local people to the market centers. This will directly increase the productivity in rural area. Air and noise pollution Ambient air and noise quality will be degraded to some extent due to the construction activities. This may cause some irritation but will have insignificant impact on human life. Road Accident Once the road is brought under operation, there are likely chances of accidents. This will have some impact on human life. Ribbon Settlement After the completion of road construction, ribbon settlements are likely to develop along the roadside. This will have congestions and will tend to increase accidents. Land resources The proposed project will take away some cultivated land. This will have impacts on food production and livelihood of some households. The loss of production due to the loss of agricultural land brings an adverse impact. Impact on Wildlife & vegetation During the construction period, the proposed road alignment passes through forest area and requires clearing it. The forest, which is to be cleared, is community forest .Permission for clearing of trees has to be taken form concern authority Loss or degradation of local properties and assets Losses or damages of local properties will arise mainly in the form of forest clearance, disturbance on wild life habitat (to some extent), and loss of cultivated land. The proposed project will damage forest. The construction activities may disturb the wild life habitat. Similarly, the proposed project will damage other natural beauties. Mitigation Measures Different mitigation measures are suggested for the conservation of environment during different stages of the project. During pre- construction stage, the suggested mitigation measures include appropriate route selection and appropriate detailed survey and design the main construction has been the avoidance, as far as possible, of houses, animal's sheds, public infrastructure, farmland, forests, and religious, cultural and historical sites. Similarly during the construction stage, suggested measures are safe disposal of spoils, management of slope stability and erosion, appropriate management of quarrying and stockpile yards, protecting of vegetation and management of felled trees, rehabilitation of disrupted community infrastructures provision of adequate limiting activities near the wildlife habitat, provision of occupational health and safety and organization of skill training to local people.

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Similarly during Operation stage. The study recommends the site-specific protection of slopes at landslide and erosion affected sites, DDC and Village Development Committee (VDCs) should be facilitated and trained in monitoring and controlling the emergence of roadside settlements to avoid haphazard encroachment along the road alignment, and to minimize the risk of landslides and air (dust), water pollution and noise level. Site-specific mitigation measures should be identified during construction, together with assignment to responsibility for implementation. Impacts from the proposed road projects can be both beneficial as well as adverse. An effective implementation of benefit maximization measures and adverse impacts mitigation measures would optimize the benefits expected from the project and avoid/minimize the adverse impact from the project. Based on the impact assessment and identification, beneficial augmentation and adverse impact mitigation measures are presented in both constructions as well as in operation stage of the road.

Environmental Management Plan

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

Conclusion and Recommendation

The IEE study of the proposed Gamgadhi – Talcha - Rara 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 (only crops, trees, Structures) are properly compensated.

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SALIENT FEATURES 1. Name of the Project : Gamgadahi – Talcha- Rara Road Sub-Project 2. Location

2.1 Geographical Location 2.1.1 Start Point : Gamgadahi, Shreenagar VDC 2.1.2 End Point : Salleri (near Jhyari/Rara), Pina VDC

2.2 Geographical Features 2.2.1 Terrain : Hilly/Mountainous

2.2.2 Alignment : Valley & Hill 2.2.3 Altitude : 2266 m to 2980 m from MSL 2.2.4 Climate : Sub tropical to temperate 2.2.5 Soil : Boulder mixed soil (BMS), Medium Hard Rock (MHR),

Ordinary Soil (OS), Hard Rock (HR) etc. 3. Classification of road : District road & A Class Road 4. Length of road : 14.0 km 5. Standard of Pavement : Earthen Road 6. Design Speed : 20 Km/hr. 7. Traffic Forecast : 17 vehicles per day 8. Lane : Single 9. Major settlements

9.1 Major settlements : Shringar, Gamgadhi, Karkiwada, Chaitalwada, Talituma, Tuma, Supakot, Chaina , Maitudanda, Talcha, Jyari , Salleri .

9.2 No. of households : 1499 HH 9.3 VDCs along the road : Shringar, Karkibada , Pina

10. Cross-section 10.1 Right of Way : 10 m on either side of the road 10.2 Formation Width : 5.0m having 5% outward slope 10.3 Carriage Way : 4.0 m

11. Structures 11.1 Dry Stone Causeway : 25 no. 11.2 Retaining Structures

11.3.1. Dry Stone Wall : 2,423.02cum 11.3.2. Gabion wall : 12,057.50cum

11.3.3. Stone Pitching : 276.56 cum 11.3.4. Bioengineering : about 3 km in different 6 locations (Cost: NRs.4, 951,468.63)

12. Earthwork 12.1 Cutting : 102,707.31 cum 12.2 Filling : 49,219.63 cum

13. Project Cost 13.1 Net Cost (NRs.) : 99,029372.67 13.2 Costs per km. (NRs.) : 7,890,994.64 14. Employment Generation 14.1 Total Person Day 14.1.1 Skilled : 7,775 14.1.2 Unskilled : 155,517

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1. INTRODUCTION

1.1 Background: The Decentralised Rural Infrastructure and Livelihood Project is a project being implemented in 18 hilly districts (Taplejung, Solukhumbu, Okhaldhunga, and Ramechhap. Lamjung, Gorkha, Myagdi, Baglung, Mugu, Humla, Jajarkot, Jumla, Kalikot, Dolpa, Baitadi, Bajhang, Bajura, and Darchula) of Nepal that are among the poorest in the country and most affected by conflict. The project is being implemented with the loan financing of ADB and additional grant of SDC. The loan agreement was signed by GoN and ADB on 23 December 2004. The project is expected to be complete by 2011. The project through its components of (i) community development and rural livelihood restoration, (ii) capacity building and decentralised governance, (iii) rural transport infrastructure, and (iv) project management services aims to achieve improved access, improvement of livelihood of people in project area and reduce rural poverty. The main purpose of the project is to achieve sustainable increased access to economic and social services, and enhanced social and financial capital for people in the project area, particularly poor and disadvantaged groups. The Project will invest in small, community socio- economic infrastructure; and provide jobs, empower rural communities for development, increase institutional capacity and improve accountability and transparency. The Project through specific rural transport subprojects will also extend the network of improved rural transport infrastructure, consisting of roads, trails and pedestrian bridges. Labor-based, Environmentally friendly, and Participatory (LEP) approaches will ensure that the investment in construction and rehabilitation of infrastructure results in sustainable, improved access to economic and social services, and enhanced social and financial capital. Department of Local Infrastructure Development and Agricultural Roads (DoLIDAR) is the executing agency for DRILP supported sub-projects. The implementing arrangements are as follows: DoLIDAR has established a project coordination unit (PCU) in Kathmandu, headed by a project coordinator to coordinate all project activities. The PCU will be responsible for guiding and monitoring District Development Committees (DDCs) as they implement project components. At the district level, project implementation will be the responsibility of the District Project Office (DPO) within the District Technical Office (DTO) of each DDC. A local engineering consultant to cover technical issues, and a local Non-Government Organization (NGO) engaged for social mobilization and support for rural infrastructure building groups, will support the DPO as District Implementation Support Consultants (DISC). Overall back stopping support to the district will be provided by Central Implementation Support Consultants (CISC). 1.2 Relevancy of the proposal An IEE of the proposed road is necessary in order to assess the environmental consequences of the proposed Gamgadhi – Talcha - Rara road rehabilitation and construction activities, 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 rule 3 of Environmental Protection Regulation (EPR) 1997 (amended in 2007) as mentioned in schedule I. 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 Administration Memorandum (PAM) subject to prior review of an agreed sample of sub-project IEEs by ADB. DRILP falls under category B project where IEE is mandatory for all sub projects. Nepali legal provisions in essence satisfy ADB's requirements, however, ADB approval is also required if the project cost exceeds more than $ 30,000 per km according to Report and Recommendation of the President to the Board of Directors.

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This IEE report of Gamgadhi - Talcha - Rara Road sub-project in Mugu district is prepared based on the Terms of Reference (ToR) approved on 2064/2/29 by the Minister level decision of the Ministry of Local Development (MLD). The approved ToR is given in Annex 1. The findings and conclusions of the report are based on the analysis of the information collected during March/April 2007 from the field by undertaking a walk-through environmental survey along the proposed route (for which a checklist was used) and secondary information, supplemented by information collected by the social and technical teams working on the resettlement survey and detail survey. 1.3 Name and Address of the Proponent The District Development Committee (DDC), Mugu 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 Gamgadhi - Talcha - Rara road sub-project. Address: DDC, Mugu, Gamgadhi Phone number: 087-460181 Fax number : 087-460181 Consultant: JV of BDA/GOEC/GIDA/RCDC, Mugu (DISC) Ph. /Fax: 087460056, Mugu & 4783060, Kathmandu, Fax: 4781896 1.4 Description of proposal: The proposed Gamgadhi- Talcha - Rara road lies in Mugu district of Mid- Western Development region. Gamgadhi – Talcha – Rara road starts from district headquarters Gamgadhi. The reduced level of Gamgadhi is 2266 msl and end at Salleri, boundary line of Rara National Park & RL is 2980 msl. The main settlements at this segment are Gamgadhi Bazaar, Tali-Tuma, Patter Khola, Supakot Maitudanda, Talcha airport, Topla & Jhyari. The total length of the segment is about 14 km and the road is approx 2.50 wide Gamgadahi to Talituma and is approx 1.50 wide from Talituma upto Talcha Airport (8km). The alignment passes through forest area, cultivated land as well as barren. In between, the road passes through Srinagar, Karkibada & Pina VDCs. Settlements along the road are scattered. Market centre along the road are Gamgadhi Bazaar, Tali-Tuma, Talcha airport, Topla & Jhyari. The road width is 5m while the total length of proposed road section for rehabilitation is 9 km up to Talcha & new construction is 5 km from Talcha to Jhyari for 1st phase of DRILP Project. The description of the project works is given in the Table 1.1 and the location and alignment of the road is given in the Map 1 and 2. The project cost is given in Annex II. Table 1. 1 Project activities of the proposed Gamgadhi - Talcha - Rara road SN Road section Chainage Length (km) Descriptions Remarks 1 Gamgadhi -

Talcha 0+000 to 9+000

9.000 Rehabilitation Track opening with 1.5 to 2.5 m in width & remaining of Structural works

2 Talcha - Jhyari 9+000 to 14+000

5.000 New Construction

New Construction in First Phase of DRILP Project

Total 14.000 Gamgadhi, district headquarter of Mugu is connected with the other part of the country by Nagma -Sinja - Gamgadhi & Kolti - Sukadhik - Gamgadhi proposed road . The proposed Gamgadhi -Talcha - Rara road is the shortest possible corridor to link the district headquarter, Gamgadhi with the proposed nearest road head at Nagma of Jumla District & Kolti of Bajura District & Talcha airport. Direct beneficiaries of this road project will be the people of Shreenagar, Karkibada & Pina VDCs and indirect beneficiaries will be the people living in all remaining VDCs of Mugu district. This road will save considerable travel time and improve income generation potentials, enhance commercial opportunities and improve market accessibility. Moreover, this road will also provide short term employment opportunity by

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engaging the rural poor people in the upgrading & construction of the road. Such people based development efforts will reinstall economic activities in the area by creating long term employment and other opportunities. 1.5 Construction Approach This road will be constructed using the labour-based, environment-friendly and participatory (LEP) approach, the important features of which are:

Use of local people as labour, hand tools and small equipment, rather than heavy machinery, for construction.

Balancing cut and fill and reuse of excavated materials as construction materials, and thus not generating excess spoils, as far as possible.

Use of bio-engineering techniques: integrated use of vegetation, simple civil engineering structures and proper water management systems for slope protection.

1.6 Objectives The main objective of the IEE study is to identify the impacts of physical, biological, socio-economic and cultural environment of the sub-project area. The specific objectives of the proposed IEE study include to: identify the major issues that may arise as a result of proposed works on bio-physical, socio-economic

and cultural environment of the project area, recommend practical and site specific environmental mitigation and enhancement measures, prepare and

implement environmental monitoring plan for the sub-project, and Make sure that IEE is sufficient for the proposed road sub project.

1.7 Methodology adopted for IEE study: In order to meet the above objectives, primary and secondary information were generated through field studies, and literature review. The primary datas were collected employing the following techniques: PRA, focus group discussions, interactions with users' groups (e.g. Forest Users' Group, Water Users' Groups and others), field observation, and walkover along the proposed alignment. The trees along the alignment were measured and counted and their timber volumes were estimated, Secondary information were collected from various documents, reports, maps, designs and cost estimates. Socio- economic and cultural information were thoroughly edited, crosschecked and analysed. The likely Impacts (both positive and negative) were identified and/ or predicted by adopting the simple checklists and matrix methods had outlined in the DRILP environmental guidelines. Based on the likely impacts in terms of its magnitude, duration and extent, the suitable mitigation measures have been designed. Similarly, Environmental Monitoring Plans have been prepared taking into consideration the types of impacts and suggested mitigation measures. Following approach and methodology were adopted during the IEE report preparation. 1.7.1 Desk review The following steps were followed during the desk review: Collection and review of secondary information from various sources Initial interaction and consultation with the local community and district level stakeholders Delineation of geographical boundary of the influence area on the topographical map Preparation of project specific checklist

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

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Initial interaction and consultation with the local community and district level stakeholders During the IEE report preparation, Environmental Expert/Road Engineer, Social Coordinator of DISC team met, discussed and interacted with concerned staff of the Government of Nepal, DDC, VDCs in the district head quarter and teachers, community based organization member and knowledgeable key persons of surrounding areas within the Zone of Influence (ZoI). Delineation of geographical boundary of the influence area on the topo-map The geographical boundary of ZoI (one and half hours walk from the road or 5 km distance) was drawn on the topographical maps with the help of DISC Engineer, SMC and SM for collecting socioeconomic data for the IEE report. For the collection of environmental features related to biophysical environment, maximum 100 meter distance observable from the center of the road alignment was taken as an influence area. Preparation of project specific checklist A checklist was prepared to collect physical, biological, socio-economic and cultural environment related information in the field. This check list was based on APPROACH manual produced by DoLIDAR. In addition, ZoI household survey questionnaire was used to collect socio-economic information of the households. Similarly, household listing survey report was used for the listing of agricultural land, forest, trees, houses and other affected properties prepared during resettlement survey. 1.7.2 Field survey Field survey comprised of walkthrough survey, consultation with community, site inspection and observation. The road alignment from the starting point at Gamgadhi to end point at Rara was visited and observed. The following tools were used for the collection of primary data: Focus group discussion (FGD) - To conduct consultation with the local communities at different

settlements, FGD was organized with key informants and other knowledgeable persons. It was done to collect biological, socio-economic and cultural environment related information using a checklist

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

households within the ZoI. Household listing survey - Total enumeration was done for the listing of agricultural land, forest, trees,

houses and other affected properties. Stripe map - It was used during walkthrough survey to document environmental features according to

the chainage. Topographical map - It was used to show environmental features on the map during walkthrough

survey. Photographs - Necessary photographs were taken to show different environmental features.

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

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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 Based on the identified impacts their nature, extent and magnitude, the mitigation and monitoring prescriptions were developed. A realistic approach was applied for the application of the mitigation measures in the local context. Environmental management plan was developed to assess the effectiveness of the mitigation measures and implementation status. 1.7.5 Public consultation and disclosure In order to ensure the public involvement, the following procedures were followed during IEE report preparation: Publication of notice- a 15 days public notice was published on 14th of Asadha 2064 in the Gorkhapatra,

a national daily newspaper seeking written opinion from concerned VDCs, DDC, schools, health posts and related local organizations. A copy of the public notice was also affixed in the above mentioned organizations and deed of enquiry (muchulka) was collected.

Recommendation letters from Shreenagar, Karkibada & Pina VDCs were also obtained. IEE team also carried out interaction with local communities and related stakeholders during field

survey to collect the public concerns and suggestions. The opinions and suggestions received from concerned people/institutions were included in the IEE report.

Written responses from relevant stakeholders on the public notice were also reviewed and documented in the report.

Published notice, deed of enquiry (muchulka) and recommendation letter from VDCs are given in the Annex IV, V and VI respectively.

The IEE report will be accessible to interested parties and general public through information center of DDC Mugu and websites of ADB, DoLIDAR and DRILP.

1.7.6 The Final Report The IEE report was prepared by Environmental team of DISC support and submitted to DDC for review. After reviewing the final IEE report according to ToR, it will be submitted to MLD for approval. 1.7.7 Organization of the IEE Report The IEE report is organized as following: Table of Contents

Abbreviations

Executive Summary (Nepali)

Executive Summary

Salient Features of the Project

Section 1.0: Introduction

Section 2.0: Review of Related Policy, Legislations, Standards, Guidelines and Institutions

Section 3.0: Existing Environmental Conditions

Section 4.0: Project Alternatives

Section 5.0: Identification and Assessment of Impacts

Section 6.0: Mitigation Measures

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Section 7.0: Environmental Monitoring Plan

Section 8.0: Conclusion and Recommendation

Section 9.0: Miscellaneous

Annexes Annex I Terms of Reference for IEE study

Annex II Summary of the Consultations & Meetings

Annex III Deed of enquiry (muchulka)

Annex IV Notices Published & Pasted

Annex V Recommendation letters from the concerned VDCs or Municipality

Annex VI Photographs, Checklists, Questionnaires, Maps etc.

Map-1: Map of Nepal showing sub project district

Map-2: Map of Mugu district showing Sub project

Map-3: Topographical map of Gamgadhi – Talcha – Rara Road sub project

Annex VII List of Persons and institutions consulted.

Annex VIII Abstract of cost

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2. REVIEW OF RELATED POLICY, LEGISLATIONS, STANDARDS, GUIDELINES AND INSTITUTIONS

This section provides a brief review of GoN policies relating to environmental conservation and road development, important rules, regulations and other relevant legalizations and guidelines in this regard. 2.1 Environmental Protection Act (EPA) 1997 Environmental Protection Act (EPA) 1997and Environmental Protection Regulation (EPR) 1997 were enforced by the government which became effective with the enforcement of Environment Protection Regulations (EPR) in June 1997 and later its amendment in April 1999. The Act requires any development project, before implementation, to pass through environmental assessment, which may be either IEE or an EIA depending upon the location, type and size of the projects. The Act recognizes the interdependence between development and the environment and shows the concerns for minimizing the impacts of environmental degradation on people, animal, and plant species and their physical surroundings. The Act obliges the proponent to undertake IEE and EIA of proposal, plans or projects which may cause changes in existing environmental condition and authorizes then (MoPE) now MoEST) to clear all EIA and line ministries for IEE study. 2.2 Environmental Protection Regulation (EPR) 1997 (amendment, 1999) The EPR, 1997 obliges the proponent to inform the public on the contents of the proposal in order to ensure the participation of stakeholders. EPR contains the elaborative provisions on the process to be followed during the preparation and approval of projects requiring IEE and EIA including scoping document, terms of reference, information dissemination, public consultation and hearing and environmental monitoring and auditing. Article 12 of the EPR, requires the proponent to comply with the matters mentioned in the report and other conditions, if any, prescribed by the approving agency or concerned agency, while Rule 13 and 14 are related to environmental monitoring and environmental auditing. 2.3 Forest Act, 1993 The use of forestland for rural road project is subject to forest law and regulation. The road projects need to comply with the provisions of forest law when it requires the use of forestland for road construction. The Act requires decision makers to take account of all forest values, including environmental services and biodiversity, not just the production of timber and other commodities. The Forest Act, 1993 (amendment, 1998) contains several provisions to ensure the development, conservation, management and sustainable use of forest resources, based on an approved work plan. It also recognizes the importance of forests in maintaining a healthy environment. Sections 68 of the Forest Act, 1993 empowers the government in case of no alternatives, to provide parts of any types of forests for the implementation of a national priority plan with assurance that it does not adversely affect the environment significantly. Section 49 of the Act prohibits reclaiming lands, setting fires, grazing, removing or damaging forest products, felling trees or plants, wildlife hunting and extracting boulders, sand and soil from the national forest without prior approval. 2.4 Forest Rules, 1995 The Forest Rules, 1995 further elaborate legal measures for the conservation of forests and wildlife. Rule 65 of the Forest Regulation stipulates that in case the execution of any project having national priority in any forest area causes any loss or harm to any local individual or community, the proponent of the project itself shall bear the amount of compensation to be paid. Similarly the entire expenses required for the cutting and transporting the forest products in a forest area to be used by the approved project shall be borne by the proponent of the project. 2.5 National Park and Wildlife Conservation Act, 1973 The National Parks and Wildlife Conservation Act, 1973 addresses for conservation of ecologically valuable areas and indigenous wildlife. The Act prohibits any movement of a person without written permission within the parks and the reserves. The Act further prohibits wildlife hunting, construction of houses and huts, damage to plants and animals etc. within the park and reserve, without the written permission of the

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authorized person. The Act has also listed 26 species of mammals, 9 species of birds and 3 species of reptiles as protected wildlife. 2.6 Local Self Governance Act (1999) and Rules (2000) The Local Self Governance Act has been enacted to provide greater political, administrative and financial autonomy to local bodies and facilitate community participation at the local level. The Local Self Governance Act, 1999 empowers the local bodies for the conservation of soil, forest and other natural resources and implements environmental conservation activities. Sections 28 and 43 of the Act provide the Village Development Committee (VDC) a legal mandate to formulate and implement programs related to the protection of the environment during the formulation and implementation of the district level plan. 2.7 Land Acquisition Act, 1977 (amendment 1993) and Land Acquisition Rules, 1969 The Land Acquisition Act, 1977 and the Land Acquisition Rules, 1969 are the two main legal instruments that specify procedural matters of land acquisition and compensation. Government can acquire land at any place in any quantity by giving compensation pursuant to the Act for any public purposes or for operation of any development project initiated by government institutions. There is a provision of Compensation Determination Committee (CDC) chaired by Chief District Officer to determine compensation rates for affected properties. The Act also includes a provision for acquisition of land through negotiations. It states in clause 27 "not withstanding anything contained elsewhere in this Act, the Government may acquire any land for any purpose through negotiations with the concerned land owner. It shall not be necessary to comply with the procedure laid down in this act when acquiring land through negotiations." However, the Constitution of the Kingdom of Nepal, 1990 has provision for compensation to be paid to the individual if the state takes land for development purposes.

2.8 National Environmental Impact Assessment Guidelines, 1993 In order to integrate the environmental aspects in development projects and programs, the government has developed the National EIA Guidelines (1993). The guidelines provide guidance to project proponent on integrating environmental mitigation measures, particularly on the management of quarries, borrow pits, stockpiling of materials and spoil disposal, operation of the work camps, earthworks and slope stabilization, location of stone crushing plants, etc. 2.9 Approaches for the Development of Agricultural and Rural Roads, 1999 With respect to agriculture sector, roads and irrigation sub-sectors play an important role since these are directly related to agriculture. The rural roads that are termed as "Agricultural Road" link farms to market centers or to nearby strategic road. The existing rural road network, at present has a limited economic impact because of its low density. Therefore, among all the rural infrastructure development activities, rural road sub-sector is considered vital. The approach given in this manual is, therefore prepared in line with the poverty alleviation objectives and the decentralized participatory development concepts of the government. In addition of poverty alleviation objectives, this manual emphasizes labor based technology and environmental friendly, local resource oriented construction methods to be incorporated actively in rural infrastructure process. 2.10 Reference Manual for Environmental and Social Aspects of Integrated Road Development,

2003 This Manual is designed to help integrate social and environmental considerations, including public involvement strategies, with technical road construction practices. It suggests stepwise process of addressing environmental and social issues alongside the technical, financial and others. The main objective of the Manual is to assist in the effective implementation of environmental and social plans and actions, to advice and suggest appropriate methodologies to achieve sustainable development. The Manual recommends various environmental and social approaches, actions and strategies to assist developers in following mandatory requirements of the law and improving public involvement. 2.11 Green Roads in Nepal, Best Practices Report: An Innovative Approach for Rural Infrastructure

Development in the Himalayas and Other Mountainous Regions, 1999 The green road concept is a new conservation oriented rural mountain road construction approach mainly focusing on participatory, labor based and environment friendly technology that has been gradually developing in Nepal since the mid 1970's. Proper alignment selection, mass balancing, proper water management, and bioengineering are the major features of the Green Road technology, yet some of them are sometimes difficult to

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apply. Green Roads are fair weather, low volume earth roads that are built in different phases using labor-based methods. Many of the environmental advantages of the technology are obviously not immediate. The Green Road Concept comprises a "phased construction" approach meaning construction of road in different phases. 2.12 Batabaraniya Nirdesika (Nepali), 2057 The directive is focused in the practical implementation of small rural infrastructures through the minimization of environmental impacts. This directive includes the simple methods of environmental management in the different phases of the project cycle. More emphasis is given to prevention rather than cure. So, the recommendations for the mitigation measures are provided only when it is necessary. 2.13 IEE Rural Access Programme (RAP) Guideline The Rural Access Programme guidelines for IEE, 2003 clearly indicates the objectives and process of IEE in terms of project screening, preparation of terms of reference, desk review, field work, data analysis and interpretation (identification, prediction and analysis of impacts), mitigation measures, monitoring plan and reporting. 2.14 ADB Environmental Assessment Guidelines, 2003 ADB’s Environment Policy requires that environmental considerations be incorporated into ADB operations. Environmental assessment is the primary administrative tool to integrate environmental considerations into decision-making of all types of development initiatives such as formulating policies, programs, and development plans or projects to ensure that proposed development will have minimal environmental impacts and be environmentally sound. These environmental assessment guidelines were prepared to facilitate the implementation of the Environment Policy and the OM 20. DRILP falls under category B project where IEE is mandatory. The GoN regulations and ADB procedures for environmental management should be rigorously applied to the screening and initial environmental examination (IEE) of proposed sub-projects, and to the definition and implementation of mitigation measures. It also requires that environmental monitoring be carried out at project and sub-project level throughout the implementation period. 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. 2.15 The GoN Tenth Five Year Plan, 2002-2007 The Tenth Plan has adopted following major policies and policy actions for the sector of environment management: • Local institutions will be made capable and responsible for management of local natural resources on the

basis of Local Self Governance Act, 2055, so as to increase the involvement of local institutions in environmental protection.

• Environmental aspects will be taken into account while building rural and agricultural roads, and appropriate technology or labor-oriented roads will be adopted in order to enhance employment opportunities.

2.16 Three Years Interim Plan, 2007/08-2009/10 The long term vision of environmental management is to create a clean and healthy environment through effective environmental management and to achieve sustainable development through the wise use of natural resources. By integrating environmental aspects in social and economic development programs through EIA system, improvements will be made in the quality of environment by means of environment friendly development. Road projects will be formulated and constructed based on methods that optimally utilize the local skill and resources and generate employment opportunities.

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3. EXISTING ENVIRONMENTAL CONDITION Baseline information on the existing physical, biological as well as socio-economic and cultural environment of the proposed sub-project are described here. 3.1 Physical Environment This section describes the physical condition of the area that comes under the ZoI of the road section along its entire length and surrounding area. The data has been collected from both secondary and primary sources. 3.1.1 Topography The proposed road alignment starts from District headquarter Gamgadhi and forwarded to south-Eastward to Karkibada and southward to Talcha airport. The RL of Starting point, Gamgadhi is 2266 msl and end at Salleri, boundary line of Rara National Park & RL is 2980 msl. The main settlements at this segment are Gamgadhi Bazaar, Tali-Tuma, Patter Khola, Supakot Maitudanda, Talcha airport, Topla & Jhyari. The total length of the segment is 14.00 km and the road is approx 2.50m wide from Gamgadahi to Talituma and from Talituma upto Talcha is approx 1.50m wide (9 km). Ground slope is in between 30 - 60 degree. The alignment passes through forest area, cultivated land as well as barren land. Main products of the zone of influence (ZOI) of this alignment are barely, wheat, millet, potatoes, ginger, apple, vegetable, ghee, etc. Livestock farming is the key agriculture products. 3.1.2 Geology and soil type The following geo-morphological features have been observed in the project area on the basis of field visit & map study. a) Moderately to steep sloping hills b) River and Kholas c) Barren land d) Steep hard rocky slope

The Mugu Karnali (Kanjiroba Himal) Section In Mugu Karnali section the Gneiss zone begins with well-bedded fine to medium Quartzites and Quartzite Gneisses succeeded by garnet-mica-schists to Paragneisses. Some metamorphosed equivalents of marl containing blue-green Hornblende, brown Biotite, Quartz, Plagioclase and some Diopside, Garner, Epidote-Clinozoisite are also noted. Further up gray-brown-green-white banded alternation of Quartzite, Quartzite Gneiss, garnet-kyanite-two-mica Gneiss, Calc-silicates bearing Paragneisses and Amphibolite occur. Migmatites and augen Gneiss, granitic Gneiss and migmatites follow up in the section. Some augen Gneisses floating in the more homogenized migmatites are noted. Such older Gneisses contain Biotite, Kyanite and Sillimanite. Table 3.1: Types of soil recorded by survey team during field study S.N. Chainage Range Length (m) Soil type

1 0+000 to 1+400 1400 Boulder Mixed Soil (BMS) 100%

2 1+400 to 3+200 1800 60% BMS , 30% MHR & 10% HR 3 3+200 to 4+100 900 40% BMS, 20% OS & 30% MHR & 10% HR 4 4+100 to 5+340 1240 80%BMS , 20% MHR 5 5+340 to7+700 2360 60% BMS, 20% MHR & 20% OS 6 7+700 to 9+800 2100 80% BMS, 10% HR & 10% MHR 7 9+800 to 11+200 1400 60% BMS, 20% MHR, 10% HR, 10 % OS 8 11+200 to 14+000 2800 60% BMS, 10% HR, 10% MHR & 20% OS

Source: Field survey, 2007

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3.1.3 Climate It experiences a cold climate throughout the year due to the mountainous region. The project area falls under, Sub Tropical, Temperate & Alpine type climate. Average rainfall is 686.3 ml. The elevation of the district is between 1524 to 7045 m from mean sea level. 3.1.4 Hydrology and Drainage System Rivers & kholsi lies in the alignment are as follows: Table 3.2: Rivers and Kholsi in the alignment

SN Chainage Water stream name Location Remarks 1 5+288 Ghate Khola Ghate 5m Span DSC 2 5+640 Khara Khola Needs 90 cm dia H.P 3 7+620 Bhume Kholsa Dhumalek 3m Span DSC 4 11+960 Bhatali Khola 90Cm dia H.P 5 14+000 Jhyari Khola Jhyari 60cm dia H.P

Note: DSC - Dry Stone Causeway Source: Field survey, 2007 The alignment of the road has been selected through safe route so that no erosion and flooding can affect the road stability. Furthermore, adequate number of cross drainage structures has been provisioned to have safe and fair weather mobility. 3.1.6 Land use Land use pattern of the area through which the road passes have been classified into three types: cultivated land, forest and barren land. 3.1.7 Air, Noise and Water Quality As there are no any large scale development project and industries in the project area, the quality of Air and Water is observed to be good. Only water in the local streams gets polluted with flash flood, which carries sediments with it during rainy season. Since project area consists of dense forest it never gets to pollution. No any serious causes of noise pollution are observed. 3.2 Biological Environment 3.2.1 Vegetation Mugu district lies in the Mid Western region of Nepal. The proposed road alignment crosses the bioclimatic zones from alpine, sub-tropical to lower temperate vegetation types. The vegetation particularly the major forest types found in the project area and its surrounding are briefly described in the following paragraphs. The list of Plant species recorded during the field survey is listed in the table 3.3 Table 3.3 List of Plant species recorded during the field survey S.N. Local Name Botanical Name

1 Salla Pinus wallichina 2 Apple Pyrus comunis 3 Aaru Prunus persica

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NTFP Non timber forest products (NTFPs) are important resources of the country and play important role in changing the socio-economic condition of the rural people. The species of non-timber forest products available within the project area are presented in Table 3.4 Table 3.4: Non timber forest product found in the road alignment and project area S.N. Local Name Scientific Name Plant part Use 1 Lapsi Choeros pondias axillarias fruit 2 Okhar Juglans regia fruit 3 Amriso Thysanolaena maxima whole plant 4 Barro Terminalia bellirica fruit 5 Chiraito Swertia chirayta whole plant 6 Harro Terminalia chebula fruit

Community Forest In Nepal, the Forest Act 1993 defines community forest as: the part of National forests which has been handed over to the Forest User Group (FUG) by the District Forest Office (DFO) for development, protection, utilization and management together with authorizing sale and distribution of forest product independently according to the Operational Plan (OP). It has adopted a Forest User Group approach delegating responsibility of protection, management and utilization of local forest resources to them. This approach has been reported to be quite effective and sustainable for meeting the needs of the people for the variety of products and also restoring the forest resources in the high mountain of Nepal. The forest which has been handed over to the Forest User Group by the District Forest Office is named as Shreenagr community forest (Ch. 1+900 to 2+500 ) near military camp & Jhyari Community Forest. The losses of the trees in community forest which will occur in the construction of Gamgadhi - Talcha - Rara road section is 40 which include 30 of Trees with girth 30-60cm:, 9 of 60 to 90 & 1 of 120 cm. Out of 40 trees 8 trees from Shreenagar community forest, 14 from Jhyari community forest & remaining from private forest, private cultivated land & government owned forest will have to be destroyed during construction. In total 190 no of trees with girth of 90 to 180 cm dia will be destroyed during construction assuming width of construction is up to 10m only. These trees are in the carrigeway of the proposed road & intercepted by the alingment. Two meetings were organized with these two CFUGs with DISC team for their concern /comments for improving local environment & preparation of IEE. 3.2.2 Wildlife The faunal wealth of Nepal is equally rich. Wildlife biologists estimate that there are approximately 181 species of mammals, including endangered mammals like one horned rihnoceros, red panda, the snow leopard, and the musk deer. Nepal also claims about 8.5% (844species) of the world’s avifauna. The forest within the road corridor is sparse and managed by communities and DFO office. There is some part of the road corridors along shrub land and barren land in the project area. Shreenagar community forest & Jhyari community forest provide habitats for several wildlife like snow leopard, musk deer etc. and bird species like Bhangera, Dhukur, Crow, Bhyakur, Peacock, Hutityau etc. which are fragmented by the road within zoI. Forest of Rara national park is the habitat of different bird, Common Leopard, Lokharke, Ban biralo, Malsapro etc. which are some distance near from our project area.These community forest are intercepted by the alingment and forest in the Rara National Park is within ZOI.

Mammals Mammal species noted during IEE field survey includes Common Leopard, Lokharke, Ban biralo, Malsapro etc. Table 3.5: Local & scientific Name of some mammals found in project area. SN Local Name Scientific Name 1 Ban Biralo Felis chaus 2 Malsanpro Martef flabigula 3 Leopard Panthera paradus 4 Lokharke Ratufa indica

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Birds The main bird species in the project area are Bhangera, Dhukur, Crow, Bhyakur, Peacock, Hutityau. Table 3.6: Local & scientific Name of some birds found in project area. SN Local Name English Name Scientific Name 1 Crow Alpine chough Pyrrhocorax graculus 2 Peacock Mayor Hubaropsis bengalensis 3 Hutityau Common sandpiper Tringa hypoleucos 4 Bhyakur Eye – browned thrush Turdus obscurus

Reptiles and Amphibians According to the local people of the project area, in reptiles snake is found. There is one of the snakes which is sometime seen in the project area called as Shirishe which is very poisonous snake. Fishes The proposed road alignment intercepts mainly Jhyari Khola. Sometimes migratory fish's species like Katle, Asla, and Satto etc. have been found in the project area. 3.3 Socio-economic and Cultural Environment 3.3.1 Population, Household and Ethnicity The land under settlement is scattered but dense villages are observed. Generally, the houses were built in the major markets made with dry stone masonry using timber. The materials, used for roofing is slate in the northern part of the area and thatch in the southern part of the area. The main ethnic groups settled in the project area are Bhote, Sherpa, Sunuwar, and few other casts like Brahmin, Chettri, Thakuri and Newar are also present in minor number. Ethnic minority caste like Kami, Damai and Sarki are also present. Majorities of population follow Buddhist Religion followed by Hindu in Mugu Districts. 80.13 percent of the affected persons are from the Brahmin/Chhetri/Thakuri, 1.28 percent of the households are from the ethnic community. The remaining 18.59 percent of the households were members from the Dalits communities. The data indicates that along the road alignment Brahmin/Chettri is found to be the dominant caste group and women population is less than the male population. Table 3.7 Influenced Population and Households

Influenced Population SN

Name of Influenced VDCs

Influenced Household Total Male Female

(Mugu District) 1 Gamghadhi (Shirnagar) 375 2056 1101 955 2 Karkibada 364 2146 1082 1064 3 Pina 409 2259 1188 1071

Source: Popn Census, 2001

Table 3.8 General Characteristic of the VDC along the alignment within ZOI

SN VDC Ward no Within ZOI

Major Settlements Composition of Cast/ Ethnicity Major Occupation

1 Srinagar 8 Sayakhola Kami Agriculture Srinagar 8 Hernikath Kshetri Agriculture Srinagar 9 Nigale Kshetri Agriculture Srinagar 9 Ima Kshetri Agriculture

2 Karkibada 9 mathi Tuma Kshetri Agriculture Karkibada 4 Rokayabada Kshetri Agriculture

3 Pina 1 Talaghuira Nepali Agriculture

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SN VDC Ward no Within ZOI

Major Settlements Composition of Cast/ Ethnicity Major Occupation

Pina 1 Matrhiguira Kshetri Agriculture Pina 3 Seghadi Kshetri Agriculture Pina 5 Balibagar Kshetri Agriculture

3.3.3 Public Services and Infrastructures There are various social sector facilities and infrastructure in different settlements. Most of theses social sector facilities and infrastructure imparts positive impact in the local environment. After construction of road these facilities will be developed in rapid way & improve the local as well as regional environment. Details about public services and infrastructures according to the settlements are as follows: Access to Development Infrastructure The access situation to development infrastructure of the district comprises with the travel time from the settlement to various centers like, primary school, health post , VDC office, road head etc. Transport access is very poor and it takes 2-3 days to get the nearest road (Surkhet – Jumla highway) . Education The proposed project area consists of a total of 21 educational institutions ranging from primary level to college level education. Primary schools are found in majority of the settlements. The alignment access to school & campus are shown in table 3.10. Table 3.9: The alignment access to school &campus

S.N. VDCs Name No of School 1 Shrinagar 9 2 Karkiwada 6 3 Pina 6

Health Facility In health sector, there is a district hospital building under construction at Gamgadhi and there are sub-health posts in Chaitalwada , Karkibada & Pina VDC area Communication Regarding communication, telephone facilities are available in Gamgadhi, Talcha, Pina etc. Electricity Hydro -electricity facilities is not available in project area. Solar energy & some small scale micro hydropower used as energy for lightening purpose in Gamgadhi, Talcha etc. Business Facilities There are grocery shops, tea stalls, restaurants and lodges available in the majority of the settlements and number is more in potential market centers like Gamgadhi, Talcha, Pina etc. The number of business facilities varies from 5 to 10.

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Water Supply For drinking water in the district, there is no any purified water supply system. People use water of stream as water tank made as a reservoir to collect water from the stream near by the settlement. Also there is a water supply system made from the reservoir to private household and also to some common bazaar areas. Irrigation The project area is surrounded by small rivulets but no scientific techniques of irrigation have been implemented to use these resources. Local farmers have managed themselves for the irrigation of their land on the basis of traditional technique, that is, from the irrigation channel originated from the seasonal springs and most part of the land depends upon the monsoon rain. The proposed road will not destroy any traditional irrigation canal or pipe, water supply facilities, business facilities & other infrastructures except two private building & one small temple. Other Infrastructures The man made infrastructure within the project area includes trails, mule tracks, drinking water systems, schools, health posts, and indigenous drinking water systems. Financial Institutions There is a Rastriya Banijya Bank at Gamgadhi. 3.3.5 Food Security Out of the 1148 households, 219 HHs has food sufficiency for 9-12 months, 623 HHs under 3-9 months food sufficiency and the remaining 306 household's lies under below 3 months food sufficiency. According to the field study , trend of the income sources and the food sufficiency strategy of the affected households from the formal employment, selling of the livestock’s, involve in business, fruits/vegetable products and employment as unskilled labour. Table 3.10: VDC wise food sufficiency for influenced household

3.3.6 Migration pattern Permanent migration takes place in limited scale towards Terai like Banke, Bardiya, and Kailali etc.and other places like Kathmandu. However, people migrate to foreign countries like India,Katar, Korea in search of employment opportunity almost from all the settlements. Seasonal migration occurs during slack framing season from Mangsir to Poush mainly in various parts of India. This shows poor economic status of the people in the proposed road corridor. This could be reduced by providing employment opportunities at the local level. 3.3.7 Potential Development area The proposed road passes through a potential area for apple cultivation and also potential for the production of different type of Herbal, Yrsagumba, Guchhi Chyu etc. All settlement is potential for rural tourism development.

Number of people having food for SN VDC 3 month bellow HH 3-9 month HH 9 -12 months above HH

1 Srinagar 99 196 80

2 Karkibada 95 192 77

3 Pina 112 235 62

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3.3.8 Religious, Cultural and Historical Sites The following historical and religious sites are within ZoI of the proposed project area: View points : Murma Top

Nature beauty spots: Rara Tal ( Rara VDC)

Unique geological formation: Chankheli Himal

Areas/spots containing rare, unique, endangered, valued plant or animal species : Three types Fish Species at Rara Tal

Historical & Religious Places along ZOI : Kalika & Malika village of Srinagar VDC, which are famous for temple & historical places

3.3.9 Labour Availability: As the road construction method is labour based approach & need segmental construction i.e. 500 m length and it could be done manually or using locally available equipments, where it depend on time factors. But in this case local labours (7,775 skilled and 155,507 unskilled person days) are available for excavation and construction of small retaining structure. Also unskilled labour from neighbouring district like Jajarkot and Rukum will come for work. Some skilled man power can be found in influenced villages of alignment. So maximum man power which is available in the influenced village will be used first. If the local man- powers are insufficient for construction, then person – power will be hired from neighbouring district.

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4. PROJECT ALTERNATIVES: Alternative analysis is considered as an integral part of an IEE study. The alternative analysis for a road project constitutes the development of an alternative transportation network for the enhancement of safe and faster connectivity of the rural area to market centers and thereby improves the economic conditions of the people living in the zone of influence. The alternatives, in this regard, could be other modes of transport such as trail, ropeway alternative road alignment, alternate design and others. The various possible alternatives are discussed in the following sub- sections. 4.1 Project Alternatives: This is referred to as the other modes of transportation network to be built, which include trails, ropeways and other modes of transportation. At the same time, there is also an urgent need to conserve the environment in terms of physical, biological, social and cultural aspects. Thus, in the case of the proposed project, the alternative options in view of the need for conservation of environment as well meeting people’s requirements include improvement of existing trails, construction of rope way, and construction of the rural road. The zone of influences has a number of trails, which are being used by the local people for transporting goods and services for many years. The zone of influence has a high potential of producing horticultural crops and these need to be transported to the market center for trading. The development of new trails or improvement of existing ones cannot provide services for vehicular movement and thus would not be able to provide desired benefits to the local people. This alternative can conserve the environment but it will fail to serve the transportation need to people living within the zone of influence. Similarly, ropeway can be another mode of transport to enhance the transportation facilities within the zone of influence. The ropeway primarily serves to transport goods and it normally does not provide facilities for human mobility except when it is built with cable car facilities. At the present context, this alternative will not serve transportation needs and may not also conserve the environment. On the other hand, the proposed road to be built on a phase wise basis under the green road concept, as stated in the earlier sections, will have minimum adverse impacts on the environment. At the same time, when it attains full width, it can be utilized for vehicular movement. Therefore, the proposed road, which would provide improved access to market centers through safe mode of transportation goods and services produced within the area, would be the best option to serve the purposes of transportation requirement, and environmental conservation. 4.2 Alternative Route: During the course of Feasibility survey and design the following three alternative routes were assessed in the terms of technical, environmental, financial and social aspects. The three routes are: 1. Gamgadhi Bazar –Tali -Tuma - Patter Khola - Supakot Maitudanda - Talcha airport -Topla - Jayri . 2. Gamgadhi Bazar - Shreenagar – Bhambada – Kala Patal - Supakot Maitudanda - Talcha airport Topla -

Jayri . 3. Gamgadhi Bazar - Shreenagar -Bhambada – Talcha Airport -Topla - Jayri . Among above three alingment 1 is most appropriate for technical as well as socio-economic & Environmental point of view due to following regions. • This alternative alignment passes through mostly stable land . • Centre line of the road can be placed carefully to balance cut and fill in comparison with two remaining

alignments. • Minimum damage of vegetation & trees during construction in comparison with other two • This alignment touches denser village settlements than other two alignments. • This alingment is the shortest among three.

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4.3 Alternative design and construction approach: There are two types of road design and construction methods: the conventional and green road. The conventional method uses heavy machinery and equipment, blasting with explosives, heavy concrete structures with the application of bituminous surfacing side drains bridges and culverts and so on. Naturally during the road design all these factors are considered. On the other hand the design based on the green road concept is environmentally sound, affordable (low cost), participatory, technically appropriate, labor- intensive, and based on rural road construction and maintenance methodology. This concept primarily focuses on conserving the delicate mountain ecology, in particular protection of vegetation cover as a means of soil conservation. Under this concept majority of the works will be performed manually. The use of blasting material is avoided in this concept. The extent of the use of machinery is limited to the drilling machine, hydraulic lever arms and compression machines only. Simple dry stonewalls and stone causeways are used as much as possible. Instead of constructing hillside side drains the cross slope of the road itself is maintained at 5% outward slope. All these imperatives were taken into consideration while designing the proposed road. Considering the local situation, construction cost and maintenance requirement, and the green road design concept is the most appropriate option for the proposed road project. From the environmental perspective the proposed road design and construction technique is very much environment friendly. The excavation of road formation width will be done in phases making minimum disturbances in the existing topography of the land. Furthermore, nearly one third of the road formation width shall be achieved by the filling of excavated materials. It does not only reduce the cutting width but also provides room for the utilization of already cut materials including stones and boulders. All additional excavated materials shall be locally managed dispersing them at relatively flat terrains or hauled a bit farther and disposed properly. To achieve all these outcomes smoothly at the time of construction, due care has been taken from the very beginning of the survey and investigation period. For example, to maintain the cutting/filling ratio at the range of 60/40, steep land topography has been avoided along the alignment during the selection of the road alignment itself. Similarly, alignment with rock has also been discarded as far as possible to avoid blasting requirement. 4.4 Alternative Schedule & Process: The project area is a food deficit area, the deficit being more acute during the months of April to June. This period is also a slack period for agricultural activities. The project intends to provide cash against the work done by the local inhabitants. 4.5 Alternative Resources: The physical resources consumed for the construction of proposed road project will mainly include simple equipment for earthwork excavation, boulders for gabion and dry walls and gabion construction. The selected alternative appears the most suitable one considering the local environment and socio-economic conditions. The proposed construction will optimally use the local labor force and hence, the benefits will also be distributed locally.

4.6 No action alternatives: No action alternatives avoid the implementation of the project. The alternative has both beneficial and adverse impacts on the environment including the limitation of achieving the objective of project. The objectives of this project are to provide connectivity of rural area to market center, increase productivity in rural areas, enhance the flow of goods and services from rural area to market centres and vice versa and eventually increase the living condition of people living in the zone of influence. If the project is not implemented, the present conditions of remoteness and isolation will persist, and by denying access of the local people to the markets and vice versa, will result into the continuation of the low level of productivity and prevalence of poverty. The do nothing situation will conserve some of the environmentally adverse impacts at the cost of severe poverty.

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5. IDENTIFICATION AND ASSESSMENT OF IMPACTS The identification and assessment of impacts has been carried out by considering the proposed proposal activities in terms of construction and operation stage. The impact of the activities will be on physical, biological. Socio-economic and cultural resources within the ZoI. The impacts generated are both beneficial as well as adverse. The environmental impacts have been identified for a number of issues based on the analysis of the environmental baseline information and activities that are to be undertaken (during construction, rehabilitation and subsequent operation phase). Most of the identified impacts have been quantified to the extent possible. The possible impacts from the proposal during the construction and operation stages are presented as following: 5.1 Beneficial Impacts The development efforts particularly the development of transportation network will have multifold beneficial impacts. Road projects are generally intended to improve the economic and social welfare of the people. The largest beneficial impacts will be on the physical and socioeconomic environment as given below: 5.1.1 Construction Stage Employment Generation and Increase in Income One of the major direct beneficial impacts of the road during construction stage is the creation of employment opportunity to the local community (7,775 skilled and 155,507 unskilled person days). Numbers of skilled, semi skilled and unskilled manpower will be required for construction work. Construction & rehabilitation of this road will generate employment for the local people which will minimize seasonal migration of local people to other parts of the country and India. The amount of money that is earned by the wages will directly enhance the operation of various economic activities and enterprise development. Enterprise Development and Business Promotion During construction period, different types of commercial activities will come into operation in order to meet the demand of workers. Since they will have good purchasing power, they will regularly demand for different types of food, beverage and other daily necessary items. To meet these demands, many local and outside people may operate a number of small shops and restaurants around the vicinity of the construction sites. Various farm based enterprises including wide range of agricultural and livestock products will also gain momentum as a result of increased demand by labors during construction period. This will increase local trade and business in the area. Enhancement of Community Development Service Due to increase in employment opportunities, trade, business and agricultural income, considerable amount of money may be channelled into the local economy in the area. This will increase the income level of the individual household and the local community of the area. It is possible that some money may be spent by the individual for the community development activities such as education, school, health and sanitation services. Awareness on Resource Management The project will adopt bioengineering treatments. This activity will enhance the local understanding on the importance of vegetation, particularly the trees and shrubs, including grasses for road slope stabilization. It is also likely that local people will have the opportunity to be aware about the importance of plants and its contribution to the stability of the road. 5.1.2 Operation Stage Following beneficial impacts of the proposed road project are anticipated during the operational stage:

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Access to Inputs and Services due to Transportation Facility Access to inputs and services is expensive and not regular at present due to earthen road. Once the road is in operation, people would have cheaper and improved access to many inputs such as seeds, chemical fertilizer and technology leading to increased agricultural production and diversification. The transportation cost is expected to come down heavily for many of the inputs that are used by farmers in the farm and other goods. Trade and Business When completed, road will bring more opportunities for the promotion of trade and business. This will also ensure regular and cheaper transportation facilities to the district headquarter of Mugu this will ensure continuous flow of products and commodities to Gamgadhi, Talcha, Jhyari, and Rara market centers along the road. Increased Crop Productivity and Sale of Farm Products Due to easy and cheaper availability of agricultural inputs and technologies, productivity will be increased along the road. Sale of farm and livestock products will be increased in the settlements along the road corridor like Khatyad belt. The major areas for the production of apples, oranges, vegetables and seed production are Gamgadhi, Talcha, Talitumma etc. Development of Market centers There is a possibility of increased economic opportunities and significant growth and extension of the minor local markets along the road like in Gamgadhi, Talcha, Jhyari, Rara area. The farmers will be more interested to increase agricultural production due to market accessibility. Appreciation of Land Value The construction of road leads to appreciation of land values particularly near the market and settlement areas. The land price would increase due to the availability of reliable transportation facilities. There will be rapid increase in the commercial production of agricultural crops due to road accessibility which is also a major factor to raise the land value. This activity would likely uplift the economic condition of the local people. Enhancement of Community Development Services Local people may spend more on health and sanitary facilities, education facilities and other community services due to reduced transportation cost. The operation of road will also contribute to raise quality services in social sectors as more competent agencies and people will enter in the area to provide services. This will also encourage students to enrol in campuses for higher studies. People will get health services easily due to the regular and cheaper transportation facilities. Promotion of Tourism Activity Murma Top , Rara Tal ( Rara VDC), Chankheli Himal, Kalika Malika ( Srinagar VDC) etc. is potential for rural tourism development. More tourists will visit this area due to easy accessibility. Flow of tourists due to road upgrading will contribute in the enhancement of economic activities of the area which will increase the living condition of the local people. Women Empowerment All the people will be benefited from the road rehabilitation. 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. Impact on farming practices The proposed project will provide easy and safe mode of transportation which causes development in agricultural production due to availability of fertilizer & advance technology in agriculture sector which imparts positive impact in farming practices of the project area.

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Increase Food Security During operation stage, due to facility of transportation food security will be increased. Impact on Forest –based products Due to transportation facilities forest based product will be collected & exported from the project area, which will change the local economy of the people. Lapsi, Okhar, Amriso etc can be transported to terai & India also.Barro, Harro etc are mostly use for medicine purpose. Impact on living condition The proposed project will provide easy and safe mode of transportation. This will enhance the accessibility of the local people into market centers. This will likely to increase the productivity in project area & improve the living condition of the people. New Settlement and Market Center Development The existing trend is to settle along the roadside for the economic activities. This is primarily attributed to increased opportunities for trade and commerce through the establishment of shops, restaurants, stalls and hotels. Therefore, there is expansion of settlement area and development of market centers.

5.2 Adverse Impacts The proposed road project activities during construction and operation will create following adverse impacts on the local environment: 5.2.1 Construction Stage

The proposed road will be constructed 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 The land acquired for the implementation of the project can undergo a long-term permanent change in the land use. Changes of land use due to the construction of road are mainly conversion of agricultural land, forest, and public spaces into built up area. Approximate 3.54 ha of cultivated land of the local people will be permanently lost during road construction. Similarly, 0.2565 ha of community forest and 0.72 ha of public 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 Removal of vegetation and open cuts with exposed soil to rain will cause soil erosion as well as landslide. This can become a major source of silt that the monsoon runoff carries away. The stability of slopes along the road corridor depends upon slope angle, the material constituting the slope, rock discontinuities and hydrological conditions. There exist two landslides at Ch 1+480 and 14+000 within road width. The degree of sliding increases during the road excavation and it may cause regular sliding during operational phase. Air Dust, Noise and Water Pollution The ambient air quality data of the project area is not available at present. The road construction and rehabilitation work is carried out manually by the local labour. For rock cutting, hand tools will be used and if the rock is hard, drilling machine will be used. The roadside dwellers and workers may be affected by emission of dust during road construction. This may affect the health of the laborers and people living nearby areas. The proposed project area does not experience noise pollution. However, the increased construction activities like rock cutting may cause noise pollution to some extent to the workers and people living in nearby areas. Water quality data of water sources within the project area is not available. 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.

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Quarrying and Borrow Pit The construction of road requires large quantity of stones and boulders and other type of construction materials. Stones will be extracted using optimum rock cutting techniques like chiseling and hammering, heating and breaking and drilling and breaking. Spoil Disposal Large amount of spoil can be generated during road construction. Fresh cuts whenever is required, invites landslides and erosion during the monsoon. The common likely problems from the inappropriate disposal of spoils are gulling and erosion of spoil tips especially when combined with unmanaged surface water runoff, damage to farmlands, and destruction of vegetation, crops and property at downhill through direct deposition or indirectly as result of mass flow. Disruption of Infrastructures Two household & one small temple will be damaged by the construction of road, which will be considered during the preparation of resettlement & detailed design report. Drainage and Cross Drainage works The concentrated water from the road outlet causes erosion and landslide eventually affecting the stability of the road itself. Change in land use particularly due to expansion of roadside settlements. During construction of road there will be expansion of different types of road side settlements. Tea shops, hotels etc. may develop for labour involving construction of road at roadside. Two no of private house will be destroyed during construction of road. Promotion of small scale industries, educational, health institutions, etc. will be developed in road side which seriously impacts the local and natural environment. Impacts on water resources (irrigation, drinking water and other water bodies) and drainage pattern. The disposal of spoil and other construction materials and wastes into water bodies during maintenance may also degrade the water quality. Water resources available near project area can be used for drinking, irrigation, hydropower etc.due to transportation facilities there will be direct or indirect impact on water resources. Impact in community infrastructures such as irrigation, water supply, schools, health Posts, trails and trail bridges. : In the construction stage the road will destroy 2 public building, 1 small temple. Other infrastructures such as irrigation, water supply, schools, health posts, trails and trail bridges will not be affected. Biological Impacts

The following are possible identified impacts based on baseline information related with the construction and rehabilitation of the proposed road. Loss of Forest Vegetation Total of 0.2565 ha of community forests will be lost due to road construction (road width is taken as 10 m). From these community forests, private forest & cultivated land total 190 numbers of trees will be felled during road construction including all type of trees. In addition, various NTFP species will also be cleared during road construction. Disturbance to Wildlife and Bird Habitat Shreenagar community forest, Jhyari community forest are the habitat of different type of bird species like Bhangera, Dhukur, Crow, Bhyakur, Peacock, Hutityau etc which are fragmented by the road within zoI. These areas also provide habitats for several wildlife like snow leopard, musk deer Lokharke, Ban biralo; Malsapro etc.Forest of Rara national park is the habitat of Common Leopard, Lokharke, Ban biralo, Malsapro etc. which is some distance near from our project area. The construction of road may have impact on loss of their habitat. Moreover, bird and wildlife species may be disturbed during construction phase due to increase noise level and frequent travel of workers.

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Impact on flora and fauna (as listed in CITIES and IUCN red data book): The labours & other person power involved in construction of road may destroy the forest and hunting the endangered species of wild fauna and flora near the roadside. Due to run off the flowing of excavated soil mass colloidal & suspended particles of soil mass in water of river & kholsi seriously impact the Spiny Dogfish, Katle, Asla, Satto & other type of fishes which are listed in International Trade in Endangered Species (CITES) of wild fauna and flora and IUCN red data book . Due to developing transportation national & international trade of endangered wild plants and animals will be threaten their survival & impact the local environment. Impact in local ecology and ecological balance / functions. Due to construction of Gamgadhi - Talcha - Rara road out of total 190 no of trees 40 nos of trees from different community forest which include 30 of trees with girth 30-60cm:, 9 of 60 to 90 & 1 of 120 cm. Out of 40 trees 8 trees from Shreenagar community forest, 14 from Jhyari community forest & remaining from private forest, cultivated private land etc. will have to be destroyed during construction. Two community forests are intercepted by the alingment .Due to construction there will cutting & filling which impact the land ecology and ecological balance / functions. Socio-economic Impacts Loss of Agricultural land There will be loss of 3.54 ha of land due to road construction. This will lead to loss of food grain production among the families losing lands to the project. Moreover, spoils on farmland will also affect the production of agricultural crops. Consequently, it will affect the livelihood of the households residing near the road alignment. Loss of Private Properties There are two houses, which need to be displaced along the road alignment. The magnitude of impact is nominal because the house and other asset owners have enough land to relocate their structures. Health and Safety Matters During construction, workers of building groups will be exposed to various risks and hazards. Many of the health hazards will be caused during rock cutting slope cutting etc. Other 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. Cultural, Religious and Historical Sites There is one temple namely Mahadev at Ch 2+000 found in the proposed road alignment which will be displaced during construction. The local people are ready to relocate it in another place. Therefore, the impact is not so significant. Cost for relocatation of the temple is included in mitigation cost. Impact on economic activities The proposed project will provide easy and safe mode of transportation which causes development in agricultural production, promotion of small & large scale industries, employment opportunity, development of educational & health institution which causes automatic impact in local economy. Impact on social structures, employment opportunities, economy and cultural values. In the construction stage, no of labour from different places of the country may involved in the construction of roads which change the social structure of the local people. Most part of the road will be constructed using labour based approach, which imparts employment opportunity of the local people, improve the local economy & change in culture value also. 5.2.2 Operation stage 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 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 and mule trek. This may cause damage to road section, disruption to transportation and other social impacts in the nearby areas. The inadequate maintenance of the road due to the blockage of drains damages the road surface that can lead to slides and slope failure. Air and Noise Pollution The operation of vehicles can disturb silent ambience of the existing area. Similarly, in long-term operation period, air pollution will be increased by the emission from the vehicles as well as dust from the earthen road. Impact on Water Resources Due to transportation facilities & other development hydropower, irrigation, water supply etc. projects will be developed near the project area which changes the use of water resources and imparts positive as well as some negetive impact in local environment. Biological Environment Depletion of Forest Resources The forest resources depletion may occur due to ineffective drainage works, inappropriate spoil disposal and construction practices. The development of market centers may exert pressure on forest and eventually deplete the resources. However, provision of forest products distribution in community forest operational plan will minimize the depletion of forest resources. Disturbance to the wildlife Although the wildlife population is reported low, however, they may be disturbed due to the frequent movement of the vehicles. Vehicular flow, horn blowing in the habitat area will have impact on the wildlife and bird species. Sometimes collision of birds and other wildlife species may also occur in the road operation. Impact on natural habitat Shreenagar community forest, Jhyari community forest, is the habitat of different type of bird species which are fragmented by the road within zoI. Forest of Rara national park is the habitat of different bird, Common Leopard, Lokharke, Ban biralo, Malsapro etc. which is some distance near from our project area. Increased access to & demand on forests due to road construction. Due to transportation facilities access to the forest will be increased so that destruction of the forest also may increase for using NTFPs purpose. Due to the development of transportation facilities NTFPs also can be transported to other part of the country which causes the positive impact in local economy & pressure on NTFPs also. There is provision of bio engineering for slope stability & plantation of trees which imparts positive impact in forest. Illegal poaching and impact on wildlife As per the report of local people, wildlife poaching is not uncommon. It can be expected that use of labour force used for the construction of road & due to easy access in the forest area in operation stage may impair the habitat of some of the species such as spotted deer (Axis), Nigale Chituwa (Prionarilurus Viverrinus). Likewise, the habitat of bird species such as Kaliz (Lophura Leucomelana)) may be disturbed by the implementation of the proposed project.

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Socioeconomic and Cultural Impacts Road safety Measures Movement of vehicles in the road will invite accidents. Inadequate provisions of road safety measures like no provisions of signals and lack of enforcement of traffic rules during operation period may invite accidents. Loss of Occupation by Porters Porters as well as ram and sheep transport all the goods from Talcha airport & Jumla to different parts of Mugu district. These porters will be displaced by the construction of road. This might put them into further hardship to sustain their livelihood. There will also be discontinuation of transporting goods by ram and sheep, which will ultimately affect the life of their owners, as they have to find out another alternative for livelihood. Impact due to Migration of the people

Due to transportation facilities, health services, education facilities & other services will be developed near the project area so migration of people from the nearby village will be developed. Impact on cultural and religious activities Although the project at the moment does not seem to cause any adverse impacts on cultural heritage, the Department of Archaeology (DOA) should be alert for any possible events in future for their protection. Table 5.1. Evaluation of Identified Environmental Impacts Beneficial Environmental Impacts Phase Impact Magnitu

de Extent

Duration

Employment Generation and Increase in income H Lc St Enterprise Development and Business Promotion M Lc St Enhancement of Community Development Service H Lc Lt

Con

stru

ctio

n St

age

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

Ope

ratio

n St

age

Increase Food Security M Lc Lt Adverse Environment Impacts Phase Aspect Impact Magni

tude Extent Duration

Change in Land Use H Lc Lt Slope Instability H Ss Lt Air Dust, Noise and Water Pollution L Lc St Quarrying and Borrow Pit M Ss St Spoil Disposal H Ss St Disruption of Infrastructures M Lc St Drainage and Cross Drainage works M Ss Lt Change in land use particularly due to expansion of roadside settlements.

M Ss Lt

Con

stru

ctio

n St

age

Phys

ical

Impacts on water resources (irrigation, drinking M Lc Mt

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Phase Aspect Impact Magnitude

Extent Duration

water and other water bodies) and drainage pattern. Impact in community infrastructures such as irrigation, water supply, schools, health

L Ss Mt

Loss of Forest Vegetation H Lc Lt Disturbance to Wildlife and Bird Habitat M Lc Lt Impact on flora and fauna (as listed in CITIES and IUCN red data book)

L Ss Lt

Biological

Impact in local ecology and ecological balance / functions.

M Ss Lt

Loss of Agricultural land M Lc Lt Health and Safety Matters H Lc St Cultural, Religious and Historical Sites L Ss Lt Impact on economic activities H Lc Lt

Socio-economic

Impact on social structures, employment opportunities, economy and cultural values.

M Lc Lt

Slope Instability and Management M Ss St Air and Noise Pollution M Lc Lt

Physical

Impact on Water Resources Depletion of Forest Resources M Lc Lt Disturbance to the Wildlife M Ss Mt Impact on natural habitat L Ss Lt Increased access to & demand on forests due to road construction.

L Lc Lt

Biological

Illegal poaching and impact on wildlife L Lc Lt New Settlement and Market Center Development M Lc Mt Road Safety Measures M Lc Lt Impact on living condition M Lc Lt Loss of Occupation by Porters H Lc Lt Impact due to Migration of the people M Lc Lt Impact on cultural and religious activities M Lc Lt

Ope

ratio

n St

age Socio-

economic

Impact on Forest –based Products L Lc Lt Note: Magnitude: This can be low - L (minor), medium - M (moderate), and high - H (major), depending on

the scale or severity of change. Geographical extent: If the action is confined to the project area, it is referred as site-specific (Ss), if it

occurs outside area but close to project area, the extent of impact is local (Lc), if it occurs far away from the project, it is referred as regional (R).

Duration: It can be short term (St - i.e. less than 3 years), medium term (Mt - i.e. 3-20 years), and long term (Lt - i.e. more than 20 years).

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6. MITIGATION MEASURES

Application of the design standard and specification on effective implementation of the proposed mitigation measures would avoid and minimize the adverse impact on the environment. The predicted adverse environmental impacts can be minimized, if not avoided, by implementing the proposed mitigation measures. Even after mitigation, it is envisaged that there will be some amount of residual impacts and they will be under tolerable limit. Impacts from the proposed road projects can be both beneficial as well as adverse. An effective implementation of benefit maximization measures and adverse impacts mitigation measures would optimize the benefits expected from the project and avoid/minimize the adverse impact from the project. Based on the impact assessment and identification, beneficial augmentation and adverse impact mitigation measures are presented below. 6.1 Benefit Augmentation Measures 6.1.1 Design Phase

The mitigation measures adopted during design or pre-construction phases are of preventive nature with two basic objectives: (i) avoiding costly mitigation and (ii) awareness among the stakeholders. Appropriate Route Selection

The proper selection of appropriate route for the alignment can be one of the major preventive environmental mitigation measures. The appropriate route selection will avoid or minimize the environmental degradation primarily in terms of loss of flora and fauna, slope instability and soil erosion, disruption on water bodies, loss of fertile cultivated land, and loss of valuable properties of the members of the community. This mitigation measure has been already adopted in selecting the road alignment by comparing various alternative routes in terms of socio- economy, geology, geomorphology, forest cover, and other relevant issues. Appropriate Detailed Survey and Design The detailed survey and design is also a preventive measure to avoid slope instability, disruption of water systems, forest loss, road accident, etc. The survey for the project needs to take into consideration the above points. The design needs to cover the rehabilitation of disrupted water systems, proper road gradient, suitable structures on unstable zones, and other measures. 6.1.2 Construction Stage Employment Generation and Increase in income During the road construction and rehabilitation, large number of local people (as described above section) will work as labourer giving more emphasis to women (at least 40%), ethnic minority and dalit (occupational caste). They will get direct employment and it will contribute significantly in their livelihood. This will also increase their economy and keep them occupied in earning and skill learning job during agricultural lean season. In this context, benefit augmentation measures will be implemented as much as possible through the local building groups (BGs). They will be given training to do the job. To utilize their money earned from the project works, DRILP will implement income generation activities to improve their livelihood. These programmes will generate multiplier effect in the local economy, business promotion and support significantly to uplift the socioeconomic condition of the local people particularly poor, dalit, ethnic minority and women. Enhancement of Technical Skills During the road construction and rehabilitation work, members of BGs will be given training in road construction, soft engineering structures and bioengineering works. They will also be given on-the-job training for beneficial augmentation measures. This will help them to find job as skilled worker in other future projects as an alternative occupation in addition to agriculture.

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6.1.3 Operation Stage Promotion of Small Scale Industries After the completion of the road, local people will have cheaper and easy access to sell their products to bigger markets at better price. This will encourage local people to establish small scale industries, cultivate coffee and other cash crops, timber and NTFPs. The benefit augmentation measures will promote cooperative and provide linkage with bank and other financial institutions for setting up business enterprises. Enhancement of Quality of Life There will be improvement in quality of life of rural people due to increased productivity and subsequent increase in income level. 6.2 Adverse Impacts Mitigation Measures 6.2.1 Construction Stage Physical Environment Spoil Disposal Spoils should be safely disposed and managed with minimum environmental damage using LEP approach which includes balanced cut and fill volume, re-use of excavated materials and minimum quantity of earth works. The following mitigation measures will be adopted: Wherever possible, surplus spoil will be used to fill eroded gullies, quarries and borrow pits, depressed

areas etc. Excess spoils will be disposed in specified tipping sites in a controlled manner. Spoils should not be disposed on fragile slopes, farmland, marshy land, forest areas, natural drainage

path, canals and other infrastructures. After the disposal, the site will be provided with proper drainage, vegetation and adequate protection

against erosion. Provisions of toe walls and retaining walls would protect the disposal of soil.

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

Quarrying Stones and boulders needed for road construction will be extracted from the nearest relatively good quality natural deposits. Following mitigation measures will be adopted against the impacts of quarrying: • Unstable sites, erosion prone area, dense forest area, settlements, fertile farm land will be avoided for

quarrying operation • After the extraction is completed, the quarry site will be rehabilitated to suit the local landscape • Blasting will not be done for quarrying. Disruption of Water Resources & other Related Infrastructures The alingment will not disturb any water resources structures. There are 2 household to be destroyed to improve the community services along the alignment. The summary of the community infrastructure and its cost is as follows Two private household reconstruction = NRS. 119000.00

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One small temple construction = NRS. 10,000.00 The cost include all thing like- movement allowance, rental stipend, transportation allowance etc.which has included in resettlement plan. Air, Noise and Water Pollution The roadside dwellers and workers may be affected by emission of dust during road construction. This may affect the health of the laborers and people living nearby areas. The increased construction activities like rock cutting may cause noise pollution to some extent to the workers and people living in nearby areas. During the road construction, water bodies may be affected due to excavated materials. The following mitigation measures will be adopted:

Use of face mask by the workers to minimize air pollution due to dust generation Plantation of local species along the roadside Use of ear muffles to lessen noise pollution during rock breaking and quarrying Avoiding the disposal of excavated materials in the water bodies

Change in Land Use due to loss of agriculture land, community forest & public land 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 loss of about 3.54 ha of cultivated land may reduce the production. The impact due to loss of agriculture land can be also minimized providing compensation to the affected party as per approved resettlement plan. Similarly, impact in change of land due to loss of community forest of 0.2565ha can be minimized by plantation of trees. According to the work, procedure for providing the forestland for other use 2063 of GON project has to carry out plantation equivalent to the forest area lost from the construction of the road. Impact due to loss of 0.72 ha of public land can be managed by alternative planning & design of land. 6.2.1.2 Biological Environment Loss of Vegetation During the road construction, total including all type 190 numbers of trees and bamboos will be removed as part of the site clearance. The loss of trees can not be minimized; however, it can be compensated by encouraging local people and CFUGs to plant trees in their private land and community forest respectively. Planting of trees will be equivalent to the no of trees to be destroyed. For plantation of trees & bioengineering works about 5% of total construction cost is estimated in detailed estimate of the project which helps for protection of vegetation. Disturbance to Wildlife and Illegal Hunting Road construction may cause the loss of habitat and interruption in wildlife movement path. There may occur illegal hunting during construction period by building group members and project staff. The following mitigation measures will be adopted:

The construction activities near forest area will be appropriately managed so that there will be least disturbance to the wildlife and birds.

Restriction to work during night time Restriction to wildlife harassment by the workers Coordination with DFO and CFUGs to control the activities like illegal hunting and poaching by

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

Socio-economic and Cultural Environment Acquisition of Land and Property Productive land and house acquisition for the road alignment will be minimized as far as possible. Compensation for the loss of property will be provided to the affected people. A separate Resettlement Plan will be prepared to address land and property acquisition as well as compensation issues. Mainly Khet, Bari, Pakho/Barren & forest types of land are affected by the project of the subproject. Official land prices are calculated annually at district level for each of the different land types and classes. In Mugu

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additional numbers of categories are used in practice for the valuation of the land. These are for land adjacent to the road. There is variation in the land rate between government rate and current market rate. The quantity of trees production and valuation is carried out on basis of Ministry of Forest and Soil Conservation (MoFSC) norms 2060. Houses/Structure: There are 2 household & small temple has to be destroyed for construction of roads. The total cost of donated land is NRs. 3.36 million. The total cost of resettlement including compensation for the loss of trees, structure, land, livelihood restoration programme and deed transfer is NRs. 3.17 million. Health and Safety The workers will be provided with helmets, masks, muffles depending on the nature of the construction work. Drinking water facility and temporary pit latrine will be established at construction sites to control open defecation and pollution of water bodies by the workers. Workers will be provided with first aid and health facilities. There will be provision for group accidental insurance for the workers. First aid training will be provided to field staffs like sub-engineer, social mobilizers and supervisors. 6.2.2 Mitigation Measures during Operation Stage Physical Environment Slope Instability and Erosion The impact of slope instability and erosion will be in terms of damage of agricultural land, other properties as well as reduction in agricultural production. The following mitigation measures will be adopted: Correction of maintenance of the slope protection measures and drainage works Minor landslide and mass wasting will be immediately cleared and slope restored with appropriate

technology (bioengineering) Soil conservation will be promoted in the right of way and vulnerable areas beyond the road alignment CFUG will be promoted to conserve and manage their CFs properly for this purpose training &

awareness programme will be given to the CFUG. The cost is proposed in resettlement plan. This cost item covers the organisational arrangements required for the implementation and management of related activities. It includes awareness and information dissemination campaigns and costs for meetings. The community support cost is included in the project management and capacity building component.

Air, Noise and Water Pollution The movement of vehicles on the road will cause air and noise pollution. Similarly, run-off from road surface may cause water pollution. Following mitigation measures will be adopted: Vehicles conforming to acceptable emission standard will only be allowed Speed limit of the vehicles will be maintained near the settlements Use of horns should be restricted near dense forest, health posts, schools and settlements Plantation will be done along the right of way (RoW) near the settlements.

Biological Environment Depletion of Forest Resources The pressure on forest resources during road operation is likely to occur. The mitigation measures recommended are: CFUGs will be supported to conserve and manage their CFs according to operational plans by providing

training & awareness programme Promote the installation of improved stoves to minimize the consumption of fire wood by providing

training & awareness programme as well as loan facilities with coordination to Alternative Energy Promotion Center (AEPC).

Giving the training & awareness Programme for conservation of energy & importance of forest.

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

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Potential areas for wildlife crossing Giving the training & awareness Programme for wildlife conservation.

Socio-economic and Cultural Environment Road Accidents During road operation, there are likely chances of accidents. The mitigation measures adopted will be: Applying appropriate road safety measures with the help of 3-Es i.e. Engineering, Enforcement and

Education. Enforcement is usually made through traffic laws, regulation and controls like restriction on vehicle

speed. Education is done by sufficient publicity and awareness raising programs. It aims at improving the

human factor in traffic performance. Engineering phase is the one which is constructive. It deals with improvement of road geometrics,

providing additional road facilities and installation of suitably designed traffic control devices. Ribbon Settlement along the Road There will be chances of growing ribbon settlements along the road during operation phase. This may cause congestion to road users and invite accidents. The following mitigation measures will be adopted: Awareness raising programme through local organizations to plan proper settlements Regulate settlement growth with proper panning along RoW Plantation of trees along the road.

The cost for Awareness raising programme through local organizations to plan proper settlements is proposed in resettlement plan. Livelihood /Occupation for local porters After construction of road, occupation of local porter will be changed and affect their economy also For increasing their economic level, promotion of small scale industries, new technology for increasing agriculture production, poverty alleviation programme, enterprises development programme should be run in the project area & their active involvement should be managed.

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7.0 ENVIRONMENTAL MANAGEMENT PLAN The EMP is prepared to guide implementation of mitigation measures and monitoring requirements. It includes institution and their roles, environmental management activities, environmental management organizational structure and budget for mitigation measures. 7.1 Institutions and Their Roles The Ministry of Environment, Science and Technology (MoEST) is the main institution mandated to formulate and implement environmental policies, plans and programmes at the national level. It is also charged with the responsibility for preparing and issuing environmental regulations and guidelines; development and enforcement of environmental standards; pollution control, commissioning environmental research and studies; and monitoring of programmes implemented by other agencies. The main responsibility for IEE and environmental management plan (EMP) implementation is with DDC, Mugu. During the implementation in the district, DISC team will assist DDC through DPO. The DDC will also receive necessary assistance from the CISC team for the implementation and monitoring of the EMP. The Ministry of Local Development (MLD), District Development Committees (DDCs), and the Department of Local Infrastructure Development and Agricultural Roads (DoLIDAR) are the institutions directly involved in the IEEs of DRILP funded sub-projects. Figure 7.1 illustrates the environmental management organizational structure. The roles of these institutions are as following: Ministry of Local Development (MLD): As the concerned line ministry, it is responsible for review and final approval of ToRs and study reports of IEEs, and for managing environmental monitoring. MLD has established an Environmental Management Section (EMS), which is mandated with the overall environmental responsibility of the Ministry. Department of Local Infrastructure Development and Agricultural Roads (DoLIDAR): It is the executing department of the DRILP under MLD and responsible for various project implementation activities including environmental management. It is responsible for providing back-up support to DDC in carrying out its tasks and advising MLD as necessary. Decentralized Rural Infrastructure and Livelihood Project – Project Coordination Unit (DRILP- PCU): It is the technical unit which is responsible to assist in project implementation in the districts. Central Implementation Support Consultant (CISC): It is responsible for supporting the implementation of DRILP activities in the central and districts. It also provides additional human resources capacity, technical assistance and advisory support for project management and monitoring, institutional capacity strengthening and training, social mobilisation and development, planning, engineering design and supervision, maintenance, environmental management and impact evaluation. District Development Committee, Mugu: DDC has overall responsibility for the Project implementation at district level. As project implementer at district level, DDC Mugu is responsible for screening and ToR preparation, commissioning IEE studies, and carrying out mitigating works as well as environmental monitoring. District Technical Office (DTO): The DTO is the office responsible for all infrastructure related works of DDC. It takes responsibility for the implementation of all technical and rural infrastructure development works on behalf of DDC. The DTO chief is the project manager in the district. District Project Office (DPO): The DPO established within DTO has the responsibility of implementing the project activities in the district. District Implementation Support Consultant (DISC): With technical and social staff, it supports in the implementation of the project activities in the district.

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District Road Coordination Committee (DRCC): It is a sub-committee of the DDC for the implementation of the road construction and operation activities within the district. Village Works and Road Construction Committee (VWRCC): It coordinates road issues among beneficiaries and institutions at VDC level. Building Groups (BGs): Responsible for road construction activities. 7.2 Reporting and Documentation As part of EMP, reports should be produced at regular time intervals depending upon type and size of project by the EMP team or unit. Since, this project is for new construction & upgrading of existing road, Monthly reports will be prepared and submitted to the DDC and DDC will send to the PCU and DoLIDAR. The Contract will need to state that the DDC must approve the building groups/contractor's arrangements for environmental protection, health and safety, waste management, other environmentally related actions identified during the detailed design phase, and these must be written into the Contract Document. The environmental consultant will inform the DDC/DTO in case of non-compliance and of any other environmental issues that require immediate attention. The contract will detail the remedies for non-compliance by the BG/Contractor. The monthly reports will be based on recurrent site inspections and will report on the effectiveness of the mitigation measures; the Contractor's compliance with the environmental specifications; measures recommended in the events of non-compliance and recommendations for any other remedial actions, etc.

Figure 7.1 Environmental Management Organization Structure

7.3 Environmental Management Plan The DDC with project support will be responsible for the implementation of mitigation measures and of the

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monitoring plan. Overall implementation of the EMP will become proponent’s responsibility. Framework for implementing environmental management plan is shown by Table 7.1. Table 7.1 Framework of Implementing Environmental Management Plan Potential Impacts

Benefit Augmentation/ Mitigation Measures

Concerned Agency

Period Verification Method

Benefit Augmentation Employment generation and increase in income

Involvement of women, dalit and ethnic minority poor people and providing life skill training for income generation activities

DPO/DISC Construction Records & discussion

Enterprise development and business promotion

Support to local entrepreneurs and promotion of cooperative and linkage with bank and other financial institutions

DPO/DISC/ Department of Cottage and Small Industries

Construction & operation

Records and discussion

Enhancement of community development services

Support promotion of community development activities and development and linkage of social infrastructure services

DDC/DPO/DISC

Construction and operation

Records & discussion

Access to inputs and services

Improve agricultural support services for the farmers

DDC/DADO/ local farmers

Operation Records and discussion

Increased crop productivity and sale of farm products

Promotion of market linkages and networking for better market price

DDC/DADO/ NGO/local farmers

Operation Observation & records

Development of market centers

Support sewerage and other drainage facilities in the market centers

DDC/local club

Operation Observation & records

Appreciation of land value

Promotion of land development activities and check encroachment within RoW

DDC/VDC Operation Records & discussion

Promotion of tourism activity

Facilitate development of lodges, restaurants and hotels

DDC/VDC/ local people

Operation Observation

Adverse Impact Physical Environment Change in land use

Plantation in community forest and improving agricultural extension services. Applying additional protective measures that the remaining land will not be lost due to erosion

DFO/CFUG/ DDC/DISC

Construction and operation

Records & observation

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Potential Impacts

Benefit Augmentation/ Mitigation Measures

Concerned Agency

Period Verification Method

Bio engineering application should be used to stabilize the mountain slopes

DDC/DSCO/ BG/Contractor

Construction Observation

Effective, well designed drainage system should be utilized

DSCO/DDC Construction & Operation

Observation

Slope instability

Efficient spoil management should be maintained

DDC/DPO Construction Observation

Spoil disposal

Balance cut and fills volume within a reasonable haulage length. Where 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.

DDC/DPO/ DISC

Construction Observation

Provide mask to construction workers and plantation of local species along the road side

DDC/DPO/ DISC /DFO

Construction Observation & records

Air pollution

Vehicle emission standard and speed limit will be maintained

DDC/DPO/ DISC

Operation Observation

Uses of ear muffles should be maintained

DDC/DPO/ DISC

Construction Observation & records

Noise Pollution

Use of the unwanted horns at the public places and settlement area should be prohibited

DDC/DPO Construction and operation

Observation & records

Water pollution

Avoiding the disposal of excavated materials in the water bodies

DDC/DPO Construction Observation

Quarrying Proper management and rehabilitation of quarry sites

DDC/DPO/ DISC

Construction Observation

Biological Supporting CFUG to manage their community forests. Promote the installation of improved cooking stoves. Forest and private land.

DDC/CFUG/ DFO

Operation Observation, records

Loss of forest vegetation and forest degradation

Supporting CFUG to manage their community forests. Promote the installation of improved cooking stoves.

DDC/CFUG/ DFO

Operation Observation & records

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Potential Impacts

Benefit Augmentation/ Mitigation Measures

Concerned Agency

Period Verification Method

Construction activities near forest area will be properly managed and workers are restricted to disturb and harass wildlife

DDC/CFUG/ DFO

Construction Observation Disturbance to wildlife and bird habitat

Erecting appropriate sign boards for drivers near the forest area

DDC/CFUG/ DFO

Operation Observation

Socioeconomic Loss of agricultural land

Promotion of high value crops and commercial farming and increase the cropping pattern

DDC/DADO/ NGO/local farmers

Construction Observation & records

Health and safety matters

Workers will be provided with helmet, masks and muffles depending on the 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.

DDC/DPO/ DISC/VWRCC

Construction Observation & records

New settlement development

Regulate settlement growth with proper panning along RoW and discourage ribbon settlement

DDC/DPO Operation Observation & records

Change in social behavior

Aware, educate and prohibit communities about negative social behavior like gambling, excess use of alcohol

DDC/DPO/ VWRCC

Operation Observation & records

Appropriate spoil disposal sites should be identified and utilized

DDC/DPO Construction Observation Road accidents

Enforcement of road safety measures like speed limit and erecting road signs

DDC/Traffic police

Operation Observation

7.4 Mitigation cost The estimated cost for beneficial augmentation measures like awareness raising program, skill training, promotion of small scale industries, and income generation activities will be covered by the Community Development and Livelihood Restoration component of the DRILP. Costs for income generation and awareness programme activities for Affected Persons (APs) are included in Resettlement Plan. The design and cost estimate for most of the suggested mitigation measures Such as slope stabilization, quarry site management, spoil disposal, supply of face masks, helmets, muffles, accidental insurance, bioengineering measures, plantation, land slide rehabilitation, supporting CFUGs shall be incorporated in the design and cost estimates. Therefore, most of the mitigation measures suggested would be a part of road design and construction without additional cost. All proposed mitigation measures will be integrated in the project design so that these measures may automatically form part of the construction and operational phases of the project. The indicative cost for environmental enhancement and mitigation is presented in the Table 7.2.

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Table 7.2. Cost Estimate for Environmental Enhancement and Mitigation Measures SN Measures Estimated cost (NRs.) Remarks 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 (Spoil disposal, slope stability)

3,389,218.14 Included in project cost

3 Occupational health and safety Included in Particular conditions of contract

4 Bioengineering (5% of total project cost)

4,951,468.63 Included in project cost

5 Two Land slide at Ch. 1+480 & 14+000 Protection work.

Included in project cost in the heading of dry wall, gabion wall etc.

6 Resettlement and rehabilitation cost

3,179,971.11 Included in Resettlement Plan

Implementation of Mitigation Measures The mitigation measures should be integrated into project design and tender documents. Using this approach, the mitigation measures will automatically become part of the project construction and operation phase. By including mitigation measures in the contract or in specific items in the Bill of Quantities, monitoring and supervision of mitigation implementation could be covered under the normal engineering supervision provisions of the contract.

Project Design - The mitigation measures should be integrated in the design of the project itself. Such a step will enhance the mitigation measures in terms of specific mitigation design, cost estimation of the mitigation measure, and specific implementation criteria. The mitigation measure integration in the design phase will also help in strengthening the benefits and sustainability of the project.

Project Contract. - The project contractor should be bound by the parameters identified in the environmental assessment pertaining to specific mitigation measures in the contract. The final acceptance of the completed works should not occur until the environmental clauses have been satisfactorily implemented.

Bill of Quantities - The tender instruction to bidders should explicitly mention the site-specific mitigation measures to be performed, the materials to be used, labor camp arrangements, and waste disposal areas, as well other site-specific environmental requirements.

Supervision and Monitoring. - The purpose of supervision is to make sure that specific mitigation parameters identified in the environmental assessment and as bound by the contract is satisfactorily implemented. Likewise, monitoring is necessary such that the mitigation measures are actually put into practice.

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

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7.5.1 Monitoring Responsibility Monitoring is an integral part of the project proponent so as to know the unlikely impacts and implement corrective measures. The proponent, DDC Mugu will develop in-built monitoring mechanism to show its additional commitment for environmental improvement and mitigate undesirable environmental changes, if any during construction and operational stage. DDC will be supported by DIT (DPO and DISC) team in the district and Environmental team from the DISC for environmental monitoring. There is a need to support these organizations to carry out environmental monitoring effectively. Therefore, environmental monitoring training will be conducted together with technical, social, resettlement and project performance monitoring and evaluation training. According to EPR, 1997, the MLD/DoLIDAR is responsible for monitoring and evaluation of the impact due to implementation of the project. The MLD/DoLIDAR checks whether the DDC is carrying out monitoring activities as per the IEE, and if the prescribed mitigation measures are being implemented. DDC with DRILP PCU support should make arrangements for sub-project level monitoring. It should constitute a monitoring team, which must be independent from the implementation team and should consist of relevant persons in the context of a sub-project being monitored, for example persons from the forest, agriculture, social and NGO sectors. The monitoring team will be constituted separately for each monitoring event. Project's district management team should be responsible for forming the monitoring team, financing the monitoring works, providing logistics and other necessary support. Thus, it is recommended that an external team hired by DDC takes responsibility for periodic monitoring of the environmental performance, in addition to the regular supervision and guidance provided by the DISC at the site. The sub-project specific monitoring plan as given in Table 7.3 should be followed. At least one monitoring in each construction season is necessary. The sub-project level monitoring team should submit its report to DRILP district management, which should forward a copy to the DRILP Project Coordination Unit. Total cost of environmental monitoring (field visits, observation, review of reports and report preparation) is estimated NRs. 475,000 as given in Table 7.3

Table 7.3 Environmental Monitoring Cost Manpower requirement Duration

(month) Rate (NRs) Amount (NRs)

Team Leader/Environmentalist 2 75,000 150,000 Engineer 1 60,000 60,000 Forester 1 60,000 60,000 Socio-economist 1 60,000 60,000 Support staff 1 25,000 25,000 Transportation cost LS 100,000 Report preparation LS 20,000 Total 475,000

7.5.2 Types of Monitoring and Monitoring Parameters Monitoring is an on going component of the environmental assessment process and subsequent environmental management and mitigation activities. There are basically two types of environmental monitoring: Compliance Monitoring It verifies whether contract environmental clauses and the mitigation measures are properly implemented in the field. Compliance monitoring is necessary in order to encourage and promote the proponent to comply with the requirement as listed in the mitigation measures and condition set forth during the project approval. Hence, it is desirable to ensure the integration of mitigation measures in the document, if any, which should fully reflect environmental obligation to be complied with by the proponent.

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Impact Monitoring It confirms whether the environmental mitigation measures specified in the project design and contract are correctly formulated. Impact monitoring is necessary in order to know the actual level of impact in the field during the construction and operation of the proposed project as the environmental impacts are predicted on the basis of value judgment through some valid assumptions. The nature and purpose of environmental monitoring are different for different stages of project process viz. the pre-construction (design and investigation), construction stage, and operation stage. The nature and purpose of environmental monitoring will be different in the pre-construction, stage, construction stage and operation stage of the project. Pre-construction Stage Monitoring at this stage of project is to: Confirm that plan, route selection and design of the road has considered the recommendation made by

IEE Judge the level of preparation for implementing the construction related mitigation measures, and Prepare up-to-date environmental status of specific site where the impacts are assessed to be significant

Construction Stage This stage of monitoring is to check compliance with the best practices, norms and standards and on implementation of the mitigation measures prescribed by IEE. The following parameters will mainly be focused on: Disposal of spoil and construction wastes and its consequences Disruption of natural water courses, drainage work and its consequences Slope protection measures Loss, stratification or degradation of forest vegetation Care, sensitivity or disruption of community infrastructures Loss or degradation or threat to private properties Care, sensitivity or disruption to cultural sites Quarrying and river bed material extraction

Operation Stage The monitoring in this stage is mainly related to road features, road induced activities and their impacts on receiving environment. The following parameters are mainly monitored during operation stage: Drainage structures, their outfall and damage to private properties, community properties and natural

resources Effectiveness of the slope protection and soil erosion measures Encroachment into road side, public land, forest or marginal land Status of waste disposal sites, quarry sites, and river bed material extraction sites Road accidents Symptoms of emergence of road side settlements, changes in agricultural pattern Activities of road neighbouring communities Illegal felling of trees and hunting of wildlife

Table 7.4 presents environmental issues, methods, schedule, and responsible agency for environmental monitoring.

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Table 7.4 Framework for Monitoring Environmental Issues S.N Issues/Monitoring

indicators Procedure/Method Schedule Responsible

agency A. Pre Construction 1 Integration of local

people's environmental concerns

Review of study and design reports, discussion with local residents, representatives, and designers

During the study and design process and prior to approval

DDC with DISC support

2 Undertaking level of environmental assessment

Review of screening and IEE documents

Prior to project approval

DDC with DISC support

3 Incorporation of mitigation measures and environmental codes of conduct into designs

Review detail design and drawings to ensure environmental monitoring provisions are included

During project approval

DDC with DISC support

B. During Construction phase 4 Construction and

location of drainage facilities

Site inspections at places where such drains are required

During construction

DISC

5 Care and safe storage of top soil for later use

Inspection of site clearance activities

Weekly during construction

DISC

6 Care for vegetation in the immediate vicinity

Inspection of site clearance activities

Weekly during construction

DISC, CFUG

7 Safeguarding of community infrastructures

Site observation, discussion and seeking of feasible solutions

During and immediately after construction

DISC

8 Safe disposal of excavated materials and other construction wastes

Disposal site observation and disposal practice

Weekly DISC

9 Impacts on agricultural land due to spoil, soil erosion, water logging etc

Site observation and discussion with local residents

Weekly DISC

10 Proper reclamation of disposal sites

Observation of finished disposal sites

Before starting, in between, and after completion

DISC

11 Plantation of vegetation in the cut slope

Site observation Periodically as per season

DISC, CFUG

12 Timely construction of other slope protection measures

Community based planting/slope maintenance programme

Immediately after construction

DISC

13 Quality of surface water

Use field kit / visual observation

Weekly or during construction near water body

DISC

14 Air pollution near settlements

Observation of good construction practices and discussion with residents and workers

Monthly DISC

15 Protection of culturally sensitive spots

Site observation, discussion with local residents

Upon demand DISC

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S.N Issues/Monitoring indicators

Procedure/Method Schedule Responsible agency

16 Operation and closure of quarries and river bed material extraction sites

Site inspection, discussion with local residents

During quarry operation/river bed material extraction or weekly

DISC

C. Operation Period 17 Encroachment/

degradation of forest Field visit to forest, discussion with local people, CFUG, local forest authority

Half yearly DDC, DTO, CFUG, DFO

18 Inappropriate use of marginal lands

Discuss with local people, reference to prior mapping

Upon demand, Half yearly

DDC, DTO, DRCC

19 Surface flow Interruption and its consequences

Visit the area, mapping, discussion with local people.

Upon demand, Half yearly

DDC, DTO, DRCC

20 Air pollution, vehicular emission, noise, traffic volume

Travel along the road, discussion with local people, pedestrians, passengers, transport operators

Upon demand, Half yearly

DDC, DTO, DRCC

21 Maintenance of road Check maintenance record, inspection of road and road structures

Annually DDC, DTO, DRCC

22 Condition of environmental mitigation measures used in the road

Inspection and discussion with maintenance workers

Annually DDC, DTO, DRCC

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8.0 CONCLUSION AND RECOMMENDATIONS 8.1 Conclusion Environmental impacts of the proposed road project are likely to have some detrimental effects associated with loss of forest and agricultural land. Most of the adverse impacts identified and predicted are insignificant and of short term in nature. The beneficial impacts with the increase of access to market centres and enhancement of productivity in rural area are more significant and are long lasting. They will have positive impact in well-being of the rural population. The IEE has shown that none of the anticipated environmental impacts of constructing the proposed road is significant enough to need a detailed follow-up EIA or special environmental study. Therefore, this IEE is sufficient for approval of the sub-project. 8.2 Recommendation The proposed road project is recommended for implementation with incorporation of mitigation measures and environmental monitoring plan. A key consideration in selecting the road alignment is to minimize the acquisition of valuable agricultural and forest land. However, some agricultural and forest land will have to be acquired for the upgrading of the proposed road. A Resettlement Plan will be required to ensure that the persons affected by these losses are properly compensated.

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9.1 MISCELLANEOUS REFERENCES Initial Environmental Examination (IEE) Report of Baglung-Ghodabadhe Road Sub-Project

Initial Environmental Examination (IEE) report of Shreebhavar-Hat Road Sub-Project

DRILP, Environmental Guideline

IUCN, 1996 "EIA Training Manual for Professional and Managers"

Department of Road, GUE, 1999, "Initial Environmental Examination of Bhedetar-Ahale-Barahachhetra

Road, Silt Consultant and Full Bright Consultant"

GTZ/SDC 2000 Green Road: Best Practices

Department of Roads, GEU, 1996, "Bio-engineering Information"

Department of Roads, GEU 1997, "Environmental Impact Assessment Guidelines for the Road Sectors"

DoLIDAR Approach Manual

Department of Roads, 1998 "Nepal Road Statistics"

Fountain Renewable Resources Ltd. 1998 "Study of Environmental Impact Assessment in Nepal Road

Sector'

Canter I. 1997 "Environmental Impact Assessment, Mac-Graw Hill Inc. USA"

MOPE, 1997 "Environmental Protection Act 1997, Environmental Protection Regulation 1997 (amended in

1999), Ministry of Population and Environment"

RAP, 2000 "Brief Paper on Environmental Guidelines FOR Road Corridor Alignment, WSP, GEOCE, and

ODG"

DCC Profile of Dolpa District, 2059

Department of Road, GUE, 1999, "Initial Environmental Examination of Bhedetar-Ahale-Barahachhetra

Road, Silt Consultant and Full Bright Consultant"

GTZ/SDC 2000 Green Road: Best Practices

DoLIDAR Approach Manual.

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Annexes Annex I Terms of Reference for IEE study Annex II Summary of the Consultations & Meetings Annex III Deed of enquiry (muchulka) Annex IV Notices Published & Pasted Annex V Recommendation letters from the concerned VDCs or

Municipality Annex VI Photographs, Checklists, Questionnaires , Maps etc. Map-1 : Map of Nepal showing sub project district Map-2 : Map of Mugu district showing Sub project

Map-3 : Topographical map of Gamgadhi – Talcha – Rara Road sub project

Annex VII List of Persons and institutions consulted. Annex VIII Abstract of cost

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Annex I Terms of Reference for IEE study Annex II Summary of the Consultations & Meetings

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1.0 NAME AND ADDRESS OF THE PROPONENT The District Development Committee (DDC), Mugu is the implementing agency at the district level and the proponent of the Initial Environmental Examination (IEE) study for the rehabilitation and construction of Gamgadhi – Talcha – Rara 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, Mugu Gamgadi Telephone No. – 087-460023 Fax No. - 087-460029

2.0 INTRODUCTION 2.1 General Introduction Government of Nepal has received a loan from ADB and grant assistance from Swiss Agency for Development and Cooperation (SDC) to finance the Decentralized Rural Infrastructure and Livelihood Project (DRILP). The project goal is to reduce rural poverty in 18 very poor remote hill and mountain districts affected by the conflict. The purpose is to achieve sustainable increased access to economic and social services, and enhanced social and financial capital for people in the project area, particularly poor and disadvantaged groups. Labor-based, environmentally friendly, and participatory approaches (LEP) will ensure that the investment in construction and rehabilitation of infrastructure results in sustainable, improved access to economic and social services, and enhanced social and financial capital. Department of Local Infrastructure Development and Agricultural Roads (DoLIDAR) is the executing agency. The implementing arrangements are as following: DoLIDAR has established a project coordination unit (PCU) in Kathmandu, headed by a project coordinator to coordinate all project activities.The PCU will be responsible for guiding and monitoring district development committees (DDCs) as they implement project components. At the district level, project implementation will be the responsibility of the district project office (DTO) within the district technical office of each DDC. A local engineering consultant to cover technical issues, and a local non-government organization (NGO) engaged for social mobilization and support for rural infrastructure building groups, will support the DTO. This Terms of Reference (ToR) is prepared to conduct an IEE of Gamgadhi – Talcha - Rara road sub-project in Mugu District. This is a high priority road in Mugu district and is proposed for construction under DRILP. 2.2 Background of the Proposal The proposed road starts from district headquarter Gamgadhi of elevation – 2266 msl and forwarded eastward to Talcha airport and ends at Rara Tal of elevation – 2982 msl the biggest lake of Nepal. It provides service to Talcha airport. The road is 2 m widen up to Talcha which is about 10 km in length. The existed length of the alignment is not appropriate grading so it should be improved at some place and needs full widening program. The road is ascending – descending type. The total estimated length of this proposed road is about 16 km.

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,

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

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

2.4 Relevancy of the Proposal The proposed Gamgadhi – Talcha - Rara road is considered as an important road for the people of Mugu district. This road is given Priority No. I in Class A District rural Road in DTMP of Mugu District. An IEE of the proposed road is necessary in order to assess the environmental consequences of the proposed rural road rehabilitation and construction activities and suggest appropriate, practical and site specific mitigation and enhancement measures. An IEE of a district road is a legal requirement according to Environmental Protection Act, 1996 (EPR, 1996) and Environmental Protection Rules, 1997 (EPR, 1997). Preparation of IEE report by concerned District Development Committee (DDC) and approval of IEE report by the Ministry of Local Development (MLD) according to Nepali legal provision is considered sufficient by the ADB.

3.0 REVIEW OF RELEVANT LAWS, RULES AND GUIDELINES Government of Nepal has adopted various acts, regulations and guidelines to ensure the integration of development and conservation of environment. The IEE study will be guided by the requirements and provisions of the following acts, rules and guidelines as applicable.

• Environment Protection Act, 1996 and Environment Protection Rules, 1997 (amended 1999) • Batabaraniya Nirdesika (Nepal; MoLD), 2057 • National Environmental Impact Assessment Guidelines, 1993 • APPROACH for the Development of Agricultural and Rural Roads, 1999 (DoLIDAR) • REFERENCE MANUAL for Environmental and Social Aspects of Integrated Road Development,

2003 (Department of Road) • Green Roads in Nepal, Best Practices Report – An Innovative Approach for Rural Infrastructure

Development in the Himalayas and Other Mountainous Regions. GTZ, SDC, 1999. • Forest Act, 1993 and Forest Rules, 1995 • National Park and Wildlife Conservation Act, 1973 • Local Self Governance Act, 1999 and Local Self Governance Rules, 2000 • Land Acquisition Act 1977 • DFID/RAP Initial Environmental Examination Guideline (Draft), 2001

4.0 PROCEDURE TO BE ADOPTED WHILE PREPARING THE REPORT The IEE approach, methodology and procedure should generally follow the provisions of the EPA and EPR. Following approach and methodology will be adopted during the IEE report preparation. 4.1 Desk Review The following steps will be followed during the desk review: Collection and review of secondary sources of information from various sources Initial interaction and consultation with the local community and district level stakeholders Delineation of geographical boundary of the influence area on the topographical map Preparation of project specific checklist

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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.

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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

5.0 REQUIREMENT OF THE IEE STUDY This includes time schedule, estimated budget and appropriate manpower (experts) for conducting IEE study. 6.1 Time Schedule IEE report will be completed within eight weeks after the approval of ToR. An indicative time frame for conducting IEE is given in the table 2 below: Table 2. Proposed work schedule for conducting IEE study

Weeks SN

Activities 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

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Most commonly an IEE of an infrastructure sub-project in the district need expert inputs from the following sectors:

Landslides, slope stability and erosion Forestry and wildlife Geology Road engineering Social, economic and culture.

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

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

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

9.0 IDENTIFICATION, PREDICTION AND EVALUATION OF IMPACT The identification and prediction of impacts shall be carried out by considering the proposed project actions/activities in terms of rehabilitation and construction of the road project. The impacts of the activities shall be on bio-physical, socio-economic and cultural resources in a defined immediate zone of influence (i.e.1.5 hours walking distance from the road alignment). The impacts shall be classified in terms of extent (site specific, local and regional), magnitude (low, medium and high) and duration (short term, medium term and long term) as well as reversible, irreversible, severe, moderate and significant. The likely impact shall be assessed covering both adverse and beneficial ones. The methodology adopted for impact identification and prediction will be checklists and matrix method. The likely impacts of the proposed road construction as well as operation are described in the following sections. 9.1 Beneficial Impacts Beneficial impacts due to the rehabilitation and construction of the road shall be assessed by the study team in terms of impacts on physical, biological, socioeconomic and cultural systems of the project area. The impacts shall also be assessed in the category of extent, duration and magnitude. Based on the identification and prediction of the impacts, the suitable enhance measures to maximize the project benefits shall be explored and designed. 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:

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Slope instability and soil erosion due to various activities including slope cutting, spoil disposal, concentrated flows due to water diversions and inappropriate drain outfalls

Quarry site operation Impacts on water resources (irrigation, drinking water and other water bodies) and drainage pattern Degradation of air quality ( particularly dust) and increase in vibration/noise and its impact to the

local people Change in land use including development or expansion of roadside settlements Impact of road safety

9.2.1.2 Biological environment - The issues and concerns generally related to biological environment typically include, but not necessarily limited to:

Loss or degradation of forests and vegetation. This includes all forest areas including state or community or leasehold or religious or private forest.

Impact on wildlife including birds due to loss or degradation of habitat, increased hunting and other form of human pressure.

Impacts on flora and fauna (as listed in CITES and IUCN Red data book) Impacts on the local ecology and ecological balance/functions.

9.2.1.3 Socio-economic and cultural environment - The issues and concerns generally related to socio-economic and cultural environment typically include, but not necessarily limited to;

Loss or degradation of farm land and productivity directly or indirectly (such as due to occupation of land, disposal of spoils, diversion of water/ drain waters, or disruption of hydrology, natural drainage, quarrying, burrow pits etc.)

Loss or degradation of private properties such as houses, farm sheds, and other structures, crops and fodder/ fruit trees

Impact on community infrastructure such as irrigation, water supply, schools, health post, trail and trail bridges.

Impacts on cultural, religious and archeological sites Impacts on social structures, employment opportunities, economy, cultural values Impacts on health and sanitation.

9.2.2 Operation and maintenance stage - The following issues will be taken into account during operation and maintenance stage:

9.2.2.1 Physical environment

Road slope stability and management Impact on water resources Impact due to air pollution Impact due to noise pollution Road safety measures

9.2.2.2 Biological environment

Impact on forest resources Illegal poaching and impact on wild life Impact of natural habitat 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

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

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

12.0 IEE REPORT FORMAT This format will be in line with provision made in the Schedule 5 of EPR, 1997 and should be adapted to project specific situation. The IEE report will contain the following sections: i. Cover page with name of the proposal and proponent and address ii. Executive Summary that includes:

Objective of the sub-project Impacts on land use Adverse Impacts on environment, effects on people’s livelihood, and population pressure Loss or degradation of local properties and assets Main mitigation measures Conclusions and recommendations

iii. Table of content iv. List of Abbreviation (acronyms) v. Introduction: This section should describe the project in simple terms and concisely, without missing relevant points but avoiding unnecessary details. The project description should provide following information:

1. Background 2. Name of the proponent 3. Description of proposal 4. Objective of IEE 5. Methodology adopted for IEE study

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

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a) Physical and Chemical Impacts: such as land, air, water, noise, infrastructure impacts and other factors b) Biological Impacts: such as flora, and fauna, population, and natural habitats and ecosystems c) Socio-economic-cultural impacts: such as agricultural land, human health, social, cultural and religious values, implications of physical and biological impacts and other relevant socio-cultural-economic impacts. This section also summarizes the recommended mitigation measures including basis for selection and cost if possible. x. Environmental Monitoring Plan- This section summarizes the recommended monitoring parameters/indicators, activities, methods and responsibilities. xi. Conclusion and Recommendations - This section should clearly indicate whether IEE report is sufficient or further assessment is needed. Likewise, it should also be recommended that what aspects should be covered if further environmental assessment is needed. a. Miscellaneous- Reference materials should be mentioned here if used during IEE report preparation

in standard format. xiii. Annex

ToR of IEE Summary of consultations and meetings Deed of inquiry (muchulka) Notices published and pasted Recommendations from the concerned VDCs or Municipality Photographs, Maps, Drawings, Checklists, Questionnaires

List of persons and institutions consulted

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

S.N. Date VDCs No. of

Participations

Remarks

1 12 Feb, 2007 Shringar 25

Discussion and brainstorming on environmental impact (Positive and Negative), environmental issues, proposed mitigation measures etc.

2 21 Feb ,2007 Talituma 17

Discussion and brainstorming on environmental impact (Positive and Negative), environmental issues, proposed mitigation measures etc.

3 29 Feb, 2007 Karkiwada 15

Discussion and brainstorming on environmental impact (Positive and Negative), environmental issues, proposed mitigation measures etc.

4 3 March, 2007 Karkiwada 21

Discussion and brainstorming on environmental impact (Positive and Negative), environmental issues, proposed mitigation measures etc.

5 10 March, 2007 Chaitalwada 11

Discussion and brainstorming on environmental impact (Positive and Negative), environmental issues, proposed mitigation measures etc.

6 15 March, 2007

Nera primary School , Karkiwada

45

Discussion and brainstorming on environmental impact (Positive and Negative), environmental issues, proposed mitigation measures etc.

7 25 March, 2007

Secondary school , Pina 17

Discussion and brainstorming on environmental impact (Positive and Negative), environmental issues, proposed mitigation measures etc.

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Annex III Deed of enquiry (muchulka) Annex IV Notices Published & Pasted

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67

68

69

70

71

72

73

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79

Annex V Recommendation letters from the concerned

VDCs or Municipality

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Annex VI Photographs, Checklists, Questionnaires , Maps etc. Map-1 : Map of Nepal showing sub project district

Map-2 : Map of Mugu district showing Sub project

Map-3 : Topographical map of Gamgadhi – Talcha – Rara Road

sub project

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ANNEX 1. METHODS AND TOOLS FOR IEE An environmental appraisal involves analysis and understanding of the interactions between the project and the affected environment. Methods and tools available for accomplishing this task range from simple to very sophisticated. The four most commonly used methods in order of increasing sophistication are: • Checklist • Interaction Matrix • Overlay Mapping • Networks These methods/tools are complemented by subject specific analytic techniques. A. CHECKLIST Checklists are standard lists of environmental features, which may be affected by a project. Various agencies have published project focused, thematic, or generic checklists. Checklists are aimed to focus the attention of those undertaking environmental appraisals on the listed factors/components. Checklist may also promote lateral thinking about project and impacts. Checklist method range from simple listings of environmental factors/components to more complex variations involving weighting and scaling. Simple checklist: Simple checklist contains list of environmental factors/components, which could be affected by the proposed project and should be addressed by an environmental appraisal. Questionnaire checklist is elaboration of simple checklist and contains a set of questions under each relevant environmental factor. Simple/questionnaire checklists ensure that a particular environmental factor is not omitted from the appraisal and act as a guide to impact identification. However, no guidelines or information are included on how the impacts on these factors are to be assessed, the type of predictive techniques to be used and the type of data required. Table 1 shows portion of questionnaire checklist, as an example, for rural road development in hills. Table 1. Portion of a Simple/Questionnaire Checklist A. Natural/Biological Environment a.1. Might the road affect any protected area? __________NO_______ YES

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

a.2. Will the road pas through or near the valuable forests? __________ NO______________ YES

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

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

instability, landslides and erosion? __________ NO________YES If YES specify the sites, and explain how ____________________________________

b.2 Might the road disrupt natural drainage pattern’? _________ NO _________ YES If YES specify the location and potential consequences ___________________________

C. Community Infrastructures c.1 Might the road disrupt any of the following infrastructures?

-Irrigation canal/intake -Water supply lines _______________ NO______________ YES -Trails and trail bridges

-Other (specify) If YES, which infrastructure, in what ways and what will be the consequences_________________________________________________________

D. Development Potential Sites

d.1 Will the road provide access to any of the following development potential sites? -Citrus potential area -Tea potential area -Cardamom potential area _____________NO ____________YES-Tourist potential area -known mineral deposit -known hydropower sites

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

Note: If main heading (A, B, C, D… etc) only remains, it becomes a simple checklist. This is only to illustrate the simple/questionnaire checklist, not for direct use in any real appraisal. For each sub-project, a project specific checklist, which will be more detailed and cover all relevant environmental features/ factors, must be prepared. Descriptive Checklist: Descriptive checklist includes list of relevant environmental factors as in the simple checklists, and goes further giving guidance on appraisal as well. For each of the environmental factor, appropriate techniques for data collection, measurements, prediction, analysis, evaluation and interpretation are included to provide guidance on potential changes and assessment of impacts. A portion of descriptive checklist is shown in Table 2 as an example.

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Table 2. Portion of a descriptive checklist Environmental Factor and concerns

Basis for estimation

1. Air quality Health Changes in dust level, number of people at risk Noise Changes in noise levels, number of people bothered. 2. Forest and wildlife Changes in size and condition of forest, impacts on plant and animal 3. Landslides and slope stability Chances of slope failures, landslides and erosion; effects on resources, infrastructures and peopleField observation, surface geology and soil, past in the

Current dust levels, estimates based on experience/expert judgment, populations maps Changes in traffic type and number, other noise sources, current noise levels, experiences elsewhere, typical calculations for noise. Observation of the forest, interview, experiences in similar circumstances, professional judgment Field observation, surface geology and soil, past incidents in the locality, expert judgment

Note: Similarly, all relevant features/factor can be included. A more detailed descriptive checklist must be prepared for each road project. B. INTERACTION MATRIX The checklists deal only with the environmental factors, focusing attention only on one side of the phenomenon. An impact on environmental component must be caused by an activity or feature associated with a project. Interaction matrices link environmental features/factors with project activities/actions or features. Matrices are grid diagram with environmental factors on one axis and project activities on the other. Many different types of matrices have been devised and used in the environmental appraisal. A simple matrix displays project actions or activities along one axis (x or y), and relevant environmental factors or components along the other axis (y or x). When a given action or activity is expected to cause a change in an environmental factor or component, this is marked at the intersection point in the matrix. The second step in using simple matrix is to describe the interaction in terms of magnitude and importance. The magnitude of an impact is its extensity or scale, while the importance is related to significance, or an assessment of probable consequences. Alphabets, number scale, color codes, or symbols may be used in the interaction table of the matrix to show magnitude and importance of the anticipated impacts. The magnitude and importance related conclusions shown in the matrix should be based on sound professional evaluation of facts related to the impacts, and basis of the conclusion explained. Quite often magnitude may be evaluated objectively while significance is based on subjective professional judgment of interdisciplinary team or an individual. Several variations of matrix, generic for examples Leopold Matrix to project type matrices, are available in the published literatures and environmental appraisal reports. However, it is better to develop a specific matrix for the project being analyzed.

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Annex VII List of Persons and institutions consulted. Annex VIII Abstract of cost

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List of person and institutions consulted.

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