Road Network Project in Bhutan - Asian Development Bank · (WMM) and 150 mm granular subbase (GSB). The road will be single carriageway, with a width of 3.8 m and earth shoulders

Road Network Project in Bhutan

May 2005

Summary Environmental Impact Assessment

CURRENCY EQUIVALENTS (As of 14 April 2005)

CURRENCY UNIT – ngultrum (Nu)

Nu1.00 = $0.023 1.00 = Nu43.70

ABBREVIATIONS

ADB - Asian Development Bank CDB - Construction Development Board DGM - Department of Geology and Mining DOF - Department of Forest DOR - Department of Roads DR - district roads EA - executing agency EFRC - environmental-friendly road construction EIA - environmental impact assessment EIRR - economic internal rate of return EMoP - environment monitoring plan EMP - environment management plan FR - feeder roads IEE - initial environmental examination LCB - local competitive bidding MOWHS - Ministry of Works and Human Settlement NEC - National Environmental Committee NGO - nongovernment organization NH - national highway ROW - right-of-way SEIA - summary environmental impact assessment

WEIGHTS AND MEASURES

km - kilometer km2 - square kilometer m - meter vpd - vehicles per day

NOTES

(i) The fiscal year (FY) of the Government and its agencies ends on 30 June. (ii) In this report, “$” refers to US dollars.

CONTENTS Page

MAPS

I. INTRODUCTION 1 II. DESCRIPTION OF THE PROJECT 1

A. Proposed Project and Location of the Components 1 B. Proposed Project Activities 2 C. Project Schedule 3

III. DESCRIPTION OF THE ENVIRONMENT 3

A. Physical Environment 3 B. Biological Environment 6 C. Socioeconomic 9

IV. ALTERNATIVES ASSESSMENT 10

A. No Project 10 B. Alternative Transport Modes 10 C. Alternative Improvements and Realignment 10

V. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES 11

A. Impact Due to Siting of the Project and Project Design 11 B. Construction Phase 11

C. Operational Phase 13

VI. ECONOMIC ASSESSMENT 14 A. Benefits 14 B. Costs of Adverse Impacts, If Not Mitigated 14 C. Cost of Mitigation Measures 15

VII. ENVIRONMENTAL MANAGEMENT PLAN 15

A. Environmental Management Plan and Responsible Authorities 15 B. Institutional Capacity to Address Environmental Concerns 15

VIII. PUBLIC INVOLVEMENT AND DISCLOSURE 16

IX. CONCLUSION AND RECOMMENDATIONS 17 APPENDIXES 1. Environmental Management Plan for the Trongsa-Gelephu Highway Including the 16 km Realignment 18 2. Environmental Management Plan for Feeder Roads 26 3. The Zoning System of National Parks in Bhutan 34

I. INTRODUCTION 1. This summary environmental impact assessment is based on two environmental assessment reports on the proposed Road Network Expansion Project in Bhutan: (i) the initial environmental examination (IEE) of the proposed improvement of feeder roads, and (ii) the environmental impact assessment (EIA) of the proposed improvement to National Highway, 3 Trongsa–Gelephu (NH-3). It also took into account the engineering design report for improving feeder roads and NH-3. It assesses the environmental impact of only those activities that will be funded by the Asian Development Bank (ADB). 2. The Project was initially categorized as category B according to the ADB Environmental Assessment Guidelines, 2003. However, the environmental survey found that NH-3 passes through about 59 kilometers (km) of the Jigme Singye Wangchuck National Park (JSWNP) and approximately 10 km of the Royal Manas National Park (RMNP). In addition, the proposed 16 km Wangdigang–Mangdechu realignment passes through the buffer zone of the JSWNP. The proposed improvement of NH-3 was therefore reclassified as a category A project and the EIA prepared.1 3. The environmental assessment studies were carried out from May 2004 to March 2005. Intercontinental Consultants and Technocrats from India and the Gyaltshen Consultancy from Bhutan prepared the IEE and EIA reports on behalf of the Department of Roads (DOR) of the Royal Government of Bhutan. 4. The studies were based primarily on secondary data and covered the project area, as well as the surrounding area directly or indirectly affected by the Project. The studies were prepared in accordance with relevant laws and regulations of the Royal Government of Bhutan, including the Environmental Assessment Act, 2000, and with the ADB Environment Policy, 2002, and Environmental Assessment Guidelines, 2003. 5. After completing the detailed design of each subproject, the DOR will seek forestry clearances from the Department of Forests for four feeder roads and realignment of NH-3. When these have been obtained, DOR will seek environmental clearance from National Environmental Committee (NEC). The civil works will begin only when this has been received.

II. DESCRIPTION OF PROJECT A. Proposed Project and Location of the Components 6. The proposed Project will involve the improvement to four feeder roads with a total length of 102 km and improvements to some stretches of National Highway 3 with a total length of 136.8 km (Table 1).

1 The terms of reference of the EIA of the Trongsa–Gelephu highway and realignment had been agreed in principle

by NEC officials, although the official letter of approval was not received until February 2005.

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Table 1. Project Location

Proposed Project Road

Length (km)

District

National Highway A stretch of Trongsa–Gelephu (National Highway 3), including a 16 km realignment

136.8

Trongsa Zhemgang Sarpang

Feeder Roads Mirchim–Bongo Autsho–Garbagtang Kharthungla–Kangpara Tekizam–Bjena

17.5 51.0 28.0 6.5

Chukka Mongar/Lhuentse Trashigang Wanghue Phodrang

km = kilometer.

B. Proposed Project Activities 1. National Highway 7. The existing road is a continuous chain of back-to-back curves, resulting in low travel speeds and safety problems. The carriageway varies between 3 and 4 meters (m) and averages 3.8 m. The average width of shoulders in the valley is 2.5 m, and varies between 1 m and 3 m. In the hillside, the average width of shoulders is 0.8 m, and varies between 0 m and 2 m. The present carriageway is surfaced and the shoulders are earth. The drain in the hillside is around 0.6 m wide and is shallow and unlined. Lack of adequate drainage at some points is causing seepage, slope instability, and roadbed settlement. In addition, during the monsoon season, landslides are frequent. 8. The Project will upgrade the Trongsa–Gelephu national highway, particularly the stretch between Trongsa and Kuenga Rabten (22.5 km); the realignment between Wangdigang bridge and Mangdechu bridge (16 km); and the stretch between Tingtibi and Gelephu (98.3 km). The Project will replace two temporary bridges with permanent structures, the Wangdigang Bridge and the Yeshigang Bridge. The Project will be implemented within the existing right-of–way (ROW), except for the 16 km realignment. The road was designed for a standard speed of 60 km/hour on the flat and rolling terrain and 30 km/hour on the mountainous terrain. The pavement will be double bituminous surface treatment (DBST) with 250 mm wet mix mecadam (WMM) and 150 mm granular subbase (GSB). The road will be single carriageway, with a width of 3.8 m and earth shoulders 1 m each. The project will also include: (i) lining the existing drainages; (ii) replacing and repairing several culverts; (iii) constructing safety structures; (iv) building bus stops, passenger shelters, and truck lay-bys at appropriate places; and (v) proper road furniture. 2. Feeder Roads 9. The Project will include the rehabilitation and construction of four feeder roads that will mostly follow existing tracks. These connect villages and are now used by pedestrians and animals. The present alignment is based on 1:50,000 topographic maps and an on-site reconnaissance survey. The alignment will be finalized during the detailed design study. The road will have single carriageways and be gravel-surfaced and 3.5 m wide with a 0.5 shoulder on each side. It will be designed for a standard speed of 40 km/hour.

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C. Project Schedule 10. The road is designed to last for 20 years. The environmental assessment studies were carried out during the feasibility study of subprojects. No detailed engineering study was available. The detailed project schedule for the proposed subprojects is: (i) preparation of the detail design and survey in 2006, (ii) procurement in 2007, and (iii) construction at the end of 2007 to 2010.

III. DESCRIPTION OF THE ENVIRONMENT 11. This description covers project areas and affected areas, which range from 100 m to 150 m from the central line of the road. A. Physical Environment

1. Meteorology and Climate 12. The general climate of the country is wet and hot in the south, dry and cold in the north, dry and warm in the inner valleys, moist and cool on the north–south ranges and alpine areas, and arctic in the High Himalayas. Temperatures vary, with lapse rates of 0.5 to 0.6 degrees centigrade per 100 m of altitude. Mean air temperatures range from over 20°C to below zero. 13. The project roads cross regions with climatic conditions varying from subtropical to cool. As a consequence, construction periods are relatively short at high altitudes, being limited by summer rain and winter frost and snow. Specific climatic conditions in the project roads are:

(i) Mirchim–Bongo feeder road. Warm subtropical and temperate with high levels of rainfall (average total per year >2000 mm).

(ii) Autsho–Garbagtang feeder road. Warm, with high moisture levels in the higher elevations and low moisture levels in the lower elevations.

(iii) Karthungla–Kangpara feeder road. Cool subalpine in the Karthungla pass area and warm and cool temperate with moist slopes and subhumid in the lower elevations. Cool temperate in the higher elevations and warm temperate in the lower elevations along the Trashiyangphu–Pheggbari–Kangpara route.

(iv) Tekizam–Bjena feeder road. Warm temperate with moderate moisture levels. (v) Trongsa–Gelephu highway. High temperature and rainfall in the southern parts

of the highway and the Tingtibi area. Northern parts of the highway and higher elevations have cool temperate conditions with low moisture levels.

(vi) Realignment. In the Tingtibi area, climatic conditions surrounding the realignment are warm temperate and moist with high rainfall.

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2. Topography and Soils 14. The topography of all of the project areas, except for the mixture of rolling and flat terrain of the southernmost 25 km of the Trongsa–Gelephu road, is highly mountainous. Deeply incised river valleys dominate the landscape. The alignments for all the project road sections are determined by this mountainous topography and by the pattern of settlements, which are highly scattered and frequently located in valley bottoms and on high shoulders. 15. The soil types in Bhutan are high-altitude stony debris; salty meadow and alpine meadow soils; temperate forest soils; stagnogleys and podzols; deep, stony unstable, highly leached and weathered soils; and raw alluvial soils.

(i) Mirchim–Bongo feeder road. This proposed feeder road starts at an elevation of 1,265 m and runs along slopes of 35º to 50º in a narrow valley formed by the Wang Chu. Slopes are covered by a layer of thick soil material. Red residual soils derived from the weathering of ferruginous quartzite cover the slopes in some areas. Most of the soil in the region is composed of phyllites, which makes the soil texture very fine and the slopes very unstable.

(ii) Autsho–Garbagtang feeder road. The proposed alignment runs along and up (30º–45º) the existing highway to Lhuentse. The alignment runs along and close to the ridge on top of north–south running ranges with elevations varying from 1,000 m to 2,000 m on the east bank of the Kurichhu River. A huge and active landslide (the Rotpashong slide) stretches from 800 m to 1,850 m near the villages of Gamanang and Chakaling. This slide is caused by movement of pre-existing fluvio-glacial materials, along with highly jointed and weathered parent rocks.

(iii) Karthungla–Kangpara feeder road. The proposed route for this feeder road runs through altitudes of 2,300 m to 1,300 m along slopes of 20° to 60° and follows a stretch of steep cliffs called Serpang Brag before reaching the village of Bedangphu. The Trashiyangphu–Pheggbari–Kangpara route runs along slopes of 20° to 50°.

(iv) Tekizam–Bjena. This proposed road is on the south slope of a hill with slopes of 30° to 40°and elevations ranging from 1,500 m to 1,700 m. Most of the area is covered by a thick layer of soil with a few rock outcrops of quartzites and phyllites. There is a landslide just above the river bed of Dangchu within the first 100 m of the road as it leaves Tekizam.

(v) Trongsa–Gelephu highway. The highway runs through diverse and rugged terrain with slopes between 30° and 50° and altitudes ranging from 2,100 m at Trongsa and 240 m at Gelephu. The steep valley sides are covered by a thick layer of colluvial soil and rock debris, overlying weathered rock. The southern section of the highway has a weaker soil structure because of high precipitation levels. This makes the soil weak and saturated and therefore unstable and prone to slope failures. The northern section above the southern belt has much more stable soils, comprising temperate forest soils and clay of glacial origin and reportedly no landslides.

(vi) Realignment. The realignment runs along the slopes of the eastern bank of the Mangdichu River, and passes through steep and near vertical slopes of about 75° and very rocky areas.

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3. Air Quality

16. Because of the pristine environment and sparse population, most parts of the country have very good air quality. Air pollution is mainly in the larger urban and industrial areas such as Thimphu. The main sources of air pollution are vehicle exhausts and industries. There is a lack of adequate air quality monitoring equipment in Bhutan, which limits data on site-specific air quality. 17. All the proposed feeder road alignments pass through rural areas with no roads and industries so the quality of air is very good. Most of the Trongsa–Gelephu highway passes through rural settings with few settlements and an average of only 141 to 143 vehicles passing through per day. Hence, the air quality is largely good.

4. Noise 18. There is little noise pollution in Bhutan, reflected in the lack of adequate equipment to measure noise. There are no noise issues in any of the proposed feeder road areas. Along the Trongsa–Gelephu highway, the noise level corresponds to the number of vehicles passing through different sections of the highway, so noise levels are generally low apart from in the towns at either end of the highway.

5. Surface and Ground Water 19. Bhutan has four main water basins: (i) the Drangme Chu basin which is the largest and drains the central and eastern regions; (ii) the Punatsang Chu basin which drains the northwestern region; (iii) the Wang Chu basin which drains the west central region; and (iv) the Amo Chu basin, which is the smallest and drains the western border areas. The northernmost half of the Trongsa–Gelephu highway runs parallel to the Mangdichu, which forms part of the Drangme Chu water basin. All these river systems discharge into the Brahmaputra River in India. Fed by glaciers, all the rivers are perennial and swell during the monsoon months. This is because of the total precipitation received, surface run-off constitutes 76%, another 5% is snow, and infiltration is 19%.

(i) Mirchim–Bongo feeder road. This road passes through a narrow valley formed by the Wang Chu. The area is drained by the Wang Chu and Chala Long Chu rivers in a dendritic pattern.

(ii) Autsho–Garbagtang feeder road. The alignment runs hundreds of meters above the east bank of the Kurichu River. The proposed route passes a large number of streams and rivers, such as the Rewan Chu.

(iii) Karthugla–Kangpara feeder road. The area of the proposed alignment is drained by the Mochhu, Nyera Ama Ri, Garbo Ri and Chundey Ri rivers. The Trashiyangphu–Pheggbari–Kangpara route is drained by a number of rivers and streams, of which the Nyera Ama Chu is the biggest.

(iv) Tekizam–Bjena feeder road. Drainage is controlled by the Dang Chu, a tributary of the Punatsang Chu.

(v) Trongsa–Gelephu highway. The road runs along the east bank of the Mangde Chu River from Trongsa to Tingtibi, climbs the western slopes of a ridge up to Tamala pass and then follows the west bank of Ronggang Chu. Just before reaching Gelephu, it runs first along the east bank of the Mao River and then along its west bank.

(vi) Realignment. The route runs along the Wangdigangchu for some meters and then, after the junction between the Wangdigang Chu and Mangdi Chu and for the rest of its length, runs parallel to the eastern bank of the Mangdichu River. It

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passes three perennial streams, the largest being the Bubtigang Chu about midway along the route. It crosses about nine seasonal streamlets.

6. Geology and Seismology

20. The geology of Bhutan is divided into two broad zones, the Lesser Himalayan belt along the southern and southeastern border and the Tethyan formation in the remaining parts. The Lesser Himalayan formation includes a wide range of sedimentary and low-grade metamorphic rocks, while the Tethyan formation mainly comprises schists, marble, and gneisses, which account for more than 70% of the country’s bedrock. The project areas are scattered over these two zones. 21. Rock types in Bhutan have been divided into a number of series: Buxa series, Phuentsholing series, Samchi series, Shumar series, and Thimphu series.

(i) Mirchim–Bongo feeder road. Scattered outcrops of granite and gneisses with occasional bands of mica schist are exposed. The lithology of the area comprises biotite gneisses with bands of Calc gneisses of the Thimphu group of rocks.

(ii) Autsho–Garbagtang feeder road. Rock outcrops comprising micaceous phyllites, schists and quartzite exist throughout the area.

(iii) Karthungla–Kangpara feeder road. There are a few rock outcrops of granite and gneisses on the slopes, riverbanks and streams. The Trashiyangphu–Pheggbari–Kangpara stretch falls near the main crystalline fault, making the area vulnerable to landslides.

(iv) Tekizam–Bjena feeder road. Most of the area is covered by a thick layer of soil with a few rock outcrops of quartzites and phyllites.

(v) Trongsa–Gelephu highway. The main crystalline fault passes through first 15 km section of this area, making it highly unstable. This fault separates the rocks of Thimphu formation (Biotite granite gneiss with bands of quartzite), from the rocks of the Sumar formation (quartzite mica schist with phyllite bands). Geomorphological features existing along the highway include free rock surfaces; degraded middle slopes and ancient valley flows; steep valley sides covered by a thick mantle of colluvial soil and rock debris, overlying weathered rock; and the area is a few hundred meters close to the Brahmaputra planes. There are two kinds of landslides along the highway: “debris slides” and “rock falls”. The first is a movement of debris material along slopes, while the latter is a movement of rock strata because of the highly jointed nature of the rocks.

(vi) Realignment. The first half of this section is underlain with garnetiferous grey psammitic and psammopelitic schists and gneisses, and garnetiferous quartzites. The second half is underlain with greenish quartzites and quartz schists with rounded biotites. A prominent set of geological discontinuities has caused the formation of wedges along the slopes. This results in landslides along the wedge axes.

B. Biological Environment

1. Aquatic Biology

22. The aquatic ecosystems in Bhutan are controlled by altitude and corresponding temperature variations. There is a diverse system of aquatic ecology which supports an equally diverse range of aquatic wildlife adapted to survive in various conditions. However, very few

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studies have been conducted on aquatic species in Bhutan and few data are therefore available. No data on the aquatic biology of the area near the feeder roads are available. 23. Aside from the abundant rivers ands streams along the Trongsa to Gelephu road, a small fishery with about 2,000 fingerlings sponsored by Helvetas/SDC Bhutan is about 10 km from Zhemgang in the direction of the Wangdigang bridge and Trongsa. Informal discussions and the RMNP management plan indicate that the common fish species found in the rivers and streams flowing in the project area are trout, catfish, and eel.

2. Flora

24. Bhutan’s small and scattered population, strong conservation policies and favorable environmental conditions have maintained a rich diversity of vegetation over 72.5% of the country’s surface area. Within three main zones—the alpine zone, the temperate zone and the subtropical zone—there are eight different types of coniferous, broad-leaf, and scrub forests.

(i) Mirchim–Bongo feeder road. Along the alignment there are dense mixed broad- leaved forests with such species as Alnus nepalensis, Castanopsis indica, Macaranga postulata etc and tree densities of 300–500 trees per km2

(ii) Autsho–Garbagtang feeder road. The dominant forest type around this road is chirpine forests with scattered patches of broad-leaved forests in the more moist gorges. The key species of chirpine forests is Pinus roxburgii. The tree density along the alignment is lower in this area 200–300 trees per km2

(iii) Karthungla–Kangpara feeder road. There are dense, cool temperate and broad-leaved forests with a density of 400–500 trees per km2 covering approximately 85% of the alignment. The Trashiyangphu–Pheggbari–Kangpara route has many villages along its alignment, with low-density intermittent broad-leaved forests.

(iv) Tekizam–Bjena feeder road. There are warm broad-leaved forests with a density of 300–500 trees per km2 along the proposed alignment.

(v) Trongsa–Gelephu highway. With elevations varying from 240 m to 2,100 m, the highway passes through subtropical, warm broad-leaved, chirpine and cool broad-leaved forests. Common species along the highway are Duabanga grandiflora, Callicarpa arborea, Pinus roxburgii, Castanopsis indica, Alnus nepalensis and Macaranga postulata.

(vi) Realignment. The realignment route from its starting point (at the first curve after the Wangdigang Bridge) has dense warm broad-leaved forests with an average tree density of 3,700 trees per km2. The dominant tree species in this part of the route are Alnus nepalensis, Terminalia altata and Ficus and Albizzia species. Beyond this first section of broad-leaved forests, the route passes through some cultivation areas. It then passes through alternating sections of chirpine and broad-leaved forests and finally rejoins the highway near the Mangdichu bridge.

3. Fauna

25. The rich complex of ecosystems in Bhutan, created by the mountainous terrain and large altitudinal and temperature range, is home to more than 165 species of mammals and 770 species of avifauna. 26. The forests of Bhutan are home to one of the world’s most endangered species, the Bengal tiger. The snow leopard, another globally important species, lives in the high areas of the country. Takin (Budorcas taxicolor), the national animal of Bhutan, is found around Laya and Lingshi and in other northern areas. The habitat of the elephant and golden langur, two

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important species, starts in the southern border areas of Bhutan and continues into India. Patches of habitat suitable for the red panda and musk deer are scattered throughout 15 districts of the country. 27. The project area of the national highway contains habitats of the langur (golden, capped and hanuman), hornbill (rufous-necked, great pied), and tiger. It includes the habitats of three important species, which are listed under “Schedule 1–Totally protected species”2 under the Forest and Nature Conservation Rules and Regulations of Bhutan, the golden langur, rufous- necked hornbill, and tiger. 28. The golden langur is native to Bhutan and is listed in Appendix 1 of the CITES list of endangered species. Recent studies show that there are only 4,000 in the country. Of the three important species mentioned in the previous paragraph, the situation of the golden langur is the most critical, as it has a limited habitat confined to a small section of south-central Bhutan. 29. The rufous-necked hornbill is a globally endangered bird. Its habitat is confined to the southern belt of the country. 30. The tiger is also a globally endangered species. However, its habitat stretches throughout the country. In addition, all new construction will be carried out near settlements, which are not frequented by tigers.

4. Protected Area

31. Bhutan has four national parks, four wildlife sanctuaries, and one strict nature reserve, which was established in 1993. In 13 of the 20 districts, biological corridors connect these protected areas and enhance wildlife migration. Conservation areas, which are multi-use areas, are located in five districts. Forestry management units (FMUs) and “working schemes” can be found in 12 districts.3 32. The Trongsa–Gelephu highway passes through 59 km of the Jigme Singye Wangchuck National Park (JSWNP) between the settlements of Tingtibi and Samkhara and approximately 10 km of the Royal Manas National Park (RMNP) and between the settlement of Samkhara and the 40 km point of the highway from Gelephu. In both cases, the highway is deemed to fall in the multi-use zone of the parks where socioeconomic development is encouraged. The 16 km realignment falls in the buffer zone of the JSWNP, which is outside the boundary of the park and does not fall under its jurisdiction, although it is monitored by park staff.

33. The Autsho–Garbagtang feeder road crosses a biological corridor. However, currently there is no established policy for biological corridors so they are treated like any other government forests.4 This implies that any activity inside biological corridors will be subject to all relevant clearances, such as forestry clearance, clearance for establishing quarry sites from DGM, and others.

2 Royal Government of Bhutan, Ministry of Agriculture. 2000. Forest and Nature Conservation Rules of Bhutan.

Thimphu, Volume 1. 3 FMUs are geographic areas of government-reserved forests that are scientifically managed for logging and

conservation. Similar areas that are less than 3000 ha with shorter management durations are called “working schemes”.

4 According to the Nature Conservation Division, Department of Forestry.

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C. Socioeconomic 34. Given that 79% of the country’s population is rural, the economy is also predominantly rural. The project roads pass through 8 districts: Chhuka, Lheuntze, Mongar, Sarpang, Trashigang, Trongsa, Wangdue Phodrang, and Zhemgang. For more than 90% of their length, the project roads run through rural areas with very low population densities. 35. People living in the project areas come from three broad ethnic groups: Ngalop (western region), Sharchop (eastern region), and Lhotshampa (southern region). Some of the communities are very poor. It is reported that local people will be willing to work for the contractor during project construction. 36. Most of the land currently under cultivation in Bhutan is in small and often isolated pockets along the main river valleys and is concentrated in the southern foothills. Farming is hard. Because of the steep slopes, most farming is labour-intensive and mechanisation is often not possible. Construction of feeder roads will provide direct and indirect benefits to the local population. These include improved access to market and a stimulus to the cultivation of cash crops. 37. As in the rest of the country, the major source of energy in the proposed feeder road areas is firewood, which is available in abundant quantities from the extensive forests and accounts for most of the energy consumption in the area. Electricity generation, although still relatively small, is growing in importance. 38. Electricity is more readily available along the Trongsa–Gelephu highway. Power transmission lines from the Kurichu hydropower plant in Mongar connect to a substation in Tingtibi, which supplies electricity to Tingtibi town, Tama village, Yabilaptsa, and Zhemgang. 39. Industry plays a relatively small role in the economic development of Bhutan. Industrial development is confined to a few large industries such as the Penden Cement Plant, Bhutan Board Products, and Bhutan Carbide and Chemicals, all of which are located in the southern parts of the country. Within the project areas, there are two large-scale factories in Sarpang and Trongsa Dzongkhag, along the Trongsa–Gelephu highway. These include the alcohol distillery factory and the Gelephu Service center in Gelephu. 40. Health care is delivered in an integrated system, through an organized structure, with basic health units (BHUs) and outreach clinics (ORCs) serving as referral centres at the community level and national, regional and district hospitals delivering care for more serious illnesses. A number of BHUs and ORCs are scattered throughout the settlements and are connected by the proposed feeder roads. In addition to these health facilities, there are two hospitals along the Trongsa–Gelephu highway. 41. Like the health facilities, education facilities—community primary schools, primary schools, lower secondary schools, middle secondary schools, higher secondary schools, and nonformal education centers (NFEs)—are scattered throughout settlements surrounding the project roads. 42. Tourist sites in Bhutan include monasteries, scenic treks, wildlife and nature, traditional and religious festivals, and springs and surface water bodies. Tourism, while carefully targeted at high-value, low-volume and low-impact activities, is a rapidly developing industry. The project roads, most of which pass through forests, will play an important role in facilitating access to

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many scenic vistas, including the Jigme Singye Wangchuck National Park and the Royal Manas National Park. 43. Two important religious sites called Phuningla and Aja Ney are located a few hours’ walk from the Autsho–Garbagtang feeder road. The feeder road will therefore make access to these sites easier for local people and tourists. There is a popular hot spring called Tatopani close to the southern part of the Trongsa–Gelephu highway. This hot spring has religious significance and healing properties for many ailments of the stomach, lungs, and blood pressure and is visited by hundreds of local people during the cooler months.

IV. ALTERNATIVE ASSESSMENT A. No Project 44. Without the project, roads will continue to deteriorate because of worsening drainage structures and existing and possible new landslides (leading to continued or increased deposition of sediments in water bodies). Roads that were not designed to carry heavy traffic will deteriorate as traffic increases and loads get heavier. In addition, increasing traffic along NH-3 will add to the disturbance to the habitat and roaming area of golden langurs (most of which are scattered between Dakpai and Tingtibi). 45. No capital costs will be incurred and no project-specific institutional strengthening will be available. However, high maintenance costs will continue. B. Alternative Transport Modes 46. There is no other transport mode. Domestic or charter airplanes are not available in Bhutan. In rural and remote areas, walking or riding mules or horses on the footpaths or roads is the only alternative mode of transport. Improving the road conditions is the most available option. C. Alternative Improvements and Realignment 47. For the national highway, improving the existing road without expansion is the most feasible option since the surrounding area is mostly hilly or mountainous, and the road passes through JSWNP and RMNP. Adjusting the base and surface road conditions to cater to possible increases in traffic loads is the preferred option. 48. Nonetheless, 90 km from Trongsa, the road climbs the hill and goes through many short curves to reach Tingtibi through Zemghang. Bypassing this stretch would reduce the distance from Trongsa to Gelephu. Two alternative realignments were considered during the feasibility study.

(i) Option 1. A-16 km realignment starting at km 98.3 just after the Mangdichu bridge and rejoining the highway at km 153.6 just before reaching the Wangdigang bridge.

(ii) Option 2. A-19 km realignment starting and ending at the same points, but in its middle parts (around 10 km from the starting point of the realignment), the road would pass further to the east to avoid a sharp climb before returning to the main alignment.

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49. Both realignment options would reduce the distance to Gelephu from Trongsa and both would avoid the Dakpai-Tingtibi forest area, the habitat of the golden langur. However, option 1 is preferable because (i) the distance from Trongsa to Gelephu would be 3 km shorter, (ii) there would be less need for blasting, and (iii) fewer trees would need to be cleared.

V. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES A. Impact Due to Siting of the Project and Project Design 50. Almost all the four feeder roads pass through forest areas. These are not categorized as protected areas, but the land clearing would involve cutting down a large number of trees. Since the rural roads will only be gravel pavement roads, hydro-ecological impacts such as reductions in infiltration are not expected. However, other potential impacts such as soil erosion may occur in several areas. To avoid loss of vegetation coverage, the following mitigation measures will be carried out.

(i) The detailed engineering design study will select a road alignment that minimizes the cutting down of trees.

(ii) The detailed engineering design will identify areas prone to erosion and include land stabilization as part of the design.

(iii) The detailed engineering design study will enforce the strict conditions of the NEC’s environmental clearance, particularly in the selection of feeder road alignment.

(iv) The construction of feeder roads will use environmentally-friendly road construction (EFRC).

51. The existing NH-3 passes through two national parks. The road passes through the JSWNP for around 59 km and through RMNP for around 10 km. Improvements to these stretches will cause no significant impacts because there will be no road widening in these stretches. The 16-km road realignment will pass through the buffer zone of the JSWNP. The realignment will start from around 90 km from Trongsa and will end in Tingtibi and will join the existing alignment before Wangdigang bridge. Although construction work will have some environmental impacts, this realignment will avoid the Dakpai to Tingtibi stretch, which is known as the roaming and habitat area of golden langur. B. Construction Phase

1. Feeder Roads

52. The environmental impacts associated with the construction work are: (i) loss of vegetation coverage because of land clearing; (ii) erosion and landslides because of possible blasting; (iii) land degradation caused by borrow pits; and (iv) other environmental impacts related to disposal of excess soil, placement of construction worker camps, and placement or storage of construction materials. To minimize these, EFRC methods will be adopted, including: (i) controlled blasting; (ii) excavator-tipper combination instead of bulldozers; (iii) log and boulder barriers to control slipping of blasted or excavated materials; and (iv) bioengineering techniques for slope stabilization, in addition to training walls. Excavated materials will not be disposed of near water bodies or streams, in forests, or on agriculture land. To reduce dust, the contractor will be required to splash water continuously when earth work is carried out in inhabited areas. Construction worker camps will be provided with water and sanitation. In addition, the contracts will cover a maximum of 15 km, so detailed mitigation measures to be implemented by the contractor will be clearly described in the bidding document. Each contractor will be required to submit a site environmental management plan which describes how the contractor will

12

implement mitigation measures, where the borrow areas will be needed, and how excess excavation materials will be disposed of.

2. National Highway

53. Civil works related to the national highway can be grouped into two types: civil work for construction of a new road because of the realignment, and civil work for improving the existing road and two bridges.

a. Construction of the New Road (including realignment) 54. The land clearing will involve cutting down about 4,500 trees in the buffer zone of the JSWNP. The area is not the habitat of any endangered species, therefore there will be no other impact apart from loss of vegetation. The loss of vegetation cover is a permanent impact, but to minimize the loss the following measures will be adopted: (i) planting grass on both shoulders will reduce the loss of vegetation coverage by 21%; (ii) removing or cutting down trees outside the road formation will be banned; (iii) banning borrow activities in the forest areas; and (iv) not allowing construction workers to cut down trees either for cooking fuel or for heating hot mix plant. 55. The loss of vegetation coverage may disturb wildlife in the buffer zone. However, the impact is expected to be small. According to the local community, the realignment area is not the habitat of golden langur, although sometimes they see golden langur in the zone. The rufous-necked hornbill is mostly found in the forest around the villages of Tama and Berthi, which are not in the realignment area. Construction workers may carry out illegal fishing, hunt wildlife, or carry out illegal logging. If so, these illegal activities will have a negative impact on aquatic and terrestrial wildlife. Strict rules to prevent this should be included in the contract document and monitored during construction. 56. The fill and cut works will involve blasting, particularly at the southern end of the realignment close to Mangdichu bridge, because of the rocky nature of the area. The impacts from blasting will be temporary, site-specific and will occur only during the blasting period. To minimize the impacts, the following measures will be adopted: (i) controlled blasting will be used, (ii) damaged rocks and loosened structures will be collected using excavators and tippers, (iii) rockslides and landslides will be preventing by cutting slopes at only 45° with appropriate spaced benches, and (iv) nearby communities will be informed about the controlled blasting and the schedule. Any cut and fill that results in a slope steeper than 45° will need to be secured by a protective wall and protected by bioengineering methods. 57. In preparing the base road, the cut and fill will generate some environmental impacts, such as dust and excess soil that need to be disposed of. To minimize the environmental impacts associated with these activities, the following mitigation measures will be adopted: (i) a balanced cut and fill will be adopted, (ii) the contractor will be required to submit a disposal plan for the excess cut and fill materials, (iii) no excess cut and fill materials will be disposed of on the bank of the Mangdichu River, which flows parallel to the roads, and (iv) no excess cut and fill materials will be disposed of in forested areas. 58. To avoid environmental impacts related with pollution caused by hot mix and crushing plants, it is recommended that these plants be located at least 500 m from inhabited areas. To minimize the impacts caused by dust related to the earth work, the contractor will be required to spray water while working in the inhabited areas.

13

59. Since the realignment road runs parallel to Mangdichu River for its entire length, impacts on the river have to be minimized. It is therefore recommended that the construction worker camps and storage for construction equipment and materials not be located near the river. The camps need to be provided with toilet facilities, clean water, and garbage bins. 60. Other potential impacts that may not be directly located in the project area include those related to borrow materials. It is recommended that the contractor use borrow materials from legal borrow areas using a legal permit from the Department of Geology and Mines.

b. Civil Works Related with the Improvement of the Existing Road

61. The civil work will involve dismantling the existing base and bitumen. The total amount of the spoiled materials will be around 110,000 m3 of which 60% will be reused, and therefore around 44,000 m3 of spoiled material needs to be disposed of. Since most of the stretch of this road is within the national parks, it is necessary to consult the park manager to find places and ways to safely dispose the spoiled materials. Consultations with the Nature Conservation Division (NCD) have already begun. Follow-up discussions will be carried out with park officials during the detailed design studies. 62. National Highway 3 is the only road connecting Trongsa to Gelephu, so during construction traffic movement will be affected. Proper traffic signs will be placed on both sides of the construction working areas to advise drivers to reduce speed. 63. Earthworks to replace the base and resurfacing works will create dust, noise, and contaminated air. To minimize these impacts: (i) contractors will be required to spray water in construction areas near inhabited areas; (ii) contractors should place hot mix and crushing plants at least 500 m from inhabited areas; (iii) for the road stretches along the national parks, park managers should be consulted on the location of hot mix and crushing plants, construction worker camps, and storage of construction equipment and materials; (iv) construction work should take place from 0700 h to 1900 h only; (v) contractors should use borrow materials from legal borrow areas and a permit should be obtained from the Department of Geology and Mines; and (vi) transportation of construction materials should be by closed trucks. 64. In reconstructing both bridges, the only significant impact identified was on air and noise quality. It is predicted that there will be temporary and localized contamination of water, particularly an increase in Suspended Substances (SS) due to construction work. To reduce this, where feasible, work on the river bank will be minimized, no construction materials or machinery will be stored by the riverside, and prefabricated technology will be used as much as possible for construction. Both bridges are far from inhabited areas, so no major impact on local communities is expected. 65. For all construction work, improvements to feeder roads, and realignment of and improvements to the national highway, construction workers will be hired from local communities or other parts of Bhutan as far as possible, to avoid a social conflict. Bidding for the construction work will be done locally. If workers are hired from other parts of Bhutan, the workers’ camp will be provided with an adequate supply of water, toilet facilities, and self management of solid waste, thereby, minimizing resource conflicts. C. Operational Phase 66. During the operation of the roads, no significant impacts are predicted other than those resulting from neglected mitigation measures (such as improper disposing of spoiled materials,

14

failure to provide slope stabilization in the erosion, and landslide-prone areas and failure to maintain bioengineering and tree planting along the road alignment, or to rehabilitate borrow and quarry areas). Therefore, regular monitoring will be needed to ensure that all required mitigation measures are implemented. Some other potential impacts related to the operation of the project are described below.

1. Feeder Roads

67. No adverse impacts are expected during the operation of the feeder roads. The number of vehicles will not drastically increase. As well as better access, a reduction in dust because of resurfacing will be a positive impact.

2. National Highway 68. Improved road conditions will lead to vehicles moving more quickly, which could cause an increase in road accidents, collisions with wild life, or accidents involving transportation of hazardous goods. Road safety measures, such as proper traffic signs, need to be adopted. In addition, the Department of Roads needs to work closely with other public and private organizations public to increase public awareness of road safety. 69. The new realignment provides access to rocky areas containing valuable rocks. The DOR will need to work closely with the Department of Geology and Mines to avoid illegal mining that could cause rockslides and damage the roads.

VI. ECONOMIC ASSESSMENT A. Benefits 70. The key long-term environmental and social benefits from improvements to the national highway will arise from (i) savings in travel times from the current time of about 2.8 hours (because of faster vehicle speeds and reduced travel distance), (ii) reduced vehicle operating costs (because of improved road surfaces), (iii) lower road maintenance costs (because of the better infrastructure), and (iv) a reduction in costs caused by road closures or road deviations (because of landslides). The other nonquantifiable benefits are: (i) improved access to national parks and increased potential for eco-tourism; (ii) new businesses serving the increased passing trade; (iii) less soil erosion and sedimentation and fewer landslides; (iv) better drainage; and (v) less disturbance to the golden langurs on the Dakpai to Tingtibi stretch. B. Costs of Adverse Impacts, if Not Mitigated 71. The key negative, permanent, and irreversible impacts will occur along the realignment and will be (i) loss of 66,038 m2 of vegetation cover, (ii) loss of about 4,500 trees with diameter at breast height (dbh) >10 cm, and, deriving from these, (iii) loss of wildlife habitat, and (iv) a marginal reduction in scenic beauty. 72. From these four impacts, only the loss of trees can be quantified in monetary terms. Based on current commercial rates for logs in the Forestry Development Corporation auction yards, the estimated total commercial value of the timber that will be felled is about Nu52 million. Felled trees have to be handed over to local forestry officials who will then pass them to the FDC for auction. This value will, thus, not be a loss to the economy.

15

C. Cost of Mitigation Measures 73. Proposed mitigation measures depend heavily on the use of EFRC. This approach will be adopted, as much as possible, in strengthening the national highway and constructing the 16-km realignment and feeder roads. Most of the costs of EFRC are incorporated in the construction costs. The total cost for implementing mitigation measures not included in the construction work for the national highway is Nu720,000. Similar estimates have not been made for the feeder roads, but it is expected that most of their mitigation costs will also be incorporated in the construction costs.

VII. ENVIRONMENTAL MANAGEMENT PLAN A. Environmental Management Plan and Responsible Authorities 74. The environmental management plan (EMP) attached in Appendix 1 will serve as a guideline for incorporating environmental measures to be carried out by the Department of Roads, the project manager, contractors, and other parties to mitigate possible impacts of the Project. The EMP needs to be updated at the beginning of implementation, especially once the detailed engineering design is completed, so details of locations and the frequency of monitoring can be defined in a more practical way. 75. The Department of Roads through the project manager is responsible for ensuring that (i) all required mitigation measures that need to be incorporated into the project design are passed on to the engineering consultants, (ii) the bidding document for contractor contains all required mitigation measures to be implemented during the construction period and contractors’ obligations to implement the EMP during construction, (iii) the environmental clearance is obtained before any civil work contract is granted, (iv) implementation of the EMP is monitored regularly as required and the annual report on implementation of the EMP is well documented, (v) other parties and government agencies implement the EMP at all stages of the Project, (vi) remedial actions are undertaken in response to unpredicted environmental impacts, and (vii) additional environmental assessment is undertaken if any change in alignment or project design takes place. 76. To ensure that contractors comply with the provisions of the EMP, the following specifications should be incorporated in all construction bidding documents: (i) the environmental mitigation measures and environmental monitoring works that need to be implemented by the contractor; (ii) environmental clauses for contract conditions and specifications; and (iii) the IEE and EIA reports. B. Institutional Capacity to Address Environmental Concerns 77. The Department of Roads does not have a unit to address environmental concerns related to its activities. However, the department adopted EFRC (which contains a set of guidelines on how to construct roads in an environmentally-friendly way) in February 2005. 78. At present, one engineer in the Survey and Design Unit of the department is assigned to help the Project obtain environmental clearances. The other engineer in the department is now taking master’s degree in Australia. An environmental consultant will be hired as project implementation consultant to help (i) update the IEE, EIA and the environmental management plan; (ii) incorporate environmental requirements into the contract document; and (iii) monitor implementation of mitigation measures.

16

VIII. PUBLIC INVOLVEMENT AND DISCLOSURE 79. In preparing the IEE study for the feeder roads, consultations with local communities were carried out along all the feeder roads during June and August 2004.5 Most of the communities that will be affected by the project were pleased with the proposed construction of feeder roads. No negative concerns were raised. A total of 31 people, including local community members, government officials, representatives of NGOs and relevant professionals were consulted during the preparation of the IEE. 80. In preparing the EIA report for the national highway, consultations with a total of 37 representatives of the local communities, officials from concerned government organizations and NGOs, and professionals from the private sector were carried out from November 2004 to February 2005. Consultations were held with local communities through formal and informal discussions during the field work from August to December 2004. The first consultation was through a series of informal meetings with local communities during the field work for the EIA report. 81. The key concern expressed by the local communities was the stress on local resources and infrastructure in nearby communities from the construction camps and the possibility of friction between residents and migrant workers. This concern has been incorporated into the management plan. 82. Discussions with representatives from concerned government agencies were carried out through officials meetings. The discussion focused on: (i) procedures and formalities for processing relevant clearances from DOF, DGM, MOWHA, local Dzongkhag administration offices, and NEC; (ii) identifying responsible parties for the implementation and monitoring of various components of project activities, particularly environmental impacts; (iii) appropriate engineering designs and road construction methods as well as concepts and methods for EFRC; and (iv) possible environmental impacts and mitigation measures. 83. The Department of Forestry, particularly the nature conservation division and park officials, felt that the project will not have any serious implications for the parks. The existing road has been operating inside the national parks since early 1970s. Their concerns were mostly on how to avoid or minimize environmental impacts of construction. It was suggested by the NCD that the selection of sites for the construction camps, storage of construction materials and machinery, and for disposing of spoiled materials, should be done in close consultation with the park officials. Hence, follow-up consultations should be carried out during the detailed design studies. 84. The formal forum, which was considered to be the second consultation on the findings of IEE and EIA studies, was carried out during a workshop on 5 November 2004 in Thimphu. A wide range of professionals from various government and private sector agencies, including representatives from districts, were present. No objections about the project or environment-related concerns were raised.

5 No public consultation was carried out for Tekizam–Biena feeder road as it was included in the project only at a

later stage when all field studies had been completed. However, the feeder roads require only an IEE and therefore during the engineering design stage, an updated IEE for feeder roads and public consultations will be carried out. These tasks have been included in the terms of reference of the environment specialist that will be hired during project implementation.

17

IX. CONCLUSION AND RECOMMENDATIONS 85. Almost all predicted adverse significant impacts of the proposed Project will occur during the construction phase. The characteristics of the impacts are significant, but short-term and reversible. They are manageable and almost all of them can be minimized through engineering solutions easily incorporated into the project design. However, the EMP and monitoring plan must be well implemented. 86. A final engineering design has not yet been completed for the realignment and feeder roads. Continuous monitoring will be needed to examine whether remedial action is required to respond to unexpected impacts. In addition, the EIA, IEE and EMP will need to be updated during the final engineering design. If the engineering design leads to changes to the existing project plan, the revised EIA, IEE, and EMP will need to be submitted to relevant Government agencies for approval as well as to ADB.

18 Appendix 1

ENVIRONMENTAL MANAGEMENT PLAN FOR THE TRONGSA–GELEPHU HIGHWAY, INCLUDING THE 16 KM REALIGNMENT

Responsible Party Project Stage/Activity Potentially Negative Impacts Mitigation Measures Location

Public Participation and Coordination Implemen-

tation Monitoring

1 Location

1.1 Alignment of potential routes

Changes in alignment determined during the feasibility study stage changing the scope or scale of environmental impacts predicted earlier

Additional EA studies for new alignments if necessary

Realignment PIU in DoR, /consultants

PIU in DoR

1.2 Location of construction camps and contractor facilities

Inappropriate location such as close to local community drinking water source or monasteries Unfriendly use of community resources such as non-timber forestry products by workers

Location of construction camps at least 500 m away from community areas, and away from drinking water sources. Inclusion of information on activities not allowed by construction workers in contract documents

Construction camp sites

Discussions with community local DoR staff

PIU in DoR, consultants

PIU in DoR

1.3 Location of quarry sites

Location in unstable areas or areas not approved by the DGM

Only stable areas and existing or new government approved sites may be considered

Quarry sites Approval from DGM and DoF Co-ordination with DoR for use of existing quarry sites If relevant, discussion with park officials

PIU in DoR, Consultants

PIU in DoR/ DGM, MTI

1.4 Location of borrow pits

Location in unstable areas or close to village

Location in area with stable soil and away from villages

Borrow pit sites

Discussion with local DoR office


PIU in DoR

1.5 Obtaining appropriate clearances and permits for location of the realignment through forest areas, location of quarry and blasting sites, and

Delays in processing clearances causing delays in initiation of construction

Processing of clearances/ permits on a timely basis and keeping in mind the time requirements noted in Section I441 of the IEE

Coordination with DoF, DGM, MoHA, relevant local Dzongkhag Administrations


ADB

Appendix 1 19



tation Monitoring

location in relevant dzongkhags

2 Planning/Project Design 2.1 Pavement Water leakage/seepage

through pavement and damage of road due to poor quality design Excessive production of smoke or gaseous emissions due to heating bitumen using firewood or diesel fuelled asphalt mixing plants

Quality designs - such as layer thicknesses and material content

Use of bitumen emulsion wherever possible

All parts of project road


PIU in DoR, ADB

2.2 Walls Improper placement of gabion or masonry retaining breast/check/toe walls leading to unnecessarily continued erosion, landslides and poor drainage

Correct placement of gabion retaining breast/check/toe walls in wet, marshy and unstable areas and similar masonry walls in drier areas



PIU in DoR, ADB

2.3 Determination of RoW width

Unnecessary widening leading to unnecessary geometric cuts, soil erosion and the destruction of plant and water resources

Widths to be supported by traffic analyses and economic justification



PIU in DoR, ADB

2.4 Drainage structures Poor drainage due to poorly designed/specified drainage structures – for example, unlined drains Damage to cross-drainage structures (because they are inadequate to support water flows), leading to damage to road Unnecessarily increase in

Drains lined with cement mortar only Drainage structures designed according with anticipated levels of water flows



PIU in DoR, ADB

20 Appendix 1



tation Monitoring

sedimentation and waste

2.5 Geometric cuts Excessive excavation leading unnecessarily large volumes of earthworks, generation of excessive dust and sediments deposited in nearby water bodies

Designs to be based wherever possible on “full cut” method–requiring one-fourth the volume of material removal associated with “box-cut” methods

Realignment and first 105 km from Gelephu to Geleg Zam


PIU in DoR, ADB

2.6 Blasting and rock cutting

Traditional blasting causing excessive disturbance to wildlife and settlements nearby Imprecise rock cuts leading to future rock slides

Plan for only controlled blasting Design rock cuts with appropriate slopes and place benches appropriately

Rocky areas along realignment


PIU in DoR, ADB

2.7 Road safety measures

Inadequate safety measures causing accidents in future

During detail design provide site specific safety measures which also taken into costs and likely economic benefits



PIU in DoR, ADB

2.8 Mechanization Poor quality construction due to lack of proper equipment and machinery causing early and untimely damage to the road surface and road furniture leading to poor riding surfaces, poor drainage, unnecessary erosion, landslides, accidents, and sedimentation in water bodies

During detailed design, specify mechanical construction methods Select contractors based on their ability to supply and/or use machinery required for EFRC construction



PIU in DoR, ADB

2.9 Bio-engineering Use of unsuitable bio-engineering methods at various sites

During detailed design specify various bio-engineering options and follow the Environmental



PIU in DoR, ADB

Appendix 1 21



tation Monitoring

Codes of Practice for Highways and Roads in Bhutan Also specify the need to monitor the implementation of bio-engineering

2.10 Preparation of detailed design and contract bidding documents

Exclusion of environmental management and mitigation measures, hence lack of EFRC during construction

Incorporation of all mitigation measures into the project detailed design and contract bidding documents

I. PIU in DoR,

consultant ADB

3 Construction 3.1 Establishment and

moving construction camps

Deforestation and poaching by laborers, improper waste disposal, loss of aesthetic beauty, negative impacts on public health, disturbance to nearby settlements, unfriendly use of community resources such as non-timber forestry products by construction workers, leaving dirty and waste material after shifting from one camp site to another

Provision of cooking gas to contractors’ staff, references to the illegality of cutting trees, hunting and fishing and other prohibited activities in community areas to be included in contract documents, provision of proper waste disposal facilities and health facilities, health screening of imported workers, prior information to nearby communities and park warden posts of camp establishment, ensure clean area left behind when shifting camp


Contractors, DoR

PIU in DoR

3.2 Removal of vegetation and uprooting of trees

Negative changes in micro- level wildlife habitat/ environment, soil erosion, scarring of landscape

Removal of necessary vegetation only, suitable bio-engineering and re-vegetation of the road shoulders, compensatory tree plantation


Contractors PIU in DoR

22 Appendix 1



tation Monitoring

3.3 Cutting of hill slope and earth removal from borrow areas

Soil erosion and landslides, scarring of landscape due to improper disposal of debris, dust pollution, disruption of local drainage, siltation in nearby water bodies and hence negative effects on aquatic ecology, noise and disturbance to wildlife and nearby communities

Confine cutting activities to dry season, use “full cut” method, disposal of debris at proper sites or re-use material for construction, use of appropriate bio-engineering techniques immediately after cutting to maintain stability of slope above and below RoW, proper restoration of borrow areas, provision of appropriate drainage structures/facilities, restriction of construction activities to day times

Realignment and first 105 km from Gelephu to Geleg Zam

Inform nearby community area before beginning cutting work

Contractor PIU in DoR

3.4 Quarrying Landslides (rockslides/falls), scarring of landscape, disturbance to wildlife and nearby communities from blasting

Use of controlled blasting and other environmental friendly techniques for quarrying Inform nearby community areas before any blasting activities Blasting only during the day time

Quarry sites Contractors PIU in DoR

/DGM

3.5 Crushing of stone and transport of stone and materials

Dust pollution affecting construction labourers and local vegetation. air pollution from machinery and vehicle exhausts, noise pollution and disturbance to nearby wildlife and communities

Water sprinkling of stone crushing site, proper covers for vehicles transporting stone and materials, regular maintenance of machinery and vehicles, restriction of stone crushing and transportation activities to day times

Stone crushing sites and all parts of project road


Appendix 1 23



tation Monitoring

3.6 Road surfacing activities

Air pollution from smoke and gaseous emissions affecting health of workers Traffic delays

Use of bitumen emulsion wherever possible, use diesel fuelled asphalt mixing plants when bitumen heating is required, informing of travellers of schedule of works via television, radio and local newspapers



3.7 Construction of line and cross drainage structures and bridges

Inadequate capacity, collapse of drainage structures due to poor quality construction, disruption of local stream/river courses and aquatic hydrology, increased sediments in rivers or streams

Quality construction, construction confined to dry season, provision of appropriate drainage facilities and river/stream diversion structures


Contractors, DoR

PIU in DoR

3.8 Construction of retention walls

Collapse of walls due to inappropriate quality of work, location of wall and type

High-quality construction and appropriate locations for each type of wall


Contractors, DoR

PIU in DoR

3.9 Blasting activities Noise and vibration, injury to workers/others, disturbance to wildlife, nearby communities and park area

Controlled blasting, provision of construction hats, face masks, ear plugs, gloves etc to workers, provision of well-equipped first aid kits and health facilities Information to nearby communities and park officials before blasting, blasting only during day times

Rocky areas along realignment

Information to local communities and park officials on times of blasting

Contractors, DoR

PIU in DoR

3.10 Operation of machinery and equipment and

Spillage/leakage of chemicals and oil and contamination of soil and

Proper storage and handling of chemicals and oil, provision of construction


Contractors, DoR

PIU in DoR

24 Appendix 1



tation Monitoring

general activities of labourers

water resources, injury to workers/others, respiratory problems from dust and machinery emissions, hearing problems due to high level of noise

hats, face masks, ear plugs, gloves, etc to workers, provision of well equipped first aid kits and health facilities

3.11 Water supply for construction activities and labour camps

Misuse of community water resources

Independent arrangements for water requirements so that supplies to nearby communities remain unaffected

Construction camps

Discuss the water resources suitable for construction and construction camp use with local communities and village group

Contractors, DoR field offices

PIU in DoR

3.12 Unexpected environmental problems and/or calamities (e.g., flash floods) during construction activities

Destruction of constructed road and road furniture, injuries, loss of lives and property

Undertake appropriate remedial actions in coordination with relevant government and local agencies

Construction camp and sites

Contractor, PIU in DoR

DoR

3.13 .Implementation of EMP during construction

Inadequacy of environmental management measures or deviation from the EMP measures mentioned in the contract documents

Strictly following and implementing the EMP measures mentioned in the contract documents and maintaining proper documentation of measures taken


Contractor PIU in DoR, NEC

4 Operation 4.1 Movement of vehicles

Air pollution, noise and vibrations from increased number of vehicles and disturbance to wildlife

Planting of appropriate species surrounding the road to absorb air pollution and to block noise and disturbance during and immediately after construction


Contractors, DoR

PIU in DoR

Increased waste along highway from increased numbers of travellers

Placing garbage bins and anti-waste signs at appropriate locations


Contractors, DoR

PIU in DoR,

Appendix 1 25



tation Monitoring

Increased chances of illegal hunting, fishing and felling of trees in government forests and parks

Increased patrolling and monitoring by forestry and park officials


Local park and forestry officials

Park management and Forestry Departments

Increased accidents and injuries

Installing crash-barriers at black-spots, road safety signs at other appropriate locations and speed breakers in community areas during construction


Contractors, DoR

PIU in DoR, RSTA

General functioning of road

Damage to riding surface and structure of road - formation of potholes, seepage of water and poor drainage

Quality construction and maintenance


Contractors, DoR

PIU in DoR, CDB

Excessive landslides, erosion due to improper maintenance of bio-engineering works, wall construction



Contractors, DoR

PIU in DoR, CDB

Damage of drainage structures and hence disruptions to traffic, failure to enable proper drainage and increased sedimentation



Contractors, DoR

PIU in DoR, CDB

ADB = Asian Development Bank; CDB = Construction Development Board; DGM = Department of Geology & Mines; DoF = Department of Forest; DoR = Department of Roads; EFRC = environmental-friendly road construction; MOHA = Ministry of Home Affairs; MTI = Ministry of Trade and Industry; NEC = National Environmental Committee; PIU = project implementation unit, RSTA = Road Safety and Transport Authority. Source: EIA report for highway roads.

26 A

ppendix 2 ENVIRONMENTAL MANAGEMENT PLAN FOR FEEDER ROADS

Note: Impact and mitigation measures at preliminary planning, design and operation stages are the same for all feeder roads Only one matrix for these stages has therefore been provided For the construction stage, impacts and mitigation measures have also been covered in one matrix Impacts and mitigation measures specific to particular feeder roads are referred to individually for each feeder road thereafter.

Project Stage/Activity Potential Impacts Mitigation Measures Location

Responsible Party –

Implementation


Monitoring 1 All Feeder Roads

11 Preliminary Planning and Design

1.1 Alignment of potential routes

Location on agricultural land, dense forests, wildlife habitat, unstable sites and religious and cultural sites Changes in alignment determined during the feasibility study stage changing the scope or scale of environmental impacts predicted in the IEE

Minimal location on agricultural land, dense forests, wildlife habitat and unstable sites, alignment should avoid religious and cultural sites Additional EA studies for new alignments

Project feeder roads PIU in DoR,consultant

PIU in DoR

1.2 Location of construction camps and contractor facilities

Location in inappropriate locations such as close to the local community, community drinking water source, etc

Construction camps should be located at least 500 m away from community areas and away from water resources

Project construction sites

PIU in DoR, consultant

PIU in DoR

1.3 Location of quarry sites

Location in unapproved areas

Only government approved quarry sites should be planned for project use

Environmentally and technically suitable sites near the feeder roads

PIU in DoR, consultant

PIU in DoR/DGM

1.4 Location of borrow pits

Location in unstable areas or close to village

Location in environmentally sound areas and away from villages

Environmentally and technically suitable sites and near the

PIU in DoR/consultant

PIU in DoR

A

ppendix 2 27



Implementation


Monitoring feeder roads

1.5 Obtainment of appropriate clearances/permits

Delays in processing clearances causing further delay in initiation of project construction

Processing of clearances/permits on a timely basis according to details outlined in section I 441


ADB

1.6 Preparation of project detailed design and contract bidding documents

Exclusion of environmental management and mitigation measures hence lack of EFRC during construction

Incorporation of all mitigation measures into the project detailed design and contract bidding documents


ADB

12 Construction of Feeder Roads 2.1 Removal of dense vegetation and uprooting of trees

Change in micro-level habitat and environment, soil erosion, scarring of landscape

Removal of necessary vegetation only, revegetation of the left and right boundary of the road with suitable soil conserving plants immediately after earth removal activities

Area of the ROW Contractor PIU in DoR

2.2 Quarrying Landslides (rockslides/falls), scarring of landscape

Use of environmentally-friendly techniques of quarrying as described in chapter I4 under section construction materials and I463

Quarry sites Contractor PIU in DoR/MTI

2.3 Crushing of stone and transport of stone and materials

Dust pollution for construction laborers and local vegetation, air pollution from machinery and vehicle exhaust, noise pollution and disturbance to nearby wildlife

Water sprinkling of stone crushing site Proper coverage of vehicle transporting stone and material Regular maintenance of machinery and vehicles Conduction of stone crushing and transportation activities only during the day

Stone crushing sites and road construction

Contractor PIU in DoR/DGM

28 A

ppendix 2



Implementation


Monitoring 2.4 Establishment of construction camps

Deforestation and poaching by labourers, improper waste disposal, loss of aesthetic beauty, health issues

Provision of cooking gas, contractual agreements should include penalties for poaching, provision of proper waste disposal facilities as well as health facilities

Construction camp sites

Contractor/PIU in DoR

PIU in DoR

2.5 Operation of machinery and equipment and general activities of labourers

Spillage/leakage of chemicals and oil and contamination of soil and water resources, injury to labourers, respiratory problems from dust and machinery emissions, hearing problems due to high level of noise, traffic delays and congestion

Proper storage and handling of chemicals and oil, provision of adequate facilities such as construction hats, facemasks, earplugs, gloves, etc, provision of well-equipped first aid kits and health facilities, preparation of traffic control plans, proper maintenance of road surface to allow smooth flow of traffic

Construction site Contractor PIU in DoR

2.6 Water supply for construction activities and labour camps

Disruption of water supply of local communities

Independent arrangements for requirements for construction work in such a way that water availability and supply to nearby communities remains unaffected

Construction camps and work place


2.7 Unexpected environmental problems/calamities (e.g. flash floods) during construction activities

Destruction of constructed road and road furniture, injuries, loss of lives and property,

Undertake appropriate remedial actions in coordination with relevant government and local agencies


Contractor, PIU in DoR

DoR

2.8 Implementation of EMP during construction

Inadequacy of environmental management measures or deviation from the EMP measures mentioned in the contract documents

Strictly following and implementing the EMP measures mentioned in the contract documents and maintaining proper


Contractor PIU in DoR, NEC

A

ppendix 2 29



Implementation


Monitoring documentation of measures taken

13 Operation of Feeder Roads 3.1 Movement of vehicles

Air pollution from emissions Noise and vibrations causing disturbance to residents and wildlife Contamination of soil and water resources due to poor drainage

Bio-engineering techniques to absorb air pollution and block out noise, periodic cleaning of drains

Along the road Contractor, DOR PIU in DoR/RSTA

2 Construction 21 Construction of Mirchim - Bongo Feeder Road 2.11 Cutting of hill slope and earth removal from borrow areas

Soil erosion and landslides Scarring of landscape due to improper disposal of debris, dust pollution, disruption of local drainage, silt in nearby water bodies with negative effects on aquatic ecology

Cutting activities during dry season, use of cut and fill method, disposal of debris at proper disposal site, use of bio-engineering techniques to maintain stability of slope above and below ROW, avoid placing hairpin bends very close to each other as this enhances erosion, proper re-vegetation of borrow areas, provision of appropriate drainage structures and facilities

Entire stretch of the alignment, which falls in geologically weak zone, hairpin bends are planned in option ABD right before reaching Wangchu and after crossing it


2.12 Construction of culverts and bridges

Disruption of local stream and river courses and aquatic hydrology

Construction during dry season, provision of appropriate drainage facilities and river and stream diversion structures

Bridge construction over Wangchu or Chalalungchu, culverts along the ROW

Contractor/DOR PIU in DoR

30 A

ppendix 2



Implementation


Monitoring 2.13 Blasting activities

Injury to labourers, noise pollution and air pollution

Provision of adequate facilities, such as construction hats, facemasks, ear plugs, gloves etc, provision of well-equipped first aid kit and health facilities

Steep and rocky area on the east bank of Wangchu and the area before reaching Bongo (for option ABD)

Contractor/DOR PIU in DoR

22 Construction of Themnangbi to Gorgan Feeder Road 2.21 Cutting of hill slope and earth removal from borrow areas

Soil erosion, landslides and rock slides, scarring of landscape due to improper disposal of debris, dust pollution, disruption of local drainage, silt in nearby water bodies with negative effects on aquatic ecology Damage to nearby farm houses Damage to chortens

Cutting activities during dry season, use of cut and fill method, disposal of debris at proper disposal site, use of bio- engineering techniques to maintain stability of slope above and below ROW, avoidance of hairpin bends too close to each other, proper re-vegetation of borrow areas, provision of appropriate drainage structures and facilities Careful construction on steep rocky areas Careful construction at the highest point possible at options GHJ and GHI in area close to Gamanang village, avoidance of damage to nearby houses

Hairpin bends proposed on the slopes of Themnangbi (alignment BCEF), slopes of Ato Badeb, Sisingni and Pelabra villages, point after crossing Phowan Chu (alignment J-K), and Atobadeb to Autsho via Dolephu (alignment K-L) Steep rocky areas between Tormashong and Chakaling (alignment G-J), and surroundings of Phowan Chu (alignment J–K) Houses located below the beginning of option of alignment BCEF at Themnangbi


A

ppendix 2 31



Implementation


Monitoring Chortens between Tormashong and Chakaling school (alignment G-H)




Bridge and/or culvert construction over Gangola ri (alignment BCEF and A-F), Theorang ri and Yechilu ri (alignment BDEF), Phodong ri (alignment F-G), Rewan Chu, Shangme Chu, Shemar Chu, Phowan Chu (alignment J-K) and Tesa Chu, Dorten Chu, and Chhimung Chu

Contractor/DoR PIU in DoR

23 Construction of Karthungla – Kangpara Feeder Road 2.31 Removal of dense vegetation and uprooting of trees

Change in micro-level habitat and environment, soil erosion, scarring of landscape

Removal of only necessary vegetation, revegetation of the left and right boundary of the road with suitable soil conserving plants immediately after earth removal activities

80% of the alignment, which passes through dense broadleaf and pine forests (alignment ABCD)


32 A

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Implementation


Monitoring 2.32 Cutting of hill slope and earth removal from borrow areas

Soil erosion and landslides, scarring of landscape due to improper disposal of debris, dust pollution, disruption of local drainage, silt in nearby water bodies with negative effects on aquatic ecology

Cutting activities during dry season, use of cut and fill method, disposal of debris at proper disposal site, use of bio- engineering techniques to maintain stability of slope above and below ROW, avoidance of hairpin bends too close to each other, proper re-vegetation of borrow areas, provision of appropriate drainage structures/facilities Careful rock-cutting

Hairpin bends proposed next to Bedangphu village (alignment ABCD) Hairpin bends proposed before and after Pangrizampa (alignment GFED) Rocky area of Serpang Brag before reaching Bedangphu





Bridge and/or culvert construction over Mo Chu, Garbo Ri, Nyera Ama Ri and Chundey Ri (alignment ABCD), Numsingri, Nyera Ama RI, Ribalingmo, Mochu/Phochu, Wangkhar Chu, Chhori Chu, Ja Chu and Sheyporongri (alignment GFED)


24 Construction of Tekizam – Bjena Feeder Road 2.41 Cutting of hill slope and earth removal from borrow areas

Soil erosion and landslides, scarring of landscape due to improper disposal of debris, dust pollution, disruption of local drainage, silt in nearby water bodies with negative

Cutting activities during dry season, use of cut and fill method, disposal of debris at proper disposal site, use of bio- engineering techniques to maintain stability of slope

Entire stretch of alignment Hairpin bend proposed from Themakha to Balakha (section C-


A

ppendix 2 33



Implementation


Monitoring effects on aquatic ecology Damage or disruption of stability of existing Tashila ropeway

above and below ROW, avoidance of hairpin bends very close to each other, proper re-vegetation of borrow areas, provision of appropriate drainage structures and facilities Consider stability of Tashila ropeway

D) Section B-C passes just below Trashitokha Lhakhang, the starting point of the ropeway




Bridge and/or culvert construction over Wotona Chu and Sachechong Chu


ADB = Asian Development Bank; DGM = Department of Geology & Mines; DoR = Department of Roads; EFRC = environmental-friendly road construction; MTI = Ministry of Trade and Industry; NEC = National Environmental Committee; PIU = project implementation unit; RSTA = Road Safety and Transport Authority. Source: IEE reports for feeder roads.

Appendix 3 34

THE ZONING SYSTEM OF NATIONAL PARKS IN BHUTAN The zoning system of national parks in Bhutan differs slightly from one park to another, as do rules within each zone. However the overall concept is c

Documents

Road Network Project in Bhutan - Asian Development Bank · (WMM) and 150 mm granular subbase (GSB). The road will be single carriageway, with a width of 3.8 m and earth shoulders