Government of Mizoram
*5. > - w+M,             Public Works Department
E498
Volume 2
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I   PREFACE
|        The Mizoram State Roads Project includes augmentation of the capacity and structural
upgradation of selected road network in the state. A total of 185.71km roads will be
rimproved/upgraded, and major maintenance works will be carried out on 518.615km roads, in
I        2 Pnases. The project was prepared by the Project Co-ordinating Consultants (PCC), on
behalf of the PWD, Mizoram. As part of the project preparation, environmental/social
assessments were carried out, as required by the World Bank and the Government of India.
In accordance to the requirements of the World Bank, the environmental/social assessments
(and the outputs) had been subjected to an Independent Review. The independent review2
I        evaluated the EA processes and outputs in the project to verify that (a) the EA had been
carried out without any bias or influence from the project proponent and/or the PCC, (b) the
I        EA/SA had been able to influence planning and design of the project; and (c) the outputs,
especiaily the mitigation/management measures identified in the EA/SA processes are
adequate for the project.
I        The following documents (dated May 2001) were available for the Review:
. Sectoral Environmental Assessment (SEA) for both phases of the project (prepared
at the feasibility stage of the project and the Phase I of the project)
*  Detailed Environmental Assessments (EA) for the work programme in Phase I of the
Project,
*  Environmental Management Plan (EMP) for the improvement/upgradation works in
Phase I.
*  Resettlement &  Indigenous People's Development Plan (R&IPDP) for the
I            improvement/upgradation works in Phase I.
* Environmental and Social Management Plan (ESMP) for the major maintenance
works in Phase I.
As part of the Independent Review, gaps and deflciencies in these base documents were
I        identified. This report is partly an outcome of the Independent Review, closing the gaps, as
per the information/data supplied by the PCC and supplemented by field investigations carried
during  the   Independent  Review.  This  report  took  into  consideration,  the
comments/observations made by the World Bank on the base documents.
The recommendations from the Independent Review are incorporated in the SEA and the
other Phase I EA/SA reports (as well as in the Engineering Drawings, and the Contract
Documents). All reports now are modified and structured as per the comments from the
Independent Review.
Note: The Data provided in the reports, unless specifically mentioned, are from the
Base EA/SA Documents.
PCC was a consortium of consulting firms, led by Intercontinental Consultants and Technocrats Pvt. Ltd.,
I               India (ICT) and Consulting Engineering Services (India) (CES) in association with Louis Berger
International Inc., USA (LBII).
2     The Independent Review was undertaken by Ms Lea Associates South Asia Pvt. Ltd.



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I                                                         TABLE OF CONTENTS
CHAPTER-1: INTRODUCTION .......................                                                                                       1-1
1,1        Project Background ....................................                                                         1-1
I                                        1.1.1   Location ....................................                                                           1-1
1.1.2     Project Identification ....................................                                          1-1
1. 1.3    Feasibility & Phasing .................................... 1-2
1.2        Scope of the project .................................... 1-3
I                                        1.2.1      Improvement or Upgradation works .........                           ........................... 1-3
1. 2.2    Major maintenance works ....................................                                         1-3
1.2.3    Area of influence ....................................                                                1-4
1.2.4    Indirect area of influence ....................................                                                                                1-4
1.3        Project implementation programme ....................................                                          1-5
1.4        Environmental issues in mizoram ....................................                                           1-5
1.4.1     Jhum  Cultivation ....................................                                               1-5
1.14.2  Bio-diversity Conservation .                                                                 .................................... 1-7
1.4.3 Forest cover .1-7
1.4.4      Road Construction issues in Hilly terrain ....................................                      1-8
1.4.5      Water scarcity & water availability for construction .................................... 1-8
1.4.6      Road Safety in the Settlements ....................................                                 1-8
1.4.7 Vulnerable human population .1-9
1.4.8    Induced impacts & Opportunities ....................................                                  1-9
1.5        EA/SA  in the project ....................................                                                     1-9
1.6        Structure of the S.E.A. report                       ..                         .................................. 1-10
CHAPTER-2: POLICY, LEGAL & ADMINISTRATIVE FRAMEWORK .                                                           .                       1
2.1        Institutional Arrangements ....................................                                                   1
2.1.1   Road Network ....................................                                                         1
2.1.2      Administrative Framework .................................... 2
2.1.3                                              Environmental Management ....................................                                          3
2.2    Legal Framework ....................................                                                                  4
2.2.1   National Level ....................................                                                       4
2.2.2   State Level ....................................                                                          5
2.2.3      Clearance Requirements in the Project ....................................                             6
2.2.4      World Bank Requirements ....................................                                           9
CHAPTER-3: S.E.A. METHODOLOGY..                                                                                                         1
3.1 Sea for the project.                                                                                                     1
3.2 SeaSea process.                                                                                                          1
3.2.1      Project Appreciation .........................................                                         2
3.2.2      Policy, Legal & Administrative Framework .........................................                      2
3.2.3      Baseline Data Collection ......................................... 2
3.2.4      Public Consultation ......................................... 3
3.2.5    Assessment of Potential Impacts .........................................                                3
3.2.6    Analysis of Alternatives .........................................                                       4
3.2.7    Identification of Mitigation & Enhancement Measures ...................................  4
3                                        3.2.8       Environmental Management and Monitoring .................................   :                          5
CHAPTER-4: BASELINE CONDITION .............................                                                                             1
4.1    Physical & Natural Environment .......................                                                                1
4.1.1  Agro-Climatic Zoning .......................                                                               1
4.1.2 Climate.                                                                                                    1
4.1.3 Geology & Geomorphology .4
4.1.4  Water .......................                                                                              9
4.1.5 Air .......................                                                                                12
4.1.6 Noise .13
4.1.7  Forest Resources .......................                                                                 14
I                                        4.1.8  Flora .......................                                                                             17
4.1.9 Wildlife .19
4.2  Socio-Economic Environment                                   ..23
4.2.1  Demographic Profile ..............                                                                        24



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4.2.2 Land Utilisation ..........                                                                                       24
4.2.3 Settlements .......... 26
4.2.4 Economy.........                                                                                                . 26
4.2.5 Health ..........                                                                                                 27
*                                           4. 2.6 Road Safety .......... 29
4.3  Baseline of the Project Roads ..........                                                                                       29
4.3.1  Improvement/Upgradation Roads ..........                                                                         29
4.3.2  Major Maintenance Roads .......... 31
CHAPTER-5: PUBLIC CONSULTATION..                                                                                                                 1
5.1   Need ...................................                                                                                       1
* 5.2    Objectives ...................................                                                                                                               1
5.3    Scoping Workshop ...................................                                                                          1
5.3.1      Identification of Issues ..              .................................  .......                      ..... 2
5.53.2 Identification of Stakeholders.                                                                                                                               3
5.3.3  Location Specific Consultation Needs.                                                                             4
5.4   Future Public Consultation and Project Cycle.                                                                                  4
5.4.1 Preliminary design Stage.                                                                                          5
I                                           5.54.2      Design  finalisation  Stage ...........    ................................................................... 6
5.4.3 Implementation Stage.                                                                                              6
5.4.4 Monitoring and Evaluation Stage.                                                                                   6
CHAPTER-6: KEY ENVIRONMENTAL ISSUES.                                                                                                             1
6.1  Typology of Impacts in the Project                                                          .1
6.2   Possible Project Activity and anticipated impacts                                                    .1
_                                           6.2.1 Improvement! Upgradation Roads.                                                                                     1
6.2.2 New Bypass and realignments.                                                                                       2
6.2.3 Bridge Construction.                                                                                               3
6.2.4 Major Maintenance.                                                                                                 3
6.3 Natural Environment.                                                                                                             3
6.3.1 Climate                                                          .3
6.3.2   Physiography ..................................... 3
6 6.3.3  Soils .....................................                                                                                                                  4
6.3.4 Water.                                                                                                             5
6.3.5 Air.                                                                                                               7
6.3.6  Noise .....................................                                                                       7
6.3.7   biodiversity issues .....................................                                                        8
6.3.8  Archaeological/Cultural Heritage .10
6.3.9       Tourism/Pilgrimage ..................................... 10
I                               6.4    Social Environment .....................................                                                                     10
6.4.1 Poverty Alleviation .10
6.4.2 Involuntary Resettlement .11
6.4.3  Indigenous People ...................................... 12
6.4.4       Gender issues and  Women Participation .....................................                                12
6.4.5 Highway related diseases .12
6.4.6       Community Resources ..................................... 13
6.4.7   construction camps .....................................                                                        13
6.4.8 Road Safety .13
CHAPTER-7: ANALYSIS OF ALTERNATIVES ....................................                                                                         1
7.1         Route alternatives ........................................................ 1
7.2        "With" and "Without" project scenario ........................................................                            1
7.3         Route finalisation .........................................................2
I                                           7.73.1      Overall Feasibility ........................................................                                  2
7.3.2      Environmental inputs in route fina/isation ....................................................... 3
7.4        Widening options ........................................................................................................4
7.5    Aizawl bypass Options ...........................                                                                             4
*                                           7.5.1  Option I: Zemabawk (via Lawibual) to km4.5 of priority road P1.                                                    7
7.5.2  Evaluation of the altemative bypass options.                                                                      7
7.6 Realignment Options                                                                ..8
I                               7.7   Engineering Alternatives for Priority Roads.                                                                                    9
7.7.1  Pavement Structure ........9...                          ..  ............                                  .... 9
7.7.2 Road Width .... 9
7.7.3 Drainage .....9
7.7.4 Slope Protection.                                                                                                  9



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7.7.5    Retaining Structures for Fill Material ........................................... ................. 10
7.8      Engineering alternatives for major maintenance routes                           .        .         10
7.8.1    Pavement Improvement Treatment for Bituminous Surfaced Roads ........... 10
I               CHAPTER-8: ENVIRONMENTAL MITIGATION, ENHANCEMENT                                        .      .      .........................1
8.1 General                                                    .1
8.1.1 Construction related activities .1
8.81.2 Road Transportation Issues                                                                       .2
8.1.3 Hotspot Mitigation                                        .2
8.2 Natural Environment                                               .2
8.2.1 Climate                                                  .2
8.2.2 Physiography                                                                              .2
8.2.3 Soils                                             .3
8.2.4 Water                                              .4
8.2.5 Air                                              .5
8.2.6 Noise.                                                                                      6
8.2.7 Biodiversity issues                                       .6
8.2.8 Wild-life and Protected Areas                                    .7
8. 2.9 Social Environment .7
8.2.10 Enhancement Opportunities                                      .8
8.3  Recommendations for EA                                              ..8
CHAPTER-9: ENVIRONMENTAL MANAGEMENT .1
9.1  Overview of the Critical Issues                                        .1
i                         9.2   E              nvironmental Management Plans                             .2
9.2.1 EMP for upgradation route                                      .2
9.2.2  Environmental & Social Management Plan                                 .2
9.3  Generic Monitoring Plan                                                                     ..3
CHAPTER-10: IMPLEMENTATION ARRANGEMENTS ..............................................1
10.1    Institutional Arrangements ..............................................1
10.1.1  PlU- Environmental Cell ..............................................1
10.1.2  ProjectCo-ordinatingConsultants ..................              ............................3
10.   1.3   Supervision Consultants .............................................4
10.1.4  Non-Governmental Organisations ..............................................4
10.1.5  Quality Assurance Consultants ...............                ...............................5
10.1.6  Contractors .............................................    5
10.2  Training the Environmental cell - PIU & PWD                                    .6
| ~~~~~~~~~~~10.2.1                   need fortraining  ........................ .......................6
10.2.2 Targets of proposed Training                                   .6
10. 2.3   Training Components ...........................................7
10.3 Reporting System                                                .8
I10.4 Environmental Monitoring Plan                                                                    .9
10.5 Environmental budget .10
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LIST OF ANNEXURES
ANNEXURE-4.1    LIST OF LANDSLIDE LOCATIONS ALONG THE PHASE-I PROJECT ROUTES
ANNEXURE-4.2    WATER QUALITY STANDARDS
ANNEXURE-4.3    NATIONAL AMBIENT AIR QUALITY STANDARDS
ANNEXURE-4.4    NATIONAL AMBIENT NOISE STANDARDS
ANNEXURE-4.5    PLANT SPECIES HAVING ETHNOMEDICINAL IMPORTANCE
ANNEXURE-4.6    MAJOR KINDS OF TREES/PLANTS REPORTED IN THE STATE
ANNEXURE-4.7    NUMBER OF SEEDLINGS PLANTED ON THE GREEN MIZORAM DAY ON
1 1TH JUNE 1999
I        ANNEXURE-4.8    MIZORAM AND ITS FORESTS
ANNEXURE-4.9    CENSUS DATA OF MAJOR WILD ANIMALS OF PROTECTED AREAS
ANNEXURE-4.10    CHECKLIST OF BIRDS OF MIZORAM
ANNEXURE-4.11    IMPORTANT FLORA AND FAUNA REPORTED IN THE STATE
*        ANNEXURE-4.12    CENSUS DATA OF DAMPA WILDLIFE SANCTUARY
ANNEXURE-4.13    VILLAGES ALONG THE PROJECT ROADS
I        ANNEXURE-4.14    DISTRICT-WISE MEDICAL INSTITUTIONS UNDER THE GOVT. OF
MIZORAM
I        ANNEXURE-4.15    DETAILS OF MOTOR VEHICLE ACCIDENTS IN MIZORAM
ANNEXURE-4. 16    MOTOR VEHICLE ACCIDENT REPORT 1999
|        ANNEXURE-5.2    MIZORAM STATE ROADS PROJECT (WORLD BANK FUNDED) SOCIAL &
ENVIRONMENT IMPACT ASSESSMENT - QUESTIONNAIRE
ANNEXURE-5.13    NOTIFIED FORESTS OF MIZORAM
ANNEXURE-7.1    METHODS OF RAIN WATER HARVESTING
ANNEXURE-9.1    CONSTRUCTION METHODOLOGY
ANNEXURE-9.2    GUIDELINES OF USE OF EXPLOSIVE AND BLASTING
3        ANNEXURE-9.3    GUIDELINES OF DEBRIS DISPOSAL
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LIST OF TABLES
Table 1.1:   Work Programme in MSRP
Table 2.1:    Relevant National Legislations
Table 2.2:    Relevant State Legislations
Table 4.1:    Climatic Zones of Mizoram
Table 4.2:    Climatic Features of Mizoram
Table 4.3:    Monthly Distribution of Rainfall (cm)
Table 4.4:    Maximum 1 Day Rainfall in Mizoram
Table 4.5:   Physiographic Setting of the Project Roads
Table 4.6:    Prominent Landslide Locations on the Project Roads
Table 4.7:    Quarries Identified for the Project
I          Table 4.8:    List of Major Rivers in Mizoram
Table 4.9:    Physico-Chemical Characteristics of River Water
Table 4.10:    Air Quality Data
Table 4.11:    National (CPCB) Ambient Noise Level Standards
I          Table 4.12:   Noise Level
Table 4.13:    Estimates of Forest Areas in Mizoram
Table 4.14:    Classification of Forests
Table 4.15:    Notified Forests in Mizoram
Table 4.16:    Forest Cover Change Matrix (1994-98)
Table 4.17:    Classification of the Forests of Mizoram
Table 4.18:    Rare & Endangered Plant Species in Mizoram
Table 4.19:    Medicinal Plants and Usage by Local People
Table 4.20:    Major Rare & Endangered Fauna Species of Mizoram
Table 4.21:    Wildlife Protected Areas In Mizoram
Table 4.22:    Census of Major Wild Animals in the Protected Areas
I          Table 4.23:    State and District Population
Table 4.24:    Land Use Pattern in Mizoram
Table 4.25:    Traditional Gender Roles
*          Table 4.26:    Settlements on the Project Roads
Table 4.27:    Growth in the Incidence of HIV/AIDS in Mizoram
Table 5.1:    Proposed Consultation Framework for MSRP
Table 5.2:    Public Consultation of the Preliminary Design Stage
Table 6.1:    Potential Impacts on water resources due to construction activities
Table 6.2:   Typical Noise Levels of Principal Construction Equipments
Table 7.1:    Summary of Results from Feasibility Study
Table 7.2:    Screening for Environmental Sensitivity
Table 7.3:    Comparison of Route Options
Table 9.1     Format for EMP for Priority route
Table 9.2:    Format for ESMP to be prepared for Maintenance routes
Table 9.3:    Format for ESMP in case of unforeseen impacts at specific locations
Table 9.4:    Monitoring Plan format for EMPs and ESMP
Table 10.1:   Training Modules for Environmental Management
Table 10.2:    Desired Monitoring and Reporting Process and Responsibilities
LIST OF FIGURES
Figure-1.1:    Project Roads
I          Figure-1.4:    Typical Cross Section Proposed for the Priority Roads
Figure 4.1:   Landslide & Soil Erosion
Figure 4.2:    A Typical Landslide
Figure 4.3:    River Basins of Mizoram
I          Figure 4.4:    Rivers of Mizoram
Figure 4.5:    Forest Cover of Mizoram
Figures 4.6 & 4.7: Degradation of Forest After Jhum Cultivation
Figure 4.8:   Location of Medicinal Plants in Mizoram
Figure 4.9:    Map of Mizoram Showing Project Roads-Phase I in relation to Areas Protected for
Wildlife
Figure 7.1:    Schematic View of Aizawl Bypass Alternatives
I          Figure 7.2:    Option I - Panoramic View of Aizawl Bypass
Figure 7.3:    Option II - Bypass Passing Through Settlements



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CHAPTER-1
|             INTRODUCTION
The Government of Mizoram, Public Works Department (MPWD) is taking up the Mizoram
State Roads Project (MSRP) under a World Bank loan assistance programme (WB Loan
I             No. 4114 IN) available with the Government of India, for widening, strengthening and
maintenance of state roads. Project Co-ordinating Consultants (PCC)' were engaged to
assist the MPWD in project preparation and co-ordination. The project preparation
activities, which included (a) Feasibility Study of the proposed investments, (b) detailed
engineering designs, (c) environmental and social assessments, and (d) procurement
I             services began in 1998. A Sectoral Environmental Assessment was carried out as per the
terms of reference of the PCC services, during and after the (economic, engineering,
social) feasibility study of the project.
I    1.1  PROJECT BACKGROUND
I      1.1.1  LOCATION
Mizoram is one of the seven north-eastern states of India. It has international borders
with Bangladesh in the West and Myanmar in the east and south. It borders with the
states of Manipur and Assam in the north and Tripura in the west.
Mizoram is a land locked hilly state, and its transport infrastructure is essentially road
based. Most of the state's road network of 6,808km is in a poor condition, and is in need
of rehabilitation and upgrading. It is imperative that these roads are strengthened, their
capacity augmented and geometrics improved so that these roads become safe, efficient
I             and economic for travel and meet the future demands. Transportation is currently a
development bottleneck in the state, and the Government plans for enhancing economic
|             and social development hinges on the improvement of the transportation infrastructure.
U      1.1.2 PROJECT IDENTIFICATION
The project road network, and the proposed improvement originate from a Priority
Investment Plan prepared for the network of state roads on the basis of economic, social
I             and environmental criteria. This Priority Investment Plan was an outcome of the Strategic
Options Study (SOS) carried out during 1998-99.
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PCC was a consortium of consulting firms, led by Intercontinental Consultants and Technocrats Pvt. Ltd.,
India (ICT) and Consulting Engineering Services (India) (CES) in association with Louis Berger
International Inc., USA (LBII).
Revised by Lea Associates                1-1                                October 2001
I          (Original Document by ICT. CES, LBII)



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Figure 1: Map of Mizoram Showing Project Roads - Phase I



Mizoram State Roads Project - Phase I                                              SEA: 1 - Introduction
The Strategic Options Study (SOS) examined a network of 3,534km of state roads,
established rationale for determining development priorities for road improvement
programmes, and identified candidate roads for further feasibility studies. The SOS was
|              based on the analysis of the following parameters:
*  Traffic volume;
.  Road condition, and capacity;
I              .  Ratio of the traffic volume to the traffic carrying capacity;
a  Road connectivity and accessibility to all parts of the state;
|  Socio-economic factors;
*  Environmental issues; and,
*  Economic Development Factors.
|              The SOS identified 15 candidate roads measuring a total length of 1,222km  (276km of 3
priority roads and 773km roads for major maintenance works).
1.1.3  FEASIBILITY & PHASING
The roads identified by the SOS were further analysed for (a) economic and financial
feasibility, (b) engineering feasibility, and (c) social and environmental feasibility, and (d)
contract packaging and phasing, based on the economic internal rate of return,
environmental and social sensitivity, legal clearance requirements, etc. The feasibility
study identified roads2 and proposed treatment for each of the road segments to be
undertaken in the project.
Based on the findings of the feasibility study and discussions between the MPWD and the
WB, the final choice of roads (either improvement/upgradation or major maintenance
i              works) was made. The project will be implemented in 2 phases. The work programme for
the project is given in Table 1.1.
During the feasibility study, environmental screening was undertaken (a) to identify all
environmental concerns in the project's area of influence, (b) avoid impacting
environmental resources as far as possible, (c) to integrate mitigation/management costs
in the  project's overall economic and  financial analysis. The SEA  was carried out
2 The selected package of roads, however, underwent some modification in light of decisions taken by the
State PWD. These are as follows:
I                 .  The Lunglei bypass (lkm-part of the road improvement/upgradation component) and the Lunglei-
Tlabung Road (88.3km-part of the major maintenance component) were deleted from the study.
|  Recently, as a result of discussions with World Bank Mission on 24th - 25th February 2001, the size of
the project was further reduced to exclude the 2nd and the 3rd Priority Roads (part of the
improvement/upgradation component) and a few other major maintenance roads from the project.
Following these decisions, the scope of the project has now been limited to the following:
*  Improvement and upgradation of only the 1' Priority Road, i.e., Aizawl-Thenzawl-Lunglei Road
|                     (about 185km) including the Aizawl Bypass; and,
*  (Major) Maintenance of about 450km of other state roads.
Revised by Lea Associates                      1-2                                    October 2001
*           (Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                                                 SEA: 1 - Introduction
simultaneously  with  the feasibility study, and  periodic findings of the  SEA  formed
*               important inputs to the feasibility study.
3                                        Table 1.1: Work Programme in MSRP
Type of                 Phase I                            Phase II                   Total
Work          Road Section      Length (km)        Road Section       Length (km) Length (km)
Improvement/ P1A: Aizawl - Thenzawl-   98.710  PlB: Buangpui - Lunglei       71.000
Upgradation  Buangpui (via Hmuifang)           BPI: Aizawl Bypass            16.000    185.710
l   Works  l Sub-Total: Phase l        98.710  Sub-Total: Phase ll            87.00
Ml: Kawlkulh-Ngopa-Tuivai  96.625  M2: Kanhmun - Zamuang -
M4: Keitum-N.Vanlaiphai   45.780  Tuilutkawn                    90440
Major       M5: Lungsen - Chawngte     47.670  M6: Zobawk - Hualawng         31.000
*              Maintenance                                                                             518.615
Works       M7: Damdai - Sialsuk       30.100  M15: Serchhip - Thenhlum     105.000
M9: Khawzawl - E.Lungdar  58.000  M16: Selesih -Thuampui        14.000
Sub-Total: Phase I        278.175  Sub-Total: Phase ll         240.440
For location reference of the above project roads see Figure 1.1.
l
1.2  SCOPE OF THE PROJECT
The project consists of 2 distinct type treatments for the roads identified. These are (a)
improvement or upgradation, including limited widening where necessary, and (b) major
maintenance works. The scope of (construction) work under these 2 treatments is
described in the following sub-sections.
I       1.2.1  IMPROVEMENT OR UPGRADATION WORKS
Construction of a new 16km link road (the Aizawl bypass) connecting NH-54 and
improvement/widening of the Priority Road (P1) are included as part of this component.
The improvement works under this package envisage the following:
.  Widening the roads to generally intermediate lane (5.5m) width carriageway, with side drains
*                   and shoulders;
*  Rebuilding the pavement to structurally sound designs;
|  Construction of new bridges and culverts, if and where necessary;
*  Repair and/or reconstruction of existing bridges and culverts;
*  Slope protection works;
|  Improvement of road geometrics and junctions wherever necessary; and,
*  Provision of road signs and other road furniture required safety and comfort of the travelers in
particular, and the community in general.
1.2.2  MAJOR MAINTENANCE WORKS
|               Nine road sections (total length of 518.615km) were identified for major maintenance
works. No widening of the existing roads, realignments or any other major construction
*               works are envisaged under such maintenance.
The major maintenance works would mainly consist of the following:
Revised by Lea Associates                       1-3                                     October 2001
*            (Original Document by lCT, CES, LBII)



Mizoram State Roads Project - Phase I                                              SEA: 1 - Introduction
.  Depending on the condition of the existing bituminous pavement, one of the following 3 types
I                  of pavement treatment
* Type 1:  Resurfacing at locations of moderate surface distress
• Type 2:  Resurfacing and construction of base course over the existing pavement at
I                                   locations of acute base and surface distress
. Type 3:  Rebuilding of pavement from sub-grade upwards at locations of complete
pavement failure;
I              .  Upgrading existing earthen roads to gravel roads;
* Repair of bridges, where necessary;
*  Repair and/or reconstruction of culverts;
* Improvement of side drains;
* Slope protection works at potential land slide sites;
a  Provision of important signs, like regulatory and warning signs at hazardous locations, and
other design features to improve the safety and comfort of travel.
I       1.2.3  AREA OF INFLUENCE
The spatial and temporal boundaries (area of influence) of the project are discussed as under:
*           .  Direct area of influence
The project road improvements consist of widening and strengthening along existing
alignments except a few short sections, where realignments are being proposed. As a
result, the area of direct influence is linear where all construction activities will be within
the available roadway. The existing formation width for the corridor is the primary
boundary defining the project area of influence3.
The corridor of impact (CoI) is defined on the basis of the land width required for
accommodating the proposed design cross-section, incorporating the necessary safety
and engineering requirements. Accordingly, a CoI of 12m  was considered adequate for
I             the  improvement/upgradation  roads4  (see  Figure  1.4). Therefore, all social and
environmental surveys, as far as the direct impacts of construction are considered had
3              been carried out within such 12m Col.
I       1.2.4  INDIRECT AREA OF INFLUENCE
A distance of 7km on either side of the corridor (as per the MOEF requirements) was used
to define the area of influence within which the environmental features/resources such as
national parks, wildlife sanctuaries, protected forests, archaeological and cultural/religious
sites were identified, and examined for potential indirect impacts.
I
The available road width determined the limits for data collection on social and environmental features.
Given that most of the project road sections traverse through steep hills and valleys, the widening
possibility is limited, and as such a narrow strip of land, mostly towards the hillside would be
accommodating the additional road width, if and wherever proposed.
|4 Subsequently the Col was reduced to 7.1m in the straight sections and to 8 m along the curves in Phase I
improvement/upgradation works, to minimise the environmental and social impacts.
Revised by Lea Associates                      1-4                                    October 2001
*           (Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                                   SEA: 1 - Introduction
X-    v ...  C... ,              -,-- _    .I
Figure-1.4: Typical Cross Section Proposed for the Priority Roads
I
|    1.3  PROJECT IMPLEMENTATION PROGRAMME
The MSRP would be implemented in 2 phases. The construction (for Phase I) is expected
to commence in early 2002 and would continue up to 2004. The Phase II construction is
expected to begin in 2003 and extend up to 2005.
Construction on any section of the project roads would commence once the pre-
construction activities (including site clearance and R&R related activities) are completed.
Road construction activities will be generally confined to the months outside the
|            monsoons.
To avoid increasing traffic congestion (and the resultant increase in air pollution levels,
which is already a concern) in the city of Aizawl, work on the Aizawl Bypass will be
hastened within the Phase II work programme. The Phase I improvement/upgradation
road will not be operationalised until the work on Aizawl Bypass is substantially
completed.
|    1.4  ENVIRONMENTAL ISSUES IN MIZORAM
Before finalising the methodology for carrying out the SEA for the project, an inventory of
|            the significant environmental issues in Mizoram (and the study area in particular) was
prepared. The basis for such inventory was (a) published data from secondary sources,
and (b) consultation with the stakeholders including the governmental and non-
governmental organisations (NGOs).
From such inventory, the following issues emerged as critical for the state. Some of these
issues might be relevant to the project, and its immediate influence area In particular.
|      1.4.1 JHUM CULTIVATION
Agriculture is the main occupation of the people of Mizoram, with a majority of the
population, especially in the rural areas resorting to Jhum (shifting) cultivation. It is
Revised by Lea Associates               1-5                               October 2001
I          (Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                                          SEA: 1 - Introduction
estimated that about 200,000ha unclassified state forestlands are cleared every year for
such jhum cultivation.
Traditionally, the jhuming was done for one year and the land was kept fallow for the
next three to eight years, for rejuvenation. With increased population and the limited
availability of easily accessible land, the fallow period decreased, leaving less time for the
jhumed land to be rejuvenated. The productivity of the land under jhum had reduced
significantly and regularly in the past few decades. Increased erosion of topsoil, due to
anthropogenic or natural causes (say, the torrential rains and land slides) add to the
problem of reducing productivity of land in Mizoram.
Depletion of Environmental Resources
As the productivity went down, the demand for land per unit food production increased.
More and  more area was diverted5 for jhuming, and the forest cover and other
environmental resources depleted increasingly.
Jhuming is strongly associated with forest fires. The fallow land and the (unclassified)
forestland are cleared by putting the entire area in fire before the cultivation season. Not
only the flora and other environmental/ecological resources on the jhum land but also on
adjoining lands are destroyed in this process every year.
Due to periodic fires on the jhum land, production of fodder in the jhum land is absolutely
small. Traditionally, this was not a great concern, as domestic animals were few.
However, in the recent years the number of domestic animals is increasing. Consequently,
there is additional pressure on the forestland for supply of forage.
Alternatives to Jhuming
The government is encouraging settled cultivation instead of the shifting jhum practices.
There is an ongoing programme for developing areas for "wet rice cultivation", which
achieved its targets substantially. However, as the state is pre-dominantly a hilly terrain,
availability of flat land for settled cultivation is small. A shift from agriculture as the only
source of livelihood and subsistence is required. Towards this, the government is
promoting development of alternative sectors of economy, such as (a) horticulture, (b)
sericulture, (c) small industries, (d) trade and commerce, etc. However, these will require
a number of pre-conditions to be met, such as (a) improved infrastructure for
transportation, storage, marketing and distribution, (b) industrial training and awareness,
(c) financial and management support, (d) technological demonstration, etc. Efforts in
these regards have only been initiated.
Most of the land in Mizoram are administered by the Village Councils, representatives of the villagers. The
|                village council authorises and allots land for each family in the village for cultivation, more than 90% of
which is jhuming.
Revised by Lea Associates                   1-6                                  October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                                          SEA: 1 - Introduction
Relevance to the Project
All alternative development and/or livelihood activities proposed by the government
depend on the improvement of the transportation network (mainly, the roads). The shift
to settled cultivation in a hilly terrain, and establishment of marketing and distribution
facilities-all are dependent on this crucial factor. The project primarily attains its
economic viability due to such development proposals (see The Feasibility Report of the
Project).
It would be important for the project to consider the environmental/ecological setting with
regard to the widespread jhuming all along the project roads. The project may also
(partially) help in reducing possible spread of jhuming by controlling access to lands which
retain environmental resources.
I       1.4.2  BIO-DIVERSITY CONSERVATION
Mizoram & the entire North East India form the transition zone between India, Indo-
Malayan and Indo-Chinese bio-geographic regions, and is one of India's two global
biodiversity "hotspots". The entire state supports several endangered species of plants
and animals. In general, the rich biodiversity of the region offers great ecological and
economic potential in terms of nutrition, medicine etc. In this situation, important areas of
biological significance having gene pools of a variety of flora and fauna, unique to the
region, require special conservation measures.
Although the project roads might be traversing areas of lesser bio-diversity richness6, a
road project of the magnitude as the MSRP needs to address the issue of bio-diversity
preservation and conservation.
I      1.4.3  FOREST COVER
The forest area is 18,775km2, constituting 89% of the total geographic area of the state.
About 42% of all forestland is protected7, but the remaining 58% is available for multiple
uses. These non-protected forests consist of (a) unclassified forests, (b) private forests,
and (c) village forests.
The project roads pass along its entire length mostly through unclassified or village
forests. The upgradation corridors (in both Phase I and Phase II), where widening and
(marginally) impacting the forests is a possibility do not pass through, or are adjacent to
any protected forests.
I
6 As explained earlier, the bio-diversity richness in the areas close to the project roads have already been
impacted by the widespread shifting cultivation practices.
|             7 Including (a) Protected Forest - 5.11%, (b) Reserved Forest -16.28%, (c) Wildlife Sanctuaries &
National Parks -5,56%, and (d) Inner Line Reserved Forest -2.29%.
Revised by Lea Associates                   1-7                                  October 2001
(Original Document by ICT, CES, LBII)



3         Mizoram State Roads Project - Phase I                                      SEA: 1 - Introduction
The major maintenance roads may pass through protected forests for small distances, but
the proposed works on these roads do not include any widening, and therefore will not
have any adverse impacts. Three major maintenance roads (Ml, M3 and M4) are located
3             within about 5km of the Wildlife Sanctuaries or the National Parks, but passes through
none of such wildlife areas.
I      1.4.4 ROAD CONSTRUCTION ISSUES IN HILLY TERRAIN
Mizoram, formerly known as the "Lushai Hills", is a completely hilly state with precipitous
I             slopes forming deep gorges culminating into streams and rivers. The road construction
issues as applicable to hill roads shall need to be addressed in the project. These would
|             include:
* Stability of the vertical cut slopes newly formed due to the project;
.  Measures to control landslides and erosion in already vulnerable locations and possible new
I                locations to be created due to the project;
* Geomorphological assessment to assess the geological stability of the road, etc.
I      1.4.5 WATER SCARCITY & WATER AVAILABILITY FOR CONSTRUCTION
Mizoram, though has an annual rainfall between 1700 and 3900mm spread over 8 to 10
|             months, is vulnerable to prolonged dry spells and occasional drought conditions. Owing to
the steep gradient, surface water runoff is accelerated, resulting in poor water retention.
The soils are highly porous with low water holding capacity, which is the main cause of
the low water table in the state. Scarcity of water is inevitably felt during summer as
majority of the population is settled on the hills. This has necessitated the harvesting of
rainwater from rooftops to tide over the water crisis during summer. It is in this backdrop
of water shortage (especially during summers), water requirement for construction
i             becomes a critical issue to be addressed in the environmental assessment.
1.4.6 ROAD SAFETY IN THE SETTLEMENTS
Mizoram, has hardly any flat land for the sprawl of the settlements. Consequently, the
settlements are mostly along the transport routes or along gentle hill slopes conducive for
construction of structures and human access. All principal Mizo habitations are along the
ridges with valleys sparsely inhabited. Consequently, the roads and other infrastructure
developments generally follow the ridgelines.
The project roads pass through several small, medium and big settlements, where there is
acute absence of any open spaces for community interaction or outdoor recreation. The
I             residences and the shops open onto the road, and the roads are the only open area
available for community interaction, and even as playfields for small children. The narrow
widths of the roads are safety threats, especially for children, in a scenario when vehicles
on the road, and the running speed of the traffic increases through these settlements.
Revised by Lea Associates                 1-8                               October 2001
*          (Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                                     SEA: I - Introduction
I      1.4.7 VULNERABLE HUMAN POPULATION
Mizo meaning the hillmen, is a single name for all the allied Lushai mongloid tribes, living
in Mizoram. The entire state population (except the settlers from outside, who constitute
I             less than 5% of the population) are recognised as Scheduled Tribes. Though there has
been a great influence on the life and tradition of these Lushai tribes by the Christian
Missionaries, the Mizos still form a vulnerable group. To identify and to effectively address
the project impacts on these groups, it is imperative that an Indigenous Peoples
Development Plan (IPDP) be worked out in accordance to the OD4.20 of the World Bank.
1.4.8 INDUCED IMPACTS & OPPORTUNITIES
The entire state is endowed with scenic beauty, temperate climate, rich flora and fauna
besides art and culture. With its abundant greenery and rich bio-diversity, Mizoram offers
good potential for the development of tourism. The main impediments to the
development of tourism in the state have been the lack of tourism infrastructure and a
lack of efficient transport and communication system.
I            The project shall induce development, especially around the settlements and shall create
opportunities for the development of tourism in hitherto unexplored areas. The potential
environmental impacts on the rich biodiversity and natural habitats in the state need to be
examined and addressed in this project.
I      1.5   EA/SA IN THE PROJECT
The MSRP involves investments for improvement on a road network evenly distributed all
over the state. Environmental/social assessments were carried out in accordance to the
World Bank policies and the Government of India requirements in the project. The
*            following documents have been prepared in the project.
* Sectoral Environmental Assessment (SEA) for both phases of the project (prepared at the
feasibility stage of the project and the Phase I of the project). SEA enables a sector-wide
environmental analysis of the state before finalising the investment and improvement
strategies, and developed guidelines for the detailed environmental (impact) assessments.
*  Detailed Environmental Assessments (EA) for the work programme in Phase I of the
I                Project.
* Environmental Management Plan (EMP) for the improvement/upgradation works in Phase
I.
I             *  Resettlement &  Indigenous  People's  Development Plan  (R&IPDP) for the
improvement/upgradation works in Phase I.
*  Environmental and Social Management Plan (ESMP) for the major maintenance works in
I                Phase I.
Similar EA, EMP, R&IPDP and ESMP reports will be prepared for Phase II of the project
also. The overall methods, analysis and structure of the environmental/social assessment
works in Phase II will be same as Phase I, but will cover issues relevant to the Phase II
*            roads.
Revised by Lea Associates                 1-9                               October 2001
(Original Document by [CT, CES, LBII)



Mizoram State Roads Project - Phase I                                   SEA: 2 - Introduction
The outputs from environmental/social assessments formed important elements in the
*            overall planning and design of the project (including the engineering drawings, and
contract documents).
|            The environmental/social assessments (and the outputs) in the project have been
subjected to an Independent Review8. The recommendations from the Independent
3            Review is incorporated in the SEA and the other Phase I reports (as well as in the
engineering drawings, and the contract documents).
1.6   STRUCTURE OF THE S.E.A. REPORT
The SEA report, excluding this chapter is been structured into the following 9 chapters.
Chapter 2 on Policy, Legal & Institutional Framework presents an overview of the
relevant policies, regulations concerning procedures and requirements that may directly
I            impact the project, and assesses capacity of the institutions involved to effectively
implement the project.
|            Chapter 3 on SEA Methodology presents the sequential tasks that have been carried out
in preparing the SEA.
Chapter 4  on  Environmental Baseline  presents the settings of the various
environmental components at a state level. The information was mostly from secondary
sources, but had been augmented, where necessary through findings from primary and/or
reconnaissance surveys.
Chapter 5 on Public Consultation outlines the consultation programme adopted in the
I            project. Consultations carried out during preparation of the SEA formed a basis for
working out the consultation tools and mechanisms for the remaining project stages,
|            including the detailed EA.
Chapter 6 discusses the Key Environmental Issues in Mizoram with special reference
3            to the proposed work programme in the project.
Chapter 7 on Analysis of Alternatives discusses the evaluation of, and final selection
from  the various alternatives with respect to routes, alignments, cross-sections and
pavements in the project (worked out during the feasibility study).
Chapter 8 presents the generic Environmental Mitigation & Enhancements that need
I            to be worked out for addressing the various environmental issues due to the project. This
formed a guideline for working out the detailed mitigation measures in the EA for Phase I
|            of the Project (and will serve similar purpose for Phase II).
Chapter 9 on Environmental Management, Monitoring presents an overview of the
generic management and monitoring plans as part of the SEA. These formed the basis for
C Carried out by Lea Associates South Asia Pvt. Ltd., India (Lea Associates).
Revised by Lea Associates               1-10                              October 2001
*         (Original Document by ICT, CES, LBII)



Mlzoram State Roads Project - Phase I                                       SEA: 1 - Introduction
preparation of the EMP and ESMP (including the environmental monitoring plans) in Phase
*             I, and will be used as similar guidance in Phase II.
Chapter 10 on Implementation Arrangements, based on the analysis of the existing
X             set-up and the need for capacity building, proposes the implementation arrangements for
the project, with specific reference to the implementation of the Environmental and Social
3             Measures.
I
I
3
l
I
l
l
l
I       ~~~Revised by Lea Associates               1-11                                October 2001
~~~~(Original Document by ICT, CES, LBII)



l
l
CHAPTER-2
POLICY, LEGAL & ADMINISTRATIVE FRAMEWORK
l
This chapter describes the existing institutions and legislation related to the environment,
I             at the National as well as State levels and their applicability to the road transport sector in
general. Relevant policies of the government of Mizoram, which impact the road sector
are also described in brief. Regulations concerning procedures and requirements that may
directly impact the project, capacity of the institutions involved, and their capacity to
effectively implement the various provisions made as part of the project are assessed.
2.1  INSTITUTIONAL ARRANGEMENTS
The development of roads is influenced by the overall policies of the state since 'Roads' is
a state subject'. The following sections describe the existing road network situation in the
*             state and the various institutional players involved in the development and management
of the road network.
2 .1.1  ROAD NETWORK
Mizoram  is covered with a network of primary, secondary roads of a total length of
6,808km, including 566km of national highways (NHs) and 240km of state highways
(SHs).
Most of the roads in the state are in a poor condition and are in dire need of rehabilitation
and upgrading. Only the NHs, the SHs, the major district roads (MDRs) and a few other
district roads (ODRs) are bituminous surfaced roads. Others, including the village roads
are unsurfaced, and sometimes not adequate for vehicles2. Even the NHs, SHs, and the
MDRs are mostly single lane carriageway in a poor condition, passing through hill terrain,
negotiating steep gradients and sharp curves.
The following agencies are involved in the development and management of the road
|             network in the state:
* Public Works Department (PWD)
|                *  Border Roads Organisation
* Department of Rural Development
All roads included in the present project are in the jurisdiction of the PWD.
The Constitution of India provides for the division of jurisdiction among the States and the Union.
|             2 Many of these roads could be negotiated with 4-wheel drive vehicles only, and are normally termed as the
"jeepable roads".
Revised by Lea Associates                 2-1                                 October 2001
*          (Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                    SEA: 2 - Policy, Legal & Administrative Framework
I       2.1.2  ADMINISTRATIVE FRAMEWORK
Though the primary responsibility of planning, designing and implementation of this
project is that of the PWD, there are several institutional players, who play a major role in
I              the managing of the road network. A brief discussion on the various institutions and their
roles and responsibilities in the implementation of the project are presented below.
.Mizoram PWD
The PWD is entrusted with the mandate of planning, maintaining, improvement of the
|              road network in the state. The MSRP has been initiated and would be implemented by the
PWD. The PWD, through the Engineer-in-Chief, is responsible for the effective
implementation of the project activities.
Implementation Arrangement for the Project
|              To effectively oversee the project preparation and to ensure the timely implementation of
the project, a Project Implementation Unit (PIU) had been established and
operationalised. The PIU is headed by the Project Director, and consists of the following
officers:
*  Executive Engineer (Procurement),
|                *  Executive Engineer (Environment),
*  Executive Engineer (Social Aspects),
*  Assistant Engineer (Procurement),
I                 .  Assistant Engineer (Environment), and
* Assistant Engineer (Social Aspects).
The PWD has retained the PCC for preparing the project and to provide technical support
during implementation of the project. Overall monitoring and control of the project will
rest with the PWD, through the PIU.
Contractors3  would  be  procured  for  construction  in  the  project.  For  the
improvement/upgradation  works, the  PWD  would  procure  services of Supervision
I              Consultants4 (SC), who would work as "engineers" under the contract for the works. For
the major maintenance works, the PWD (or its divisions) would be responsible from
supervision, and would work as the "engineer". However, the PWD would be assisted by
Quality Assurance (QA) Consultants5 in the major maintenance works.
l
3 A Contractor each for the each of the contract packages would be selected through international/national
competitive
4 One consulting firm in each phase will be procured though international competitive bidding (ICB).
s One consulting firm in each phase will be procured though national competitive bidding (NCB) as QA
Consultants.
Revised by Lea Associates                    2-2                                  October 2001
I           (Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                      SEA: 2 - Policy, Legal & Administrative Framework
I       2.1.3  ENVIRONMENTAL MANAGEMENT
The environmental regulations, legislation, policy guidelines and control that may impact
this project, are the responsibility of a variety of government agencies. In all, as discussed
I              in the subsequent sections, the following agencies would play important roles in this
project.
.  Ministry of Environment and Forests (MoEF)
The primary responsibility for administration and implementation of the Government of
|              India's policy with respect to environmental management, conservation, ecologically
sustainable development and pollution control rests with the Ministry of Environment and
Forests (MoEF). Established in 1985, MoEF is the agency primarily responsible for the
I                                                 ~~~~~~~~~~~~~~~~~~~~~6
review and approval of EIAs pursuant to Gol legislation .
* Central Pollution Control Board (CPCB)
CPCB is a statutory authority under the MoEF located in New Delhi with several regional
offices. The main responsibilities of CPCB include inter alia the following:
* Plan and implement water and air pollution programs;
*  Advise the Central Government on water and air pollution programs;
I                  .  Set air and water standards; and
* Co-ordinate the State Pollution Control Boards.
* Mizoram State Pollution Control Board (MPCB)
The MPCB responsible for environmental management at the state level, with emphasis
on air and water qualities, including the following:
* Planning and executing state-level air and water initiatives;
I  Advising state governments on air, water and industry issues;
*                  .  Establishing standards based on National Minimum Standards;
* Enforcing and monitoring of all activities within the State under the Air Act, the Water act
and the Cess Act, etc.;
Issuing No-objection Certiflcates (NOC) for industrial development, defined in such a way
as to include road projects as Mizoram State Roads Project
I           .  Department of Environment and Forests (DoEF), Mizoram
This department perform the functions similar to the MoEF at the state level.
6 Environmental (Protection) Act, 1986 Item No. 21 of Schedule-I specifies that any highway project needs
environmental clearance from the Central Government in the form of an approved EIA, followed by the
I                 amendment in May 1994 and in 1997. Under these notifications certain activities must obtain clearance
from Central and State Governments and obtain a No Objection Certificate (NOC) before commencement.
EIA is a mandatory requirement in order to obtain clearance if a project falls under the 29 prescribed
I                 activities in Schedule - I of the notification. For details on further amendments to 1994 Notification, see
Box 3-1.
Revised by Lea Associates                     2-3                                   October 2001
I           (Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                       SEA: 2 - Policy, Legal & Administrative Framework
1   2.2  LEGAL FRAMEWORK
In 1976, the 42nd Constitutional Amendment introduced Article 48A and 51A, placing an
obligation on every citizen of the country to attempt to conserve the environment. The
*              legal framework for environmental issues related to road projects are in place in both the
national and the state levels.
l
2.2.1  NATIONAL LEVEL
3              The Government of India through its nodal agency, the Ministry of Environment and
Forests (MoEF) have nationwide policies for the protection of the environment,
conservation of bio-diversity, cultural and historic/archaeological assets, protection and
I              conservation of forests and wildlife, and control of environmental pollution. These policies
are reflected in the various acts, regulations and rules, laid down by the GOI to ensure
that all developmental projects are environmentally sound, sustainable and contribute to
the development of environmental assets.
The GOI legislation related to environmental issues are:
Forest Conservation Act, 1980;
Wildlife Protection Act, 1972;
*  The Environment (Protection) Act, 1986;
Air and Water (Pollution and Control) Acts, 1981 and 1977 including control of noise;
*  The Environmental Impact Notification, MOEF, 1994;
3                  .  Public Liabilities Insurance Act, 1991;
I* ndian Motor Vehicles Act, 1988;
*  Ancient Monuments, Archaeological Sites and Remains Act, 1958;
L* and Acquisition Act, 1984 and 1989
M* inistry of Environment and Forest notification (use of fly ash, pond ash, bottom ash in the
manufacture of bricks and other construction activities), 1999.
The various GoI legislations of relevance to the project and the various institutions
involved are presented in the following table 2.1.
Table 2.1: Relevant National Legislations
I                   Act            Year                 Objective                      Responsible Agency
The Forest             1927   To check deforestation by restricting  State Forest Department (for land
Conservation Act     Revised conversion of forested areas into non-  conversion below 5 hectares and 40%
in 1980  forested areas.                      density); MoEF for others
Wildlife (Protection) Act  1972   To protect wildlife through creation of  Chief Conservator, Wildlife, Wildlife
National Parks and Sanctuaries.      wing, State Forest Department
National Forest Policy    1952   To maintain ecological stability through  Forest Department, GOI &
Revised preservation and restoration of biological   State Forest Department
in 1988  diversity.
Air (Prevention and    1974   To control air pollution by controlling  State Pollution Control Board and
Control of Pollution) Act     emission and air pollutants as per the  State Transport Department
prescribed standards.
Environmental         1986   To protect and improve the overall     State Department of Environment &
Protection Act                environment.                          Forests
Revised by Lea Associates                      2-4                                    October 2001
*           (Original Document by ICT, CES, LBil)



Mizoram State Roads Project - Phase I                         SEA: 2 - Policy, Legal & Administrative Framework
Act            Year                  Objective                        Responsible Agency
Central Motor Vehicle    1988   To check vehicular air and noise pollution.  State Motor Vehicle Department
Act (& Rules)          (1989)
Ancient Monuments       1958   Conservation of cultural and historical  Archaeological Survey of India (ASI),
and Archaeological             remains found in India.                 State Directorates of Archaeology
Sites and Remains Act
The Land Acquisition   1894,  Set out rule for acquisition of land by  State Revenue Department
Act                   Revised government.
in 1984
The Public Liability    1991   Unique to India, imposes liability on the  All project proponent including the
Insurance Act & Rules.         owner to provide immediate relief in    State Public Works Department
I                                          respect of deathlinjury or damage to any
person/property arising out of accident/
activity implementation.
The Explosives Act (&    1884   Sets out the regulations as to regards the   State Revenue Department
Rules)                 (1983)  use of explosives and precautionary
measures while blasting, quarrying
Public Hearing          1997   To make aware the public around project   State Pollution Control Board
Procedures (Schedule           and to invite views, comments, suggestions
IV of EIA Notification)        and objections.
2.2.2  STATE LEVEL
The state government has adopted all the relevant Acts of the GoI. The MoEF has also
entrusted  MPCB  with the responsibilities of implementation of the provisions of the
Environment (Protection) Act, 1986 within the state. The state level legislations in the
environmental and social sectors of relevance to the project are as follows:
* Evironmental conservation and protection
.  The Assam Forest Regulation of 1891.
* The Mizoram (Forest) Act, 1955 (as passed by Mizo District Council).
* The Pawi Autonomous District Council (Forests) Act, 1979.
* The Lakher Autonomous District Council (Forests) Act, 1981.
* The Chakma Autonomous District Council (Forests) Act, 1992.
* The Mizoram Wildlife (Protection) Rules, 1990.
* Quarrying and Blasting
*  Mizoram Minor Minerals Concession Rules, 2000.
* Land and Revenue Administration
| The Liushai Hill Districts (House Site) Act, 1953.
* The Mizo District (Land & Revenue) Act, 1956.
* The Mizo District (land & Revenue) Rules, 1967.
I                   *  The Mizo District (Agricultural Land) Act, 1963.
* The Mizo District (Agricultural Land) Rules, 1971.
3                   *  The Mizo District (Transfer of Land) Acts, 1963.
The various legislations of relevance to the project and the various institutions involved
are presented in Table 2.2.
Revised by Lea Associates                        2-5                                     October 2001
I            (Original Document by ICT, CES, LBII)



I
M,zoram State Roads Project - Phase I                        SEA: 2 - Policy, Legal & Administrative Framework
Table 2.2: Relevant State Legislations
Act            Year             Objective                  Responsible Agency
The Liushai Hill Districts  1953   To provide for the allotment of  Village Council only with the prior
(House Site) Act               sites for residential or other non-   approval of the Administrator
agricultural purposes
The Mizo District (Land &  1956   To provide for the recognition of   District Council
Revenue) Acts                  rights on land and assessment of
revenue on such land
The Mizo District       1963   For providing for the control over   Administrator or the officers
(Agricultural Land) Act        the agricultural land in Mizoram  authorized
2.2.3  CLEARANCE REQUIREMENTS IN THE PROJECT
The clearance requirements of the project at the National and State levels are presented
below.
.  MoEF Clearance
There was no environmental act or law exclusively governing road and highway projects.
Generally, such  projects  fall under the  Environment (Protection) Act, 1986. The
Environmental Impact Assessment Notification, 1994 identified highways (item 21 of
Schedule-I) as one of the projects requiring prior clearance from the MoEF. Therefore, the
environmental impact assessment (EIA) is a statutory requirement for obtaining clearance
if the project
]   Falls under the 29 prescribed activities in Schedule-I of the notification
* Affects certain designated area such as a reserve forest, a protected forest, or a wildlife
sanctuary, and
I                   .  Has potential to pollute and is of an investment of Rs.500 million and above.
The guidelines/comprehensive format for EIA preparation has been prescribed in the
handbooks and other literatures7.
On 10th April 1997, a Notification No. S.0.318 (E) was issued by MOEF amending
Schedule-I of the EIA  Notification, 1994 which lists projects requiring  Environmental
Clearance. This notification replaced Item 21 of the Schedule and effectively gave a de-
facto clearance for all upgradation projects provided the setting of the project is
I               environmentally non-sensitive (see Box 2.1) and land acquisition is marginal.
Recently the MOEF has issued a circular No. 21012/26-99/lA-III dated 15th October 1999
regarding widening & strengthening of existing roads and bypasses, clarifying the issue of
marginal land acquisition (see Box 2.2).
7 The Guidance for the preparation of EIAs within the overall framework for environmental clearance for
new development proposals are detailed in GoI (1994) Handbook of Environmental Procedures and
Guidelines. Additional guidelines for road projects are provided in MoST (1989) Environmental Guidelines
for Rail /Road and Highway Projects.
Revised by Lea Associates                       2-6                                     October 2001
(Original Document by ICT, CES, LBII)



Mlzoram State Roads Project - Phase I                    5EA: 2- Policy, Legal & Administrative Framework
I.
Box 2.1: Government of India Amendment on EIA requirements in 1997
"...Environmental Clearance from the MoEF is not required for Highway project relating
to improvement work including widening and strengthening of roads with marginal
I                   land acquisition along the existing alignments provided the highways do not pass
through ecologically sensitive areas such as National Parks, Sanctuaries, Tiger Reserve,
Reserve Forests etc."
Source: Gazette Notifcation, Government of India, dated Icf April 1997
Box 2.2: Government of India Amendment on EIA requirements in 1999
"It is hereby clarified that marginal land acquisition means land acquisition not
exceeding a total width of 20 meters on either side of the existing alignment put
together. Further, it is also clarified that bypasses would be treated as stand alone
projects and would require environmental clearance only if the cost of the project
exceeds Rs. 50 crores each."
Source: MoEF Circular, Government of India, dated 15" October1999
It is important to note that the present project is limited to improvement work including
only widening and strengthening of roads along the existing alignment with marginal land
I             acquisition. Therefore the improvements proposed as part of phase I do not attract any
clearances from the MoEF.
However, Phase II of the project will require MoEF clearance, due to the following:
. The Aizawl bypass, an entirely new alignment to be constructed passes through
ecologically sensitive areas (a reserved forest), and the cost of construction is likely to
I                    exceed Rs.500 million.
* A small section of the P1B: Buangpui-Lunglei improvement/upgradation road passes
U                     through teak plantation maintained by the Forest Department.
. Wildlife Board Clearances
The MoEF had constituted an autonomous Indian Wildlife Board to conserve wildlife areas.
The Board, realising the importance of conservation within the country, has prohibited the
development of roads within sanctuaries and national parks. Only maintenance of the
I             existing alignments is permitted inside such wildlife areas. No blacktopping or widening of
the roads within these areas could be carried out without the clearance from the Wildlife
Board (with effect from its order of 17th June 2000).
Mizoram has 2 National Parks and 4 Wildlife Sanctuaries (including a tiger reserve and two
lakes) spread over 4.4 %  of the total geographical area of the state. The Lengteng
Wildlife Sanctuary is about 4km from Ngopa on the major maintenance road Ml (which is
also close to the Murien National Park). Other major maintenance road close to the
wildlife areas is M3 (Dampa Tiger reserve). No part of the upgradation roads is located or
Revised by Lea Associates                   2-7                                  October 2001
*           (Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                 SEA: 2 - Policy, Legal & Administrative Framework
close to any protected wildlife area. Therefore, clearance from the Indian Wildlife Board
*             will not be required for the project.
However, if the major maintenance works pass through any wildlife area (due to potential
|             realignment) and  involve  change  in the  carriageway  surface  (from  earthen  to
gravel/bituminous, or from gravel to bituminous), prior permission from the Wildlife Board
|             will be required. The final work programme in Phase II
. Forest Clearances
|             The Forest Conservation Act (1927) was amended in 1980 in an attempt to check the
rapid deforestation occurring throughout India. At the state level, the government was
I             empowered to declare reserves and protect forests and was also given the authority to
acquire land for extension and preservation of the forests. An Advisory Committee within
other government departments was formed to supervise compliance. In December 1996,
I             a Supreme Court judgement further defined the type of forests to be protected.
Depending on the size of the tract to be cleared, clearances are applied for at the
I             following levels of government:
6  If the forest to be cleared exceeds 20ha then prior permission of Central Government is
required,
|  If the forest to be cleared is between 5 to 20ha the permission of Regional Office of Chief
Conservator is required,
-  If the forest is below or equal to 5ha, the State Government can give permission, and
3                .  If the density of the forest is more than 40%, permission to undertake any work is needed
from the Central Government, irrespective of the size of the forest area to be cleared.
The Mizoram (Forest) Act (updated on 25th April 1990) provides for the management of
I             any forest in the state, which are not reserved forests but under the Forest Department.
It also covers plantation of trees and plants in borrow land.
]             The project passes through several forest stretches, most of which are unclassified forests
but some are reserved forests. The project will require forest clearance, wherever
widening (or cutting the hillside) gives rise to acquisition (and clearance) of forestland and
cover.
3          * Mizoram State Pollution Control Board (MPCB) Requirements
Projects also require obtaining "No-Objection Certificate" (NOC) from MPCB pursuant to
the Water (Prevention and Control of Pollution) Act of 1974, the Cess Act of 1977 and the
Air (prevention and Control of Pollution) Act of 1981.
|  Public Hearing
In order to obtain an environmental clearance from the MoEF, "Public Hearing" was
3             previously mandatory, as per the MoEF notification, which came into effect on 10th April
1997. However, a recent notification of the MoEF, dated 3 January 2001, exempts
highway widening/upgradation projects from public hearing.
Revised by Lea Associates                 2-8                                 October 2001
1          (Original Document by ICT, CES, LBII)



I
Mizoram State Roads Project - Phase I                SEA: 2 - Policy, Legal & Administrative Framework
U      2.2.4 WORLD BANK REQUIREMENTS
This project is a Category A project, due to its cumulative magnitude of environmental
and social impacts and therefore requires full environmental analysis and assessment. The
I             emphasis of the WB is on integration of the mitigation measures into the project design
and mainstreaming environment in all stages of planning, implementation and operation.
3             It may also be pertinent to note that while the WB requirements now have been modified
and new projects must conform to the all the safeguard policies of the WB. For the
project, the applicable WB safeguard policies are:
OP/BP/GP 4.01: Environmental Assessment.
* OD 4.20: Indigenous Peoples.
1                *  OD 4.30: Involuntary Resettlement.
BP 17.50: Disclosure.
It would be important for the project to examine the work programme at regular intervals
that the potential modifications in the work programme (say minor realignments) do not
impact the protected wildlife or bio-diversity areas. In case, such modification, particularly
in Phase II is unavoidable, the WB OP/BP 4.04: Natural Habitats would be triggered.
(Given the nature of the construction work, such a major maintenance, and the
prohibitive orders of the Indian Wildlife Board, any such modification in Phase II, and
consequent triggering of the Natural Habitat Policy is unlikely.)
l
l
l
l
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Revised by Lea Associates                2-9                                October 2001
(Original Document by ICT, CES, LBII)



l
3             CHAPTER-3
S.E.A. METHODOLOGY
The SEA for the project identified and considered environmental and social issues prior to
*             irrevocable decisions and commitments of resources have been made. This SEA provides
an assessment of impacts on the social and environmental components due to the road
|             sector - from upgradation as well as major maintenance envisaged as part of the project.
|   3.1  SEA FOR THE PROJECT
The SEA for the project is prepared as per the WB 0P4.01 and takes into account both
social and natural environmental factors, makes an assessment of impacts over a
foreseeable time span of the optional improvement strategies. The SEA has been carried
out with following objectives:
*                 .  To identify and to prevent increase in anxiety over any serious environmental issues/
concerns at a later stage by a thorough analysis of the transport sector policies and
investments proposed in the state;
a  To analyse the existing institutional, legal and regulatory mechanisms in the road
development sector, on the environmental and social aspects. This shall form a basis for
the recommendation of a sustainable and realistic framework for the implementation of the
I                    project;
•  To evaluate and screen the project corridors with respect to the environmental sensitivity;
.  To form a basis in realistically assessing data gaps and needs at an early stage of the
project;
* To establish guidelines for dealing with the environmental and social aspects of the
proposed improvement programs including outline methods, schedules and responsibilities
I                    for conducting EA during later stages of project; and
* To strengthen the EA and RAP preparation for the various project phases by
recommending criteria for environmental analysis and review.
3.2  SEA PROCESS
The SEA  been used to screen a large number of project routes based on their
environmental sensitivity and an assessment of the level of environmental analysis
3             required. Apart from the identification and provision of mitigation and monitoring of the
environmental issues associated with the project at a strategic and macro level, the SEA
has identified significant environmental issues and sensitive areas at local level which
*             need further detailing at the EA stages of the project. The SEA has focussed on the
following thrust areas:
3                 .  A screening process designed to identify routes / sections having potentially significant
issues that would need to be addressed in the detailed EA;
. An analysis of the Policy, legal and administrative framework for, and proposals for
institutional arrangements/strengthening for implementation of the project;
Revised by Lea Associates                  3-1                                 October 2001
(Original Document by [CT, CES, LBII)



I
Mlzoram State Roads Project - Phase I                                     SEA:' 3 -Methodology
.  A general assessment of the kinds of impacts associated with various upgradation/
improvement / maintenance options proposed;
*  A Sectoral Environmental Management Plan for the upgradation and maintenance
corridors, to eliminate, minimise, mitigate the impacts identified in the SEA.
The various stages of the SEA process and the methods adopted for the carrying out of
each of these stages are presented in the following sub-sections and is shown in Figure
3.1.
I     3.2.1  PROJEcr APPRECIATION
This involved an appreciation of the project, its objectives and the geographical
boundaries that have been established. Based on the proposed improvements, a
I             preliminary appreciation of the project area (i.e. the entire state of Mizoram) was carried
out, and major environmental issues at a state level associated with the road
|             development sector in Mizoram identified.
I     3.2.2  PoLicy, LEGAL & ADMINISTRATIVE FRAMEWORK
A review of the relevant policy framework and the legal and institutional setting in which
the project is to be implemented has been carried out. The various institutional players in
the road development sector, their roles, responsibilities and mandate have been
assessed and gaps and deficiencies identified. The existing clearance requirements for the
3             environmental and social sectors have been critically evaluated.
3.2.3  BASELINE DATA COLLECTION
A reconnaissance survey was undertaken to get the first hand information about the state
of environment and to note down the specific environmental features, which might be
impacted due to the project roads. Also secondary data pertaining to natural and
biological environment was collected from various government and non-government
agencies. Information was also obtained through public consultations both at village and
*             state levels, from NGOs and Govt. officials. Wherever required, the data from secondary
sources were supplemented by primary surveys conducted at the field.
*             Primary and secondary data broadly covered the following environmental parameters:
* Physical and Natural Environment
The data covered the land mass, land use, climate, variation in temperature, humidity,
rainfall, wind, soil, geomorphological characteristics, water bodies, drainage pattern along
I             the project roads and any other information, which influenced the environment of the
state. Most of these data is collected from secondary source only.
|             Interaction about general condition of air and noise pollution level were also collected,
mostly from secondary sources.
Revised by Lea Associates                3-2                                October 2001
I          (Original Document by ICT, CES, LBII)



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Mizoram State Roads Project - Phase I                                     SEA: 3 - Methodology
Biological
This covered information pertaining to trees, plants, forest cover, flora and fauna along
the corridor of impact from secondary as well as primary sources. General information
I            was covered in the SEA report. Information pertaining to actual loss of trees, plants, flora
and fauna along the direct corridor of impact were to be covered under the subsequent
Eas (in both Phases of the Project).
* Socio-economic Profile
|             Socio-economic  Profile  covered  the  settlements,  agricultural  pattern,  tourism,
industrialisation, and transport infrastructure. Secondary data was collected for SEA.
3             Specific information related to traffic or any other data along the project roads were to be
collected from primary source for subsequent EAs.
|     3.2.4  PUBLIC CONSULTATION
As part of public consultation process in the SEA, preliminary consultations were carried
out both at the state and the local leves,l with the community, and the various
governmental and non-governmental organisations. An important output of this exercise
was the methods recommended to be adopted for consultation process to be carried out
at the subsequent stages of the project.
I     3.2.5  ASSESSMENT OF POTENTIAL IMPACTS
Based on the secondary information on the environmental and social components
collected for the project and the reconnaissance and primary surveys carried out along
the project corridors, an assessment of the potential impacts on the various
environmental components was carried out. Mainly, the following environment impacts
were considered:
a Physical and Natural
This covered impacts on climate, topography, air, water, noise level, etc. Data is analysed
3             to assess the degree of impact qualitatively.
. Ecological
Impact on terrestrial ecology, wildlife, aquatic ecology, protected area, etc., were
analysed and covered in the SEA (and in more detailed manner in the EAs carried out
3             subsequently'.
l
To be carried out for Phase II (but has been carried out for Phase 1).
Revised by Lea Associates                3-3                                October 2001
*          (Original Document by ICT, CES, LBII)



M4izoram State Roads Project - Phase I                                    SEA: 3 - Methodology
. Impact on Human-use value
Impacts due to altered formation of the project road, workers camps, quarring, debris
disposal, etc., on humane life were studied.
3.2.6  ANALYSIS OF ALTERNATIVES
|             Analysis of alternatives have been carried out for the various alternate improvement
options and strategies, based on which the final improvement/prioritisation strategies
|             were selected. The alternatives mainly considered were,
* "With Project" and "Without Project" alternatives
*  Route/alignment alternatives
I                .  Road cross-section alternatives
B Bypass alternatives
*  Design alternatives for slope protection works
*  Alternative designs for drainage.
Note that the analysis of alternatives in the project was in built in the SOS, which
identified candidate roads for the Feasibility Study (and the SEA). Therefore, the route
alternatives included only the possible alignments in short sections.
No alignment alternatives for major maintenance roads were examined, as any such
examination would have been meaningless (as it is definitely better to maintain the
existing alignment, rather than going into newer alignments) given the limited nature of
construction permitted in major maintenance work.
I     3.2.7  IDENTIFICATION OF MITIGATION & ENHANCEMENT MEASURES
This SEA outlined the general mitigation, avoidance and enhancement measures that
would need to be incorporated during the subsequent stages of the project. As part of
these measures, broad options for eliminating, mitigating environmental impacts have
been worked out, in accordance to the existing legal and institutional setting for the
project. Mitigation measures were considered for the following 3 stages:
3          . Design Stage
Appropriate design methods were formulated to (a) reduce the earthwork, (b) minimize
cutting of the hills, (c) improve drainage and stability of hill slopes, etc. At some locations
I             realignments for short lengths were also considered to reduce the impact on environment.
However, the design stage recommendations of the SEA were to be examined in detail
during the subsequent EAs (and as such had been examined in detail during the Phase I
EA).
|          . Construction Phase
During construction, measures had been identified taken to stabilize the slopes; improving
the drainage; ensuring safety; proper disposal of debris; locating labour camps and
construction plants adequately; minimizing air, water and noise pollution, etc.
Revised by Lea Associates                3-4                                October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                                   SEA: 3 - Methodology
3  Operational Stage
During the operation stage of the project, tree plantation and its maintenance, is mainly
considered to mitigate the adverse impact on environment. Substantial monitoring were
also part of the operation stage measures (see Section 3.2.8).
|     3.2.8  ENVIRONMENTAL MANAGEMENT AND MONITORING
Stand alone environmental management plans for the project routes being improved/
upgraded as part of the project, and a generic Environmental and Social Management
plan for the major maintenance corridors were to be prepared as part of the detailed EA
stage of the project. As part of the SEA, the institutional mechanisms for the effective
3            implementation of the Environmental Mitigation measures that have been suggested and
the monitoring and reporting arrangements for the same have been presented. Also, the
requisite training requirements have been worked out, which need to be detailed out in
the subsequent stages of the project.
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I
Revised by Lea Associates               3-5                               October 2001
I    ~    ~~(Original Document by ICT, CES, LBII)



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l
CHAPTER-4
BASELINE CONDITION
l
The environmental baseline of the project influence area described here drew on the
secondary data collected (at the state level, available from government publications),
reports of other similar projects as well as reconnaissance/primary surveys. Being a
I             recently formed state, the state does not have a well-documented baseline in terms of the
environment. For components where secondary information was not available, site
surveys have been carried out. The last section of this chapter discusses the baseline
conditions along the individual project routes.
I    4.1  PHYSICAL & NATURAL ENVIRONMENT
Mizoram, formerly known as the Lushai Hills, was part of Assam state, and accorded the
status of a Union Territory in 1972 and became a full-fledged state in 1987. The
mountainous land locked state is part of the North-East India, which is one of India's two
global bio-diversity hotspots. Geographically, the land lies between 23°01' and 24035' N
latitudes and 92015' and 93029' E longitudes, covering an area of 21,087km2.
I      4.1.1 AGRO-CLIMATIC ZONING
Mizoram is in the following three agro-climatic zones:
I                          Agro-Climatic Zones               Area of Mizoram in the Zone
1. Sub-Tropical Hill             North Eastern Mizoram
1                          2. Mild-Tropical Hill Zone        North and West Mizoram
3. Temperate Sub-Alpine Zone     East Mizoram
I      4.1.2 CLIMATE
Though on the whole Mizoram experiences a pleasant climate, the state represents three
|             distinct climatic zones as given in Table 4.1.
3                                   Table 4.1: Climatic Zones of Mizoram
Climatic zone                   Location
Typical tropical climate  Lower altitudes at the foothills and valleys
Sub-tropical moist climate       The mid-region
Temperate climate              Higher reaches
On the basis of temperature, rainfall attributes and wind direction, 3 seasons may clearly
be recognised in the Project area. These are,
*  Winter extending from November to February,
Revised by Lea Associates                4-1                                October 2001
*          (Original Document by ICT, CES, LBII)



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Mizoram State Roads Project - Phase I                                  SEA: 4 - Baseline Conditions
*  Summer from March to May, and
I                 *  Rainy season from May to October.
Winter season corresponds broadly to the retreat of SW  monsoon and onset of NE
monsoon. After October the incidence of rainfall decreases in frequency. Cold and dry
weather sets in the night and temperature falls as low as dew point.
With the onset of SW monsoon, sky becomes cloudy, humid, precipitation load increases
and pre-monsoon winds stabilize. These are also responsible for rapid depletion of
topsoils, numerous landslides in a structurally weak zone. By the end of September, a
I             change in the frequency of precipitation is observed as SW  monsoon retreats. Sky
gradually becomes clear. Temperature decreases and light and steady northeast winds
replace the turbulent winds of SW monsoon. Weather becomes pleasant.
The periodic storm disturbances, local mountain and valley breezes and extensive forest
cover influence the climate of the project area. The salient climatic features of the state
are given in Table 4.2.
Table 4.2: Climatic Features of Mizoram
Average Annual Rainfall (mm)  2371mm (1999)
Concentraton of precipitation  May to October
*IHumidity                                              60-90%
Cloudiness                Heavily clouded
l  Wind                   Generally light (Except March to July)
I                            Temperature                Summer: 21- 300C
Winter:  11 - 230C
I           . Temperature
The temperatures vary from 210 to 30°C in summer and 110 to 230C in winter. The mean
I             summer temperatures in the high hills are almost uniform, at about 210C. The winter
temperature fluctuates between 130C to 200C on high hills.
I           . Humidity
The air is highly humid nearly all the year. Relative humidity is highest, about 90%, during
I             the SW  monsoon. February to April is comparatively dry when the relative humidity is
between 60 and 70%.
I        .    Rainfall
Pre-monsoon rains occur during March-April, and the regular monsoon commences from
I             June and continues till October. The average Annual Rainfall of 2200-3300mm has been
recorded across different districts of the project roads spread over eight to ten months.
South Mizoram receives higher rainfall, and the rainfall gradually decreases to the north.
The highest intensity of rainfall along the road alignments is likely to occur in section
falling in the district of Lunglei.
Revised by Lea Associates                  4-2                                  October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                                                    SEA: 4 - Baseline Conditions
The monsoon season is between May and October, but there are occasional rainfalls
during other period as well. Apart from  the main monsoon rainfall Mizoram  receives rains
sometimes in April, early November and winter'. The monthly distribution of rainfall is
provided  in Table 4.3, and it could be noted that Mizoram  receives precipitation almost
every month.
Table 4.3: Monthly Distribution of Rainfall (cm)
Year                 1989        1990       1991        1992        1993        1994        1995       1996
January              0.06        0.16        0.11        0.5         1.8         0.3         0.4        0.8
February              2.8         2.4        3.0         6.8        12.9         1.6         1.0        3.7
March                 6.4        17.7         2.8        0.7         9.9        23.3         3.7       16.9
April                13.7        26.0        13.7        5.0        10.8        16.0         4.0       10.7
May                  33.3        39.8       20.2        16.1        48.2        15.9        36.7       29.8
June                 49.7        31.7        40.2       27.7        64.1        30.2        44.9       34.7
JJuly                                  55.2       41.6        71.1        37.4        70.9       41.7        40.5        36.7
August               44.4        55.2       45.3        38.2        46.2        43.4        47.4       35.1
September            32.7        42.2        34.6       31.6        33.9        21.0        34.9       43.6
October              23.1         9.8        30.2       25.6        21.7        11.0        17.1       20.5
November              4.1        12.4        0.13        3.9         2.4         2.6        19.5        3.4
December              0.1         3.7         1.0        1.0                    0.02       0.05         0.4
Yearly Total      265.6       282.7       26L4        194.5      322.8       207.0       250.1       236.3
3              .  Rainfall Intensity
Rainfall intensity is quite high in Mizoram, and the high occurs for short period of time.
Table 4.4 gives the recorded maximum  rainfall in a day (or 24 hours) in different locations
I                 in the state. The high value short bursts of rain (usually storms) are important factors for
the environmental baseline2, and for the viability of the project roads.
I                                       Table 4.4: Maximum 1 Day Rainfall in Mizoram
Division     Place            Date         Rainfall (mm)   Division       Place         Date        Rainfall (mm)
Aizawl      20 May 1998              125                     Lunglei    20 May 1998           188
Serchhip    07 May 1996               96        Lunglei      Tlabung    09 August 1997       237
Champhai   20 May 1998               131                     Hnahthial  21 May 1998          335
*   Aizawl  Sialsuk     20 May 1998              219                     Saiha      17 May 1993          240
Neihbawi    28 March 1993            155        Chhimtuipui  Lawngtlai  19 May 1998          296
Kolasib     17 May 1993              339                     Tuipang    21 May 1998           84
Bilkhawthlir  09 June 1998           120        Note: For 1 hour & frequency of 50 years, the design rainfall
l_______ I   Vaipai      17 September 1996        220       intensity used in the project is 60mm (90mm for bridges).
l
These rains a re locally called as the Fur, the To ruah, the Ai ruah anrdthe Pawl delh ruah, respectively.
2  Particularly, the driving rain is an influencing factor in the torrent run-off, fluvial erosion and the periodic
landslides.
Revised by Lea Associates                              4-3                                           October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                                         SEA: 4 - Baseline Conditions
4.1.3 GEOLOGY & GEOMORPHOLOGY
The terrain in the entire state is hilly, with the central portions of the state at higher
altitudes. The rocks, and the formation are relatively young. The rocks are also weak and
unstable, the region is prone to landslides and seismic influences.
. Physiography & Terrain
The terrain of the project area is hilly with precipitous slopes forming deep gorges
culminating into several streams and rivers. The eastern part of the state is at a higher
I               elevation compared to the western region. The average height of the hill ranges in
Mizoram is around 920m. The highest peak, Phawngopuior the Blue Mountain (2165m) is
located in the southern part of the state.
Most of the project roads are located at altitudes varying between 300 and 1200m.
However, along all these roads the local variation of altitudes is high (see Table 4.5).
Table 4.5: Physiographic Setting of the Project Roads
Type of                      Phase I                                     Phase II
Work       Road      Districts   Geological  Altitude    Road    Districts   Geological   Altitude
Traversed    Setting    Range              Traversed    Setting     Range
I            Improvement               Aizawl,                          PiB      Sherchhip,    3 & 4     300-600m
/ Upgradation  PIA       Sherchhip    3, 4 & 6   300-1200m           Lunglei
Works                                                     BPI         Aizawl      3 & 4     300-600m
Ml        Champhai    3, 4 & 6   600-1500m
M4  Champhai,  4      1500-1800M  M2         Mamit       2 & 3     300-900m
Major         M4         Sherchhip
Works                  Chhimntuipui (W)
;        ~~Maintenance   M5      Lhimunglel,W    3 & 6    300-9OOm   M6        Lunglei     3, 4 &6 6    300-60Gm|
M7       Mamit, Aizawl    3     900-180Gm  M15       Sherchhip     3 & 5     300-900m
M9        Champhai   1, 3, 5 & 6  900-1200m  M16       Aizawl        3       300-600m
ote: Geologlcal Setting - (1) Tipam Group, (2) Bokabll Sub-Group; (3) Upper Bhuban Sub-Group; (4) Middle Rhuban Sub-Group; (5)
ower Bhuban Sub-Group; and (6) the Barail Group
The  terrain  is considered  very  immature. In  response  to  recent tectonism, the
topographical features exhibit prominent reliefs. The primary physiographic elements are
characterised by approximately N-S trending steep, mostly anticlinal, longitudinal, parallel
to sub-parallel hill ranges and synclinal narrow valleys with series of hummocks. Generally
the western limbs of the anticlines are steeper than the eastern limbs. Faulting,
consequent to intense erosion have produced steep fault curves, high dissected ranges
with the formation of deep gorges and spurs.
The depression and gorges are often physiographic expressions of the faults or other
structural patterns, leading to all kinds of drainage patterns, angular, sub-parallel, parallel
or dendritic. The main rivers are often found to be restricted within comparatively soft
shale horizons.
Revised by Lea Associates                       4-4                                     October 2001
(Original Document by ICT, CES, LBII)



I
Mizoram State Roads Project - Phase I                               SEA1: 4 - Baseline Conditions
Lithology & Structural Geology
Mizoram lies within the southern extension the Surma Valley (in South Assam), and
consequently to the regional uplift of Barail Group of sediments. The Surma Group lies
lossely over the Barails strong upward with Bhutan formation overlain with Bokabil
formation. This group consists of predominantly shale and siltstone with weathered and
rather soft and micaceous medium grain greywacke.
Subject to further sub-gradations, these deposits represent a variety of inter-laminated
textures with its compactness and material content ranging among the following,
I  Inter-laminated sandy stone
* Sitty sandstone
*  Grey shale
Ferruginous sandstone.
The special formation sometimes are dominated with erinaceous components and
sometimes with the argillaceous components of rocks comprising bluish grey compact
well-bedded shales, colour sometime changing from bluish grey to dull yellow.
The major structural tremi in the area coincides with the regional tectonic lineaments. The
general strike of the bed is N-S, with the fluctuation of about +/-5 degrees. The dips are
varying from 40° to 50° towards East or West. Structurally, the rocks lie on highly
compressed asymmetrical anticlinal ridges and narrow valleys. The axes of the folds show
convergence pattern in the direction of the plunge with some minor exceptions. The limbs
of the major folds are folded into small anticlines and synclines mostly in chevron style.
The overall fold geometry maintains similarity throughout the State. Vertical to sub-
vertical strike faults are located along the hinge of the folded layers. Changes with the
linear drainage pattern and river flow direction are evident. Besides, gravity glided slump
folds and minor slips along the crest of the small-scale folds are also common.
Geomorphology
In appreciating the geomorphological situation of the project area, assessment of the
specific local geological features, lithological features and structural geology is required.
The influence of the climate over the geological features could be noted in a wide range
of near surface products. These products are sometimes fully weathered parent rock
material, with gradually reducing degrees of weathering depending on factors including
the depth/distance from the surface. There are sudden rolled down (scree) materials,
which often gets locked up in fine matrix. A certain degree of coherent weathered product
covers the original hilltops (depth 4 to 10m) depending on the influence of the joint/
bedding planes, their frequencies and tightness, etc.
The parent materials are predominantly shales and  siltstone, with a reasonable
percentage of day minerals. Therefore, a certain degree of cohesiveness is evident.
Further, as the rocks are relatively impermeable, the dry months provide opportunity of
Revised by Lea Associates                4-5                                October 2001
U          (Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                               SEA: 4 - Baseline Conditions
dessication of the upper topsoil creating some weak bond by geo-chemical processes
*             (laterisation, limonisation, or sometimes kaolinisation).
However, there are very definite specific exceptions when the top cover materials could
|             not develop such coherency and are, by normal inspection, subject to movements sliding
by slightest instigation, natural or human. The area around km45-46 on Priority Road P1
(and many other area along the different project roads) represents such material. This
material supports surface vegetation but had very limited thickness over the rock face.
The upper face being smooth (by spheroidal weathering) obviously became vulnerable
|             against sliding.
Part of the many project roads will lie on the shade side of the main hill following the
typical sinusoidal pattern on the periphery. It is typically expected that these parts of the
hill surface are relatively more vulnerable because such surface materials are basically in a
sided down condition having no chance of developing the typical coherence.
Again the locations in between the spurs of the sinusoids of the project roads, exhibit
secondary structural disturbance and harbours water outlets, including jhora (waterfalls).
I             In many places, the drainage outlets are limited, and water (including subsurface
drainage) seeps through the natural weak zones like joint planes and bedding planes. In
the process the rock materials are further weathered.
Landslides
i             With the inherent weak geology of fractured rock, the steep unstable slopes are further
weakened by action of water during monsoons and result in landslides.
Deforestation as a result of felling of trees for timber, animal fodder and removal of
vegetation cover are added factors, responsible for the increased soil erosion and
i             destabilization of slopes.
During the field survey for SEA landslides sites were noticed at many places. Typical view
showing landslides are shown in Figures 4.1 and 4.2. Most of the landslides occur during
*             monsoon rains. There are a large number of current landslide locations (see Table 4.4). A
detailed list of potential landslide locations is given in Annexure 4.1.
I              Figure 4.1: Landslide & Soil Erosion       Figure 4.2: A Typical Landslide
Revised by Lea Associates                4-6                                October 2001
I          (Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                                      SE4: 4 - Baseline Conditions
Table 4.6: Prominent Landslide Locations on the Project Roads
Type of                     Phase I                                    Phase 1,
Work           Road Section      Prominent Landslide      Road Section         Locations (No.)
Locations (No.)                            Locations_____(No.)_
Improvemen  PlA: Aizawl - Thenzawl-                     P1B: Buangpui - Lunglei         5
t*           Buangpui (via Hmuifang)                    BP1: Aizawl Bypass              -
Upgradation
Works        Sub-Total: Phase I             19          Sub-Total: Phase II             5
Ml: Kawikulh-Ngopa-Tuivai     10           M2: Kanhmun - Zamuang -        4
M4: Keitum-N.Vanlaiphia        2          Tuilutkawn
Major        M5: Lungsen - Chawngte         6           M6: Zobawk - Hualawng           2
Maintenanc-
Works        M7: Damdai - Sialsuk           3           M15: Serchhip - Thenhlum
M9: Khawzawl - E.Lungdar       9          M16: Selesih - Thuampui          -
Sub-Total Phase I             30          Sub-Total: Phase II             6
Total            Phase I                49                  Phase II                11
There are several other smaller landslides, and area with high landslide potential. All these
areas would need to be identified during the subsequent EAs.
I           * Seismic Zone
According to the Bureau of Indian Standards (BIS) classification, Mizoram falls in Seismic
Zone V. This zone represents the area, which is most vulnerable to earthquake in India.
Parts of Mizoram receive as many as 4 earthquakes every day (though of very small
magnitude). The most active seismic belt is towards the western border of Myanmar. All
towns in Mizoram are under threat of seismic impacts.
The frequent landslides on the roads in the state are accentuated by the seismic activities.
I              The cut slopes on the hillside (to construct or widen the roads) had generally been left
untreated by the agencies concerned. In several places, loose rock/earth mass overhang
on the roads. These rock/earth mass slide down, or slip down when earthquakes occur.
* Soil Types & Characteristics
Soil texture, in general, varies from sandy loams, clayey loams to clay. Although the soils
are mature, profuse rainy spells in the region coupled with the high gradients have
accelerated the problem  of leaching of the loose soils. These soils are highly porous with
low water holding capacity and this is the main cause of the low water table in Mizoram.
|              The soils of Mizoram are deficient in potassium, phosphorous, nitrogen and humus. The
traditional jhum cultivation has adversely affected the productivity. Although superficial
greenery is observed owing to the profuse rainfall, the tract is actually in the process of
fast degradation. The pH of these soils is acidic to neutral due to excessive leaching.
I
Revised by Lea Associates                     4-7                                   October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                                   SEA: 4 - Baseline Conditions
. Mineral Resources
Occurrences of minerals such as Oil & Natural Gas, Coal, Clay, Shell Limestone are
reported3. However, any detailed inventory of the mineral resources of the state is not
I             available till date.
The rocks of Mizoram are limestone, sandstone and shale. According to government data,
|             the following are potential mineral deposit locations:
* Oil & Natural Gas occurs at Theiduhkan, Bairabi and Kolasib
*  Coal at Kolasib,
*  Clay on the banks of the rivers Tut, Tuirial, Chawngte Lui, Phura, Morai and Lokicherra.
* Shell Lime at Seswang near Kawrtethawveng (inferred reserve of 5.2 million tons) and at
Kawnpui.
Except for the shell lime deposit at Seswang, information about reserve and/or production
is not available for any minerals.
* Materials for construction
There is a huge requirement of earth, stone aggregates and sand for the project. As part
of the Feasibility Study, detailed surveys have been carried out for the quality and the
availability of these materials for the project.
Embankments and fills (mainly earth borrowed)
* Granular sub-base (stones from crusher plants or moorrum)
. Coarse and fine aggregates (or stones, mostly quarried)
S Sand (mainly from river beds).
Borrow  Area Materials: The borrow area material required for construction of sub-
J             grade in the project can be procured from the hill side of the existing roads or the sub-
grade material may be reused if of acceptable quality. Since the upgradation roads would
involve cutting on the hillside for almost the entire length of the project roads, the cut
material can be used for the construction of sub-grades. Therefore, no new borrow area
has been identified for the upgradation routes. However, the treatments proposed for the
major maintenance component would involve the need for borrow materials.
Quarries: Improper excavation of quarries can lead to dangerous conditions and rock
I              slides. The area around the project roads was surveyed to identify possible sources of
stone aggregate material required for road construction. Forty quarry sites, nine stone
crushers and four-riverbed material sources were identified during investigation for Phase
I. These sources are given in Table 4.7. Most of these quarries are privately owned.
l
I
3 Geology and Mining Wing, Department of Industries, Government of Mizoram, Aizawl.
Revised by Lea Associates                   4-8                                  October 2001
*           (Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                                        SEA: 4 - Baseline Conditions
Table 4.7: Quarries Identified for the Project
UPGRADATIONS ROADS                               MAINTENANCE ROADS
Name          Distance     Tentative            Name             Distance     Tentative
yield (tons)                                      yield (tons)
Zawangekham      6km           25000          Zawangekham           6km           25000
Sentezel          <200m        100000         Sentezel              <200m         100000
Fanafar          <200m         150000         Fangfar               <200m         150000
70.6km            <200m        375000         70.6km                <200m         375000
*              ________________ Samsuih  <200m  *            Samsuih                <200m         *
Dilkawniui       <200m         12500          Dilkawnlui            <200m         12500
Sailam            < 200m       875            Sailam                <200m         875
Haulawng         <200m         17500          Haulawng              <200m         17500
Muifang          4.5km         12500          Muifang               4.5km         12500
Ramrikawrm       6k            100000         Ramrikawrm            6k            100000
31km             < 200m        31250          31km                  <200m         31250
Samsuih           <200m        12500          Samsuih               <200m         12500
Thiak             2km          10000          Thiak                 2km           10000
Vawmdelhkham          <200m         150000
_______________ .106km                                               <200m         50000
116km                 <200m         37500
117km                 <200m         10000
BRTF                  <200m         22500
I                                                            Dampuilui              99km          281875
Rengdil               <200m         120000
v___________       Rengdil                <200m        250000
Rengdil               <200m         1525000
*___=________  Bairabi               7km           750000
I__=__=_______ Kolasib               2km           150000
kawnpui               < 200m        12500
Thiak                 5km           37500
_____________ Tualbung                <200m         12500
I____________ =Keifang                2.7km        40000
Kawikulh              7.4km         125000
_____________ Vaisamkhaw Hnuai        <200m
Tlangkhal Peng        <200m         *
5               Note: * - Not Estimated
* Excavation Wastes
I               For the priority roads widening will have to be achieved largely by cutting into the
hillsides. Even as a portion of this excavated material will be used for the construction of
3               roads in fill, a substantial part of this debris will have to be disposed off at suitably
selected dumping sites.
For the maintenance roads, since no widening beyond the existing formation is envisaged,
no generation of hill-cut wastes is envisaged.
I       4.1.4  WATER
Water is a very scarce commodity in Mizoram. Although the rainfall is good, the soils do
5               not retain much water. The rivers and drainage channels are many, but are at the bottom
of the deep, often inaccessible valleys, and are out of the reach of the people.
Revised by Lea Associates                      4-9                                     October 2001
(Original Document by ICT, CES, LBII)



I
Mlzoram State Roads Project - Phase I                                               SEA: 4 - Baseline Conditions
*  Surface Water sources
The state of Mizoram is endowed with a few perennial rivers and many non-perennial
streams. Some of the important rivers flowing in the state are given in Table 4.5. The
maps of river basins and rivers in Mizoram are given in Figures 4.3 and 4.4 respectively.
Table 4.8: List of Major Rivers in Mizoram
N          Name of River          Length (km)    No           Name of River           Length (km)
0
1   Tlawng                            185.15     2      Tiau                              159.39
3    Chhimtuipui (Kolodyne)           138.46      4      Khawthlangtuipui (Karnaphuli)    128.08
5    Tuichang                         120.75      6     Tuirial                            117.53
7    Tuichawng                        107.87      8      Mat                               90.16
9    Tuipul                            86.94      10    Tuivawl                            72.45
11   Teirei                            70.84      12    Tuirini                            59.57
13   Serlui                            56.35     There are other several small rivers/rivulets in Mizoram.
The rivers, tributaries and streamlets run through the depressions and gorges, forming
angular dendritic drainage pattern across the topographic depressions and heights. The
surface run-off is rapid due to high relief and steep slopes. The slope of the terrain and
the  dip of the  rock beds being  parallel (at least in a large majority of the cases),
precipitation on the hill slope is easily drained off4 to the valleys.
Because of its rugged and  highly dissected topography, Mizoram  has very few  water
bodies as swamps and marshy areas. These account for less than  1%  of the state's
geographical area.
* Water Quality
The water quality data of the Tlawng, the Char and the Vanva rivers (all are on the
Priority Roads PlA and PIB) is presented in Table 4.9.
Table 4.9: Physico-Chemical Characteristics of River Water
N. i Parameters              Tiawng River        Char River      Vanva River
N.  |Date of Survey            30.08.99           15.03.01         15.03.01
i                             1    PH                           7.2               7.6               6.8
2    Odour                    Odourless          Odourless        Odourless
3    Taste                     Tasteless         Tasteless        Tasteless
4    Colour                    Colorless         Colourless       Colourless
|  5    Total alkalinity         40                 86               36
6    Total chloride               4                 Nil              Nil
7    Total hardness              42                 90               90
8    Total iron                 Trace              Trace             0.1
9    Total coliForm              Nil
10    Faecal coliform             Nil
11    PA. Test                    Nil
Source: Publ/c Health Engineering Department, Govemment of Mizoram, Aizaw/
4  Both as surface run-off and as seepage along the bedding planes
Revised by Lea Associates                          4-10                                        October 2001
(Original Document by ICT, CES, LBII)



| ~N t
// sV~eogte
A  S  S A  M_4 '                         1
/                        '7                          ~~~~~~~50KM
!   Kanhmun       ** t       '°&|0             0            
Pnorlty ad                     M                                 N   I  P    U   R 
i             t               Sereii   p        n~~~~~~a  r\ 
Priowity Road I
;   I, D                AL;  ; WAV,                  ,L#
wI j3  r ll e 5/              AIZYA AMAL
Ste              asel
zoaas        6          ,Iulag 
ChaChagjh.i
4           tsfs C k e 11 .:  / ~K t
FL
(9~~~~~~~~~~~~~~~Q
--   __ __ _ __ __ _
O'~~~Fg 4.MRYeAasnsoMMARa



I irengte
A S S A M             oe
M  A  N  I P  U  R
M 3e 
s~~~~~~~~~~~~~~~~~~~~~~~~~ tt Roa II
Ch fP at
1- _ _ _ _ _ _ _ _ _ _                   _ _ _ _ _ _   i ' _ _ _ ' _ _ _ . _ _
Fig.4.4 Rivers of Mizoram



Mizoram State Roads Project - Phase I                                      SEA: 4 - Baseline Conditions
The results indicate that the quality of water is well within the prescribed limits of Central
1              Pollution Control Board (see Annexure 4.2).
* Water Availability and Rain Water Harvesting
Owing to the steep gradient, surface run-off is very high, and water flows through
inaccessible deep gorges, resulting in poor water retention. This is further compounded by
*              the porous nature of the soil. These result in a scarcity of water inevitably, especially
during the summers.
|              Perennial river water sources are mostly in the deep valleys far from habitations. Monsoon
rainwater harvesting is one of the main sources of domestic water supply. Agriculture is
|              entirely rain fed.
Harvesting rainfall is economically the best system for meeting water requirement in the
hills. People of the villages generally harvest rainwater for drinking as well as bathing
purposes. Almost every roadside house/shop in Mizoram has such rainwater harvesting
facilitys. Water supply schemes6 have been installed by the public health engineering
department (PHE) along some watercourses, for domestic water supply, especially during
the shortage periods.
I           . Ground Water Resources
Owing to the steep gradients, high surface run-off, poor water retention, porous nature of
the soil, the groundwater potential in the state on the whole is very low7.
*  Road Drainage
Roadside Drainage: The drainage along the project roads is generally poor. It is the
one of the major causes of road failure. As the hill slopes are not stable, catch-water
drains are not present. The side drains are not present (or not adequate, if present) in
most of the cases. In many stretches, the water seeping through the hills (and in some
cases from the small streams) flow on the road for long distances following the wheel
paths (depressions).
Cross-Drainage: Cross drainage structures, like culverts, are also found to be generally
I              inadequate. In the better roads, hume pipe culverts are generally used. But in a large
majority of the project roads, the culverts are made of corrugated metal pipes.
I
As the houses/shops are very close to the roads, and as there is dearth of flat land in an around the plots,
the rainwater harvesting tanks are invariably located on or abutting the roads.
*              6 The first water supply of Aizawl constructed by the British out post was 1.2million gallon capacity
rainwater harvesting tank constructed in the year 1900. This was the only water supply of Aizawl till 1973.
|  The large number of tube wells dug in the villages (predominantly on the roadside) do not work, except
when near a pond or other accumulated water.
Revised by Lea Associates                    4-11                                   October 2001
(Original Document by ICT. CES, LBII)



Mizoram State Roads Project - Phase I                                   SEA: 4 - Baseline Conditions
The number, size and placement of the hume pipe culverts are not adequate in many
places. During the flood discharge (i.e., during the torrential rains) the culverts overflow
in many places. At places, the drainage (from small streams) is blocked across the road,
3             and in such places, water accumulation destroys the pavement.
The metal corrugated pipe culverts on the project roads are old, sometimes dilapidated.
The inlet portion of the metal corrugated pipes, in most cases, is choked with loose soil
and vegetation, and do not allow adequate cross-drainage.
On the outlet portion of all culverts (hume or corrugated metal pipes) sharp fall descends
*             down, and is responsible for erosion of the valley sides.
Sub-surface Drainage: Saturation of the structural section under the roadway (base,
I              sub-base and sub-grade) is the primary cause of early roadbed failure on the project
roads. Saturated conditions lead to piping of fines and eventual failure. In many places,
water from below seeps through the failed pavement (particularly on the improvement/
upgradation roads).
I      4.1.5  AIR
In the absence of heavy vehicular traffic nor any major sources of air pollution in the form
I              of industries along the project routes, the issue of degraded air quality and pollutant
concentration exceeding the permissible limits is not an issue of major concern.
Except Aizawl, the air quality is generally within the prescribed NAAQS level (see
Annexure 4.3). This is due to the rural character, low traffic density and absence of large
or medium size industries in the state. Air quality in Kulikawn (Aizawl) and a rural location
Il            Aibawk is presented in the Table 4.10. While the air quality parameters at Aibawk are
within the permissible limits, at Kulikawn (Aizawl) these are above the levels due to typical
3              urban congestion.
Table 4.10: Air Quality Data
Pollutants Average Time      Monitoring A-ea       Prescribed Level
(Hours)   Kulikawn (Aizawl)   Aibawk       NAAQS
So2        24           110 pAg/,,3  30 p1g/M3       80 pg/rM3
NO2        24           120 Vg/mrn   25 p,g/M3       80 pg/M3
SPM         24          550 pg/mr    175 pg/rM3     200 pg/M3
co          1           10 mg/m3     3 mg/m3        4 mg/m3
Source: Mlzoram Pollution Control Board, Aizawl, 1999
However, it would be important to monitor air quality, systematically along the project
roads in the Phase II EA, as no baseline information regarding ambient air quality is
available at locations on Phase II project roads.
l
Revised by Lea Associates                   4-12                                 October 2001
I           (Original Document by ICT, CES, LBII)



l
Mizoram State Roads Project - Phase I                                         SEA: 4 - Baseline Conditions
I       4.1.6  NOISE
Noise attributed to roads depends on factors such as traffic intensity, the type and
condition of the vehicles plying on the road, acceleration/deceleration/gear changes by
I               the vehicles depending on the level of congestion and smoothness of road surface (IRC:
104-1988). Excessively high noise levels are a concern for sensitive receptors, i.e.,
hospitals, educational institutions, wildlife, etc.
* National Noise Standards
|               The Central Pollution Control Board has specified ambient noise levels for different land
uses for day and night times. Importance was given to the timing of exposure and areas
designated as sensitive. Table 4.11 gives the noise standards set.
Table 4.11: National (CPCB) Ambient Noise Level Standards
l                            Area .ode   category                       Limits in Decibels, dB(A)
Day Time        Night Time
A       Industrial                     75               70
-  B   Commercial                      65               55
C       Residential                    55               45
D       Silence Zones                  50               40
Note: (1) Daytime: 6am to 9pm., Night-time: 9pm to 6am; (2) Silence zone is an
area up to 100m around premises as hospitals, educational institutions and courts.
* Existing Noise levels
The noise levels in the state are generally within the prescribed limit (see Table 4.11 &
-              Annexure 4.4). The ambient noise levels at various locations along the project priority
road PI are given in Table 4.12. Ambient noise levels on other projects are expected to be
similar.
Table 4.12: Noise Level
Noise Levels, dB(A)
Location      Zone
._____________  Leq    Lmax   Lmin   LIO    L50      L90
Kulikawn (Aizawl) Commercial   66.16    70    51  68.80    61.00    56.00
Melthum        Commercial   60.76    70     < 50   66.40    56.92    51.38
Thenzawl       Residential  < 50.00    57   < 50   55.65  < 50.00  < 50.00
*Kikawn (Lunglei)  Commercial   61.72    70  < 50   67.00    57.50    51.50
*               Noise level in Kulikawn (Aizawl) is slightly higher than the permissible level due to its
commercial character (Kulikawn is also a bus terminus).
|               Though the baseline indicates that the noise levels along the corridor are well below the
permissible standards, during the detailed EAs, noise levels need to be monitored at the
sensitive receptors. This is important, as the baseline available in terms of the noise levels
is quite limited.
l
Revised by Lea Associates                      4-13                                     October 2001
(Original Document by lCT, CES, LBII)



M4izoram State Roads Project - Phase I                                               SFA: 4 - Baseline Conditions
I        4.1.7 FOREST RESOURCES
The estimate of forest area in the state varies. The differences arise due to the difficulties
in collating  information  in absence  of formal revenue  records. Table 4.13  gives the
different estimates of forest area in Mizoram.
Table 4.13: Estimates of Forest Areas in Mizoram
Source                            Reporting    Area of    Reporting  Forest Area  0/0 Forest
Year    State (kin2) Area (kM2)    (km2)          Cover
MS Swaminathan Research              1998       21,087.0     21,087.0      9,707.0      46.03
Foundation, 1998
Directorate of Economics & Statistics,  1991    21,095.0     21,095.0      15,935      75.54
GoM, Stabstical Handbook, 1992
Ministry of Agriculture, Gol, land Use  1996-97  21,080.0    21,090.0    15,980.0      75.77
Statistics, 2000
Department of Agriculture & Minor  April 1997    21,086.9    21,086.9    15,985.0      75.81
Irrigation, GoM, 1998 
Forest Department, Mizoram,        Dec. 1998    21,081.0     21,081.0    18,550.0      87.99
1999
Directorate of Economics & Statstics,  1999     21,095.0     21,095.0      18,775      89.00
GoM, Statistical Handbook, 2000                                                    I
Note: The Swaminathan Foundation Reporit estimates another 6000kni? area to be under zoom, part of which
might be under forest cover in the other estimates.
The above Table shows that the various classifications of forestland by different agencies
are not comparable. This needs to consideration while understanding the data presented
in the subsequent sections. (However, it seems that the difference is due to the open
forests under the jurisdictions of the village councils. The different estimates of the
reserved forest areas are conforming to each other.)
*  Classification of Forests
Only 20% of the forests in Mizoram are dense forests, with rich floral variety and density
(see Table 4.9). These are generally first order secondary  forests. These are mostly
confined in the reserved forests and the wildlife reserves8. The open forests are mainly
the village forests, a substantial part (45 to 50%) of which is used for jhum  cultivation9.
I                The forest cover is shown in figure 4.5.
I
3                8  The Wildlife Santuaries and the National Parks.
9  Used at different points in time. At any particular time, possibly 1/3rd of this area is under jhum effectively.
Revised by Lea Associates                           4-14                                        October 2001
*             (Original Document by ICT, CES, LBII)



;~~~~~p IU0st
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M 2              O"  Ohng1                                     WT'Vi
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i     12  152      a    Aibawk   $       pef l-K          k
S    )+P1ChaNaie  27  he.ar.-2
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\   4G  \_  f    C    42 . n    \--                         *Chamohai
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.    .*l;1 ) S48;argng }
4                                      Khawburg-                 .n1t  -.;!t.;--
F--''   <t;   -0                                   FE    il5tgl:agilel  r:Vapas.:r
;~~~~~~~~~~~~2
auur   4.:Frs    ovro           ioa



Mlizoram State Roads Project - Phase I                                                  SEA: 4 - Baseline Conditions
Table 4.14: Classification of Forests
Based on Protection Status                          Based on Forest Cover
Classification      Area (krn')    % of Forest    Classification     Area (kM2)    0/0 of Forest
l                     Reserved Forest            3057            16.28    Dense Forest            3786            20.41
Protected Forest            959            5.11
Wildlife Reserves          1043            5.56    Open Forest             14552           78.45
Innerline Forest            561            2.99
Village/Other Forest      13135           70.06    Scrub                     212             1.14
Total                    18775           100.00                           18550           100.00
|  Soulrce: Directorate of Economics & Stat7stics, 2000  Source: Forest Department, Mizoram, 1999
About 43%  of all forests in Mizoram  are notified, and are protected/conserved in some
manner (see Table 4.15). These constitute about 37%  of the total area of Mizoram. The
other forests (which are not notified) are open to exploitation in different manner, and
have already under depletion. Therefore, even if Mizoram  is considered to be a forest
state, the actual cover of notified forests is barely higher than the GoI norm for forest-
cover (33%).
Table 4.15: Notified Forests in Mizoram
Ownership                 Owner                     Type of Forests        Area (km2)  % of Forest Area
l                                   Innerline Reserved Forests   570.00
Riverine Reserved Forests  1833.00
|                                                 ~~~~~~~~~~~~~~~~~Roadside Reserved Forests  97.20
State Owned   Government of Mizoram                                                            28.39
Other Reserved Forests     1905.57
Wildlife Protected Areas    861.00
l                                                 ~~~~~~~~~         ~       ~~~~~~~~Sub-Total  5266.77
Lai Autonomlous District Council  Wildlife Protected Areas     160.00
District     _                                   Reserved Forests°            876.00
Council       Mara Autonomous District Council   Reserved Forests             217.00           14.13
Forests       Chakma Autonomous District Council   Reserved Forests          1369.00
All Autonomous District Councils   Sub-Total                 2622.00
Total                                                                       7888.99            42.52
* Forest Cover and Degradation of forest lands
The forest cover, based on remote sensing data of December 1998 is estimated at
18,338km2 (neglecting the scrublands), representing 87%  of state's total geographic area.
The dense forest is 3,786km2 and the open forest is 14,552km2. An overall decrease of
437km2 in forest cover was there since February 1994 (i.e., a decrease of 92km2/year).
Dense forests decreased  by 562km2 in the same period (118km2/year), while the open
forest increased by 125km2.
0 Consists of (a) Safety Reserve, (b) Supply Reserve, (c) Protected Reserve, (d) Roadside Reserve, (e)
Station Reserve, and (f) Revenue Reserve.
Revised by Lea Associates                            4-15                                          October 2001
*             (Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                                        SEA: 4 - Baseline Conditions
The change matrix (see Table 4.16) reveals that 25%  of the total dense forests in 1997
(4348km2) degraded either into open forests or into non-forest areas. This loss was
partially retrieved by conversion of 464km2 (3.2%) of the open forests into dense forests.
Therefore, the actual loss of dense forests was more than the overall statistics indicate.
The non-forest area in the state had increased by about 85%  during 1994-98. Non-forest
areas increased by destruction of almost 80%  the scrubland (745km2) and more than
10% of the dense forests (453km2). Interestingly, no open forest was converted into non-
forest areas, probably due to influence of jhumtt.
Table 4.16: Forest Cover Change Matrix (1994-98)
1997 Assessment             1999 Assessment (December 1998 Data)           Total 1997
*               (February 1994 Data)   Dense forest   Open forest     Scrub     Non-Forest
Dense Forest                3,242           653           0          453          4,348
Open Forest                  464         13,876          87            0         14,427
Scrub                         56             11         125          745            937
Non-Forest                    24             12           0         1,333         1,369
Total 1999                 3,786         14,552         212          253         21,081
Net change                 (-) 562      (-) 125      (-) 725     (+) 1,162            -
. Context of the Project Roads
The Project Priority Road (in Phase II) PIB (Bunagpui - Lunglei) passes along small
patches of teak plantations of the Forest Department. A small portion of Aizawl bypass
also passes nearby a forest area.
Jhum  Cultivation and Influence on Forest Resources
Agriculture is the mainstay in Mizoram, with about 70%  of the population dependent on
a              agriculture. Shifting cultivation (jhum) in Mizoram is cultivation on a periodic cycle on the
hilly slopes, over a traditional 8-year cycle. With the increasing pressure on land, the jhum
cycle has come down to 3 or 4 years. In a study undertaken by the Forest Survey of India
(FSI), it is estimated that during 1987-97, a cumulative area of about 380,000ha was
been affected by shifting cultivation.
The traditional practice of jhum  cultivation tends to retrograde the forest to a drier and
more deciduous, more open and scrubland. Most of the "jhum" areas are covered by
bamboos, especially Me/anocana bambusieides and Dendrocalamus hamitonil or a tertiary
growth of species like macaranga, and cal/icarpa.
|  As the open forests are often used for jhum cultivation, there is some amount of protection for these land
parcels (when these are left as fallow, and due to intense rainfall, support vegetation) as private leases
are awarded for these lands. The dense forests, on the other hand, lie with the government, does not
enjoy private sector or community protection. Additionally, being government land, these are diverted
most easily to non-forest uses.
Revised by Lea Associates                      4-16                                    October 2001
*           (Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                                              SEA: 4 - Baseline Conditions
Jhum  also affects the floral variety or diversity. Citaminous herbs like Alpinia, Curcuma
spp., Amonum  spp, and ferns of various species are found in the high forest areas in
Mizoram. These species are not found in areas where jhum  is adjacent. Typical views
3                showing jhum  cultivations are shown in Figures 4.6 and 4.7.
|                          Figures 4.6 & 4.7: Degradation of Forest After Jhum  Cultivation
I       4.1.8  FLORA
The entire state is within the tropical belt and the annual rainfall is fairly high. Therefore,
the plants and trees are essentially of the moist tropical type. The forests of Mizoram can
be classified into the following thee types: (a) tropical wet evergreen, (b) tropical moist
deciduous, and (c) montane sub-tropical pine.
Classification
The botanical forest classification is given in Table 4.17. A characteristic feature of the
forests of Mizoram is the profuse growth of bamboo which is the dominant secondary
vegetation  occupying  about 57.8%  of the total forest area. A  list of important flora
I                reported  in the  project area  including  orchids, timber and  firewood  is presented  in
Annexures 4.6 and 4.11.
Table 4.17: Classification of the Forests of Mizoram
Scheme       Forest Type                         Scheme        Forest Type
U                 Champion     Tropical Wet Evergreen Forest                      Sub-tropical Evergreen Forest
and Seth     Tropical Semi-evergreen Forest                    Tropical Evergreen Forest
(1968)       Mountain Sub-tropical Pine Forest                 Tropical Moist Deciduous Forest
*                              Eastern Himalayan Wet Temperate Forest  NRSI,              Bamboo Forest
Botanical    Cachar Tropical Semi-evergreen Forest    Secunderabad      Oak Forest
Survey of    Assam Sub-tropical Pine Forest      (1979)        Jhum Land:
Calc,tta     Secondary Moist Bamboo Brakes                              Current
(1992)       Tropical Wet Evergreen forest                              Old
l                              Mountain Sub-tropical Forest                               Abandoned
Revised by Lea Associates                         4-17                                       October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                                           SEA: 4 - Baseline Conditions
. Rare & Endangered Species
State level information on rare and endangered plants has been collected from the Forest
Department. This is presented in Table 4.18.
Table 4.18: Rare & Endangered Plant Species in Mizoram
No.  Scientific Name                Type of Plant    No.  Scientific Name        Type of Plant
1    Mikania sp.                    Woody dimber   2    Mukia maderaspantana     Woody climber
aLinn)
3    Puera via sp.                  Woody climber   4    Rhamrus nepalensis (Wall)   Woody climber
*                 5    Rhaphidophra grande            Climber        6      Taperia sp.            -do-
7    Thunbergia Grandhi (Roxb Ex. Rolfe) -do-      8      7hunbergia coccinea (Wall)  -do-
9    Trichosanthes bracteata        Climbing Plant   10    Vitis repens          Climbers
11   Aegle marme/os                 Garden Plant    12   Ageratum connyzoides    Garden Plant
13   Asparagus recernosus                          14    Musa paradisaca         Wild Shrub
15  Tlnospora cordifolia            Climber        16   Swertia chirayita (Roxb.)   -do-
17   Saccharum arundinaceum         Kans flower     18   Asplinium sp.           Fern
Note: A complete inventory of flora in Mizoram is not available.  19   Angiopterls spp.  Fern
Roadside trees
Trees and plants of different species exist alongside the road alignments. Mizoram there
are about 20 species of bamboos, 40 important types of timber trees and more than 100
multipurpose tree species12. Due to implementation of the Project, a number of trees and
plants are likely to be uprooted. However, it is expected that not many trees would be cut
on the 'major maintenance' roads, since the work will be confined to the existing
*               formation width.
For a corridor of impact of 15m, the number of trees likely to be affected along the
improvement/upgradation roads would be about 5000. Many of these would be small, and
I             would not be counted as trees as per the Forest Department norms (a plant is called a
tree as per the norm if the girth of the main trunk of the plant, measures lm above
ground is more than 15cm).
Other than the trees, a large number of bryophytes, ground cover and climbers would be
affected due to the project. All these need to be examined in detail during the subsequent
EAs (and as such has been examined for Phase I works).
|  Medicinal Plants
A characteristic feature of the vegetation in the state relates to the medicinal plants. Till
date 231 species of medicinal plants have been reported from  Mizoram. However, there
are other plants, which are not used by the local population, but have medicinal value (if
procured by the industry). Current ethnobotanical surveys indicate a large occurance of
medicinal trees (however, many of these are not rare, endangered or unique). A detailed
12 Source: Discussion with the Conservator of Forests.
Revised by Lea Associates                        4-18                                     October 2001
(Original Document by ICT, CES, LBII)



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F igure  4.8  L ocatioDn  of    M e  irc ir\3  P\ X    )ln M izoram



Mizoram State Roads Project - Phase I                                              SEA: 4 - Baseline Conditions
IiStt3 of Medicinal Plants is given in Annexure 4.5 (see also Figure 4.8, for geographic
occurrence of these plants). Table 4.19 lists the more locally important medicinal plants
and their geographic occurrence.
Table 4.19: Medicinal Plants and Usage by Local People
Medicinal Plants        Locality          Medicinal Plants           Locality
Adhatoda vasika       Aizawl             Adina cordifolia        Champhai
Agave americanna      Aizawl and kolasib   A/p/n/a galanga       Thenzawl
Alpin/a malacensis     Lunglei           Ammannia baccifera      Lenglei
Anogessus acuminate    Zobawk and Aizawl  Anthocephalus cadamba   Khawzawl
Ant/desma bunius      Aizawl             Arenga pinnata          Mamit
Ansto/ochia tagala    Lunglei            Averrhoa carombola      Mamit
Begonia rex           Thenzawl           Bergen/a ligulata       Phawngpui
Bombax ceiba          Dampuib            Buddleia asiatica       Phawngpui
Costus speciosus      Aizawl             Cucumis sat/rus
Datura metal          Lunglei            Hedychium acuminaturm    Hmuifang, mamit
Homonoia rlpara       Tlabung            Hypericumjaponlcum      Champhai
L/nostoma decandrum   Sialsuk            Lonicera macranda       Kawnpui
Orthoslphon aristatus  Zobawk            Bergendia lingulata     Pawngpui
Sergendia lingulata   Pawngpui           Note: For a fuller list, see Annexure 5.5.
*  Bio-Diversity Conservation
The entire North-East India"4 forms the transition zone between India, Indo-malayan and
Indo-Chinese geographic regions and is one of India's global biodiversity "hotspots".
Mizoram  has significant areas of biological and ecological significance having gene pools
of a variety of flora and fauna not found elsewhere.
This has been recognised in the declaration of the ecologically sensitive and critical areas
as protected areas and wildlife sanctuaries in the state; and the more important areas in
the state are being protected/conserved. The total area protected as such is 7889km2, or
about 37%  of the total geographical area of the state. However, small areas of rich bio-
diversity might remain outside the protected areas, and some of these might occur close
to the project corridors. This will require investigation during subsequent EAs (and as such
3                has been undertaken for Phase I works).
|       4.1.9  WILDLIFE
Wild animals are becoming gradually scarce in Mizoram now. A census data of Wild
3                animals in different wildlife sanctuary is given in Table 4.22.
13 Source: Mr. Lalanundanga, Pachunga University, Aizawl.
|                14 Consisting of the 7 states of Assam, Meghalaya, Arunachal Pradesh, Manipur, Nagaland, Tripura and
Mizoram.
Revised by Lea Associates                         4-19                                       October 2001
(Original Document by ICT, CES, LBII)



l
Mizoram State Roads Project - Phase I                                                       SEA: 4 - Baseline Conditions
Game birds, which are seen in the less populated areas, include the Jungle Fowls (Grallus
fevigineus), Hornbill Pheassants, Doves Pigeons. A detailed list of birds found in Mizoram
is given in Annexure 4.10. Snakes are not so numerous. They seem to abound more in
the south than in the north. Most of the snakes are non-poisonous.
The information about important fauna species reported in the project area including
major mammals, reptiles and birds species is presented in Annexure 4.11.
* Rare & endangered Species
The rare or endangered fauna species reported  in the Mizoram  are given in Table 4.20.
Given that the rare species are protected within the wildlife sanctuaries or national parks,
the  likelihood  of occurrence  of these  species  close  to  the  project roads  are  small.
However, small habitats of rare or endangered fauna species might occur close to the
project roads, and  would  require detailed  examination  during  subsequent EAs (and  as
such has been completed for Phase I works).
Table 4.20: Major Rare & Endangered Fauna Species of Mizoram
Species             Habitat             On Project  Speces                   Habitat                  On Project
Species                 Requirements          Roads                              Requirements               Roads
Presbytis geei      Forest                Unlikely         Elephas maximus  Hilly areas where bamboo   Unlikely
-                                                            ~~~~~~~~~~~~~~~~~~~~~~& tall grass abound
Nysticebus coucang  Tropical forest       Unlikely     o   Subalusbuba/is    Swampy grass jungles       Unlikely
H-fylobates hoolock    Dense forest       Unlikely     >   Bosgaurus          Dense tropical forests    Unlikely
Neofeis nebulosa    forest                Unlikely       I Caproagius        Grass jungles              Unlikely
E   Fe/is benga/ensis    Jungle & wilderness   Likely          Ardeotis nignceps  Forest                    Unlikely
*   Fe/is temmineki     Dense forest          Likely           Grus nigncollis    Natural vegetation        Unlikely
Fe/is vivervina     Forest along steams/  Unlikely         Cairina scutulata   Natural vegetation       Unlikely
_                              n~~~~~~~~~rver/ swamps
3Felis marrnorata   Thick forest in cold    Unlikely    'A bu c/r            Natural vegetation       [ Unlikely
climate                           :    ioo
Arctlctis binturong    Dense forest       Likely           Ana gibberiform    Natural vegetation        Unlikely
________ _______ I  I__ _ _ _ _ _ _ _                  salbogu/a n-s_      _ _ _  _ _ _ _ _ _ _ _
Note. This is only an inventory of major rare or endangered     Megapod/um        Natural vegetation U7likely
fauna. Other rare or endangered fauna may exist In Mizoram.     freyclnet
. Wildlife Protection Areas
About 4.2%   of the  geographic  area  of the state  (884km2) hectare  of the forest area
constituting is under 2 National Parks and 4 Wildlife Sanctuaries (see Table 4.21).
Table 4.21: Wildlife Protected Areas In Mizoram
No   Name of Sanctuary                Protected    Sanctuary    Forest Types
Area (kin2)  Area (k        Ss2)
1.   Dampa Wildlife Sanctuary         500           500            Sub-tropical semi-evergreen
|                   ~~~~~~2.   Murlen Wildlife Sanctuary   200           150           Sub-tropical semi-evergreen &
Sub-Montane
3.   Blue Mountain Wildlife Sanctuary   50          50             Sub-montane & Tropical
4.   Ngengpui Wildlife Sanctuary       110           110           Sub-tropical & Semi-evergreen
5.   Lengteng Wildlife Sanctuary      120           80             Sub-montane
6.   Khawnglung Wildlife Sanctuary    41            35             Sub-tropical & Semi-evergreen
Revised by Lea Associates                               4-20                                            October 2001
(Original Document by ICT, CES, LBII)



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Figure 4.9:           Map  of Mizoram    Showing  Project Roads-Phase  I in  relation  to  Areas  Protected  for
\WVildlife



Mlzoram State Roads Project - Phase I                                           SEA: 4 - Baseline Conditions
The census of the wildlife sanctuaries are presented in the Table 4.22 below:
Table 4.22: Census of Major Wild Animals in the Protected Areas
No  Name of Species   Zoological Name        Dampa TR    Murlen NP    Phawngpui NP   Ngengpui WS
1997  1999  1997  1999  1997   1999    1997  1999
1  Tiger              Panthera tigrls                5     -      1      1       1       2       2
I              2   Leopard           Panthera pardus         _      3      -     4       4       5      3       4
3   Elephant          Etephus maxfmus                4      -     -      -       -       8       7
4   Indian Bison      Bos gaurus                     5      -     -       -       -      15      3
I               _5  Samber           Cervus unicolor                42     -     12    22        2      40      8
6   Barking Deer      Muntiacusmunyak               70      -     34    101     114      85      9
7   Serow             Caprlcornissumatraensts         11    -     8      60      86      12
8  Goral              Nemorhaedus goral             5-      -           291     260      -
9   Wild pig          Susscrofa                     25      -     59    170     170      40     12
10  Himlayan Black Bear Se/enarctos tbetanus         3      -      2     22      15       1      1
11  Hoolock Gibbon    Hy/obatesH oolock              15     -     18      8      12      22      13
12  Rhesus Macaque    Macaca Mulatta                107     -     80    275    250       45      -
13  Common Langur     Presbytis entellus            102     -     36      -      24      26      22
14  Leaf Monkey       Presbytis phayrei              8      -      -      -       -       -      -
15  Slow Loris        Nyeticebuscoveang              -            11      9       6       5      1
|               A brief description of the 6 Wildlife Protection Areas is given in the following sub-sections.
These areas support a number unique and precious species (note that these areas also
support the more important flora in the state, and are the repositories of the bio-
diversity).
|  Dampa Tiger Reserve
Dampa Tiger Reserve is situated in the western part of Mizoram (on the International
border with  Bangladesh  about 127km  from  Aizawl) extending  92013'12"-92027'27"E
longitude and 23032'42"-23041'36"N latitude, at altitudes ranging between 200 and
1200m above the mean sea level (MSL).
*               The Tiger Reserve  consists of moist deciduous forests at the  lower reaches, and
evergreen & semi- evergreen forests with natural grassland at higher altitudes. Dampa is
the largest sanctuary of the state (notified in 1985 and was declared a Tiger Reserve in
1994). The virgin forests of Dampa tlang and Chhawrpial tlang are its unique natural
features. Important fauna found are Tiger, Leopard, Elephant, Gaur (Indian Bison), Wild
*               Dog, Sambar, Barking Deer, Sloth Beer, Hoolock gibbon, Leaf Monkey, Common Langur,
Rhesus Macaque, Giant Squirrel, Porcupine, Slow Loris, Jungle Cat, Wild Boar, etc., and
varieties of Birds (see Annexure 4.12).
There are 10 villages around the Tiger Reserve, with a population of roughly 10,000
3               (Mizo, Chakma and Riang tribes) who practice jhum  cultivation. The Tiger Reserve is
managed by a Field Director at headquarter (W. Phaileng), two Range Officers (at Teirei
and Phuldungsei) and ten Wildlife Beats.
The project road M3 passes close but is outside the boundary of the sanctuary/reserve.
Revised by Lea Associates                        4-21                                     October 2001
(Original Document by ICT, CES, LBII)



Mlzoram State Roads Project - Phase I                               SEA: 4 - Baseline Conditions
Murlen National Park
Murlen National Park is situated about 245km east of Aizawl, extending 23032'-23042'N
latitude and 92013'-92°27'E longitude in altitude ranges of 400 to 1900m above MSL. This
I            park lies close to the India-Myanmar border, and is significant due to its proximity to the
Chin Hills. Large tracts of relatively undisturbed sub-tropical evergreen/ sub-montane
forests are found in this park.
Important wild animals and birds found in this park are Tiger, Leopard, Himalayan Black
Bear, Hoolock Gibbon, Sambar, Barking Deer, Ghoral, Serrow, Rhesus Macaque, Wild
Boar, Hume's Bartailed Pheasant, Kaleej Pheasant and many varieties of Orchids.
There are 5 villages around the park with a population of 4000, and one village (Murlen
with 70 families) is situated inside the park in the core area. Relocation of Murlen Village
outside the park is under process. A Range Officer (located at N. Khawbung) and 4 Beat
|             Officers manage the Park.
The Project Road Ml passes close, but is beyond the boundary of the Park.
1          . Phawngpui (Blue Mountain) National Park
Phawngpui National Park is situated in south-east Mizoram at 22039'N latitude and
I             93°02'E longitute adjacent to Myanmar. The highest Peak of Mizoram, the Phawngpui
(2360m) is located within this park. The general forest type in the park is montane sub-
tropical. Though not substantial, some Oak dominated primary forest patches are still
available in certain parts of the park and are separated by secondary growth in various
stages.
*            The important wild animals and birds found in this Park are Ghoral, Serrow, Barking Deer,
Sambar, Leopard, Blyth's Tragopan, Kaleej Pheasant, Hoolock Gibbon, Common Langur,
Rhesus Macaque, Stump Tailed Macaque and a variety of Birds and Orchids.
Five villages surround the Park, and have a population of 3500, practicing Jhum
cultivation, which is a fire hazard in this Park. Range Officer (at Sangau) and 5 Beat
Officers manage the Park.
| Ngengpui Wildlife Sanctuary
The Ngengpui Wildlife Sanctuary is situated in south-west Mizoram at 92045'- 92050'E
3             longitude and 22°21-22030'N latitude in altitude ranges 200 to 1200m above MSL. It is
close to the India-Myanmar and India-Bangladesh borders. Virgin sub-tropical/evergreen/
semi-evergreen forests are found in the Sanctuary. The wild animals found are Tiger,
I             Clouded Leopard, Elephant, Gaur, Barking Deer, Sambar, Wild Boar, Hoolock Gibbon,
Rhesus Macaque, Leaf Monkey, Common Langur, etc.
3             Seven tribal villages surround the sanctuary. A Range Officer (at Ngenpui) and 5 Beat
Officers manage the Sanctuary.
Revised by Lea Associates                4-22                               October 2001
I          (Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                               SEA: 4 - Baseline Conditions
. Lengteng Wildlife Sanctuary
Lengteng Wildlife Sanctuary is situated in eastern Mizoram adjacent to the Murlen
National Park. This area was recently (1999) notified by the State Government. The
I            altitude ranges are between 400 and 2300m above MSL, and the Sanctuary has second
highest Peak in Mizoram. In the eastern side of the Sanctuary, large tracts of virgin sub-
tropical evergreen and sub-montane forests are found. The important wild animals and
birds found are Tiger, Leopard, Sambar, Barking Deer, Ghoral, Serrow, Hume's Bartailed
Pheasant, Kaleej Pheasant, Hoolock Gibbon, Rhesus Macaque, Wild Boars, etc. The
I             Sanctuary is (temporarily) managed by a Range Officer.
At its nearest point, the Project Road Ml is 4km away from the Sanctuary.
Khawnglung Wildlife Sanctuary
Khawnglung Wildlife Sanctuary is situated 170km from Aizawl, in Central Mizoram at
92°55'-92°59'E longitude and 23004'-23010'N latitude in altitude ranges of 400-1300m
above MSL. Sub-tropical and semi-evergreen forests are found in the Sanctuary and the
common wildlife include Leopard, Barking Deer, Sambar, Hoolock Gibbon, Wild Boar, etc.
In 1997 a Tiger was reported in the Protected Area.
|            The Project Road M4 passes nearby the Sanctuary but outside the boundary.
|    4.2  SOCIO-ECONOMIC ENVIRONMENT
Mizoram is one of the most backward states in the country. The hilly terrain and the lack
of accessibility, lack of any major development initiative are the possible reasons.
With the majority of its people living in a poor condition, and a heavy dependence on
primitive hill agriculture  jhuming), Mizoram  does not have any major industries or
sources of employment15. However, the state has good  potential for economic
development, particularly if alternative and intensive methods are introduced (in
agriculture, horticulture, tourism, handicrafts, etc.). The lack of an adequate transport
infrastructure has been a major inhibiting factor for development of the state.
As part of the project, social impact assessment has been carried out. Detailed data and
analysis from the social assessment is part of the R&IPDP Report. The major issues
discussed in the R&IPDP report are the following:
I                .  Poverty & Poverty Alleviation Programmes
* Alternative Livelihood Programmes
.  Gender Issues
*  HIV/AIDS Issues
In the following sub-sections, the socio-economic parameters are discussed in brief. For
detailed analysis, refer the R&IPDP Report.
IS Governments, State & Union, are the only significant employers in the formal sector.
Revised by Lea Associates                4-23                               October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                                              SEA: 4 - Baseline Conditions
I       4.2.1  DEMOGRAPHIC PROFILE
The state has a population of 891,058 persons (as per the provisional census of India) in
2001. District wise population, density and growth rate of the state is shown in Table
4.23.
The state has a relatively low  population density of 42 persons/km2. Aizawl is the most
populated district, followed by Kolasib, which is growing at a fast rate. During 1991-2001,
population in Mizoram grew faster than the all India average. However, the growth rate of
population in Mizoram during 1991-2001 was lower than the earlier decades. Kolasib,
nonetheless, grew at higher rate than the earlier decades, whereas District Mamit
recorded negative growth rate during 1991-2001.
Table 4.23: State and District Population
State/District   Population 2001 (No.)          Decadal Growth Rate (%)  Gender Ratio   Density (person/kM2)
Persons     Males  Females       1981-91      1991-01   1991   2001    1991        2001
Mamit              62,313    32,766     29,547        23.57       (-)3.50  891    902       21        21
Kolasib            60,977    31,874     29,103        26.82        36.01  924    938        32        44
Aizawl            339,812    173,930    165,882       57.23        39.24  917    913        68        95
Champhal          101,389     51,869    49,520        32.31        29.77  969    954        25        32
Serchhip           55,539    28,445     27,094        20.36        18.45  959    955        33        39
Lunglei           137,155    71,353     65,802        28.79        23.10  910    953        25        30
Lawgtla;           73,050    38,425     34,625        52.68        34.78  885    922        21        29
Saiha              60,823     31,121    29,702        47.72        33.16  939    901        33        43
Mizoram          891,058   459,783   431,275         39.70        29.18  921    938         33        42
Source: Census of India, 2001
4.2.2  LAND UTILISATION
A completely mountainous state with rich bio-diversity, the forest area of the State is
18775km2, constituting  about 89%   of the  total geographic  area.   The  unclassified
forestlands (70%  of the total forests) are controlled by the Village Councils. While the
I                Village Councils reserve parts of these forests as Safety and/or Supply Reserves, the rest
of the unclassified forests is allotted to the villagers for carrying out jhum cultivation.
|                The land  utilisation  pattern  in the state is presented  in Table 4.24. Net sown areas
account for only 5%  of the total geographical area. Double cropping is almost absent.
Table 4.24: Land Use Pattern in Mizoram
Land Use                   Area (km2)      / of Total Area
Forests                         15985           76
Barren and Unculturable Land    646.2            3
Culturable Waste               1739.5            8
Fallow Lands                   1628.1            8
Net sown area                  1088.1            5
Total Area                   21086.9            100
Source: Statistical Abstract, Department of Agriculture & Minor Irrigation, Mizoram, 1997-98
Revised by Lea Associates                         4-24                                       October 2001
(Original Document by ICT, CES, LBII)



Mlioram State Roads Project - Phase I                                           SEA: 4 - Baseline Conditions
Gender Relations
Certain gender roles are firmly established by tradition, while others are more fluid. All
tasks involved in the jhum cycle are either done jointly or by women alone (refer Table
*               4.25).
Table 4.25: Traditional Gender Roles
Activity             Sub-Activity      Responsibility
In Jhum Activities    Site selection   Assigned by draw of lots to male head of family
Clearing forest  Cutting of large trees of men; other work jointly
Burning          Jointly of men and women
Sowing           Jointly of family or by women
Weeding           Mainly of women
Protection       Of family groups/ young men
*
Harvesting       Jointly of men and women
Storing           Small storage by women
I                        .                     Celebration       Jointly of men and women
In Domestic & Other  Collecting water  Of young men or women
Activities
Collecting fuel   Of young men sometimes women
Cooking          Of women
C                                              Home gardening    Of women
Animal husbandry   Of women
The petty trade is completely controlled by women, whether in the vegetable market in
Aizawl or in small rural markets. Women run all small roadside shops.
Overall, women students are doing well, but education and subsequent work opportunities
are highly gendered. The highest number of graduates in the state is from the faculty of
*               home-science, a discipline wholly meant for women students. Apart from  conventional
professions like teaching and nursing, women are seen in professions like medicine,
pharmacology, agriculture, and even police.
However, even with the liberal acceptance of pre-marital relations and unwed mothers;
the visibility of women in the economic life; their freedom  of movement and control of
local markets; and good literacy status, gender discrimination is traceable in Mizoram.
Mizoram  is a patriarchal society, patrilineal and patrilocal. Tribal tradition and 'customary
*               laws', which are still legally binding in Mizoram, have assigned women a subordinate
status. Mizo women  have no right to  property. Women are consulted, but are not
Revised by Lea Associates                        4-25                                      October 2001
(Original Document by ICT, CES, LBII)



I
3      ~~Mizoram State Roads Project - Ph7ase I                                   SEA: 4 - Baseline Conditions
decision-makers. There are some women in the elected Village Councils, but none in the
State Legislature.
I      4.2.3  SETTLEMENTS
There are 21 towns and 1 City (Aizawl), which accounts for 46% of the population of the
state. Though the urban population of 46% is higher than that of the national average of
26%, it is due to the Aizawl City, which accounts for more than half the urban population.
The Project Roads pass through a large number of small and big villages and towns (see
I              Table 4.26: a list of these settlements is also given in Annexure 4.13). All these
settlements will be ultimately benefited, socially and economically by the project.
I                                 Table 4.26: Settlements on the Project Roads
Phase I                                  Phase II
Work        Road     Districts      Settlements      Road    Districts       Settlements
Traversed    Number  No./10km           Traversed    Number   No./10km
i              Improvement              Aizawl,                       PiB       Sherchhip,    13        1.83
*   Works     P1A       Sherchhip                                 Lunglei
Ml        Charnphai     8        0.83
M4  Champhai,      5         .9     M2         Mamit        8         0.88
Major         M4        Sherchhip     5        109    M
Maintenance   M5        Lunglei,      6        1.26    M6         Lunglei      5         1.61
Works         M5     Chhimtuipui (W)
M7      Mamit, Aizawl   4        1.33    Mis      Sherchhip      -
M9        Champhai      6        0.80    M16        Aizawl                        |
4.2.4  ECONOMY
* Agriculture
The economy of the state is mainly agriculture based. Principal crops grown are rice,
I              maize, pulse and oilseeds, vegetables, fruit crops, sugarcane, tea, coffee, and spices. The
scope of medium irrigation is limited due to terrain. There, however, are some minor
irrigation projects and some more are proposed. Potential areas for development of
settled agriculture, horticulture, and tea/coffee/rubber plantations are shown in Figure 4.8
and 4.9 respectively.
* Industries
The state is industrially under-developed. Only a few small-scale cottage and forest-based
industries exist in the state (see Figure 4.10). The Government of Mizoram has set up a
number of specialized agencies to promote various development activities in the field of
I              industry. Prominent among these are Zoram Industrial Development Corporation Limited
(ZIDCO), Mizoram Khadi and Village Industries Board (MKVIB), Zoram Electronic
Development Corporation (ZENICS), and Mizoram Food and Allied Industries Corporation
(MIFCO).
Revised by Lea Associates                    4-26                                  October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                               SEA: 4 - Baseline Conditions
Two industrial estates have been set up at Aizawl and Kolasib. Industrial Complexes are
I            also being set up in Zuangtui Industrial Estate Area, Aizawl. Other important growth
centres are Bairabi, Serchhip, Champhai, Sairang, Vairengte, Chhingchhip, Saitual,
Thenzawl, Hnahthial, Lunglei, etc.
. Tourism
*            The state is endowed with scenic beauty, temperate climate, rich flora and fauna besides
tribal art and culture. It has 1 Tiger Reserve, 2 National Parks and 3 Wildlife Sanctuaries.
These hold good potential for development of tourism. The main bottleneck for
encouragement of tourist inflow is the lack of efficient transport and communication
system and modern tourist infrastructure. The State Government has planned to open to
I            tourists the following recreational centres:
* Berawtland (Near Aizawl)
*  Tamdil Lake (A natural lake about 87km from Aizawl)
* Reiek Tland (Reiek hill for climbing, trekking)
Other associated developments are also being planned. It is suggested that a proper road
linkage to the places of tourist interest be developed on a priority basis to augment the
inflow of tourists to the state.
4.2.5  HEALTH
The major diseases reported in the state of Mizoram  are malaria, gastroenteritis,
bronchitis, amoetraisi dysentery, etc. HIV/AIDS is an issue of great concern in Mizoram.
* Health Care Facilities
Health care is provided through various hospitals and health centres located in different
districts of Mizoram. In all there are 7 General Hospitals, 7 Community Health Centres, 43
Primary Health Centres and 13 Subsidiary Health Centre where medical aid and treatment
is available for the local residents. The district wise details of the hospitals and health
centres are given in Annexure 4.14.
| . ~HIV/AIDS
Mizoram, due to its geographical location is vulnerable to HIV/AIDS. It is bordered by
Myanmar (which is seen as the epicentre of the HIV epidemic in Asia), and Manipur
I             (which is the epicentre of IDU related HIV infection in India). Further, Myanmar and
Thailand that are part of the 'Golden Triangle' supply opium to other destinations through
Mizoram. Enforcements and interceptions by the police and other drug traffic prevention
agencies have not been very effective. The state has prohibited consumption of alcohol,
u             but unlawful alcohol supply is available in all parts of Mizoram.
Since 1990 October onwards the Health Department and ICMR (Kolkata) have been
conducting periodic blood tests to establish the incidence of HIV/AIDS in Mizoram. The
Revised by Lea Associates                4-27                               October 2001
*          (Original Document by ICT, CES, LBII)



3          Mlizoram State Roads Project - Phase I                                     SEA: 4 - Baseline Conditions
results are shown in Table 4.27. The health department/ICMR data is supplemented by
I              the test and survey records16 at the Civil Hospital (Aizawl) since 1990.
3                        Table 4.27: Growth in the Incidence of HIV/AIDS in Mizoram
l~~~~~~~~~~~~~C                   0, at      0, ct     xX m      C, C%     ClC
Particulars                                                            -                       _ _
I                              a   ,o   Xoz    S    ,>    o    >   Ss   >   ti;   >   tit> a                >
- 0.)  IU   I    .0-1   B   Z  .2:~~~~~~~~0
l          Injecting Drug Users   1D39   166  11  180   4   263  13  125   6   110   3   57   7   99   4
STD/ CSW            311       292   4   130   - 277   4   170   3   151   6   225 16 287   221
l          Blood Donors        6 1-2520   -2747  3  4435  2  4433                Sl570   -4715   -8468 -
Others (Volunteers,  -    -         -    -         4    3    -     - 233   2    4    2   257
l      ~Others              24-    316   - 9    - 202   - 7    -                -    - 102 -        -
Total              164   9  3294  15  3066  7  5181  22 4375  9  5664  9  5103  25 9111S  26
1         ~~ACET/EHA'7 survey amongst IDUs (2206) reveals that 73.79%/  are using  Proxyvon
(propoxyphene), which is peculiar to Mizoram. The survey also established that in the
|         ~~~sample, 1,929 of the 2,206 classified themselves as unemployed youth (whether the same
people are school dropouts has to be clarified). The survey found that there are about
w         ~~900 commercial sex workers (CSWs) in Mizoram. The majority of them  come from  poor
I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~V
w         ~~~and/or broken families and a number of them are divorcees.
1         ~~As the sexual partners of the IDUs in Mizoram  could be high risk groups, the rate of
I              transmission to the general population is anticipated to be very high. Although specific
data on the high-risk behaviour of the sexual partners of the IDUs in Mizoram is not
|         ~~~available, the following suggest that the high-risk group might be abundant.
. There are already about 900 commercial sex workers in Mizoram, which has a total
_               ~~~~~population below 900,000. These commercial sex workers (although their clientele consists
||                    of people from outside the state) themselves are at a very high risk of contacting HIV, and
pass on to the general population.
* The IDUs in Mizoram are reported to have multiple sexual partners. About 50% of the
|               ~~~~~IDUs have multiple sexual partners (including commercial sex workers, but also including
I~~~~~~~~~~~~~~~~~
-               ~~~~~casual and/or non-commercial sex partners). As free sex is not a big social taboo in
Mizoram, the risk of spreading HIV from the IDUs is high.
I       .  Though most of the IDUs in Mizoram are male, injecting drug use among women is widely
w               ~~~~~~reported. Therefore, the increase in sero-positivity among the children is a high risk.
16 The Civil Hospital started the HIV tests and the periodic surveys from 1990. The hospital keeps records in
|           ~~~~~an appreciable manner, and also documents the findings, periodically.
'7 EHA/ACET run a project called SHALOM in Mizoram to extend support for intravenous drug users.
|  Revised by Lea Associates                    4-28                                   October 2001
I     ~     ~~(Original Document by ICT, CES, LBII)
Otes(outes                                                                   3                   5



l
Mizoram State Roads Project - Phase I                                SEA: 4 - Baseline Conditions
Assortative mixing among IDUs is there, but most of the sexual partners of the IDUs are
non-IDUs themselves. Although awareness among the IDUs is relatively high, awareness
among the sexual partners of the IDUs is low. These non-IDU partners include
(predominantly male) population originating from outside the state (mostly the highway-
users), many of who are reported to be totally ignorant about HIV/AIDS. There is a trend
that many people from outside the state (Myanmar, Bangladesh, and districts of Assam
and other north-eastern states) are settling down in Mizoram, the number of high-risk
group population is increasing.
4.2.6  ROAD SAFETY
The passenger vehicles (buses, cars, jeeps, two-wheelers) constitute more than 80% of
the total vehicle population in Mizoram. Amongst the passenger vehicles, cars, jeeps, etc.
represent the highest share of passenger transport with buses representing only a small
proportion, which is less than 5%. Except for a few handcarts noticed at some locations,
the slow moving vehicles do not exist.
*             Number of accidents on the roads in Mizoram, resulting in serious injuries and fatal
casualties of the travelling public, are reported every year. Majority of these accidents
occur by rolling down the road. This can be attributed to the poor geometry of the roads,
which pass through hilly terrain and negotiate sharp curves and bends. The cause of the
accidents, however, is reported to be mainly the negligence of drivers. The details of
accident data for Mizoram are given in Annexures 4.15 and 4.16.
4.3  BASELINE OF THE PROJECT ROADS
This section presents a description of each of the roads that have been selected for the
project. The description is based data available from secondary sources and site visits.
These have been supplemented by the information obtained from the field visits during
the EA for the phase I.
I      4.3.1  IMPROVEMENT/UPGRADATION ROADS
. PIA Aizawl-Thenzawl-Buangpui Road
This road section is the first 100km of Aizawl-Lunglei road. The design length of this
project road, however, works out to be 98.712km. The road follows the existing alignment
of the road for Aizawl-Damdiai, and Sialsuk-Thenzawl-Buangpui sections. The Damdiai-
Sialsuk section follows the existing narrower road via Hmuifang.
Geographically, the project road PIA can be divided into the following three sections.
I                *  Aizawl - Damdiai                    35km
*  Damdiai - Sialsuk via Hmuifang     30km
*  Sialsuk - Thenzawl - Buangpui      35krn
The sections between Aizawl-Damdiai, and Sialsuk-Thenzawl-Buangpui follow the natural
contours of the hills with generally steep slopes, both on the hill and valley sides. These
slopes are prone to landslides during rains. The road sections have 3.5m  paved
Revised by Lea Associates                 4-29                                October 2001
(Original Document by [CT, CES, LBII)



Mizoram State Roads Project - Phase I                             SEA: 4 - Baseline Conditions
carriageway with a formation width of about 5m. The road shoulders either do not exist or
*            are in very poor condition. The provision for road drainage is very inadequate. The
condition of pavement is generally bad. Ruts, potholes, and cracks are noticed almost
everywhere. At places the pavement has completely failed.
Some areas south of Thenzawl are low lying and prone to floods. These areas are mainly
used for paddy cultivation. The roads in these areas will have to be built on raised
formation with adequate provision for drainage.
The project road section between Damdiai-Sialsuk follows the eastern route via
Hmuifang. This route passes through five villages, namely, Lungsai, Thiak, Sumsuih,
Hmuifang and Chamring, and is also known as the "Five Villages Road". It is an unpaved
jeepable road without shoulders and with no proper arrangements for drainage. The
formation width does not generally exceed 4m. The road follows generally the natural
contours of the hills with generally steep slopes on the hillside and deep gorges on the
valley side. These slopes are not only prone to landslides in rains, but with the bad
geometry of sharp curves and steep gradients, make travel on these roads unsafe and
|            dangerous.
The road traverses over the hills and flattens at the top to gently rolling ground covered
with lush green grass. It continues towards south traversing over beautiful hill ranges and
descends into a valley that ends at Sialsuk. With a beautiful scenic view to the west, clean
air and a generally salubrious climate, the route offers potential for developing tourism
I           around the area.
The project road crosses rivers Char and Vanva at km88.171 and km97.055 respectively.
The existing 12.2m long slab concrete bridge at Char is proposed to be widened and the
24.4m long steel bridge on Vanva requires reconstruction.
.  P1B  Buangpui- Lunglei Road
This road is 71km long and has been selected under phase II. It connects the urban areas
of Haulong and Lunglei. The road link can be divided into the following sections.
0  Buangpui - Haulong        32km
.  Haulong - Lunglei         39km
The road passes through hilly terrain with generally unprotected steep slopes on both hill
and valley sides. On the hillside the cut slopes vary in height from about 5 to 30m, with
I            average height of about 10m. On the valley side also, the generally precipitous slopes
extend to very large depths. These steep and high slopes, which are prone to landslides
during rains, together with sharp curves and steep gradients make travel on this road very
unsafe.
The carriageway width of the road varies from 2.8 to 4m, with an average of 3m. The
road shoulders exist at some locations, but are in a very bad condition. The formation
width varies from 3 to 5.5m, with an average of 4.5m. The riding quality of the pavement
Revised by Lea Associates               4-30                               October 2001
(Original Document by ICT, CES, LBII)



U        Mizoram State Roads Project - Phase I                             SEA: 4 - Baseline Conditions
is very poor. It is acutely distressed with ruts, potholes, cracks and even complete failure
at many places.
Except for shallow earth drains in some areas, the provision of road drainage is generally
I            inadequate. About 200 slab and pipe culverts are provided on this road at locations of
hillside seepage, waterfalls, etc.
The road crosses river Tlawng at km150.300. The existing steel bridge, 42.7m long, will
require reconstruction.
* BP1  Aizawl Bypass
In order to enable through traffic of NH-54 at Aizawl to use the shorter route along the
|            proposed Aizawl-Thenzawl-Lunglei project road P1 (171 km) a link bypassing Aizawl is
proposed between NH-54 and the project road P1 near Aizawl. This bypass will take off
from NH-54 at Zemabawk and join the project road P1 at km4.5.
The length of the bypass is about 16km. It will entail construction of some cross drainage
works, like culverts and a bridge, about 25m long, across river Chite. A couple of quarries
I            are located in the vicinity of the proposed bypass. The bypass alignment would also pass
through a forest plantation.
4.3.2 MAJOR MAINTENANCE ROADS
|          * MI   Kawlkulh-Ngopa-Tuivai Road
This road, 96.625km long starts from the junction at Kawlkulh and ends at Tuivai river
crossing. In between it connects villages Kawlkulh, Tawitawkawn, Hliapui, NE Bualpui,
Pawlrang, Ngopa, NE Khawdungsei and Khawkawn. It is a bituminous road with an
average pavement width of 3.15m  with no proper arrangements for the roadside
drainage. The formation is about 5.5m. Except for a short stretch between km43.5 to
km43.75, which is affected by a major slip in the area, the riding quality of the pavement
upto Ngopa is generally fair and can be considered even good beyond Ngopa.
The road passes through hilly terrain negotiating steep gradients, unstable slopes and
sharp curves. There is a major steel bridge, 30m long, across river Tuiphal and another
steel bridge across river Tuivai is under construction. More than 400 culverts are
constructed on this road. Many of these culverts are in need of repair. About 112 more
1            culverts are proposed to be constructed to improve the cross drainage of this road. A
stone quarry is located along the road at km25.7.
. M2   Zamuang-Tuilutkawn Road
The road starts from the Zamuang on Bairabi-Zamuang-Kanhmun road, and ends at
I            junction of West Phaileng and West Kawnpui roads. It has a length of 60.44km and
connects villages Rengdil (km3.78), Kwarthah (km12.4), Tuidam (km23), Kawrtethawveng
|            (km3l.47), W Bunghmun (km4l.1) and Serhmun (km48.7).
Revised by Lea Associates              4-31                               October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                             SEA: 4 - Baseline Conditions
The road passes through hilly terrain negotiating steep gradients and unstable slopes at
many locations. Major landslides have been reported to occur at km38.6 and near the site
of stone quarry at km33.3. It is a bituminous road with an average pavement width of
3.5m and average formation width of 4.4m. The condition of pavement is poor. Ruts,
cracks, edge failure and other forms of pavement distress are seen at many places. At
some locations, e.g., km5O.9 to km6O.4, the pavement has completely failed. There is no
provision for roadside drainage. The existing cross drainage system, consisting of 267
culverts, is not adequate and additional 164 culverts need be constructed. There are no
3            bridges on this road.
M4   Keitum-N. Vanlaiphai Road
This road takes off from NH-54 at Keitum and after passing through villages Tuichang
(km6.8), Khawlailung (kml6.6) and Chekawn (km24.7), ends at N Vanlaiphai. The length
is 45.78km.
It passes through a hilly terrain with varying hydrological and topographical features. The
alignment cuts through ridges and valleys with gradients varying from steep as in km1l.7
to kml2, to gently rolling as in km43 to km44.3. The hill slopes are unstable with many
potential landslide sites along the road. At places, as at km4O.9, the road formation has
3            considerably sunk because of the landslides. It is a bituminous road with an average
carriageway width of 3.3m and formation width of 4.3m. The condition of the pavement is
poor. Ruts, cracks, edge shear failure, sub-base/sub-grade failure and other forms of
pavement distress are noticeable.
Some portions of the road are water logged. There is no arrangement for roadside
drainage and the provision for cross drainage is also not adequate. There are 180 existing
culverts, most of which are in need of repair. Sixty-eight new culverts need to be
constructed to improve the cross drainage. There is one major steel bridge with wooden
wheel track, 60m long, across river Tuichang at km6.1. This bridge needs repair.
|          . M5   Lungsen-Chawngte Road
This road takes off from Lunglei-Tlabung road at Lungsen. After passing through villages
Rangte (km6), Lalnutui (km22.2), Lungrang (km28.7), and Rualalung (km37.7) it ends at
Chawngte. The length is 47.67km. It passes through hilly terrain negotiating steep
gradients and sharp curves at many places. The formation has subsided at many places.
I            The road has a bituminous surface with an average carriageway width of 3m and
formation width of 4.5m. The condition of the pavement is very poor. Ruts, edge shear
failure, sub-base / subgrade failure and other forms of pavement distress are noticeable.
Some portions of the road are water logged. The existing arrangement for roadside
drainage is very poor. The provision for cross drainage is also not adequate. There are
I            188 existing culverts, most of which are in need of repair. About 90 new culverts will have
to be constructed to improve cross drainage. There are no bridges on this road.
Revised by Lea Associates               4-32                              October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                             SEA: 4 - Baseline Conditions
. M6   Zobawk-Haulong Road
This road takes off from Aizawl-Lunglei Project Road (Pl) at Haulong and meets NH-54 at
Zobawk. It connects villages Zotui (km9.7), Chengpui (kml3.7) and Ralvawng (km22).
a            The length of the road is 31km. It passes through hilly terrain negotiating steep gradients
and sharp curves at many places. It is an earthen road, except for about first 800m
bituminous surfaced section, which is ravelled, and in poor condition. The average
formation width is 4.2m. The existing arrangement for roadside drainage is very poor. The
provision for cross drainage is also not adequate. There are only 25 existing culverts,
I            most of which are in need of repair. Ninety-five new culverts are required to improve the
cross drainage. There are no bridges on this road.
. M7   Damdiai-Sialsuk
This road represents Damdiai-Sialsuk section of the existing alignment of Aizawl-Lunglei
|            State Highway via Samiukhai. It is a 30.1km long road negotiating steep gradients, sharp
curves and unstable slopes prone to landslides. The road sections between km41.7 to
km4l.72, km56.8 to km56.92 and near km6l.88 are reported to be potential landslide
sites. The road has a bituminous surface with an average carriageway width of 3.2m and
formation width of 5.5m. The condition of the pavement is generally poor. Ruts, edge
shear failure and other forms of pavement distress are noticeable at many locations. The
provision for roadside drainage is not adequate. At many places the landslides have
blocked the side drains. The provision for cross drainage is also not very adequate. There
are 138 existing culverts, most of which are in need of repair. About 50 new culverts will
have to be constructed to improve cross drainage. One major steel bridge, 24.4m long,
across river Changte at km46.5km needs repair.
M9   Khawzawl-East Lungdar Road
This road takes off from Seling-Champhai BRTF road at Khawzawl and ends at E Lungdar
in the south. It connects villages Chawngtlai (kmlO), Khawhai (km3O.2), Sialhawk
(km48.1), and Biate (km57.3). It is a 75km long hilly road negotiating steep gradients,
sharp curves and unstable hill slopes. The road has a bituminous pavement with an
average formation width of 4.5m. The condition of the pavement is poor with nearly the
I            whole of the section between Biate and E Lungdar, completely ravelled. There is no
proper arrangement for roadside drainage. At many places the landslides have silted and
blocked the side drains. The provision for cross drainage is also not adequate and needs
improvement. There are 346 existing culverts, many of which are in need of repair. More
than 300 new culverts will have to be constructed to improve cross drainage. There are
no bridges on this road.
|  MIS  Serchhip - Thenzawl - Thenhlum
This road with a length of 105km starts from the town of Serchhip and ends at Thenhlum.
Enroute it passes through the town of Thenzawl. Presently it is maintained by the Border
Roads Task Force (BRTF). The condition of the pavement is fair. It has been recently
Revised by Lea Associates               4-33                               October 2001
(Original Document by [CT, CES, LBII)



l
Mizoram State Roads Project - Phase I                                 SEA: 4 - Baseline Conditions
included in the project under the package of major maintenance roads, Phase II. A
I       ~ ~~detailed study will be carried out during Phase II.
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|Ieie  yLaAscae                                        -4Otbr20
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U            CHAPTER-5
PUBLIC CONSULTATION
As part of the project preparation, to ensure that the community support is obtained and
the project supports the felt needs of the people, public consultations was carried out as
an integral component. A continuous involvement of the stakeholders and the affected
community was obtained. This chapter presents the approach and content to the public
consultation programme in the project, during the SEA stage. This chapter also describes
the results from consultation during SEA, which formed input to consultation during the
subsequent EAs.
I     5.1   NEED
The WB OP/BP/GP 4.01: Environmental Assessment requires that affected groups and
|            nongovernmental organisations be consulted as part of the Environmental assessments of
the project (particularly those with potentially significant impacts). People affected by the
project are those living and working along the corridor and include businessmen,
residents, farmers, agricultural workers, squatters and encroachers etc. Some religious
and cultural properties within the area of impact may need relocation where consultations
prove to be an effective tool in avoiding tension within the community.
I     5.2   OBJECTIVES
The objectives of Public consultation as part of this project are:
1               .  Improve understanding of the potential impacts of proposed projects;
*  Identify alternative sites or designs, and mitigation measures;
a  To improve environmental and social soundness;
*  Clarify values and trade-offs associated with these different alternatives;
*  Identify contentious issues;
|  Establish transparent procedures for carrying out proposed projects; and
*  Create accountability and sense of local ownership during project implementation.
5.3  SCOPING WORKSHOP
The purpose of public consultation at the SEA stage was aimed at information
dissemination and finding out people's perceptions to the project improvements and to
the resultant direct and indirect effects. This helped in providing an overview of the socio-
economic and environmental issues for the roadside community.
Revised by Lea Associates               5-1                              October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                                SEA: 5 - Public Consultation
Information dissemination was a necessary precondition for consultation and participation.
In order for meaningful consultations to take place between the project and the affected
groups and local NGOs, the project provide disseminated all relevant information prior to
consultations. For the first round of consultations the information included a summary of
the project description and objectives, and the negative potential negative impacts from
the proposed project.
State level consultations were held
through a Stakeholders Workshop
(The Road Show) at Aizawl in the
month of July 1999. This workshop
3        ~~was attended  by  the  prominent
personalities from  the state.  The
Chief Minister also attended and
addressed this workshop. The other
participants included the PAPs, the
PWD    officials,   the    Project
Coordinating Consultants (PCC) and    Photo-plate 5.1: View of Mizoram State Road Show
officials   from    the    Revenue
Department. (see Figure 5.1)  The list of participants in the workshop is given in
Annexure 5.1.
The basic objective of this workshop was to build awareness about the project among the
people, district level administration, Non-Government Organizations (NGOs) and to obtain
their suggestions and ideas about the implementation of the project.
5.3.1 IDENTIFICATION OF ISSUES
Based on the scooping workshop and understanding of the project area the issues to be
raised during further consultations during detailed Environmental Impact Assessment and
Resettlement Action Plan were identified. These issues identified were:
*  Air Quality;
|                    .  Noise levels;
*  Water pollution
|                   .  Relocation of water harvesting Structures
.  Drinking water sources, water scarcity in non-monsoon months, construction
water requirements
*  Roadside trees, Forest Products, endangered flora and Fauna
|                   .  Health issues, Such as water borne diseases / HIV / STD
*  Possession of skills and the training needs
I                   *  Employment opportunity during civil works
Revised by Lea Associates                 5-2                               October 2001
(Original Document by ICT, CES, LBII)



3         Mizoram State Roads Project - Phase I                                SEA: 5 - Public Consultation
1                   *  Location of labour camp and hot mix plant sites
*  Location of dumping sites
|                   *  Safety issues
*  Involvement of PAPs in Rehabilitation and Resettlement Plans
3                   *  Impact on property and land acquisition
*  Resettlement Options
*  Enhancement of common property resources
.  Extension of Government Welfare schemes
5.3.2 IDENTIFICATION OF STAKEHOLDERS
|                   An initial list of stakeholders were prepared while carrying out analysis of
alternatives, identification of specific issues, and preparation of initial mitigation
and management plans as follows:
Directly affected People
o People losing assets
o People losing employment
o  Community affected due to loss of common property, such as graveyards,
churches, water harvesting structures, etc.
3              *  Indirectly affected people
o  Roadside  villagers  prone  to  air  and  noise  pollution,  accidents,
communicable diseases, etc.
o Villagers deriving products from the roadside vegetation such as timber,
wild fruits, medicinal plants etc.
o  Villagers loosing access
*  Organisations having local knowledge to contribute
o Village Councils (or the Presidents of Village Councils)
|                       o  NGO's such as YMA, MHIP etc.
a Religious institutions (or Churches)
|                       o  Mizoram Khadi and Village Industries
c Horticulture Department
|                       o  Department of Minor irrigation and Agriculture
o Mizoram Handloom and Handicraft Development Corporation
Revised by Lea Associates                5-3                                October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                                   SEA: 5 - Public Consultation
.  Agencies might need to be responsible for impact management
o  Village Councils
o  Revenue Department
o  Department of Forest
|                        o  State Pollution Control Board
o  NGOs
o  Pachunga University, Aizawl and other Educational Institutions
I      5.3.3  LOCATION SPECIFIC CONSULTATION NEEDS
Several project road specific consultation needs identified at scoping stage were:
a  Where widening is involved, the encroachments and temporary shops that occupy the road
*                    frontage will be affected and they or their representative need to be involved in the
consultation process;
.  Where owners of property, land and building /structures or their tenants are involved,
U                    consultations are required;
* In cases where community structures are affected, the local management and community
groups need to be consulted;
a  In cases of bypasses, the problems of land acquisitions will need consultations with
agricultural landowners and workers;
. People will have to be involved in identification of accidental hotspots;
I                 .  Need for improvement of intersection, sharp curve, level crossing etc. has to be
ascertained from people through consultation process;
.  The noise sensitive receptors are to be identified through public consultation process.
I   5.4  FUTURE PUBLIC CONSULTATION AND PROJECT CYCLE
Consultation involves soliciting people's views on proposed actions and engaging them in
a dialogue. It is a two way information flow, from project authorities to people and, from
I             people to project authorities. While decision making authority would be retained by the
project authority, interaction with people and eliciting feedback allows affected
3             populations to influence the decision making process by raising issues that should be
considered in designing, mitigation, monitoring and management plans and the analysis
of alternatives. The public consultation sessions envisaged in the project is given in table
5.1.
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Revised by Lea Associates                  5-4                                 October 2001
I          (Original Document by ICT, CES, LBII)



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Mlzoram State Roads Project - Phase I                                             SEd: 5 - Public Consultation
Table 5.1: Proposed Consultation Framework for MSRP
*               ______PoeSa             People/Organization to be             Environmental issues to be
Project Sta ge              Consulted                        discussed / presented
Pre-design stage      All stakeholders               People notified about the project to inculcate
X               (Carried    out   for                                 awareness and to seek opinion on environmental
Phase-I  &  will  be                                 issues.
carried out for Phase  People living along the project  Introducing project proposals and identification of
|   II)               corridor  and  village  council  related environmental and socio-economic issues.
*                                      representatives
PWD officials (PIU members),
concerned State Ministers and
District Officials
I                                      NGOs working in the vicinity of
the project area and based in
______________________  Aizaw l
Baseline   Conditions  Local people and village council  Identification of potentially affected households,
and          Impact  representatives                 community assets, roadside trees, presence or
Assessment stage                                     absence of rare/endangered flora and fauna
(Carried    out   for                                species.
Phase-I  &  will  be  District Government Officials  Socio-economic development, opportunity  for
carried out for Phase                                employment generation, agriculture, forestry,
II)                                                  wildlife, environmental health and sanitation
I                                    | Project Affected Households    Demography and economic profiles, access to
community facilities, water supply, health and
._______________________________  displacement.
Mitigation      and  Selected affected people and  Compensation  and  resettlement  preferences,
I               Enhancement          I stakeholders                   employment in various activities related to road
Measures                                             construction  and  subsequent management of
(Carried    out   for                                assets, social forestry, public amenities, etc.
Phase-I & will be
carried out for Phase
II)
Implementation        PIU and NGO                    Bring transparency;
Successful implementation of RAP and EMP; and
Create  accountability  and  sense  of  local
____________________j                                 ownership;
5.4.1 PRELIMINARY DESIGN STAGE
Consultations would be carried out at the preliminary stages of design to identify
*   Location specific social and environmental issues to be addressed through designs;
3                   .  Socio-economic profile of community along the project routes;
*   Extent of likely impact due to the project;
I                   *   Expectations and reservations of people towards project; and
*   Resettlement and rehabilitation options.
I               Census of all the properties within 15 meters on either side of the existing centre line
would  be carried  out. To prepare the  baseline and  identify R&R  options and  socio
|               economic survey of 25 percent of the Project Affected Households would be conducted.
Moreover local level consultations would be carried out through focus group discussions
with the community residing along the highway select the best alternative to minimise
impacts. The venue of the meetings would be kept at a major village grouped/flanked by
Revised by Lea Associates                        5-5                                       October 2001
*            (Original Document by [CT, CES, LBII)



Mizoram State Roads Project - Phase I                                  SEA: 5 - Public Consultation
other smaller villages. At these meetings, the people would be formally invited covering
*             project affected persons, prominent village persons, village council members, teachers,
health workers and doctors including women.
|             The consultations would be held based on a structured questionnaire (see Annexure
5.2). At meetings, these questionnaires would be distributed through the Village Council
Presidents (VCP) and people would be informed about the subsequent meeting when their
responses would be recorded.
Table 5.2: Public Consultation of the Preliminary Design Stage
Date       Village     Participating villages   Participants        Participants
Male    Female
23.08.99   Melriat     Melriat, Hualngohmun, VCP/PAPs/Other Villagers  97    13
I                                     Kelsih
23.08.99   Aibawk      Aibawk, Tachhip,    PAPs/Other villagers     67       4
Sateek, Damdiai
24.08.99   Sialsuk     Sialsuk, Samlukhai    PAPs/Other villagers   102      20
25.08.99   Thenzawl    Thenzawl            PAPs/Other villagers/PHC,  87
Doctor/Health officer
5.4.2 DESIGN FINALISATION STAGE
Once the designs are prepared giving due concern to the identified social and
I             environmental issues, the PCC would go back to the community to give feedback on how
their concerns were addressed in the project designs. During these consultations issues,
which could not be avoided on technical grounds, would also be discussed at length and
mitigation/ compensatory measures would be finalised. On the basis of the above
consultations designs would be finalised. A summary of the R&IPDP and all EA documents
would also be prepared, and would be kept in public places for disclosure.
However, a formal public hearing will not required for the project in the light of circular of
Ministry of Environment and Forests dated 15-10-1999.
I      5.4.3 IMPLEMENTATION STAGE
The NGOs along with the PIU would take over the process of consultation and
participation at this stage. NGOs would play a key role in acting as a link between the
I             project authorities and the project affected persons. NGOs would undertake individual
consultations and group meetings, and would seek participation of the people themselves
3             in smooth implementation of the R&IPDP and EMP. The NGOs would also try to generate
accountability and sense of local ownership by involving the community in selection of
relocation site, selection of income generating programmes and formation of self help
groups in management of community assets.
U      5.4.4  MONITORING AND EVALUATION STAGE
Participation would also be encouraged in monitoring and evaluation of RAP and EMP.
Sample surveys and local level consultations would be carried out at this stage to identify
gaps and deficiency in planning and frame necessary actions to achieve project objectives.
Revised by Lea Associates                  5-6                                October 2001
I          (Original Document by ICT, CES, LBII)



l
CHAPTER-6
KEY ENVIRONMENTAL ISSUES
l
This chapter discusses the key environmental issues in Mizoram with special reference to
the proposed improvements. The project impacts are described in order of importance
after all the project activities have been discussed. The discussion follows the
|            environmental components in the same order as chapter on Baseline Conditions.
|   6.1  TYPOLOGY OF IMPACTS IN THE PROJECT
As is envisaged in the project objectives, the improvement works will be carried out
mainly along the existing alignments. Direct impacts will be spatially restricted and only
limited land acquisition is anticipated. All potential environmental impacts can be classified
into three broad groups:
I                .  Direct: caused by the road (construction and operation) itself
I Indirect: linked closely to the project but not as easy as direct to quantify
*  Cumulative: additive, multiplicative or synergistic effects of a combination of the two types
of impacts stated above.
Further classification of the these groups into the following categories based on their
nature:
* Positive and negative impacts
*  Predictable and random impacts
i                .  Local and widespread impacts
* Temporary and permanent impacts
|  Short-term and Long-term impacts.
I     6.2    POSSIBLE PROJECT ACTIVITY AND ANTICIPATED IMPACTS
The various project components such as upgradation, major maintenance, realignments
and bypasses, will all have different extent and intensity of impacts, though they all are
essentially endeavours to improve connectivity. Works along existing alignments will
generally have only incremental impacts, while the bypasses involve the permanent
*            conversion of land to roadway.
I     6.2.1  IMPROVEMENT/ UPGRADATION ROADS
For the priority roads, the works envisage widening of pavement, to an intermediate lane
carriageway (5.5m  wide) with shoulders (0.5m  either side) and drains, repair and
reconstruction of bridges and culverts, roadside drainage, construction of retaining walls
and other slope protection works. This would require a minimum formation of 7.1m along
the straight sections and 8m  along the curves. The existing formation width varies
between 5-6m in most of the sections. To accommodate the proposed cross-section, a
Revised by Lea Associates                6-1                                October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                             SEA: 6 - Key Environmental Issues
cutting on the hillside for a minimum of 2m width is anticipated. This will necessarily entail
additional cutting on the hillside so that the cut surface of the hill is stable, and the
increased use of materials. Also, Mizoram being a rich area in the variety and density of
flora, the vegetation along the side of roads will be cut.
Field surveys of project area were carried out to identify and assess specific potential
impacts of the proposed road improvement program on the environment. Based on these
surveys, the following environmental issues, which need to be specifically addressed, were
recognized. Most of the impacts will arise at construction stage.
I                 .  Cutting of hill slopes, stability of cut slopes
* Land slides and soil erosion
*  Flora and fauna including potential occurrence of endangered species
* Conservation of natural and other protected areas
* Water requirement during road construction
*                 .  Disposal of debris
W waste management, particularly from construction camps
*  Road safety and signage.
I             Most of the negative impacts relating to the above environmental issues can be addressed
and reduced by adopting appropriate mitigation measures at the design and construction
stages of the project.
IE    6.2.2  NEW BYPASS AND REALIG N M ENTS
The construction of new bypasses will mean conversion of land use directly attributable to
the project. The possible alignment for the Aizawl Bypass that has been located close to
Aizawl, due to lack of any road leading to it, has no habitation along the alignment and
the present land use is predominantly agricultural (jhum land) or unclassified forests (also
a small stretch of reserved forest). The acquisition of a stretch of 10m width for the new
bypass alignment, shall be a critical issue in terms of the
*  Loss of flora,
I                 .  Extent of cut involved,
* Vulnerability of the alignment to human habitation, which would induce further land use
changes once the project is complete.
I             These above would be significant especially as these represent a direct, long term and
irreversible impact. Loss of cultivable land will also affect livelihood of the landowners.
|             Any other sensitive features such as plantations along the new alignment will also be
adversely impacted. The Environmental Impact Assessment for the phase II will consider
the impacts of the Aizawl bypass in detail.
Apart from these major bypasses, there would be several realignments along the
upgradation routes, mainly to improve the existing geometric deficiencies. These can have
I             a considerable impact on the vegetative cover, relatively rich bio-diversity areas on these
sections and would involve huge quantities of filling. The stability of these sections and
the loss of biodiversity need to be addressed in the Environmental Assessment.
Revised by Lea Associates                  6-2                                 October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                         SEA: 6 - Key Environmental Issues
I     6.2.3  BRIDGE CONSTRUCTION
The project shall involve the reconstruction, major maintenance of bridges along the
project routes. Though the rivers they cross are not perennial, they carry certain flow due
I            to the heavy rainfall distributed over 9 months a year, which might be affected during
construction. During the construction stage, disruption to the aquatic life and riverine
ecology is anticipated. Other impacts of the proposed bridges will be increased levels of
air pollutants and noise levels in previously pristine areas. These adverse impacts
necessitate a detailed investigation during the EA focussing on the water environment, the
impact on resident flora and fauna, impact on human population, if any near the proposed
sites.
I     6.2.4  MAJOR MAINTENANCE
The major maintenance component of MSRP includes 9 road stretches, measuring a total
*            length of 518km. No widening of the existing roads, realignments or any other major
construction works are envisaged under this component of the project. The maintenance
works would mainly consist of improvements to the existing pavement surface, road
drainage, slope protection works, repair/replacement/addition of culverts, and provision of
suitable road signs and other road furniture to improve the safety and comfort of travel
I            on these roads. The works on these roads being restricted to the existing road width, no
significant adverse environmental and social impacts are apart from localised impacts
3            during construction that can be easily managed.
The impacts on the various natural environmental components due to the proposed
*            improvements proposed in the project are described in the subsequent section.
I   6.3 NATURAL ENVIRONMENT
I     6.3.1  CLIMATE
Direct impact of the road project on the climate are long-term and probably very small in
magnitude compared to other influences like removal of vegetative cover along the
project roads. The micro-climate may be impacted temporarily due to the removal of
vegetation. However, few impacts are anticipated on the regional climatic conditions-
temperature, rainfall, etc., which can be attributable to the project. Though the project
will involve clearing of a significant vegetative cover, the consequent impact on the
climate is unlikely to be significant.
6.3.2  PHYSIOGRAPHY
Road construction activities involve alterations in the local physiography and drainage
patterns. The upgradation as part of the project shall involve cutting on the hill sides for
the entire length. The impacts on physiography may include destabilisation of slopes due
Revised by Lea Associates               6-3                               October 2001
I          (Original Document by [CT, CES, LBII)



Mizoram State Roads Project - Phase I                             5E4: 6 - Key Environmental Issues
to cutting, quarrying, increased vulnerability to landslides etc. These adverse impacts on
*             the topography are anticipated and need to be addressed.
Earth/rock cutting of hillsides for widening of priority roads will result in instable slope and
|             may cause landslides. Other factors that may, also aggravate the problem of soil erosion
and land slides are:
|                .  Felling of plants/trees for widening of the road.
a  Poor drainage, particularly during the construction phases, due to alteration to surface
conditions.
|  Action of rainwater during monsoon.
* Vibration from blasting and construction machinery.
Appropriate slope protection measures like retaining and breast walls, bio-engineering
*             techniques will need to be employed to check the occurrence of landslides. These would
be based on geomorphological assessment of the project routes (to assess the existing
geological, drainage, and vegetative conditions and characteristics along the entire
stretch). This will form a basis for the finalisation of the slopes that are being worked out
for PIA and will be worked out for Phase-II routes also.
The erosion potential of the soil is function of a combination of rainfall, windspeed, soil
type and local topography. Due to the removal of the vegetative cover, the vertical
surfaces of the hills shall be exposed, making them vulnerable to erosion.
Since maintenance component does not envisage any cutting on the hillsides, any
|             increased risk of landslides is limited to the locations which are already vulnerable.
I     6.3.3  SOILS
The project will involve the acquisition of agricultural lands (mostly used for jhum
plantations) and would entail the loss of vegetative cover. Acquisition of such lands for
l           the project will be a direct, long term, negative impact of the project. Temporary
acquisition will also occur for workers camps, stockyards, storage yards, etc. During the
construction period, the impact may be the loss of agricultural produce or standing crops.
Productive soil may be lost if agricultural lands are borrowed without proper safeguards.
Along major maintenance routes, the loss of topsoil is not likely to be significant since the
maintenance will occur within the available clear width and no land acquisition is
expected. The formation width is being maintained at its present condition and no major
U             borrowing of earth is envisaged. This will further limit the amount of topsoil lost for routes
included in this component.
.  Materials for construction
As the upgradation routes shall involve the cutting of hillside, there will be significant
|             earthwork generated, some of which will be utilised for the earthwork requirements for
the project. Apart from these, the cut materials shall be used in the embankments to be
constructed  for the various realignment sections. However, disposal of the extra
excavated/cut material generated by a project will be a major concern. If disposed
Revised by Lea Associates                  6-4                                 October 2001
(Original Document by ICT, CES, LBII)



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Mizoram State Roads Project - Phase I                                 SEA: 6 - Key Environmental Issues
without environmental/ecological considerations, this may result in major negative
impacts.
A network of commercial quarries has been established throughout the state. A separate
I              study on material sourcing and quarries has been prepared as part of the Feasibility Study
for the project. Whilst operation of quarries is an independent and regulated activity, the
project will increase the rate of utilisation and resource depletion. The current operation
and practices of the quarries are in itself a major environmental concern. The project will
not use quarries, which do not implement environmentally safe practices. The operation
I              of quarries will have to follow  the rules and regulation as per the GoM  Gazette
notification.
River sand is a scarce commodity in the entire state. Any borrowing of sand for the
project shall have significant impacts. As an alternative, the viability of the usage of
crusher dust has been explored for the project. There are several crushers along the
various project routes that can willingly supply the material. The adequacy of availability
needs to be worked out in the EA.
I              Another significant impact would be during the transportation of these materials from
their sources to the construction sites. The detailed EAs should focus on the specific
issues of the transportation and handling of materials and the availability of suitable
material for road construction in the vicinity of the selected project routes.
I      6.3.4   WATER
As discussed in the baseline, water scarcity is common throughout the state. The impacts
I              on the water environment can occur at all stages of a road project. The proposed works
can cause disruption to users by either removing the source, restricting access or
deteriorating the quality of water from  a source. The major potential impacts that can
occur due to any water project are summarized in the following table 6.1:
Table 6.1: Potential Impacts on water resources due to construction activities
Impacts Due To Construction                Indicators
Loss of water bodies                       Area of water bodies affected
Loss of other water supply sources         Hand pumps, water drums etc affected
Alteration of drainage, run off, flooding  No. of cross drainage channels
I                   Depletion of Ground Water recharge          Area rendered impervious
Use of Water Supply for Construction       Quantum of water used
Contamination from improper sanitation and  Area of camp / disposal site and proximity to
Waste Disposal in Construction Camps       water bodies / channels
*  Surface Water Resources
With rugged and highly dissected topography, the state has very few surface water bodies
as ponds, tanks etc. Wherever the project routes encounter such water bodies, the
significant impacts on surface water resources would be the loss of capacity due to
Revised by Lea Associates                    6-5                                   October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                           SEA: 6 - Key Environmental Issues
increased width of formation (for the proposed widening), disruption to access during the
construction period, impairment of water quality due to sediment-laden run-off from
construction sites, alteration of local drainage, contamination from fuel and lubricants, use
of water for construction (and consequently exclusion of the local community from the
use of such sources of water).
Also, there are several water resources, rich in terms of biological significance, as swamps
and marshy areas. Such areas will be identified during the EA stage.
The detailed EAs will consider, inter a/ia, the extent of encroachment into the water
bodies and consequent loss of storage space, and impacts on the aquatic ecology. In
addition, the impacts of the contamination of these sources by run-off from construction
camps, sites where construction actually takes place (the work zone), and run-off from
roads in the operation phase will be examined once other details like the routes to be
upgraded, their proposed treatment and the consequent extent of impacts are firmed up.
Maintenance works are expected to be limited within the available formation width.
Therefore, they are unlikely to impact any surface water sources at least in terms of
reduced storage capacity, though indirect impacts due to construction need to be
addressed based on the site-specific conditions.
Water for Construction
The water table in the state is very low and water scarcity is common during the dry
seasons. Though the rainfall is spread over a period of 9 months, due to the porous
nature of the soil and the low water retention capacity, storage of water for construction
is an issue of concern. The viability of purpose built water-harvesting structures along the
various watercourses and streams will be worked out during the detailed EAs.
Impact on Surface Water Quality
The water quality data (refer Chapter 4 on Baseline Conditions) reveals that all the
physico-chemical characteristics of major rivers are well within the prescribed tolerance
limits of Central Pollution Control Board (CPCB). The implementation of the road projects
will not have any adverse major impact on the quality of surface water in the area.
Contamination of water bodies may however, result due to accidental spilling of
construction materials, oil, grease, fuel and paint from the equipment yards and asphalt
plant. But, the quantities of such spills are generally small and can be controlled through
proper supervision of works. Particular care will be taken during earthworks, excavation
and dumping/disposal of construction wastes or overburden.
Landslides may cause blockage and contamination of the watercourses. Proper care will
be required during rainy season to prevent this blockage. The disposal of debris materials,
and construction of bridges and culverts will have to be monitored and supervised to
check pollution of water bodies.
l
Revised by Lea Associates                6-6                                October 2001
*          (Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                              SEA: 6 - Key Environmental Issues
I     6.3.5   AIR
The existing levels of traffic along the roads in the state are very low. The notable
exception is Aizawl where the air quality monitoring has revealed exceptionally high
I             concentrations of all pollutants of concern. Since traffic volumes will remain low, generally
under 3000 PCU/day, the increased air pollution due to vehicular emissions is not an issue
of major concern.
The upgradation works envisage major earthworks to widen the embankment to
accommodate the improved cross-section. This will involve a lot of movement of loose
earth and its subsequent compaction. Dust generation is expected to be substantial during
the construction stage. In addition, the emission of toxic gases due to the operation of
|             hot-mix plants is a concern during this stage.
The major maintenance component does not envisage major earthworks but the other
activities like the laying of the profile correction course, providing asphaltic overlay, etc.,
will cause air pollution, at least in areas in the vicinity of the locations of hot-mix plants.
Thus, impacts on the air environment will be an issue along the maintenance routes albeit
not as significant as for the upgradation roads.
I     6.3.6   NOISE
Noise related with construction as well as operation phase will be cause of concern. While
in the former, the impact on the workers will be important, during the operation phase,
the focus will be on sensitive roadside receptors such as churches, schools and hospitals
within the settlements (and habitats of wild fauna, if found in surveys during detailed
EAs).
Increased noise levels are likely to occur in the vicinity of the construction sites. Due to
the various construction activities, there will be temporary noise impacts in the immediate
vicinity of the project corridor. The construction activities will include the excavation for
foundations and grading of the site and the construction of structures and facilities.
*             Crushing  plants, asphalt production  plants, movement of heavy vehicles, loading,
transportation and unloading of construction materials produce significant noise during
construction stage. The typical noise levels associated with the various construction
activities and the various construction equipments are presented in Table 6-2.
I                   Table 6.2: Typical Noise Levels of Principal Construction Equipments
(Noise Level in dB (A) at 50 Feet)
CLEARING                       STRUCTURE CONSTRUCTION
I                          Bulldozer               80     Crane                   75-77
Front end loader      72-84    Welding generator       71-82
Jack hammer           81-98    Concrete mixer          74-88
Crane with ball       75-87    Concrete pump           81-84
Concrete vibrator        76
EXCAVATION & EARTH MOVING
Air compressor          74-87
Revised by Lea Associates                   6-7                                 October 2001
(Original Document by ICT, CES, LBII)



IMizoram7 State Roads Project - Phase I                               SEA: 6 - Key Environmental Issues
CLEARING                        STRUCTURE CONSTRUCTION
Bulldozer               80      Pneumatic tools          81-98
Backhoe                72-93    Bulldozer                 80
Front end loader       72-84    Cement and dump trucks    83-94
Dump truck             83-94    Front end loader         72-84
Jack hammer            81-98    Dump truck               83-94
Scraper                80-93    Paver                    86-88
GRADING AND COMPACTING          LANDSCAPING AND CLEAN-UP
Grader                 80-93    Bulldozer                 80
I                           Roller                 73-75    Backhoe                  72-93
Truck                    83-94
PAVING
Front end loader         72-84
Paver                  86-88    Dump truck               83-94
Truck                  83-94    Paver                    86-88
Tamper                 74-77    Dump truck               83-94
Source: U.S. Environmental Protection Agency. Noise From Construction Equipment
and Operations. Building Equipment and Home Appliances. NJID. 300.1. December
*                            31 1971
Though the noise levels presented for the various construction activities far exceed the
permissible standards, it is important to note that the construction noise is generally
intermittent and depends on the type of operation, location and function of the
|              equipment.
Along the major upgradation routes, none of the clearing machinery will need to operate
and therefore, the noise levels will only be from the construction equipment in the column
on the right. It is anticipated that since overlay is the major component, the noise levels
during construction will be lower than those along the upgradation routes.
During operation stage of the project, as the traffic is not expected to increase to very
high levels, impacts due to noise from vehicular pollution will not be very significant.
6.3.7   BIODIVERSITY ISSUES
Most of the bio-diversity rich areas in the state are protected/conserved. Smaller, sporadic
areas with high bio-diversity may be found outside such protected areas. The project may
have only slight direct impact on the protected areas, but the possibility of induced
I              impacts can not be ruled out, if the accessibility to the protected areas increase very
substantially.
I          .  Protected Areas / Wildlife Sanctuaries
Except for the maintenance road Ml no protected areas such as National Parks and
I              Sanctuaries are reported within corridor of influence of the project roads. The Lengteng
wild life sanctuary is located about 4km from Ngopa along this road. Since only
improvement of the pavement surface is envisaged without altering its existing alignment,
formation width and geometry, no adverse impact of this improvement work on the
Revised by Lea Associates                    6-8                                   October 2001
(Original Document by ICT, CES, LBII)



l
I         Mizoram State Roads Project - Phase I                           SEA: 6 - Key En vironmental Issues
Wildlife Sanctuary is envisaged. The anticipated increase in traffic is minor, and will not
*             result in over-exploitation of the Sanctuary.
.  Forests
Though 89% of the total state area is under forests, a major portion has been categorized
as unclassified forests, where no specific regulations regarding the clearance of forests
and vegetative cover apply. The upgradation shall for a major length involve the
acquisition of such unclassified forestlands. Also, several maintenance routes pass through
|            forest areas.
Loss of vegetative cover due to the clearance of land for the accommodation of the
|            formation is an issue of concern.
* Relatively High Bio-Diversity Areas outside the protected Areas
|             It is anticipated that areas rich in biodiversity could be found on the roadside, particularly
if the road is currently not in a very good riding condition. All these areas need to be
examined  in  terms  of  the  bio-diversity  richness,  and  for  habitats  of
rare/endangered/important flora/fauna. Assessment is required whether these habitats
are unique or not. During detailed surveys of Phase I EA, such areas have been found,
I             some of which supports endangered flora/fauna. However, none of these flora/fauna is
unique. The project will, nonetheless protect/conserve such flora/fauna. The proposed
mitigation measures in Phase I include involving the community (and researchers) in
conservation efforts and monitoring, in addition to the hard protection measures installed
from the project.
* Flora
|           Ecological degradation from the construction of the proposed roads by way of direct loss
of vegetation (trees shrubs & grasses) due to cutting of hill slopes will be nearly 2000
trees apart from the loss of vegetative cover. The number and type of trees and plants to
I             be uprooted will be analysed in detail in EIA report.
The impact resulting from the removal of trees along the roadside may reduce shade and
shelter for wildlife habitat. Other impacts include reduction in soil fertility and moisture
and decreased humidity and vehicle air pollution buffering. The generation of dust during
*             construction may deposit on the leaves of the plants along the roads.
Other construction activties like workers camps, debris disposal and water impounding
structures will also have negative impact on land along the project roads. Ecological
I             degradation may occur due to use of plant and trees as fuel wood and wildlife poaching
by the construction workforce.
.  Endangered flora species
There are stretches along the project routes where endangered plant species as Cyathea
(tree fern) and orchids as Dandrobium exist. The preservation of these species and their
Revised by Lea Associates                6-9                                October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                             SEA: 6 - Key Environmental Issues
association to the particular location needs to be assessed prior to carrying out any
measures on the conservation and preservation of these biodiversity rich areas.
*  Medicinal plants
The state of Mizoram is home to several medicinal plants, with 231 species of such plants
reported. An investigation along the project routes in terms of the prevalence of such
species, and their utility to the community shall be carried out as part of the EA.
I     6.3.8  ARCHAEOLOGICAL/CULTURAL HERITAGE
There are no protected archaeological monuments / structures along the corridor. The
only structures that can be impacted are the graves and memorial stones within the
existing formation and the church buildings abutting the project routes. As part of the
Design stage, public participation shall be taken up as an integral part of the project
preparation to address the issue on these structures.
The loss of access roads leading to the churches, and the increased noise levels both
during the construction and operation stages of the project shall need to be addressed as
part of the social assessment that shall be carried out.
The maintenance component will have marginal impact on any historic/archaeological
properties located on the roadside since the treatment envisaged for these routes is
restricted to the clear space available at present.
6.3.9  ToURISM/PILGRIMAGE
Mizoram, with a rich biodiversity and natural beauty offers a great potential for tourism
development. Improved access and connectivity should provide a boost to this industry in
3             the state, which has much to offer to the discerning tourist. Providing better access to the
sites of tourist interest can go a long way in realizing their full potential.
6.4 SOCIAL ENVIRONMENT
I     6.4.1  POVERTY ALLEVIATION
Roads are often argued to be the conduit of wealth. Citations are there to indicate that
1             vigorous road development precedes rapid economic development of a nation. As
connectivity and accessibility improves, social networks are strengthened, economic
opportunities galore. Poverty alleviation is a basic need of the nation. It is also a
constitutional duty'. Any project therefore, has to address the issue of being of assistance
to achieve a national goal.
|             ' The Constitution of India upheld the right of life, which includes the right to 'live with dignity". Poverty
alleviation has been a recurrent theme in the Indian polity.
Revised by Lea Associates                 6-10                                October 2001
(Original Document by ICT, CES, LBII)



I        Mizoramn State Roads Project - Phase I                          SEA: 6 - Key Environmental Issues
Sustainable poverty reduction is the World Bank's overarching objective. Since the
I            complete range of programmes and policies affect the well being of the poor, there are
many complementarities between poverty reduction and other operational priorities. In
3            most cases it has been observed that the burden of poverty falls disproportionately on the
relatively vulnerable groups, so it is essential to increase their income-earning
opportunities, their food security and their access to social services.
The cardinal virtues that can be built in such infrastructure building projects are,
(a)   Participation of poor in infrastructure building projects;
(b)   Thrust on resource poor areas where increasing number of poor live;
(c)    Exclusive measures to ensure access of poor to infrastructure projects;
(d)   Strong institutional arrangements; and,
(e)   Emphasis on participation of NGOs.
The above encompasses the issue of poverty reduction as MSRP is expected to bring
|            about a number of opportunities to the poor people of the region like increased
employment, increased market facilities, increased mobility of human resources, increased
local economic and credit opportunities, increased institutional networks, increased
I            awareness level and increased scope for better management of public schemes.
The project is seen as a major generator of economic momentum, and shall benefit the
*            economically backward region.
I     6.4.2  INVOLUNTARY RESETTLEMENT
The proposed improvement works would lead to substantial involuntary resettlement as
land take is required apart from the accommodation of the formation width, to make
provision of bypasses and realignments. The involuntary taking of land result in:
*              .  Relocation or loss of shelter
*  Loss of assets or access to assets; or
.  Loss of income sources or means of livelihood, whether or not the affected persons
I                must move to another location.
Involuntary resettlement may cause severe long-term  hardship, impoverishment and
*            environmental damage unless appropriate measures are carefully planned and carried out.
Attention to such matters is especially important when the people who may be adversely
affected are poor and vulnerable, do not have the capacity to absorb such adverse
impacts, and cannot remain productive without significant help. If involuntary
resettlement is unavoidable, it should be well planned and executed so that economic
growth is enhanced and poverty reduced, especially for such vulnerable people.
Revised by Lea Associates               6-11                               October 2001
(Original Document by ICT, CES, LBII)



I          Mizoram State Roads Project - Phase I                                        SEA: 6 - Key Environmental Issues
To address the issues related to involuntary resettlement, a R&R policy shall be drafted
*               for the  project by the Government of Mizoram  in accordance with the WB  OP/OD
requirements.
6.4.3   INDIGENOUS PEOPLE
Approximately 95%  of the population in the state of Mizoram belong to tribal community.
As per the considerations of OD 4.20 of the World Bank, tribals or indigenous
communities2 should be taken care of with special assistances in case of involuntary
I               resettlement and a Indigenous People Development Plan (IPDP) needs to be prepared if
the proposed project activities adversely affects tribal families still maintaining their
|               traditional way of life.
I      6.4.4   GENDER ISSUES AND WOMEN PARTICIPATION
Though women constitute almost half of the population in the state they are neglected
from  the socio-economic development3 point of view. Socio-economic parameters like
I               literacy, work force participation rate, general health conditions etc. reveals that social
status of women is very backward in the project area and thereby brought forward the
|               scope of considering the households headed by women as vulnerable.
It is imperative to bring the issue of women's development in the process of socio-
economic uplift within the scope of the RAP for MSRP. For this a conscious effort should
be made towards integrating the issue in the project.
They have to be integrated in the project as full-fledged participants taking part in all the
I               stages of the project starting from  planning through implementation and even in the post-
project stages.
6.4.5   HIGHWAY RELATED DISEASES
There have been various studies carried out indicating the high prevalence of Injecting
Drug Users (IDU) in Mizoram and the high risk behaviour of this population making them
2 The terms 'indigenous people," "indigenous ethnic minorities", or, "scheduled tribes" describe social groups
with a social and cultural identity distinct from the dominant society that makes them vulnerable and
disadvantaged in the development process. Also social history of our country has shown that due to socio-
economic backwardness, inherent temperamental difference and relative isolation and oppression from the
dominant society the indigenous people or the scheduled tribes have always been left at the ledge of the
society. The tribal communities are always found to be the worst affected by any development activity that
cause displacement from their own home and land.
3 India ranks 103 out of 137 countries in the gender development index (GDI) that reveals the reality of
I                  insufficient level of development of women as compared to men in this country. The economic condition of
women headed households varies considerably depending upon factors such as marital status, social
context of female leadership and decision making, access to facilities and productive resources, income
I                  and composition of the household. These conditions form the basis for defining indicators to assess the
vulnerability of such households.
Revised by Lea Associates                        6-12                                      October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                           SEA: 6 - Key Environmental Issues
vulnerable to STDs including HIV/AIDS. Seeing the gravity of the spread of all these
diseases proper measures are required to be taken to create awareness about their
severity and to control such spread of diseases.
6.4.6  COMMUNITY RESOURCES
The project shall involve impact on several public utilities, apart from various common
property resources as hand pumps, bus shelters, urinals etc. It shall be worked out during
the design that all common property resources impacted shall be replaced to the
I            community by the project. It is important to weigh the benefits against the costs of
adverse impacts by examining development options and entail no or minimum
|            displacement.
I     6.4.7  CONSTRUCTION CAMPS
The project shall involve a significant number of migrant labour force involved for the
entire duration of the construction. The interaction of these workforce with the local
I             community shall be an issue to be addressed. The locations of the construction camps
and other labor camps shall be sited based on such considerations.
6.4.8  ROAD SAFETY
The sprawl of the settlements in Mizoram are mostly along the major transport routes,
with  the  residential and  commercial structures opening  onto  the  roads. These
combinations create hazardous conditions for all the road users. Though there is not
much  traffic  existing,  the  poor  pavement  structure  condition  and  lack  of
warning/informatory signs especially in settlements are the cause of accidents on the
road. Also, in the absence of any flat lands for playgrounds for children, roads become
more vulnerable in terms of safety of children.
l
l
l
I
Revised by Lea Associates                6-13                               October 2001
(Original Document by ICT, CES, LBII)



l
CHAPTER-7
ANALYSIS OF ALTERNATIVES
This chapter discusses the alternatives that have been considered for the project (or part
thereof) and selection of the best alternatives for the project. It also includes a discussion
on the "with" and "without" project scenario.
7.1  ROUTE ALTERNATIVES
The Mizoram  PWD, fully realising an apparent need for upgrading the state road
infrastructure carried out a Strategic Options Study (SOS) for the state road network in
1999. The SOS, covering a network of 3,534 Km of state roads had objectives of (a)
establishing a rationale for determining development priorities for road improvement
programmes, and (b) identifying roads for feasibility studies. The SOS based on analysis'
*             carried out for the road network was completed with inputs from social, environmental
screening, engineering aspects of the project. The study identified 15 roads measuring a
total length of 1,222 km (276 km. of 3 priority roads for improvement and 773 km. roads
for major maintenance work).
These roads were further examined during the Feasibility Study in terms of their (a)
economic, (b) engineering, (c) environmental and (d) social viability. After detailed
analysis, a set of 185 km of road for improvement/upgradation and 578 km for major
l             maintenance.
I    7.2  "WITH" AND "WITHOUT" PROJECT SCENARIO
Mizoram, is one of the most underdeveloped states in the country. Though the state has a
good potential for development of agriculture, horticulture, tourism etc, the lack of an
adequate transport infrastructure is a major bottleneck factor in such the development.
*             The ' with' and 'without' project scenarios are analysed with this backdrop.
Providing better connectivity will ensure that goods and people from areas accessed by
the road can move in and out of the areas quicker and save time. However, there would
I             be an increase in the vehicular pollution-air and noise, in the vicinity of the road. The
terrain along the project roads is hilly, and any widening of these project routes will call in
for the cutting of the hills and removal of the vegetative cover along the hill slopes. The
project routes pass through several villages and settlements, where any widening will
result in an acquisition of private structures and agricultural lands. The impacts associated
The evaluation criteria for the prioritisation of the road network included: traffic, road network condition,
capacity, V/C ratio, Road Connectivity, Socio-economic factors, environmental issues and economic factors
Revised by Lea Associates                 7-1                                 October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                            SE4: 7 - Analysis of Alternatives
due to the project will be mitigated / compensated through providing appropriate
mitigation measures, so that adverse impact will be minimized and development becomes
environmentally sound and sustainable.
|             If the project is not implemented, there is every likelihood that the project roads will
deteriorate further. Though the MPWD envisages a 5-6 year maintenance cycle for State
Highways and 10-year cycle for Major District Roads, the actual work carried out is usually
on an ad hoc basis. Therefore, only certain roads may be maintained regularly. In the
absence of the project, the department will also find it extremely difficult to generate
|            funds for such a massive improvement of the road infrastructure from its own resources.
With specific reference to the major urban centres of Aizawl and Lunglei, without the
bypasses, the traffic would continue passing through the two settlements and continue to
pose a safety risk for the residents in these already congested towns.
Therefore, the "with" project scenario, with its minor adverse impacts is more acceptable
than the "without" project scenario which would mean an aggravation of the existing
problems. The potential benefits of the proposed road improvements are substantial and
far-reaching both in terms of the geographical spread and time. Hence, it is clear that the
implementation of the project will be a definite advantage to the state in order to achieve
*             all-round development of its economy and progress for its people.
7.3   ROUTE FINALISATION
The Feasibility Study included engineering, economic, environmental and social evaluation
of the various improvement options. The Economic viability of the project has been
carried out within the broad framework of "Cost Benefit Analysis". The analysis was done
for the three priority roads and the 14 major maintenance roads identified in SOS.
7.3.1 OVERALL FEASIBILITY
The economic analysis involved comparison of project costs and benefits - both in
economic terms- under the 'with' and 'without' project conditions. In addition, Net Value
Added Approach has been used for determiing the net benefits to the sustainable
Development Programme for the State as well as other development envisaged in the
future. Economic Internal Rate of Return (EIRR) has been worked out for all the study
I             corridors.
The environmental and social impacts of the project have been assessed in conjunction
with the economic and engineering feasibility for the project. The recommendations of the
environmental screening provided suitable modifications in the approach to the
engineering designs for the project, which formed the basis for the economic evaluation.
Based on environmental and social screening, the corridors were classified into various
categories of environmental sensitivity. This was based on the following environmental
attributes: topography, cutting of mountain ecosystem  and disposal of debris, water
bodies, water availability, disposal of debris, land slides and geological characteristics,
surface erosion, forests, wildlife areas, presence of endangered species of flora and fauna,
religious structures and community assets.
Revised by Lea Associates                7-2                                October 2001
(Original Document by [CT, CES, LBII)



Mlzoram State Roads Project - Phase I                                      SEA: 7 - Analysis of Alternatives
The resultant environmental sensitivity categories for each of the road screened during
I               feasibility and the economic internal rates of return obtained are tabulated in Table 7.1.
Table 7.1: Summary of Results from  Feasibility Study
EIRR
Route No.        Route Section         Environmental Category                   Without time
With time saving    saving
I                   Pi            Aizawl - Lunglei     Significant impacts, reversible,  19.61       15.86
P2          Bairabi - Kanhmun          mitigation needed         18.33           17.40
P3           Kawnpui - Aizawl                                    78.94          59.51
Ml      Kawikulh-Ngopa-Tuivai       Impacts minor, reversible,   51.21           44.44
I                           ______________              construction stage impacts
M2      Zamuang-Tuilutkawn                                       14.25           10.50
M3        Tuipuibari-West Kawnpui                                30.70          29.96
M4      Keitum-N. Vanlaiphai                                     47.38           37.34
M5         Lungsen-Chawngte                                     37.06          33.05
M6           Zobawk-Haulong                                      28.01           25.00
M7            Damdiai-Sialsuk                                    33.70           29.13
M8          Lunglei-Tiabung                                      28.24           19.53
M9         Khawzawl-E. Lungdar                                   29.91           28.06
M1O     Saiha - Chhuarlung - Tuipang                             20.81            Na
M11         Chawngte - Diltlang                                  35.59           31.58
M12        Chawngte - Borapansury                                31.83           28.54
M13         Kawichaw - Phura                                     20.81            NA
M14         Ratu - Suangpuilawn                                  19.88           17.28
As the EIRR of all the routes being taken up, both as part of the upgradation and major
I               maintenance works are above 12%, the project roads and their proposed improvements
were economically viable.
7.3.2  ENVIRONMENTAL INPUTS IN ROUTE FINALISATION
3               Environmental and social screening of the candidate roads was carried out to determine
the magnituede of actual and potential impacts due to the project and to ensure that
environmental considerations are given adequate weight in the selection and design of
proposed improvements.
The environmental screening took into consideration, the impacts on the environmental
|               and social components both within and outside the existing roadway. A matrix method of
evaluation was chosen for the evaluation and assessment of impacts. All valued
environmental components that are of significance to the project were considered. After
the identification of these components through stakeholder consultation and
reconnaissance surveys, each of the component was assisgned a weight based on the
I               baseline data, prevailing conditions and professional iudgement.
Impact scores (positive for beneficial impacts and negative for adverse impacts) were
3               assigned for each project activity based on the severity criteria. A matrix was formulated
by combining the environmental components and the proejct activity on the x and y axes.
Impact score for environmental component = Importance value x Algebraic sum of impact
scores
|               The environmental components selected for screening were as follows:
0  Forest areas, protected areas, wildlife sanctuaries
Revised by Lea Associates                       7-3                                     October 2001
I            (Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                                 SEA: 7 - Analysis of Alternatives
*  Rich biodiversity including medicinal plants
*  Road stretch passing through river flood zone/wet lands village ponds
Significant groups of trees along road and density of roadside trees
* Cutting of mountain ecosystem and disposal of debris
| Landslide prone areas
Settlements (towns and villages) and market places
* Quarries close to the road
*  Sensitive receptors as schools and hospitals
*                 .  Road junctions with heavy pedestrian - vehicular conflicts
* Road stretches with steep slopes
*  Roads with poor embankment conditions due to floods and soil erosion
I                 .  Water resources around the project routes
* Cultural properties including graveyards, churches etc.
The results of the screening in terms of the environmental sensitivity is presented in Table
7.2.
Table 7.2: Screening for Environmental Sensitivity
Si.   Priority   Name of the road    Total       Total      Net          Remarks
No.    Road                         Negative    Positive   Score
Score       Score
1.      1       Aizawl-Thenzawl-    -3631        +2365    -1266  Impact is appreciable but
Lunglei (171 kms.)                                    reversible, control
measures needed
2.      2       Bairabi-Zamuang-     -2897       +1725    -1172  Impact is appreciable but
Kanhmun: SH+ODR                                       reversible, control
(60 Kms.)                                         measures needed
3.      3      Kawnpui-Aizawl via   -2659        +1420    -1239  Impact is appreciable but
Lungdai: MDR (45                                     reversible, control
_____ _________        kms.)                                            measures needed
.
For details of the evaluation of the Project Priority Road PIA, refer Table 7.3.
I    7.4  WIDENING OPTIONS
The existing formation width along the priority routes identified vary between 5.0 to 6.0m.
3              The proposed intermediate lane carriageway with drains and shoulders necessitate a
formation width of 7.1m. This shall necessitate additional land acquistion for almost the
entire length. Located in a hilly terrain,  it is not possible to carry out an eccentric
widening towards the valley side as the slopes are very steep and the stability of the fill
and the retaining of the fill slopes will become an issue of concern. Similarly, concentric
3              widening, will entail both cutting and filling, which again is not a practical solution.
Therefore, widening towards the hill side, has been proposed uniformly all along the
upgradation routes.
No widening of major maintenance roads is proposed. This obviously is a better
environmental alternative than widening. Therefore, no detailed analysis of widening
I              options for major maintenance was attempted.
7.5  AIZAWL BYPASS OPTIONS
As part of the up gradation programme, a new bypass has been proposed around Aizawl,
for a length of 16km.  A discussion on the criteria for the selection of alternative
alignments, evaluation of the alternatives and selection for Aizawl bypass is presented
below.
Revised by Lea Associates                    7-4                                  October 2001
(Original Document by ICT, CES, LBII)



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Mizoram State Roads Project - Phase I                              S5E: 7 - Analysis of Alternatives
In order to enable the through traffic of NH-54 at Aizawl to use the existing shorter route
I             along the improved Aizawl-Thenzawl-Lunglei project road P1 (171 km) instead of
following NH-54 (235 km), a link bypassing Aizawl is proposed to be provided between
NH-54 and the project road P1 near Aizawl. This (bypass) road link will take off from NH-
54 at Zemabawk and join the project road P1 at the chainage of about km 4.5.
Reconnaissance survey of the area through which the (bypass is proposed was conducted
to identify its possible alignment(s). The reconnaissance team included the Highway
Engineer, Social and Environmental Expert from both consultant and PIU. During this
survey it was found that there were only two possible options, which could be considered.
The description as also the schematic view of the relative disposition of these two
*             alignment options is given as follows.
Zemabawk
(Aizawl NH-54)
Lawibual
I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
|                            ~~~~~~~~     ~~Option II  IF          Option I 
|~~~~~~~~~~T mveng
I~~~~~~~
Salem
I~~LX 
Thakthing
Kulikawn
(km. 0.00 on PIA road)
Km. 4.5
Towards Thenzawl
Figure 7.1: Schematic View of Aizawl Bypass Alternatives
|          Revised by Lea Associates                   7-6                                 October 2001
(Original Document by [CT, CES, LBII)



Mlzoram State Roads Project - Phase I                               SEA: 7 - Analysis of Alternatives
I      7.5.1  OPTION I : ZEMABAWK (VIA LAWIBUAL) TO KM4.5 OF PRIORITY ROAD P1
In the starting sections, this alignment follows a short jeepable track, though with many
missing links. This route passes mainly through open agricultural lands.
Option II From Zemabawk via Lawlbual to km 0.00 of priority road Pl
This route passes through agricultural land and major settlements namely m  Veng,
Salem, Thakthing and Kulikawn before meeting P1 at kmO.00. This alignment option
I             would therefore involve considerable displacement in these settlements and problem of
land acquisitions.
Typical photographic views of the two options are given in Figures 7.2 to 7.3.
Figure-7.2: Option I - Panoramic View    Figure-7.3 Option II - Bypass Passing
of Aizawl Bypass                       Through Settlements
7 .5.2  EVALUATION OF THE ALTERNATIVE BYPASS OPTIONS
A comparison of the above two options indicates that option I is clearly the better of the
two choices for the following reasons,
.  Option I alignment follows, as far as possible, the ridge line with lesser drainage problems
and would involve relatively lesser earthwork in cutting.
.  This alignment appears to provide the most direct and the shortest linkage between NH 54
I                    and the project priority road P1, just outside Aizawl.
*  There being no settlement of any significance in the area along this alignment, it would
have considerably less social and environmental implications than alignment option II.
I             Based on the above investigations, the alignment option I was selected up for further
study. Detailed investigation of this alignment will be done during the EA of Phase II.
|             The length of the bypass is 16km. It will involve construction of some cross drainage
works, like culverts and a bridge, about 25m long, across river Chite.
Though the alignment option I has been found to be suited in terms of engineering,
environmental, economic and social components, minor modifications in the alignment
needs to be carried out addressing the site-specific environmental and social concerns.
These would be carried out as part of the Phase II EA.
Revised by Lea Associates                   7-7                                 October 2001
I          (Original Document by [CT, CES, LBII)



Mizoram State Roads Project - Phase I                                   SEA: 7 - Analysis of Alternatives
I    7.6  REALIGNMENT OPTIONS
Though there is only one major settlement to be bypassed (Aizawl), the provision of
several small realignment sections, along  the  various  upgradation  routes will be
I              necessitated during the detailed engineering design. The road sections generally follow
the natural contours with many ascending and descending gradients while traversing the
3              hills. This results in a very uncomfortable travel. Many places along the section could be
improved both in vertical and horizontal alignment. Apart from these, the realignments
may be worked out to:
I                  .  Minimise adverse social or environmental impacts
* Shorten the length of the existing longer alignment.
At each of the locations, where realignments are to be worked out, a comparison /
analysis of the route options along the existing and realignment sections will be worked
out. The criteria that needs to be evaluated are as per Table-7.3:
Table 7.3 Comparison of Route Options
Design Chainage (Km)  I       Option
I Existing    Alternative
Engineering Concerns
Geometry
Length (km)
Gradient
*                            ~~~~~~~~~~~Number of Horizontal
Curves
Curves with:
R =>40m
30m<= R < 40m
20m<= R < 30m
R<20m
Earthwork (M3) Cut:
*                                                      Fill:
CD Works
Approximate Cost In
Millions of Rupees
Environmental and social concerns
Biodiversity
Stability of cut slopes
Water resources
Loss of vegetation
Loss of structures
Utilities and common
property resources
Environmental Mitigation
l                                             Costs
Revised by Lea Associates                     7-8                                   October 2001
I           (Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                            SM: 7 - Analysis of Alternatives
I    7.7  ENGINEERING ALTERNATIVES FOR PRIORITY ROADS
7.7.1 PAVEMENT STRUCTURE
For the Priority roads, the option of a full width new pavement is the best solution. All
existing pavement materials, which vary in quality and quantity are removed and
salvaged, re-processed or disposed. The pavement structure is then rebuilt to structurally
sound designs conforming to IRC and other international design standards after
compacting the existing subgrade to achieve design CBR. This alternative has no
significant environmental impact, and absolutely no social impact.
I      7.7.2 ROAD WIDTH
The guidelines provided in the Indian Roads Congress (IRC:52-1981) "Recommendations
about the alignment survey and geometric design of hill roads"were generally followed. A
narrowest possible road formation width was designed keeping in view the requirements
of traffic capacity and safety as also the social and environmental implications of cutting
needed for road widening,
I      7.7.3 DRAINAGE
It is proposed that all priority roads be normally provided with full concrete road side
drains. In the open area the drain would be a V-type drain of sufficient depth to allow
effective drainage, but shallow enough to allow a vehicle's wheel to enter in emergencies.
In the areas of major settlements, trapezoidal covered drains are proposed.
I             For the cross drainage works, two type of culverts namely slab and pipe culverts have
been proposed. Whereas the existing culverts will be replaced or reconstructed to the
existing type, the new culverts to be additionally constructed will be mostly of pipe type
except in areas of major settlements. In these area, slab culverts of appropriate designs
*             will be constructed.
In order to protect the hill environment, appropriate culvert outlets, like falls, cascades
with or without stilling basins, etc. will be provided on the outlets of culverts.
7.7.4 SLOPE PROTECTION
Appropriate slope protection works like breast walls supplemented, wherever necessary,
by other slope stabilizing measures, like benching, wire netting, drainage works and
appropriate bio-engineering techniques will be provided to improve the hill slope stability
at the potential landslide prone locations along the project roads.
Depending on the height of the cut to be supported and other site conditions, following
three types of Breast walls have been proposed at different locations of the project roads.
.  Dry Random Rubble Masonry
.  Bamboo crib walls /Gabions
Revised by Lea Associates                7-9                                October 2001
*          (Original Document by ICT, CES, LBII)



Mlzoram State Roads Project - Phase I                           SEA: 7 - Analysis of Alternatives
*  Composite Random Rubble Masonry
I                *  Gabions
* Mortared Random Rubble Masonry
The final selection needs to be worked out based on cost and implementation
effectiveness. All these options are environmentally beneficial.
I      7.7.5 RETAINING STRUCTURES FOR FILL MATERIAL
Retaining walls of appropriate designs will be provided to retain the material used for
I            constructing road in fill and as toe walls, for lending back support to the material dumped
on the valley side.
The following wall types have been considered for providing retaining / toe walls at
different locations of the project roads.
|  Dry Random Rubble Masonry
Composite Random Rubble Masonry
M Mortared Random Rubble Masonry
l  Bamboo Crib Walls / Gabions
- Gabions
I            The final selection needs to be based on cost and implementation effectiveness. All these
options are environmentally beneficial.
7.8  ENGINEERING ALTERNATIVES FOR MAJOR MAINTENANCE ROUTES
No widening of the existing roads, realignments or other major construction works are
*            envisaged for these roads. The work mainly includes pavement improvement treatment,
road drainage and improving slope protection works. Since the proposed project activities
will be confined within the existing formation width, the project work will not thus affect
any plants/trees along the road corridor. Among the several alternatives designs,
standards adopted for such items by IRC will be followed.
7.8.1 PAVEMENT IMPROVEMENT TREATMENT FOR BITUMINOUS SURFACED ROADS
Based on the condition of the pavement, the following three categories of the pavement
improvement treatment are proposed.
Category 1: Resurfacing only
* Surface deterioration is generally low.
*  No major structural deterioration or settlement
I                .  Only pavement materials are affected
* Wearing course is partially cracked both longitudinally and transversely
*  Potholes are less than 20%.
*  Wearing course has not worn out more than 10%
* Edge cracking is low
*  Raveling is common
Revised by Lea Associates               7-10                               October 2001
(Original Document by ICT, CES, LBII)



l
Mizoram State Roads Project - Phase I                               SEA: 7 - Analysis of Alternatives
I             Category 2:  Rebuilding Base and Wear Course
Surface deterioration is visible throughout length
Structural deterioration is visible
*  Deterioration affects soling materials
* Carriageway is rutted in many places
*  Potholes are 20% to 50%
*  Rutting along the wheel tracks is generally deep
Category 3: Re-construction
Surface deterioration is generally high
. Very high raveling
Structural deterioration due to subgrade failure is common
* More than 50 % of soling material is lost
|  Carriageway is very rough and bumpy
*  Potholes are common - more then 50%
*  Ruts are common
I             The selection of the major maintenance to be carried out has been worked out based on
the evaluation of the various maintenance routes. None of these options cause any
significant environmental impact.
I
I|      ~~Revised by Lea Associates                 7-11                                 October 2001
(Original Document by ICT, CES, LBII)



l
l
CHAPTER-8
ENVIRONMENTAL MITIGATION, ENHANCEMENT
l
|            Environmental mitigation measures represent the project's endeavor to reduce its
environmental footprint to the minimum possible. These are conscious efforts from the
project to reduce undesirable environmental impacts of the proposed activities and offset
these to the degree practicable. Enhancement measures are project's efforts to gain
acceptability in its area of influence. They reflect the pro-active approach of the project
towards environmental management. Mitigation as well as enhancement measures are
discussed in the following sections. This chapter follows the same sequence of discussion
for various environmental components as the Chapter 6 on Environmental Issues.
8.1  GENERAL
The negative impacts of road projects can be reduced or minimized only if proper
safeguards are put in place during the design stage itself. These can include reducing
|            pollutant discharge from  the harmful activities at source or protecting the sensitive
receptor. An effective mitigation strategy will utilize a combination of both options to
arrive  at practically  implementable  measures.   Enhancement measures require
I            commitment beyond the conventional from the project. They are a manifestation of the
importance the project attaches to the host community, their customs, traditions and
values.
I    8.1.1 CONSTRUCTION RELATED ACTIVITIES
Most of the direct impacts of a road project occur during the construction stage. This
stage is also important since the people living near the sites are inconvenienced without
I            the collateral benefits of a functional road. Moreover, construction related activities are
confined within an identifiable boundary and so is the affected population. It is also the
stage of the project when the MPWD, can exercise maximum control to ensure that the
environmental impacts are minimized.
Most of the mitigation measures can be incorporated as good engineering practice during
the design phase itself thus ensuring the mainstreaming of environmental concerns early
in the project. Adherence to design drawing and specifications will reduce the adverse
impacts during construction to within acceptable levels. Moreover, continuous supervision
of the construction activity can also work as a deterrent to errant behavior. Therefore,
incorporating environmental provisions within the construction contracts becomes vital to
ensure effective implementation of mitigation measures during construction stage of the
project itself.
Revised by Lea Associates               8-1                               October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                SEA: 8 - Environmental Mitigation, Enhancement
|      8.1.2 ROAD TRANSPORTATION ISSUES
Issues related with transportation along improved roads are beyond the control of the
proponent, the MPWD for MSRP, in most cases. The predicted timeframes are quite long
*            and the mitigation for most impacts are beyond MPWD's jurisdiction. They require
intervention from agencies such as the Revenue Authorities, the Motor Vehicles
Department and the Police to mitigate encroachment, increased roadside pollution due to
vehicular emissions and accidents etc. The MPWD can from its side carry out the
maintenance of the roads at specified intervals and act as the co-ordination agency for
road transportation related impacts.
|      8.1.3 HOTSPOT MITIGATION
There are several locations where undesirable impacts of the project occur which can be
easily distinguished due to their unique characteristics. These are termed as 'Hotspots'.
Targetted interventions can help reduce the undesirable impacts to within acceptable
limits. These can either be built into designs for road construction as part of good
3            engineering practice or specific mitigation measures can be detailed and separately
implemented. Though the former is always more desirable, it may be difficult to achieve
during project preparation for a variety of reasons. Irrespective of the route adopted,
hotspot mitigation is a definite value-addition to any project and should always form a
basis for 'selling' the project to the host communities.
8.2 NATURAL ENVIRONMENT
8.2.1 CLIMATE
As already discussed in the section in Key Environmental Issues, the proposed
improvements to the roads are unlikely to significantly alter the climatic conditions in
Mizoram. Only short-term microclimatic changes such as increased local temperature are
*            likely due to the removal of roadside vegetation. No changes are anticipated in the wind
characteristics or the rainfall within the area due to the project. Therefore, the project
|            does not propose any specific measures for mitigating impacts on the Climate in the
project area. The compensatory plantation to be carried out (see later) should be able to
restore the micro-climate conditions of before the removal of trees within 2-3 years.
8.2.2 PHYSIOGRAPHY
|            The mitigation of impacts of extensive cutting envisaged as part of the upgradation
component is essential for the smooth functioning of the improved road. Since the
proposed cuts may extend to a height of 5-lOm or more the stability of the cut slopes will
be worked out. The measures which to be evaluated during the detailed EAs will include
breast walls, bioengineering techniques, etc. The suitability of each technique for specific
locations will need to be ascertained. While the one-time cost of the former method is
Revised by Lea Associates               8-2                               October 2001
(Original Document by ICT, CES, LBII)



I         Mizoram State Roads Project - Phase I                   SEA: 8 - Environmental Mltigation, Enhancement
higher, the latter will require much more maintenance and during the initial years some
extra protection. Moreover, much steeper slopes can be retained by the use of 'hard'
engineering solutions such as retaining walls than by 'soft' bioengineering. The trade-off
will have to wait for the data from  the individual stretches before a final decision
regarding the choice of the technique can be made. At certain locations, a combination of
these two techniques be the best option available.
Along maintenance routes, only limited cutting is anticipated. Therefore, little change to
the existing slopes is anticipated. However, at some locations cutting may be inevitable
I             and at those locations, the options will have to be ,dealt with in the same manner as for
the upgradation roads.
8.2.3  SOILS
3             Erosion
The various mitigation measures proposed for erosion of soil include:
|  Planting road side vegetation
*  Providing brick or stone pitching on slopes steeper than 1 V: 2H.
|             Material for construction
Though the commitment of the resources for the road construction is irreversible,
environmentally sound techniques can be used for their extraction and transport, which
would otherwise have adverse environmental impacts of their own. Since the rivers are to
be protected from possible abuse, the project should consider using fine stone dust from
crushing units instead of river sand. Mitigation measures include, for quarries and
crushers:
*  Provision for screens and wind-breaking walls at crushers;
* Provision for covering the vibrating screens as well as the conveyors for graded aggregate;
*  Provision of water sprinkling in crushing sites;
*  Plantation of broad leafed trees as vegetative screen.
3             For borrow areas, the works would be as per the relevant IRC guidelines (IRC 10: 1961).
Transportation of Material
*             The material for construction for will travel considerable distances, especially debris and
stone crusher dust which may be used as a substitute for sand as fine aggregate. The
*             vehicles used for these need to be covered with tarpaulin to avoid any dusting during
transport. All the approach roads will be clear and motorable to prevent unnecessary
spillage of material. Provision for watering the approach roads, stock-piles of material for
I             construction, etc., will be explored during the detailed EAs. The relevant clauses will be
incorporated in the contracts for construction through EMP.
Revised by Lea Associates                  8-3                                October 2001
I          (Original Document by iCT, CES, LBII)



Mizoram State Roads Project - Phase I                SEA: 8 - Environmental Mitigation, Enhancement
I      8.2.4 WATER
The impacts on the water environment will be avoided or minimized by adopting
measures which are already part of good engineering practice. Mitigation measures will
include design of additional structures and their incorporation into the designs.
Surface Water Resources
Avoidance measures include changing the alignment of the road to avoid cutting into
ponds, provision of embankment or retaining wall to prevent encroaching into storage
area of a pond, etc.
Mitigation measures will include contractual obligations for relocation of sources of water
supply at location desired by the host community, excavation of volume of the waterbody
equal to the volume filled up by the project, turfing of the embankment, provision of
balancing culverts of adequate capacity where the level of the formation is being raised,
provision for adequately sized drains in settlement areas to prevent flooding etc. All these
measures form a part of the good engineering practice and should be part of the design
drawings themselves.
Additional mitigation measures include structures like oil interceptors and sedimentation
chambers which are designed to remove the pollutants of concern rather than prevent
their discharge. Provisions for safe disposal of wastes from construction workers' camps,
especially if near water courses, should place the onus of the contractor by requiring the
site to have a proper waste treatment and disposal system (usually a septic tank-soak pit
combination will be sufficient). These measures need to be made an integral part of the
contract by incorporating the same in the EMP.
* Groundwater Resources
Avoiding wells, handpumps and tubewells located close to the road will minimize the
impacts on groundwater resources. Incorporation of these resources within slightly
modified road cross sections would be the best. If they need to be removed, replacement
of each unit at a location decided in consultation with the local residents who use the
facility should be completed before the existing one is removed. Since the village councils
in Mizoram are quite active, their inputs may be sought on the possible relocation sites
within the nearest settlements.
3  Water Harvesting Structures
The scarcity of water in Mizoram during the non-monsoon months will have to be tackled
by the contractor out of his own resources. The project should look at the availability of
space along the project route where water can be stored for the summer. These locations
should preferably be permanent which can be handed over to the local residents at the
end of the project so that their perennial water shortages can be reduced to a certain
extent.
l
Revised by Lea Associates               8-4                               October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                    SEA: 8 - Environmental Mitigation, Enhancement
I      8.2.5  AIR
Reduction in congestion due to better highway design being one of the objectives, an
improvement in ambient air quality is expected to be one of the outcomes of the
I             proposed improvements. However, these may be offset by the projected increase in
traffic. Since the project cannot directly influence the adverse impacts of the operation
stage, the efforts are concentrated in reducing air pollution during the construction phase.
Several provisions can be incorporated within the contract, through the EMP, to ensure
that the deterioration in air quality is limited to the maximum extent possible. The notable
I             provisions are listed below:
*  The asphalt plants, crushers and the batching plants will be sited at least 1 km in the
downwind direction from the nearest human settlement.
*                 .  All precautions to reduce the level of dust emissions from the hot mix plants, crushers and
batching plants and other transportation of materials will be taken up including
.  Vehicles delivering loose and fine materials like sand and fine aggregates shall be covered
to reduce spills on existing roads
*  Water will be sprayed on earthworks, temporary haulage and detour roads on a regular
basis. During and after compaction of the sub-grade, water will be sprayed at regular
*                    intervals to prevent dust generation.
i  The hot mix plant will be fitted with dust extraction units.
.  It shall be ensured that the dust emissions from the crusher and vibrating screen at the
stone quarries do not exceed the emission standards set by Central Pollution Control
Board.
* Aizawl Bypass
To minimize the possibility of increased air pollution through Aizawl city, the Priority Road
would start operation only when the Bypass (BPI) becomes operative. This arrangement
will ensure than induced/attracted traffic does not flow through the city of Aizawl, where
air quality is already a concern.
Disposal of Debris
Since massive quantities of earthworks will be involved, including the cutting of the hill
slopes for widening the roads, disposal of the excess cut material will be a major concern.
The disposal of debris as fill for short sections where realignments are envisaged may be
one option. But the volume that will be used will be miniscule. The presence of the
sensitive flora (see later) within the project influence area further reduces the options
available for the disposal of excess rock and soil cut. Some areas will have to be made no-
go for disposal and at other locations only controlled tipping would be possible. Such
locations, where disposal must be prohibited should be finalized along all the routes
before the contractor moves to site.
Gaseous Emission Control
|             To ensure the control of exhaust gas emissions from the various construction activities,
the contractor shall take up the following mitigation measures:
l
Revised by Lea Associates                  8-5                                  October 2001
*           (Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                   SEA: 8 - Envlronmental Mitigation, Enhancement
.  An adequate cyclone/scrubber to control emissions from the stack of hot mix plants will
I                    need to be provided in the event of the emissions exceeding the SPCB norms. Other
potential measures include plantation around periphery of the hot-mix plants.
.  To ensure the efficacy of the mitigation measures suggested, air quality monitoring shall
I                    be carried out at least once a month during the period the plant is in operation.
*  All vehicles, equipment and machinery used for construction will be regularly maintained to
ensure that the pollution emission levels conform  to the SPCB norms. A vehicle
y                    maintenance schedule prepared by the contractor and approved by the Engineer shall be
adhered to.
During the operation stage, the mitigation that the project can carry out is related more to
*             facilities for checking levels of pollution. Other more effective measures such as stricter
emission standards and improved fuel quality are beyond the control of the project. The
MPWD can only lobby for these at inter-departmental fora and co-ordinate with other
agencies for an improvement in the overall air pollution scenario. Plantation may be
important for filtering out some pollutants, most notably particulates. Though the benefits
I             are only token, roadside plantation must be encouraged for reasons elaborated in
subsequent sections.
8.2.6  NOISE
The contribution of project design towards mitigation of increased noise levels would be
the improved riding surface and geometry, which will reduce vehicular noise generation,
at least during the initial years after construction. The mitigation measures for noise are
essentially aimed at protecting the receptor.
During the construction stage, the most vulnerable population is the construction crew
which is subjected to very high noise levels, a/beitintermittently. Provision of covering the
equipment whose operation is noisy such as hammers, vibrators will be made a part of
conditions of contract. In addition, supply of ear plugs will be made mandatory as part of
I             the  Personal Protective  Equipment (PPE) for the crew. Disturbance to the local
populations will be prevented by specifying construction timings. No noisy construction
activities will be permitted around the silence zones, a distance of 100m  from  the
sensitive receptors as hospitals, educational institutions, etc. Blasting will be carried out as
per provision of the Indian Explosives Act. Blasting will not be undertaken at night. Prior
I             intimation of the operational hours of the blasting will be given to the people living near
such blasting sites.
8.2.7  BIODIVERsITY ISSUES
The presence of orchids and Cyathea (with their associations with plants like Macaneia)
on the roadside make several stretches of the road 'hotspots' from biodiversity
perspective. The detailed EAs will have to provide the basis on which the site-specific
|             protection measures for saving these rare floral species will be implemented.
In addition to the construction activities perse, the siting of labour camps, vehicle parking
and storage areas, stockpiling of debris before final disposal, the choice of disposal sites
Revised by Lea Associates                  8-6                                 October 2001
I          (Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                    SEA: 8 - Environmental Mitigation, Enhancement
will be determined based on the constraints imposed by species richness along certain
*             stretches of the routes. Designs of protection measures will be worked out for individual
locations and management practices must be specified for stretches identified   as
important from a biodiversity perspective.
8.2.8  WILD-LIFE AND PROTECTED AREAS
The concerns related to the disruption to wildlife and degradation of protected areas are
specifically due to their presence close to the project routes. These concerns will be
I             effectively addressed by incorporating measures to avoid disturbance within the protected
areas. Examples of such measures are:
.  Restricting construction in the vicinity of the area to periods when the chances of
disturbing the protected species are minimum
* Preventing any construction camp in the vicinity of the protected area
|  Siting polluting activities such as hot-mix plants, crushers and batching plants beyond a
safe distance from the sensitive area
.  Ensuring that even the temporary works do not intrude upon the protected areas
U                 .  Training the workforce to handle chance-found endangered species
C Co-ordinating the monitoring of the construction activities with the Forest department
officials
These measures will be developed further for the site specific conditions for each sensitive
area after considering the species involved and its adaptability based on the past records,
the proposed treatment to the road in the vicinity of the area, the extent of the area
along the road in comparison to the total area designated as protected area. These
improvised provisions will subsequently form a part of the Conditions of Contract by their
inclusion into the EMP/ESMP as applicable.
8.2.9  SOCIAL ENVIRONMENT
The Resettlement and Rehabilitation (R&R) policy has been prepared PWD based on
World Bank's Operational Directives (O.D.) 4.30 and 4.20 for resettlement of involuntarily
displaced persons and indigenous people. In particular;
.  Wherever possible, displacement will be reduced on or avoided altogether by sensitive
I                    design of civil works (e.g. alternative designs or modification to the design).
. Where displacement is unavoidable, those displaced will have their living standard
improved. They will be located as a single unit among the peer groups or will be assisted
I                    to integrate into their new community. Particular attention will be paid to the needs of the
most vulnerable groups to be resettled.
* PAPs will be compensated, at replacement cost, for assets lost. Adequate social and
physical infrastructure will be provided.
* PAPs and lost community would be encouraged to participate in the design and the
implementation of RAP.
An Entitlement Policy worked out at part of the R&IPDP will deliver a comprehensive
package of compensation and assistance to entitled persons, families groups suffering
Revised by Lea Associates                   8-7                                 October 2001
(Original Document by ]CT, CES, LBII)



Mizoram State Roads Project - Phase I                 SEA: 8 - Environmental Mitigation, Enhancement
losses as a result of the project. Entitlements will provide practical measures for
compensation and assistance which will mitigate the direct impacts of the road project on
individual people and their property, as well as common property resources. It will provide
mitigation for;
* Loss of assets, including land and house or work place
*  Loss of livelihood or income opportunities
Collective impact on groups such as loss of community infrastructure, common property
resources, and others
|            All losses will be compensated and assistance will be provided at replacement value,
irrespective of their legal standing in the project area. Special assistance will be extended
to the vulnerable to enhance their earning opportunities.
I             Mitigation measures also will be worked out for the control of spread of highway diseases
as part of the detailed EAs and control of ill effects of induced development.
*             Opportunities will be explored in the project for women development and encourage
participation in the project.
8.2.10 ENHANCEMENT OPPORTUNITIES
The following enhancement opportunities will be explored as part of the detailed EAs for
the 2 project phases:
*  Biodiversity Conservation
I                .  Day-tourism potential along roadsides
* Water storage capacity for settlements
I    8.3 RECOMMENDATIONS FOR EA
The discussion of the various aspects of impacts of road project underlines need for
3             detailed  investigations during  the subsequent stages of project preparation  and
implementation due to a combination of the sensitivity of the project areas and the
anticipated impacts of the road building activities. Following recommendations are made
I.            for the completion of the EA process during project preparation stage:
Preparation of Environmental Impact Assessment: Detailed assessment of adverse
I             impacts, their mitigation and possible enhancement details need to be worked out for the
upgradation routes, separately for each of the two phases of MSRP. The EIA would
3             include comprehensive treatment of the route-specific issues and impacts along with
elaborate mitigation and enhancement measures.
I             Social Impact assessment and Preparation of Resettlement Action Plan: Social
Impact Assessment of the project is an important component of project preparation. GOI
I             and GOM regulations and World Bank policy require social impact assessment during the
design stage to avoid, reduce or mitigate potential negative impacts of project action and
enhance positive impacts, sustainability and development benefits.
Revised by Lea Associates                8-8                                October 2001
I          (Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                SEA: 8 - Environmental Mit,gation, Enhancement
The project's social impacts and resettlement component includes assessment of social
impacts of the project and development of appropriate mitigation plans as required. These
plans must comply with appropriate national and local laws and guidelines, and with
World Bank policy directives. Social assessment is carried out in close co-ordination with
environmental assessment team and design team and includes consultation and
participation among project stakeholders, local communities and potentially affected
I            groups.
As the involuntary displacement of tribals is expected to be a combined Resettlement and
Rehabilitation Action Plan (RAP)-cum-Indigenous Peoples Development Plan needs to be
prepared under MSRP for both the phases of the project.
|            The maintenance component of the project is not expected to directly affect the roadside
properties and land takes. However, in case of any unavoidable direct impact a
resettlement action plan would need to be prepared following the required World Bank
I            Guidelines and the persons would be entitled for compensation and assistance as per R&R
policy of MSRP.
Mizoram PWD will implement this RAP with assistance from other government agencies,
and non-governmental- and community-based organisations, and consultants.
Additional surveys need to be carried out to identify the existing status of spread of
highway diseases and the general health status along the corridor during detailed social
impact assessment and mitigation and control measures planned thereof. Special
I            attention needs to be given during data collection and consultation to the women likely to
be affected due to the project. Information needs to be collected regarding their role in
|            the society to assess extent of vulnerability.
Preparation     of    Environmental    Management    Plans    (for   the
improvement/upgradation road): Route specific environmental management plans will
have to be prepared for ensuring the implementation of the proposed measures during
construction phase of the project. Implementation and supervision responsibilities,
sufficient allocation of funds, timeframes for anticipated activities etc. should be dealt with
in this document, which will eventually form a part of the Contract documents between
the MPWD and the Contractor.
Preparation of Environmental and Social Management Plan (for major maintenance
works): The activities proposed under the maintenance component will be carried out
I            within the available clear space only. Consequently, the impacts would be substantial in
terms of extent as well as intensity. To address these, a (generic) Environmental and
Social Management Plan needs to be prepared for the maintenance routes. This
document as part of the contract document shall ensure that the impacts of the proposed
activities are managed with due regard for the social and biophysical environment in
vicinity of major maintenance routes.
Revised by Lea Associates               8-9                               October 2001
I          (Original Document by ICT, CES, LBII)



l
l
CHAPTER-9
ENVIRONMENTAL MANAGEMENT
|            This chapter covers the management and monitoring mechanisms that are required to
ensure that project implementation is carried out with the due regard for the
environment. These include the measures that are to be carried out. Assigning
I            implementation and supervision responsibilities with adequate funds and powers will be
important aspects of the proposed arrangements.
l
9.1  OVERVIEW  OF THE CRITICAL ISSUES
The preceding chapters have dealt all environmental issues on a state-wide basis with a
focus on the impacts directly linked to road construction and/or improvement works. The
critical issues identified during this study and the screening carried out during feasibility,
with special reference to the improvements proposed as part of MSRP are listed below:
* Biodiversity Conservation
.  Dumping of construction wastes
* Harvesting of water for construction
*  Geological stability
I                .  Vulnerability to landslides and erosion
* Social impacts (R&R) on Mizo population
Implementation of appropriate mitigation measures during the design, construction and
operation stages shall reduce the negative impacts of the project to acceptable levels.
To ensure that these mitigation measures are implemented, arrangements need to be
worked out that the design and specification of the appropriate measures be inbuilt into
the contract document and specifications for the project. This needs to done through the
*            incorporation of the Environmental Provisions as a part of the contract document.
Realising the criticality of the various issues, especially in terms of critical issues as
landslides, water harvesting, dumping sites etc, the EMPs need to work out the locations
and the extent of treatments/measures at each of those locations. However, it becomes
imperative that the effective mitigation in many a case will depend on the ground
I            situation during the construction, which needs to be evaluated by the Environmental
Specialist of the Supervision Consultant.
l
3          Revised by Lea Associates                9-1                                October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project- Phase I                               SEA: 9 - Environmental Management
9.2 ENVIRONMENTAL MANAGEMENT PLANS
9.2.1  EMP FOR UPGRADATION ROUTE
The environmental management plans provide the basis for including the environmental
provisions recommended by the environmental impact assessment study into the
Conditions of Contract for construction phase and into the operation phase. As a
standalone document, the EMP is required to:
.  Provide contractors with sufficient information about the anticipated environmental impacts
I                    of the project,
*  Detail out and provide Implementable designs for mitigation and enhancement measures
to be implemented without any additional information.
The EMP shall be prepared to include the following:
•  An overview of the project, a brief description of the project route and proposed treatment
along with anticipated adverse impacts would give a feel to the contractor regarding the
sensitivity of the work area.
*  the budgetary provisions for each activity, the responsibilities for implementation and
supervision in sufficient detail to resolve any conflicts.
* the implementation schedule and monitoring schedules
The format which could provide the basic skeleton of the environmental management
*              plans (EMPs) detailing out the timing, management actions and responsibilities for each
action along the upgradation route is presented below in Table 9-1. This shall form the
*              basis for the working out the task assignment for specific mitigation and enhancement
measures, based on the significance of the anticipated impacts during the detailed
assessment to follow in the next stage.
Table 9-1 Format for EMP for Priority route
l            Environmental   | Enhancement/ Mitigation  Reference to   Management    Implementation
Issues/ Impacts  I measures (specify locations    Contract  Actions   Responsibilities
where applicable)         Documents    AtosRsosblte
Pre-Construction Phase
*              P.1.n
Construction Phase
C.L.n
Operational Phase
w          O~~~~.1.nllll
9.2.2  ENVIRONMENTAL & SOCIAL MANAGEMENT PLAN
At this stage, it is anticipated that due to the limited nature of major maintenance work,
this component can proceed with an Environmental and Social Management Plan rather
than a full EIA. Management actions, similar to the ones for up gradation routes can be
worked out for the major maintenance routes. However, since the impacts anticipated at
*             this stage are of much lower intensity, the proposed mitigation measures are essentially
corrective. Table 9-2 is the suggested format for the impacts that are envisaged at this
Revised by Lea Associates                   9-2                                  October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                                  SEA: 9 - Environmental Management
stage. In these cases, the suggested measures that can be incorporated in a generic
Environmental and Social Management Plan are provided in table 9-3.
Table 9-2: Format for ESMP to be prepared for Maintenance routes
Environmental     Mitigation   Reference to Contract   Location    Responsibility
Impact/lssue      Measure      Documents
I                               l                                                | Implementation    Supervision
Construction Stage
C.1.n            l            l
O eration Staqe
O.1.n
Table 9-3: Format for ESMP in case of unforeseen impacts at specific locations
Reference to              Responsibility
Environmental Impact/Issue      Mitigation Measures   Contract       Location
Documents                 Implementation    Supervision
A.1.1 Clearance of vegetation
A. 1.2 Disposal of waste from
I     removal of pavement
A.1.3 Water harvesting for
construction
*     A.1.4 Removal of Community Utility
A.1.4 Land slide locations and
geological stability
A.1.5 Relocation of Cultural Property
I     A.1.6 Impact on ecological resources,
wildlife habitats etc.
I    A.1 8
I    9.3 GENERIC MONITORING PLAN
Monitoring  plans form  the basis for verifying the extent of compliance during the
implementation and operation stages of the project. They provide periodic feedback for
|              project management to keep the programme on schedule. Monitoring plans should
describe the objectives and rationale for monitoring, the parameters to be monitored, the
methodology to be adopted, frequency of monitoring and responsible agencies. The
relevant standards with which comparisons are to be made and triggers beyond which
remedial actions need to be initiated should be specified for each parameter. These would
form  the basis for evaluating the effectiveness of the measures proposed as well as of
monitoring progress in a given task over the duration specified in the overall management
plan. Table 9-4 gives a prototype-monitoring plan, which could be used for the EMPs of
upgradation as well as the generic ESMP for maintenance routes.
l
Revised by Lea Associates                     9-3                                    October 2001
I           (Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                                    SEA: 9 - Environmental Management
Table 9-4: Monitoring Plan format for EMPs and ESMP
Env.   Project                                                                   Institutional
oamp  Stage      Monitoring                                                      Responsibility
onent
Parameter | Method | Standards   Location  DFrequency   Dratio  Implem   Supervi
3lApPlicable                                                                         n         entation  sian
The parameters to be monitored need to be worked out in accordance to the project
needs and  requirements. As they  are  identified  during  the course of the detailed
environmental assessments.
I
I
I
I
l
I
I
l
l
Revised by Lea Associates                       9-4                                     October 2001
U     ~      ~~(Original Document by [CT, CES, LBII)



l
CHAPTER-1 0
IMPLEMENTATION ARRANGEMENTS
I
The PWD has extensive experience in building and maintaining roads over the years.
However, the traditional emphasis on least-cost solutions is now shifting towards quality
construction with other concerns such as environmental conservation. The organisational
set-up of the PWD and modifications required in order to meet these new challenges are
discussed in the following sections.
This chapter discusses the implementation arrangements including the reporting,
monitoring and training requirements for the project.
I      10.1  INSTITUTIONAL ARRANGEMENTS
The MSRP will be implemented by the Public Works Department. The PWD headed by the
Engineer-in-chief, is responsible for the effective implementation of the project activities.
The PWD has appointed the Project Co-ordinating Consultants (PCC) for providing
assistance in preparation and implementation of the project. To effectively oversee the
project preparation and to ensure the timely implementation of the project, a Project
Implementation Unit (PIU) has been established. The Project Director heads the Project
Implementation Unit (PIU), which at present includes 3 Executive Engineers, looking into
the Procurement, Environment and Social Aspects. Each of these executive engineers are
assisted by an Assistant engineer for carrying out their responsibilities. The PIU is
expected to play a key role in implementation of the project including the overall control
of construction activities and implementation of contracts.
During the implementation the upgradation components, the PIU will be assisted by
Supervision Consultants. The SC will assume the role of the Engineer and ensure
construction in an environmentally sound manner through their Environmental Specialist.
The monitoring of Construction Activities by the PIU will be carried out in conjunction with
the Mizoram Pollution Control Board Officials for the pollution component (Air, Water,
Noise). For the implementation of R&R activities, local NGO will be procured. The
following figure shows the proposed set up for the implementation of MSRP.
I     10.1.1 PIU- ENVIRONMENTAL CELL
The implementation of the environmental mitigation measures would be the responsibility
of the Environmental Cell of the PIU, comprising the Executive Engineer (environment)
assisted by an Assistant Engineer. With appropriate training and exposure, the existing
3            setup would become competent to implement the EMP. The setup may be further
modified and strengthened, as the project is implemented.
|            The Environmental Cell will be assigned with specific responsibilities with regard to:
Revised by Lea Associates              10-1                              October 2001
I          (Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                     SEA: 10 - Implementation Arrangements
*  Monitoring progress of the project, on the implementation of the environmental provisions,
as per planned schedule of activities.
. Supervising implementation of mitigation measures by the contractor along the
upgradation routes.
I                .  Assist the PWD Engineers at site by providing appropriate environmental advice, and
developing appropriate mitigation measures, along the maintenance routes.
.  Documenting the experience in the implementation of the environmental process.
I                .  In collaboration with the Environmental Specialist of the Supervision Consultant, prepare
and conduct training materials for the Public Works Department by incorporating the
experience of implementation processes and other issues concerning protection of the
I                    environment.
* Maintaining ongoing interfaces with the other relevant institutions in the context of the
works.
The Environmental Cell of the PIU will ensure that all the EMP mitigation measures would
be implemented fully and that it will prepare regular progress reports for transmission to
the regulatory authority by certifying that the relevant environmental measures have been
complied with during project implementation.
The specific roles and responsibilities of the Environmental Engineer and the Assistant
Environmental Engineer are presented in the following section.
|  Environmental Engineer
The overall responsibility of the Environmental Engineer will be to guide and assist the
PIU and the PWD to develop, implement and strengthen the environmental management
practices in highway development projects for the current and future projects in Mizoram,
drawing upon the experiences gained in the implementation of the MSRP. The principal
1             duties entrusted to the Environmental Engineer include:
* Review the preparation of the Environmental Assessments for the project and finalization
in close co-ordination with the World Bank;
I                .  Ensure that the project design and specification adequately reflect the Environmental
Management Plan;
.  Co-ordinate the obtaining of requisite Environmental Clearances for the project;
I                *  Develop training programme for the PWD staff, the contractors and others involved in the
project implementation, in collaboration with the Environmental Specialist of the
Supervision Consultant;
*                .  Review  and approve the Contractor's Implementation Plan for the environmental
measures, as per the EMP;
a  Liase with the Contractors, Supervision Consultants and the PCC on the implementation of
the EMP;
* Liase with the various Central and State Government agencies on environmental and other
regulatory matters;
*                *  Continuously interact with the NGOs and Community groups to be involved in the project
(for the maintenance of additional plantation suggested for the project);
|  Establish dialogue with the affected communities and ensure that the environmental
concerns and suggestions are incorporated and implemented in the project;
* Review the environmental performance of the project through an assessment of the
periodic environmental monitoring reports submitted by the Supervision Consultants;
Revised by Lea Associates                 10-2                                October 2001
*          (Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                      SEA: 10 - Implementation Arrangements
provide a summary of the same to the Project Director, and initiate necessary follow-up
actions;
* Provide support and assistance to the Government Agencies and the World Bank to
supervise the implementation of the EMP during the construction as well as operation
I                    stage of the project;
. Document the good practices in the project on incorporation and integration of
environmental issues into engineering design and on implementing measures in the road
I                    construction and maintenance programs, and dissemination of the same. This shall form a
useful tool to other similar agencies in other parts of the country especially on the
environmental management of hill roads;
.  Report to the Project Director on the environmental aspects pertaining to the project.
Assistant Environmental Engineer
|             Reporting to the Environmental Engineer, the Assistant Environmental Engineer (AEE)
shall play a key role in the implementation of the EMP. The principal duties assigned to
|             the AEE shall be as follows:
* Review the preparation of the Environmental Assessments for the project;
*  Liase with various Governmental Agencies during the obtaining of requisite Environmental
I                    Clearances for the project;
e Assist the Environment Engineer and the Environmental Specialist of the SC in preparation
of the training materials and in conducting training;
I                 .  Review the Contractor's Implementation Plan for the environmental measures, as per the
EMP along with the Environmental Specialist of the Supervision consultant;
_  Liase with the Contractors, Supervision Consultants and the PCC on the implementation of
I                    the EMP;
l iase with the various Central and State Government agencies on environmental and other
regulatory matters;
3                 .  Carrying out consultations with the NGOs and Community groups to be involved in the
project (for the maintenance of additional plantation suggested for the project);
*  Establish dialogue with the affected communities and ensure that the environmental
I                    concerns and suggestions are incorporated and implemented in the project;
* Carry out site inspections, check and supervise periodic environmental monitoring, carried
out by the Supervision Consultants and other monitoring agency, and initiate necessary
follow-up actions;
. Document the good practices in the project on incorporation and integration of
environmental issues into engineering design and on implementing measures in the road
I                    construction and maintenance programs, and dissemination of the same.
* Report to the Environment Engineer / Project Director on the environmental aspects
pertaining to the project
3                 .  Prepare periodic (monthly, quarterly and annual) reports for dissemination to the PIU,
World Bank etc.
I     10.1.2 PROJECT CO-ORDINATING CONSULTANTS
The Project Co-ordinating Consultants have been appointed to assist the PIU during
|             project preparation. The Environmental and Social experts of the PCC have been
responsible for the preparation of EA documents including the EMP. The major inputs of
the PCC will end with project appraisal. However, their specialist technical inputs will
continue within the project duration.
Revised by Lea Associates                  10-3                                October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                     SEA: 10 - Implementation Arrangements
I     10.1.3 SUPERVISION CONSULTANTS
The Construction Supervision Consultants (CSC), to be selected through ICB, are expected
to have the in-house capacity to advise on and supervise the implementation of the EMP
I             including making the decisions regarding applicability of enhancement design options and
any modifications, if needed. For this purpose, the CSC will employ full time
environmental specialist. The prime duty of the Environmental Specialist would be to
*             supervise the implementation of the EMP by the Contractors and to ensure that the day-
to-day construction activities are carried out in an environmentally sound and sustainable
manner. The scope includes development of environmental procedures and good
construction practices, development and delivery of training programmes etc.
| Environmental Specialist - Supervision Consultant
The Environmental Specialist, a civil engineer preferably with postgraduate specialization
in environmental engineering, will have 15 years of working experience related to the
integration of environmental and social issues in the design, construction and operation of
transport projects. Experience in construction management and operational maintenance
of highways is preferred. The specific roles and responsibilities of the Environmental
Specialist (of the Supervision Consultant) is presented below:
|  Supervise the implementation of the EMP by the Contractors.
I  Develop, organise and deliver environmental training programmes and workshops for the
staff of the PIU, Contractors (of both upgradation and maintenance routes), Field
Supervision Staff, PWD officials (responsible for the supervision of the Maintenance works)
I                    and the Quality Auditors.
i  Review and approve site specific environmental enhancement/mitigation designs worked
out by the Contractor (for water falls, bio-diversity rich locations etc)
*  Hold regular consultation meetings with the Environmental Cell in the PIU
R Review the Contractors' Environmental Implementation Plans to ensure compliance with
the Environmental Management Plan (EMP)
*                .  Develop good practice construction guidelines to assist the contractors in implementing the
EMP
*  Monitor tree plantation programmes and the periodic environmental monitoring (air, noise,
I                    water, etc.) programmes to ensure compliance with the State requirements and the EMP
* Prepare and submit regular environmental monitoring and implementation progress reports
|  Assist Environmental Cell to prepare good practice dissemination notes based on the
experience gained from site supervision
I     10.1.4 NON-GOVERNMENTAL ORGANISATIONS
As part of the project implementation, the MSRP plans to undertake plantation and
maintenance and protection of the vegetation along the project roads (in addition to the
compensatory  afforestation  that has been  proposed  by the  Forest Department,
Government of Mizoram). The maintenance of these plantations would be entrusted to an
3             NGO. The environmental responsibilities of the NGO include the maintenance of roadside
plantations and conservation of biodiversity. The specific roles and responsibilities of the
NGO include:
*  Provide, plant and maintain three year old saplings on the valley side along the Free lands
and Unclassified forest lands along the project road and along either sides of the road in
Revised by Lea Associates                 10-4                                October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                      SEA: 10 - Implementation Arrangements
sections through non-hilly terrain. Indigenous species would be selected for plantation, and
maintained for five years, including protection and monitoring of the survival.
.  Undertake adequate measures to ensure maximum  survival of the saplings during
transportation to the site, and post plantation by proper handling and maintenance.
I                 .  Ensure proper watering, removal of weed, litter and debris from the vicinity of the
plantation. The NGO will ensure the protection of the fencing provided to the saplings from
trampling and browsing by the cattle.
I                 .  Identify locations of medicinal plants and other endangered plant species, and create
awareness amongst the population, the importance of the conservation of the same.
.  Conduct awareness campaigns for the settlements around Aibawk, against poaching of
I                    Chinese Pangolins.
*  Periodically visit the construction activities in the Ecological Identity Areas identified along
the corridor and ensure that the construction activities are taken with due precautionary
I                    arrangements. In case of any non-compliance, will report to the Environmental Engineer of
the PIU and the Environmental Specialist of the Supervision consultant for further action
*   Will depute 4 personnel (preferably graduates) to undergo training by the Environmental
Specialist of the SC, or for participation in other income generation programmes as Orchid
cultivation, creation of gene pools for medicinal plants etc. These trained personnel will in
turn carry out training in each of the project villages, in co-ordination with the Village
*                    Councils.
Note that NGOs will be procured to assist in implementation of the R&IPDBP also.
I      10.1.5 QUALIrY ASSURANCE CONSULTANTS
For the major maintenance component, the supervision will be carried out by the PIU
I             through the local PWD Divisions. A quality assurance consultant will undertake periodic
supervision to ensure the quality of the works and workmanship. Since the environmental
concerns along maintenance corridors are few, the environmental expertise required for
|            these will be limited. However, it is expected that the QA Consultants, who are to be
procured under National Competitive Bidding, will have sufficient staff, albeit part-time to
ensure that the provisions of the Environmental and Social Management Plan (ESMP) are
implemented in letter as well as spirit along all the routes under maintenance. Further,
the QA Consultant will impart training to the Contractors and the PWD staff, similar in
|             content and coverage as has been proposed for the Environmental Specialist of the
Supervision Consultants. The Contract Documents for the major maintenance works are
being suitably modified to incorporate these requirements.
10.1.6 CONTRACTORS
The execution of the works will be responsibility of the contractor. It is expected that the
environmental measures will also be implemented by the same contractor who executes
the  road  works.  This  will  ensure  that  the  construction  of the  road  and
I             mitigation/enhancement designs will progress smoothly and efficiently. It follows that the
contractor has enough environmental/social expertise to incorporate environmentally-
sensitised construction practices. As executioners of the EMPs and ESMP, the contractors
*             are expected to follow the letter and spirit of the specifications. Though each contractor
will have a set-up for executing works specified in the EMP, it is expected that a certain
portion of its staff will have enough environmental awareness necessary for the successful
completion of the works entrusted.
Revised by Lea Associates                  10-5                                 October 2001
(Original Document by ICT, CES, LBII)



Mtzoram State Roads Project - Phase I                      SEA: 10 - Implementation Arrangements
The Contractors too will have to employ an Environmental Engineer. The best situation
would be the use of Civil Engineers with relevant implementation experience of highway
projects and with an understanding of the environmental issues. The roles and
|             responsibilities that shall be entrusted to the Environmental Engineer shall be as follows:
. Develop and detail out an implementation plan for the Environmental Provisions as
envisaged in the EMP, and get it approved by the SC
.  Continuously interact with the Environmental Specialist of the SC and the Environmental
Cell of the PIU regarding the implementation of the environmental provisions;
& Identify suitable locations for siting of labour camps, construction waste disposal locations,
construction and vehicle parking/maintenance sites and obtain the approval of the
Environmental Specialist of the SC of the same.
* Ensure the implementation of the various mitigation measures proposed for the protection
of bio diversity etc, prior to the commencement of construction activities at that particular
sub-section of the project road.
* Ensure that proper environmental safeguards are being maintained at borrow sites and
quarries from which the contractor procures material for construction.
I                 *  Supervise the proper construction and maintenance of the facilities for the labour camps,
including the provisions for the safety and health of workers and their families.
|  Ensure that proper facilities are available for the monitoring of ambient air quality and
collection of water and soil samples as provided for in the environmental monitoring plan
* Liase with the various Government Agencies (including the State Pollution Control Board)
during the construction period and obtain the requisite clearances
Carry out the measurement of quantities for environmental enhancement, prepare the bills
of quantities for the work carried out for enhancement.
10.2 TRAINING THE ENVIRONMENTAL CELL - PIU & PWD
I     10.2.1 NEED FOR TRAINING
The Environmental Cell of the PIU is already in place. However, the lack of environmental
and social expertise and sensitivity of the PWD, has been mitigated to a certain extent
due to the exposure to the preparation of the Environmental Assessments for the MSRP,
is a matter of concern. This deficiency should be mitigated as soon as possible to enable
I             the PWD in integrating the social and environmental issues in its day-to-day operation and
in internalising the environmental and social issues in the future road development
projects. To achieve this goal, the Environmental Cell at the PIU, need to be trained on
road development and environment management and the effective implementation of the
environmental issues.
10.2.2 TARGETS OF PROPOSED TRAINING
|             The training  programme should equip the members of the Environmental cell to
implement and supervise the EMP and expose senior members of the PWD to
environmental and social issues associated with the highway projects. Such a group of
senior staff can then be given the responsibility of active dissemination of the culture of
environmental/social consciousness and ethics within the rest of the organisation.
Revised by Lea Associates                  10-6                                October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                           SEA: 10 - Implementation Arrangements
Once the staff of the  Environmental Cell have received training  and  have gained
*              experience through the implementation of the EMP, they should be ready to resume
leadership role within the PWD in providing training and in implementing future projects.
3              In order to disseminate environmental experience gained by the PWD, each staff would
be required to maintain good records and prepare dissemination notes on specific issues
and  problems encountered and  resolved, and how  the experience gained could be
I              integrated in future road projects. Competent members of the PWD should be offered
additional environmental training and should be encouraged to train other staff.
10.2.3 TRAINING COMPONENTS
3              The environmental training  aspects of the  Environmental staff of the  PIU  should
encompass the following:
*  Understanding of the relevant environmental regulations and their application to the
I                      project.
* Environmental management practices in hill roads upgradation and maintenance
*  Main impacts of the project on the environment.
I                  .  Mitigation measures as given in the EMP and their implementation through incorporation in
the design, construction supervision and monitoring.
*  Duties  and  responsibilities  of the  Contractors, Supervisor Engineers, Supervision
Consultants and the PIU.
* Public/community consultation and its role during the implementation of the project.
|  Liaison with other departments and relevant agencies (such as Forestry).
* Supervision of the implementation of the EMP and social issues during construction and
operation. Resolution of environmental and social issues and their reporting.
|  Monitoring during construction and operation.
* Weekly, monthly and quarterly report preparations and submission.
*  Preparation of dissemination notes, holding of workshops, and training of other staff in
PWD.
The training modules will be worked out for the project and will be of relevance to the
specific context of the roads in Mizoram, focussing on the following issues:
* Conservation of biodiversity
* Slope stability and vulnerability to landslides
|  Siting criteria for identification of dumping sites
Harnessing water resources, including rain water harvesting
. Concepts of bio-engineering.
The training modules suggested are given in the Table-10-1.
I                         Table 10.1: Training Modules for Environmental Management
TS.   nngMoeEnvironmental Aspects   Training Conducting
No.   Training Recipients    Mode of Training  to be moduentrlAiects      Agency
1   Environmental staff of    Lecture System  Environmental overview    Environmental Specialist,
"Environmental and Social  Workshops     Environmental Regulations  Supervision consultant
Management Cell".   Group Discussion     and Acts
Associated NGOs in   Short term training course  Environmental issues
implementation and PIU                   associated with hill road
staff associated with                    projects
Revised by Lea Associates                     10-7                                    October 2001
(Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                                            SEA: 10 - Implementation Arrangements
l  No.  Training Recipients          Mode of Training         eion enta          t      Training Conducting
_____ ____ _____ ____m odule
construction supervision                             Environmental
management Plan
Environmentally sound
s                                                             ~~~~~~~~~~~~~~~~~~~~construction management
Planning for environmental
sustainable operation of hill
roads
__                                                           Long term environmental
issues in road management
2    All PIU staff construction  Seminar                  Environmental overview     Environmental Specialist,
supervision consultant and   Workshop                Environmental Impact       Supervision consultant
contractors               Lectures                   Assessment
Environmental
Management Plan
Implementation
Environmental Regulations
I                                                                                  and Acts
Environmental pollution
associated with road
projects
Environmentally sound
construction management
Road Projects and
Environmental Issues
3    All PIU staff and Executive   Short term training courses  Environmental overview  Environmental Specialist,
Engineers and PWD         Visit to case studies      Environmental Regulations  Supervision consultant,
officials associated with the  Seminar               and Acts                   Environmental Cell, PIU
project routes                                       Environmental Pollution
Road projects and
I                                                                                  environmental issues
EMP for road projects
4    Collaborating Government   Audio Visual              Environmental Overview     Environmental Cell of PIU
Agencies such as Pollution   Communication           Environmental Regulations  and PCC Consultant
Control Board, Traffic and   Information Training    and Acts
Transport Departments,                               Environmental Pollution
State Forest Department
etc. and all staff of PWD
5    All staff of PIU entrusted    Short term training course   Theoretical course to  Extemal agency.
with environmental related                           environmental impact
matters                                              assessment and
procedures.
Environmental Regulations,
Acts and Clearance
procedures.
Environmental data
acquisition and monitoring
analysis.
Hands on training on
compliance monitoring and
operation stage monitoring.
7         PIU Staff for Environmental Visits to case study areas   Bio-Engineering Methods  Environmental Specialist,
related matters           and expert lectures       Nater Harvesting           Supervision consultant
Techniques
Biodiversity Preservation
:Disposal of Construction
Naste
10.3 REPORTING SYSTEM
Reporting system provides the necessary feedback for project management to ensure
quality  of the  works and  that the  program  is on  schedule. The rationale for a reporting
I                   system   is based  on  accountability  to  ensure that the  measures proposed  as part of the
Environmental Management Plan get implemented in the project.
Revised by Lea Associates                                  10-8                                              October 2001
(Original Document by ICT, CES, LBII)



l
Mizoram State Roads Project - Phase I                         SEA: 10 - Implementation Arrangements
l
The reporting system will operate linearly with the contractor reporting to the Supervision
Consultant, who in turn shall report to the PIU. All reporting by the contractor and
Supervision Consultant shall be on a quarterly basis. The PIU shall be responsible for
preparing targets for each of the identified EMP activities. All subsequent reporting by the
I              contractor shall be monitored as per these targets set by the PIU before the contractors
move on to the site. The reporting by the Contractor will be a monthly report like report
of progress on construction and will form the basis for monitoring by the PIU, either by its
own Environmental Engineer/s or the Environmental Specialist hired by the Supervision
Consultant. The monitoring and the subsequent reporting would include:
I                 .  Monitoring of facilities at construction camps
* Monitoring of air, noise, soil and water parameters including silt load
|  Monitoring of survival rate of trees planted on valley slopes
* Monitoring of cleaning of drains and water bodies
* Monitoring for biodiversity - protection measures during construction phase
.  Monitoring of bio-engineering measures suggested
Table 10.2: Desired Monitoring and Reporting Process and Responsibilities
1            Supervision Consultant  Project Implementation  World Bank
Contractor       (SC)              Cell (PIU)      (WB)
Fo.a      Item     Implementatio                   Overseel Field
No.      Item         n and            Reporting to  Compliance RepoB to  Desioed
Reporting to           PIU     Monitrngg   Ws   Supervision
_ _   _      ~~~SC_                  _     _j_
CONSTRUcTION PHASE
ci
C2
OPErSATON PHASE
01
I              ~~~~~~02
10.4 ENVIRONMENTAL MONITORING PLAN
The purpose of the monitoring programme is to ensure that the envisaged purpose of the
project are achieved and result in desired benefits to the target population. To ensure the
effective implementation  of the  EMP, it is essential that an  effective monitoring
*              programme be designed and carried out. The environmental monitoring programme
provides such information on which management decision may be taken during
|              construction and operational phases. It provides basis for evaluating the efficiency of
mitigation and enhancement measures and suggest further actions that need to be taken
*              to achieve the desired effect.
The monitoring includes:
*  Visual observations;
I                 *  Selection of environmental parameters at specific locations;
* Sampling and regular testing of these parameters.
I
Revised by Lea Associates                    10-9                                  October 2001
I           (Original Document by ICT, CES, LBII)



Mizoram State Roads Project - Phase I                     SEA: 10 - Implementation Arrangements
Environmental monitoring of the parameters involved and the threshold limits specified
are discussed below. The details of the various monitoring indicators and their thresholds
are described in the Environmental Management Plan.
I   10.5 ENVIRONMENTAL BUDGET
The Environmental Assessment and its incorporation into the designs and the contract
documents have been taken up at all stages of the preparation and will continue during
the implementation of the project. As part of good engineering practices in the project,
there have been several measures as erosion prevention, rehabilitation of borrow areas,
I            safety, signage, provision of temporary drains, etc the costs for which are included in the
engineering costs. Therefore, these items of costs have not been included in the EMP
budget. Only those items not covered under budgets for construction and RAP are shown
in the EMP budget. The EMP costs include:
a  Mitigation / Enhancement Costs
*                .  Monitoring Costs
* Training and Mobilisation Costs
3  Advocacy and Policy Making Costs.
The summary budget for the Environmental management costs for the Upgradation and
Major Maintenance Routes to be taken up in Phases I and II of the project are presented
X            in the Table 10.3. In addition to the heads listed below, a contingency of 5% has been
provided (The budget for the Phase II are estimates based on worst case scenario and
need to be firmed up during the detailed EA).
I                    Table 10.3: Environmental Budget - Phase I& II (INR in million)
Phase I                       Phase II
Budget Head            Upgradation /   Major         Upgradation /   Major
Improvement    Maintenance    Improvement    Maintenance
Mitigation/Enhancement          7.92           5.88          12.92           6.35
Monitoring                      1.65           2.96           2.20           3.20
Training and Mobilisation       5.08           0.50              0           0.63
Total                          14.65           9.34          15.12          10.18
Revised by Lea Associates                10-10                                October 2001
(Original Document by ICT, CES, LBII)



ANNEXURES



Mlior(vn State Roads Project                         Sectoral Envi-on,nental Assessment
Annexure 4.1
|                _____    List of landslide locations along the project road
Roads  Surveyed Chainage
Pi  Km. 2+110, 5+815, 8+050, 11+685, 15+635, 19+160, 25+185, 28+000,
38+470, 43+030, 46+030, 46+000, 56+340, 64+885, 73+700, 78+130,
85-840, 94+048, 98+907, 121+700, 132+160, 146+200, 155+230,
1629-330.
P2    Km 0+100, 1+050, Km. 2+040 to 2+275, 3+605 to 3+690, 4+467,
4+794, 4+910, 11+435, 13+220, 15+000, 16+780, 16+840, 19+050,
21+850, 22+180, 23+760, 24+100, 277-500, 30+580, 31+500, 35+485,
43; 000, 49+700
*
P3    Km. 1+125, 4+175, 4+100, 5+800, 8+420, 11+840, 11+900, 10+300,
10+800, 13+460, 14+920,17+050, 17+700, 48+000, 23+800, 25+630,
27+760, 26+430, 28+240, 31+500, 35+820
BI    Km 11 +440 to 11 +460, 3+290, 7+760
B2    Km. 0-700, 2+400, 4+390, 5-+900, 5+020
ml    Km. 14+300, 27+800, 38+600, 39+300, 40+300, 43+200, 44+100,
60+450, 65+660, 73+740.
M2    Km. 33+300, 36+660, 46+805, 47+890.
M3    Near to 3.5 Km.
M4    Km. 0-i-680, 21+400
M5    Km. 0+815, 2+575, 7+260, 7+445, 7+730, 11+960.
*                  M6    Km. 15+275, 16+650
M7    Km. 41+700, 56+880, 61+880
I                  Ms    Km. 5+100, 6+900, 12+545, 29+890, 34+645, 37+520, 388+930,
44+895, 59+500, 73+315, 78+500, 84+150.
M9    Km . 0-845, 2+250, 5+530, 5+675, 9+875, 65+320, 67+390, 70+000,
73+900
MIO    Km 7+300, 10+320, 11+800, 12+200, 51+050, 63+230, 75-600
Mlt 1 Km. 2+000, 8+200, 28+000, 28+320, 30+600, 31+000
M12   Km. 3+180, 8+000, 9+000, 14+000, 27+000, 37+000
I M113   Km. approximately 11+000,17+000,19+000, 22+000, 26+000, 3 1+000
M14   Km. approximately  7+000, 11+000,  14+000, 19+000, 22+000,
23±000,26+000
Note: AIU to .m14 roads .- i. Based on motor vehicle oedometer
Revised by Lea Associates                                                 October 2001
(Original Document by ICT. CES, LII)



IlH-AhMizoram State RoadS Plroiect                                      Sector'al E1ivilroIllletntaZ ,4ssessmenr
Annexure 4.2
Primary Water Quality Standards
Designated Best Use   Class of
Water                           Criteria
1. Total Coliforms MPN/100ml shall be 50 or less
| ~~~Drinkin-, water source
i   w                  A      2. pH between 6.5 to 8.5
(with conventional
treatment)                  3. Dissolved Oxygen 6 mg/I or more
4. Biochemical Oxygen Demand (BOD) 5 days 20 °C
2 mg/l or less
1. Total Coliforms MPN/100 ml shall be 500 or less
Outdoor bathing         B      2. pH between 6.5 to 8.5
(Organised)                  3. Dissolved Oxygen 5 mg/l or more
4. Biochemical Oxygen Demand (BOD) 5 days 20 °C
3 mg/l or less
Drinking Water Source              1. Total Coliforms MPN/100 ml shall be 5000 or less
I            Drinking Water Source       C      2   Hbten6t 
(without conventional
31                 treatment)                   3. Dissolved Oxygen 4 mg/l or more
4. Biochemical Oxygen Demand (BOD) 5 days 20 °C
3 mg/l or less
1. pH between 6.5 to 8.5 for Fisheries
Propagation of         D       2. Dissolved Oxygen 4 mg/l or more
Wildlife
3. Free Ammonia (as N) 1.2 mg/l or less
5                                               1. pH between 6.0 or 8.5
Irrigation, Industrial    E      2. Electrical Conductivity at 25 'C jtmhos/cm  Max
Cooling, Controlled
Waste                         2250
3. Sodium absorption ratio Max. 26
l                       1          14. Boron, Max. 2 mg/l
Ref: CPCB (I 999). Bio-Mlappinig of rivers. Parivesh News Letter, 5(iv), Central Polliatioji Control Board,
Delh i, pp. 20
Revised by Lea Associates                                                          October 2001
I       (Original Document by ICT, CES, LBII)



i/tl:oraln StatC Roads Prjo/ct                                    Secroral Environmental Assessmnent
I                                                                                               Annexure 4.3
|                                      National Ambient Air Quality Standards
Pollitant       Time | Sensitive    Industrial    Residential,  Method of
WeiThted I     Area         Area      Rural and  Mleasurement
Average                             Other Areas
Annual*    15pg/mn'    80lg/m'         60pg/m'    Improved West and
Sulphur                          I                                   Gaeke NMethod
Dioxide So2  24 hours**    30pgoh1     120ug/nl'       80pg/m11'            Ultraviolet
l                          ~~~~~~~~~Fluorescence
Annual*    15 ug/m'    80uag/m'        60tig/m'   Jacab & Hochheriser
Oxide of                                                       NModified (Naarseite)
S Nitrouen as                                                                  method
No,  24 hours**    30pg/m'   120ptg/m'         SOpg/m'i              Gas phase
Chemilumines cence
Annual*    70pigIm'   360pg/m'        140pg/m'            High Volume
Suspended                                                                   Sampling
I              ~~~~~participate              __
Matter  24 hours**   lOOpg/m'   500lig/ml         200pg/m'  (Average flow rate not
(SPMI)                                                                   less than
1.Im3/minute)
Carbon    8 hours**   1.0 mg/m'   5.0 mg/mr       2.0 mg/m'    Non-dispersive infra
Monoxide                                                                         red
(CO)       1 hour  2.0 mg/m'  10.0 mg/mr       4.0 mg/m'            Spectroscopy
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Revised by Lea Associates                                                                   October 2001
(Original Document by ICT, CES. LBII)



Xtizora,i- State Roads Piolect                               Sectoral Environmewtal Assessmlenit
Annexure 4.4
National Ambient Noise Standards
Area Code         Category of              Limit Leq in dB(A)
l                    I                         Zone                Davs               Night
A              Industrial            75                  70
B            Commercial              65                  55
*             Residential            55                  45
D            Silence Zone            50                  40
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Revised by Lea Associates                                                            October 2001
I        (Original Document by [CT, CES, LBII)



,A/i0oramtn Staire Roads P,o,w ct                      Sectoral Envi,-o?znentaIl .4ssessmneao1t
Annexure 4.5
Plant Species Having Ethnomedicinal Importance
Si.      Plant Species        Local Name        Locality         Uses        Part Used
I Adina Cordifolia        Lungkhup         Ralvawng      Stomach Ulcer  |Bark- 
2_9   Aeschynanthus           Bawltehlantai    Bualte        Breast Cancer    Crushed &
Sikkimensi's                                                            Boiled
3   Alocasia Fornicata      Baibing          Lengpui       Snake Bite       Juice      l
4   Alstonia Sclholaris     Thuamriat        Darlung       Typhoid          Bark
5   Ampelocissus Latifolia   Hruipawl        Chawnhu       Tooth Ache       Whole
6   Aporosa Octandra        Chhawntual       Chawnhu       Stomach Ulcer   Bark
7   Artemisia Indica        Sai              Khawbung    Stomach Ulcer   Leaf
8   Berginia Ciliata        Khamdamdawi   Farkwan          Diarrhoea &      Stem
Dysentery
9   Bidens Biternata        Chabet           Ratu          Rheumatism       Stem
10  Blunlea Laciniata       Khuanglawi       Lengpui       Snake Bite       Root
I  Bluimea Lancelolaria   Buarze           Serchhip      Stomach Ache    Leaf
12  Callicarpa Arborea      Hnahkiah         Darlawn       Cuts & Wounds   Bark
13   Cassia Alata           Tuihlo           Lawngtlai    Ring Wonns        Leaf
14  Centella Asiatica       Lambak           Lungdai       Heart Disease    Whole
15   Chonemorplia Fragrans   Theilkelki Suak   Ralvawng    Stomach Ulcer   Root
16  Chromoleana Odorata    Tlangsam          Khawbung    Cuts & Wounds   Leaf
17  Chilkrassia Tabularis    Zawngtei        Bualte        Diarrhoea &      Bark
Gastritis
18  Cinnamomum              Thakthingsuak    Sihphir       Liver Disorder    Bark
Bej olghota
|   19   Cinnamomul'm Verum  Thakthing       Sihphir       Cough &          Leaf
Vomiting_
20   ClerodendruLrn         Phuihnam         Bukpui        Hypertension      Leaf
Colebrookianum
2 1  Costus Specious        Sumbul            Sihphir      Venereal Disease  Rhizomes
22  Dendrocnide Sinuata     Thakpui          Tamdil        Retain Placenta   Leaf
23   Diospyros Variegata    Raisentur        Lungrang      Diarrhoea &      Bark
|__   _  _ _ _ _  _ _ _ _  _  _ _  _ _ _ _  _   _ _ _ _ _ _  Dysentery
24   Dysoxylumn Gobara      Thingthupui      Kawnpui       Stomach          Leaf
Problem
25   Elaeagnus Caudata       Sarzuk           Chaltlang    Retain Placenta   Leaf
26   Engelhardtia Spicata   Hnum             Vangtlang     Diarrhoea &      Bark
Dysentery
Revised by Lea Associates                                                    October 2(001
*       (Ori-iinal Document by [CT, CES, LBII)



Alizoiwoan Stitec Roads P7r0j/CL                       Sectorozl En i7oo zeitrol ,1ssessm ieatr
Si. 1     Plant Species       Local Name       Locality          Uses        Part Used
No.
1         ! 27  Ficus Benjamina         Zamanhmawng   Lungsen          Malarial Fever    Bark
9 28 - Garcinia Sopsopia    Vawmva           Rawpuichhip  Snake Bite        Bark
29  Gmelina Arborea         Thlanvawng       Hmnunpui      Blood Disease    Root
30  Gynocardia Ordorata     Saithei          Sairep        Sore Throat      Bark
31   Hedyotis Scandens      Kelhnantur       Khawbung    Urinary Tract      Leaf
Infection
I          32  Ltex Umbellulata       j Thinguihahni     Ralvawng      Tonsilitis       Bark
Jus3iJusminum Dispen-num   | Hrui Damdawi    Chawnhu    1 Diarrhoea &  Leaf
___________I________           Dysentery
__ __ __ _ __ __ _ __ __ _ __ __ __ __ica_ Si phrM alarial  Fever   Leaf
|34  Justicia Zeylanica     Kawldal         Sihphir             i Feve
35  Kaempferia Rotunda      Tuktin Par       Chaltlang     Sore Throat      Root
36  Lannea Coromandelica   Tawitawsuak       Ralvawng      Stomach          Bark
Disorder
37  Lindemia Ruelloides     Thasuih          Changte       Cramp            Whole
I          38   Lobelia Angulata        Choakathi        Ratu          Fester           Whole
39  Mallotus Roxburghianus  Zawngtenawhlun  Sihphir        Diabetes,        Leaf
U                                       g                              Hypertension
40  Mangifera Indica        Theihai          Lungsen       Diabetes &       Leaf
Diarrhoea
*          41   Mikania Micrantha       Japan Hlo        Dungtlang    Diarrhoea &      Leaf
Dysentery
42   Mimosa Pudica          Hlonuar          Sairang       Kidney Problem   Root
43   Momordica Charantia    Changkhate       Phullen       Jaundice         Leaf
44  Morinda Anguistifolia   Lum              Lungrang      Stomach Ulcer   Bark
45  Musseanda Roxburghii   Vakeb             Zemabawk    Snake Bite         Leaf
46   Oroxylum Indicum       Archangkawm      Hmunpui       Rheumatism       Bark
47  Osberia Rostrata        Builukhampa      Samthang      Genito-Urinary   Root
Problem
I          48   Ostodes Paniculata      Beltur           Phullen      Bad Sore         Bark
49   Parabarium Hookeri     Thekelki         Ralavwng      Jaundice         Bark
50  Phyllanthus Emblica     Sunhlu           Phullen       Tetanus          B ark
51   Phyllanthus Fratemus    Mitthi Sunhlu    Farkawn      Diabetes &       Whole
Jaundice
52   Picrasma Javanica      Thingdamdawi   Zotlang         Malaria          B ark
53   Pramanthes Scandens    Kawlhlo          Khawbung    Urinary Tract    Leaf
I IInfection
| 54 | Psetidodrynaria      Awmvel           Ralvawng      Herpes Zoaster   Stem
3         ___| Coronans
Revised bv Lea Associates                                                   October 2001
I      (Original Document by ICT, CES. LBII)



Mi-01-rin SrIe Roads Projoect                          Secroral Enviriontenitazl ,Assessomenit
I
Si.       Plant Species       Local Name        Locality         Uses        Part Used
No.
*55   Psidiim Guajava       Kawlthei         Lengpui       Diarrhoea &      Leaf
_____                                                   Dysentery
|6 jRhus Semialata          Khawmhma          Darlawn      Diarrhoea         Fruit
57   Saraca Asoca           Mualhawih         Hmunpui       Stomach Ulcer   Bark
3           5| tS Schima Wallichii       Khianc           Vangtlang     Cut & Wounds   Bark
59  Scoparia Dulcis         Perhpawngchaw   Dungtlang    Jaundice           Whole
60 T Securinega Virosa      Saisiak           Zemabawk    Measles &          Leaf
L        _    _     _    _      _     _    _      _     _     Scabies
61   Solanum Khasianum      Rulpak           Zemabawk    Remove Tooth    FrLit
_ _                                                    Worms
62   Solanunm Niu,rum       Anhling           Sairang       Stomach Ulcer   Leaf
3           163  Stephania Japonica      Hnahbial         Farkawn       Diarrhoea        Root
64   StercLulia Villosa     Khaupui           Hmunpui       Throat Problem    Bark
65   Stereospernum Colais   Zinghal           Rualalung    Rheumatism &    Bark
I  .__   Scabies
66   Tetrameles Nudiflora   Thingdawl         Rawpuichhip  Cuts & Wounds   Bark
67   Vitex PeduncLularis     Thingkhawilu     Chawnhu       Malaria & Black  Bark
Fever
68   Vitis Peduncularis     Pasaltakaza       Chawnhu       Stomach          Bark
Problem
Source             Ph.D. thesis titled "Study of Medicinal Plants in Tropical & Sub-
tropical Forest of Mizoram" by
Pu. Lalhundanga.
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Revised by Lea Associates                                                    October 2001
(Original Document by ICT, CES. LB[I)



I
I
I                                                                                                Anneuxre 4.6
Major kinds of trees / plants reported in the state area
S No. VERNACULAR NAMES    BOTANICAL NAMES                                      LUSHAI NAMES
I   Sapas, Champas, Sopas       Magnolia ptercocarpa Mlagnolia shenocarpa    Ngiau Chi reng reng
Manglieta insignis, Hookeri caveana,
Talauma, Rabaniana and Phellocarpa,
Ivfitchelia champaca, Punduana oblon ga.
Manii and Montana.
2   Chaulmugra, Lantem          Taraktogenos
3   Nahor. Nageswar             Mesuaferrea                                 Herhse
4   Sia Nohor, Karal            Kauea assainica and floribunda              Serpai
Kasumoroi (Cachar)
Serpoi (Kuki)
5   Gurgra, Nagabhe or Magria   Schima wallicchi and schima khasiana        Khiang
6   Kurial                      Dipterocarpos turbinatus
7   Hollong                     Dipteroxarpos pilosus                       Lawngthing
8   SalShere robusta            Lawngthing tha chi
I              9   Makai                       Shorea assamica
10  Sinmul                      Salinalia malabaricum                       Phunchawng
11  Rata                       Dusoxylum binectarifeumm
12  Amari Rata                  Amnora rohituka                             Sahatah
Wallichii and Chitaginga
13  Kolia,Hoga,Pona, Hotai       Chakrassia tabularis                       Zawngtei
14  Peema                        Cederela toona                             Tei
U                                              Febbrifuga and Inicrocarpa
15  Sisso                        Dalbergia sisso
16  PingCynometra polyandra     Kawrhreiha
17  Sonalu, Sanuru               Cassiafistula and Nodasa (Banarlathi)      Makpazangkang
18  Khair, Khoira               Acacis catechu
19  Mio sunbi                   Albizzia lucida
20   Korei Albizziapreocera      Kangtek
21   Hiharu, Koroi Moroi         Albizzia odoratissima                       Thingri
22  Jululi, Duang, Fakiri        Altingia excelsa                            Hriang
23   Hollock, Bhaina             Terminalia,Myriocarpa                       Char
24  Bogi jamuk                   Eugeniz proaeco                             Hmuifang
25   Fatijam, Barja, muk         Eugeniajanibelana                           Hmuipui
26   S ida                       Langerstroemia flosreginae                  Thado
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I
S No. VER-NACULAR NAINAMES    BOTANICAL NAMES                                  LUSHAI NAMES
27  Ajhar, Farul                 Lagerstroemic pa;v flora                    Thado
28  Khokan Ramadala              Duabanga sonnerationiides                   Zuang
29  Panikadam. Gahorichapa      MVyssa sessiliflora banpho-r                 Chikha
30  Tarakchapa, Haldu.           Adina cordifola
Haludchaki
1  Kurta                       Palaquizn polyanthwin
32  Mlohidal. Kawatuh            Cordiafragrantissima                        Muk
*3   Ahui                        Vitex pudzincdlaris                        Thingkhawilu
' 4  Gomari, Gamarh              Gmelina ghoreajlinn                         Thlanvawng
35   Bonsum. Nikahi              Phoebe attenuate and Hai nesiana
36  Gonsoroi, Gondrel            Sinnamemrum cecwcodaphne glanduliferwun     Khiangzawl
37  Jal Sindhi                   Alseodaplhne owvendy                        Bulchi
3             38  Naga Dalchini,Paderai         Cinnamonum                                  Thingrai
Zeylanicum
39  Agar, Sasi                   Aqui/aria agallocca                         Thingrai
40  Kuhir                        Bridellia resrusa
41   Uriam                       Dischofin raremica                          Khuangthli
3             42   Garokhuta, Chhamolia        Aporasa roxburghii
43  India Rubber, Bar            Ficus elastica                              Thelret
44   Kathak                      Artocarpas interglifollia                   Lamkhuang
45  Sam                          Artocar-pus chaplasha                       Tatkawng
46   Dud-Chempa                  Pseudostrablus indic
47   Bola                        Morus leavigata                             Lungli
48  Junari                       Posocarpus nerrifolia
49  Momailateku (in the district
or Nowgong &- Sibsagar)
50  Thutmala                    in the district of Cachar, Gurunga pinnat.
Svhlet and Nowgong
5 1  Ruhimalla                   Odina wodier
52  Bhelu                        Tetrarneles nudiflora (in all Forest Division)    Thingdawl
53   Kadam                       Anthocephaalus                              Banphar
cadamba in Syhlet. Cachar, Sibsagar,
Lahkhinpur, Kamrup. Haltogoan and Garo
Hills Forests Division
54 Kalasam, Kharika Chopa
551 Banjalakia, Bospat and     Ainugdalina                                 Thuamriat
Satiana
I



l
Annexure 4.7
|                    Number of Seedlings Planted on the Green Mizoram  Day on 1st June 1999
SI. No.   Name of District    No. Seedlings                            Remarks
Planted
I   Lun-lei                        11,507 40 Govt. Departments, 24 Educational Institution, 17 NGOs
/ Churches were involved
2    Saiha                          12,000 Planting done by Govt. Departments, Schools and Colleges
& NGOs
3    Lawngtlai                     20,014 -do-
t        ~~~4 Mamit                            1,204 -do-
4 S Kolasib                         11,255 29 Govt. Departments, 28 Educational Institutions, 6
NGOs/Churches were involved.
6    Serchhip                       26,128 29 Govt. Departmnents, 31 Educational Institutions, 18
NGOs/Churches were involved.
7    Champhai                       17,000 15 Govt. Departments, 5 Educational Institutions, 2
?NGOs/Churches were involved.
I
Total 99,108
|        Altogether 1,50,739 seedlings were planted under Green Mizoram Programme in the whole State
on 1 8th June, 1999. The responsibility of the maintenance of Plantation is given to the planting
Agencies and today reports on the achievements made by these Agencie are pouring in from
X        different districts. The Green Mizoram State Programme will be landmark in the history of the
state of Mizoram.
Note: Issued by the Sub-Cominitee on Green Mizoram, Aizawi.
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AI!mlyuu State Roadi Pt oIje'ct                           Sector al Lnviwctal Assl.SZlt
Annexure 4.8
Mizoram and Its Forests
The geographic area of Mizoram is 2.11 million ha. It is located, in the extreme southern part
of North-Eastern India between lat. 21°57' and 24030' N and long. 92015' and 930 29' E.
bordering NMyanmar in the East & South and Bangladesh in the West. The terrain is hilly and
mzostly undulating with average altitude ranging from 500 to 800 m and maximum reaching
5 157 m in Blue Mountains. The Chhimtuipui is the only major river. The land use pattern is
showvn in below (see Table)
Climate of Mlizoram ranges from moist tropical to moist sub-tropical. Average annual rainfall
ranges from  2,160 mim  in Aizawl to 3,500 mm  in Lunglei. During winter the average
temperature varies from 1 1 C to 24° C and in summer from 18° to 290 C.
|          The total population of the state is 0.69 million of which 54% is rural (1991 census). The
Scheduled Tribe population comprises about 94.74% of the total population (1991 Census).
The livestock population is 112,000 (1992 livestock census).
Land use
j  Land use                          hArea in '000   lge
| Total geographical area              2,108          I             l
Reporting area                      ,2,109            100.0
IForest                                1,598           75K77
Not available for cultivation         65              3.08
Permanent pasture and grazing land    L0            ||_°      __
Land under misc. tree, crops & groves   0             0
I                   . Culturable wasteland                 174             [8.25
Fallow land other than current fallow  163           f773
Current fallow                        0              fo
I                   . Net area sown                      il109            15.17         i
Souirce . Land utse statistics At a Glance 1996-9 7, Ministry of Agricuiltuire, GOI,
I                           2000
Shifting Cultivation
Shifting cultivation, also called jhum, is widely prevalent in the state. In a study undertaken
by the FSI, it is estimated that during 1987-97, an area of about 0.38 million ha has been
affected by shifting cultivation.
Revised by Lea Associates                                                       October 2001
I       (Original Document bv [CT, CES, LBII)



Mi:graii Satew Road�s Projcct                             Sectoral Environmental Assessment
Forest resources
Recorded forest area of the State is 1.59 million ha constituting 75.59% of the total
geographic area. The Reserved Forest constitutes 44.7%, Protected Forests 22.4%  and
Unclassed Forest 32.9%.
The three forest types occurring in the state are Tropical Wet Evergreen, Tropical Moist
Deciduous and Sub-tropical Pine Forests.
Protected areas
Mizoram is rich in wild flora & fauna, both in variety and abundance. About 88,400 ha of the
forcst area constituting 4.19% of the geographic area of the state is under two National Parks
and four Wildlife Sanctuaries. Dampa Tiger Reserve is located in the state.
Joint Forest iMvanagement
Joint forest management was initiated in 1998. A total of 103 Forest Development
Committees are managing an area of 5,870 ha. JFM is to cover the degraded forest areas. The
net proceeds shall be shared among the government, beneficiaries and the Village Forest
Development Fund in the proportion of 50%, 30% and 20%.
Forest Plantations
Before 1980, an estimated 7,900 hectares of plantations was done in the State. The average
annual plantation peaked to 20,500 hectares during 1985-90 the rate has declined to 6,800 ha
during 1998-99. Plan-wise progress of plantations and breakup of species are given in
Table(s) below.
Forest plantations by all agencies
*                                    EVPeriod   |IArea in '000 ha 1
~ ~~~~~~~~I.I -------.. . . ... ......   .. ... ... .. _
*1951-80         {7.91
l 1980-85    .    76.88
I                                    11985-90         [102.78
1990-91        (1.38
| 1991-92         14.46
l [ 1992-97                                        , 73.19
l1997-98         1914
1998-99 _6.82
*                                    L Total          ] 308.55
Sotirce NAEB, MoEF, 1999
Revised by Lea Associates                                                        October 2001
(Original Document by [CT, CES, LBII)



,A ti-orin Stare RoadIs Project                             Sectodl Ent iromnental -4ssessnwu
Species wise Plantations by Forest Department upto 1999
Species                 ina n    Percentage
I    __ _ _ _ _ _ _ _ _ _ _ _ _ _ _  ___ _ _ _ _ _ _   . -_
l                                 [ Tectoac grandis   64.49     j 34.0
Ginelina arborea  153.92       28.4
n I is spp.      32.63       17.2
I                                |KAfichelia spp.    | 11.36      6.0
Fother             |27.15     114.3
otal              1189.54 4     100
|           Source.:Mizoram Forest Department
Forest Cover
The forest cover, based on satellite data of Dec. 1998 is estimated as 18,338 sq.km.
representing 86.99% of state's total geographic area. The dense forest is 3,786 sq.km. and
open forest is 14,552 sq.km. A decrease of 437 sq.km. in forest cover has been observed in
the present assessment compared to the previous one. Dense forest registered a decrease of
562 sq.km. while the open forest increased by 125 sq.km. The forest cover is shown in figure
5.10. Thc difference between the data periods of the two assessment is about 4 years.
|           The change matrix given in the table below reveals that there has been an overall decrease of
562 sq. km. of dense forest. This is the result of degradation of 653 sq.km. to open forest and
453 sq.km to non forest. The decrease is also associated with conversion of 464 sq.km. of
*           open forest, 56 sq. km. of scrub and 24 sq.km. of non forest to dense forest. The increase of
1 25 sq. km. of open forest is on account of conversion of 653 sq.km of dense forest, 11 sq.km
of scrub and 12 sq.km of non-forest to open forest. The increase is also associated with
conversion of 87 sq.km of open forest to scrub and improvement of 464 sq.km to dense
forest.
Forest cover change matrix (sq. km)
*..\;,,...,.,,;.\,4.I  i              --          F.
;               . _ _ _ _   [<G ,_ _    ___                      _ __ __               ___
-| Dense Forest   | f3,242  ;| 653    . ....|0 . ...............  453  4,34
I               lOpen Forest         [464        F3,876       87 _7_                  14,427
_~ ~ ~      ~5             l __.____  ______      ___-._..
g          | Scn~Lib                                                745L    2   _. . 937
|Non-Forest         24         L2         [1 111,333                  369
Revised by Lea Associates                                                          October 2001
(Original Document by ICT, CES. LBII)



Vlizi01-i,i SItrC Roals Project                                         Secioral Eron,nental .4  ss   t
Total 1999              i3,786         1452           212          253             21,081
[Net change                -562             2          -162
Thiere ar-e g districts in the state but boundaries of only 3 districts, excluding newly created
ones are incorporated in the SOI map. The details of dense and open forests and scrub, in
respect to these districts, along with the change compared to  1997 assessment, has been
provided in next Table. The loss of forest cover in the state is mainly due to intense shifting
cultivation practice.
3             District wise forest cover (sq.km)
"District          .Geographic  1999 Assessment                 "Total          Change    Scrub
U               H-Hill T-Tribal    area        _      e_ p                                      compared
iEI-Hill,eT-Tre                           { s_ _                        to 1997    I
I_                    __          _     _~ i                             .___  i_ _           __ _ _
for st~~~
Aizwal            . 12,588         12,340       |8,872            I_._|117
'Chhimtuipui        397402,407                                                              B
_   ~ ~~~~~ _J
Ch.ii            Fr  ~~~~-437 r4
~~~~~~~~~~~~~~~~~~~~~~~~. . .. I....... ......
_               ILungleiHJ         1 4,536         f1706           _______   _________
I              ITotal              L        ;                   J_          .                                212
Note - Assessimielnl offor est cover in VI cycle (1997) was carried outl visually ont 1.250, 000 scale whereas in the VII cycle
I                i199O), it htas been done dligitally: ont 1.50,000 scale. Tlhe totalforest cover has beeni assessed as 17,063 sq.kn wvhich
COmprises oJ 3,535  .q Akm of denseforest and 13,528 sq.km of open forest. Extenti of scrub has been assessed as 116
sq Aki For lheptiurpose of change compared lo 1997 assessment the abovefi gores have been transformed to 1:250,000
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Revised by Lea Associates                                                                           October 2001
(Original Document by ICT, CES, LB[I)



.1l o/ ani Stawt Roedtls Pr-o/&ct                                    Soctorll E711 i-oiinme)ntal -4ssessiL'ent
Annexure 4.9
Ceiisus Data of Mlajor Wild Animals of Protected Areas
|-N Si.    Name of Species                  Zoological Name        Dampa T.R   iMlurlcn| Phawngpui    Ngengpui
No* r                                                                N.P           N. P         W.L.S
97     99    97 199    97         99     97     99
|   1. [ Tiger                ~~~~Pantlhcra ti-gris               5I                  1    1        2       2
2 2_j Leopard               Panthera pardus                    3                4  4      5      3   1  4
__3._i Elephant            Elephus maximus                    4                       |          S      7
*             4.  1Indian Bison          Bos gaurus                         5                       |         15      3
*             5.   Saniber               Cervus unicolor         |         42            12    22      2     40       38
6. :Barking Deer           Muntiacus munyjak           -     70           34        11 4    85         9
*             7.   Serow                 Capricornis sumatraensis     -                  8     60      86     12      -
S.   G Goral               Nemorhaedus goral                 5-                 291    260      -      -
9. 1Wild pig               Sus scrofa                        25  _        59    170 1 170    40        12
1    Ilimlavan black bear  Selenarctos tibetanus              3            2     22     15      1 
11.  Hoolock gibbon        Hylobates Hoolock                 15           18     8      12     22      13
12.  Rhesus macaque       Macaca Mulatta                     107          80    275    250    45       -
13.  Common langur        Presbytis entellus                 102          36     -      24     26     22
14.  Leaf monkey          Presbytis phayrei                   8            -     -       -      -    -
15.  Slow loris           Nyeticebus coveang                 =--                9        6      5 II
u             Sow-ce: E & F Depal Go it of V.i:oranz
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Revised by Lea Associates                                                                         October 2001
(Original Document by ICT, CES. LBII)



.tliori-am State Roais Project                          Sectoral Env ironmental Assessment
Annexure 4.10
Checklist of Birds of Nlizoram
Common Name                 Scientific Name     I      Local Name
|Famiily: A ccipitridae
1. Blackcrested Baza          Aviceda lenphotes
|          2. Black Eagle                 Ictinaetus malayeusis     Lungdup
3. Crested Serpent Eagle      Spiloruis cheela          Muvanlai
I|        t4. Black Kite                  Milvus migrans            Muchhia
5. Crested Honey Buzzard      Pernis ptilorkncus        Muarla
6. Shikra                     Accipter badius           Mute
7. Rufous-bellies             Hieraaetus kienerii       Muaria
1          8. White-rumped Vulture        Gyps Beugaleusis         Mulukawlh
9. Common Buzzard             Buteo buteo
Family: Anatidae
10. Pintail                   Anas acuta                Ram Varak
*          Famtily: A rdeidae
11. Chinese Pnd Heron         Ardeola grayii            Vacha
*          Farmiily: Apodidae
12. Himalayan Swiftlet        Collocalia brevirostris   Pengleng
1          13. House Swift                Apus affinis             Pengleng
Famiiily : Alcedinidae
14. White-throated Kingfisher   Halcyou smymeusis       Kaikuangral Awrvar
15. Ruddy Kingfisher          Halcyou coromanda         Kaikuangraluk
I          16. Common Kingfisher          Alcedo atthis            Kaikuangralte
17. Black-capped Kingfisher   Halcyou pileata           Kaikuangral ludum
Fain ily: Arta,nidae
IS. Ashy Wood Swallow         Artamus fuscus            Lengder
*          Farrtily: Burcerotidae
19. Great Hornbill            Buceros bicornis          Vapual
I          20. Wreathed Hombill           Rhyticeros nudalatus     Kawlhaw
21. Brown Hombill            Ptilolaemus tickelti      Vangai
22. Oriental Pied Hombill     Anthracoceros             Vahai
Family: Capilonidae
23. Blue-throated Barbet      Megalaima asisatica       Tuklo
Rev ised by Lea Associates                                                    October 2001
(Original Document by ICT, CES, LBII)



Mi:orain Stare Roa(s Pr oject                        Sector-tal Enivironmental Assessmizent 
Common Name                Scientific Name           Local Name
2 4. Great Barbet            Megalaima vireus         Tawllawt
25. Golden-throated Barbet   Megalaima frankinii      Zotuklo
26. Coppersmith Barbet       Megalaima haemacephaia  Tuklobengngawng
Family: Coraciidae
27. Broad-billed Roller      Emystomus orientalis     Vapuihmuiscn
2S. Indian Roller            Corucias benghaleusis    Vapui
Famnitj: Cticutlidae
29. Crow-PhIeasant           Ceutropus sineusis       Lalruanga Sehnawt
30. Common Hawk-Cuckoo       Cuculus varius           Kiltheihrawk
31. Lesser Cuckoo            Cuculus poliocephalus    Mawntaipirtliak
32. Plaintive-Cuckoo         Cocomantis meratinns
33. Banded Bay Cuckoo        Cocomantis sonneratii    Thangfenpabawp
34. Green-billed Malkoha     Phaenincophaeus tritis   Vazun
Fanmily : Caprimnulgidae
35. Large-tailed Nightjar    Caprimnigus macrurus     Vabakmeisei
36. Great Eared Nightjar     Enrosiopoduc macrotis    Vabak
3         Fanmily: Cicoiiiidae
37. Lesser Adjutnat          Leptotilos javanicus     Kanghlai
Fanmily: Cliaraclriidae
38. Grey-headed Lapwing      Venelius cinereus        Mangkhaiaralveng
39. Ret-wattled Lapwing      Vanelius indicus         Mangkhaiaralveng
Family: Columnrbidae
40. Bartailed Cuckoo-Dove    Mucropygia unehall       Mimsirikut
41. Green Imperial Pigeon    Ducnia aenea             Bullutte
42. Thick-billed Green Pigeon   Treron curvirostra    Huipui
43. Pompadour Green Pigeon    Treron pompadora        Vahui
44. Mountain Imperial Pigeon    Ducnia budia          Bullut
45. Emerald Dove             Chalcophaps indica       Ramparva
3         46. Oriental Turtle Dove      Streptopelia orientalis  Vathu
47. Spotted Dove             Streptopelia cheinensis    Thuro
Fantily: Corvidae
48. Jungle Crow              Corvus macrorhynclos     Choak
49. Green Magpie             Cissa chinensis          Dawntliang
.~~~~~~~Z                                                            .
Revised by Lea Associates                                                  October 2001
(Original Document by ]CT, CES, LBII)



Micor1am State Roads P-oject                          Sectoral Envir-onmental lssessment
Common Name                Scientific Name           Local Name
50. Blue Magpie              Cissa erythrorisynehu    Vakhiang
5 1. Grey Treeple            Demirocitta formosae     Bemkawng
Faotily: Cainpephagidae
52. Long-tailed Minivet      Pericrocotus ethologus   Bawgmeisei
53. Short-tailed Minivet     P. brevirostris          Bawngte
~ N 54. Scarklet Minivet     P. flammeus              Bawng
3           55. Grey-chinned Minivet    P. solaris               Bawng irpaw
56. Largc Cuckoo Shrike      Corucina macei           Irliak
3        ir57. Dark-winged Cuckoo Shrike  C. melachistos         Irliakte
Fain ily : Certliiidae
58. Brown-throated Treecreeper  Certhia discolar      Limchho
Family : Dicaeidae
59. Tickell's Flowerpecker   Dicuenm erythrrkynchos   Tektek
- 60. Fire-breasted Flowerpecer   D. ignipectus        Tektek awmsen
61. Scarlet-backed           D. cruentatum            Tektek Ngumsen
I   Flowerpecker
Fain ily : Dicruiridae
3     ~ 62. Balck Drongo                Dicrurus adsimitis       Changkak
63. Ashy Drongo              Dicrurus leocophaeus     Thianthla
64. Bronzed Drongo           Dicrurus ueneus          Changkakte
Famiiily : Eutrylaiiiidae
65. Longtailed Broadbill     Psamisomus dalhousiae    Thizil
Famnily: Estrildidae
66. White-rumped Munia        Louchuru striata        Pit Ngum-var
67. Spotted Munia             Louchuru punctuiata     Pit Awm-tial
I         Faniiily : Entberizidae
68. Crested Bunting          Metophus lathamni
69. Chestnut Bunting         Emberiza                 Ram Chawngzawng
70. Little Bunting           Emberize pusilia         Ram Chawngzawng
Famnily: Falcon idae
3         71. Kestrel                   Falco tinnuculus         Mute
72. Oriental Hobby           Falco severus            Muawmsen
73. Peregrine Falcon        j Falco peregrinus        Mungek
Revised by Lea Associates                                                  October 2001
I      (Original Document by ICT, CES, LBII)



MIIL:OIIm State Roads Pr-oject                              Sectoial En vironmiental ASSL'SSm71ent
I
I Common Name                  Scientific Name              Local Name
Fam ily: Fringillidlae
74. Common RoseCincl            Carpodacus erythrinus       Vasuih
75. Scarlet Finch               Haematospiza sipathi        Vasen
Family: Hiruniidiniidae
76. House martin                Detichou arbica             Vasen
77. Red-rumped Swallow          Horundo danrica             Camur ngumsen
Famiiily: Irenidae
78. Orange - bellied Leafbird   Chloropsis hardwickii       Chhawlhring lu-eng
79. Blue-winged Leatbird        Chloropsis                  Chhawhring thla-paw
cochinchineusis
SO. Commonlora                  Aegithim tipkia             Zairumva
8 1. Gold-fronted Leafbird      Chloropsis aurifrous        Chhawlhring lu-eng
82. Fairy Bluebird              Irena puelia                Vadartle
Family: Laniidae
83. Brown shrike                Lanins cristatus            Chhemhur uk
*
84. Long-tailed shrike          L. schacktricolor           Chhemhur ludum
85. Grey-backed shrike          L. tephronotus              Chhemhurpaw
Source Mr-. NR. ProJcIan. CeniileJfoI Environnelt ProtectionI (CEP)
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Revised by Lea Associates                                                          October 2001
I       (Original Document by [CT, CES, LBII)



I
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|                                                                                                               Anneuxre 4.11
Important Flora and Fauna reported in the state area
Orchid Species                                             MIedical Plants:
I lAerides Odorata                  (Ngurtinchhing)      Achyranthes aspera                         (Buchhliawl)
2  Arundina eraminifolia                     fLenien)    Actephila exelsa                            Mlaiteleng)
*                _  Cvmbidiun imastersii                    (Bansia()_  Alstonia scholaris                            (Tizuarin/at)
4  CVMhidiuLM irridiodes                   (Banvsian)    Aporusa octandra                         (Ch)awnviltuul)
5  Dendrobium chrysotoxum              (Baul parelig)    Barginia ciliata                      (Khauzdarndavi)
6  Dendrobium formusunm             (Banzpuiparvar)  _Blumea lanceolaris                               (Bu arze}
/  Dendrobium densiflorum            (Banpui parhit)   ICatharanthus roseus                        (Kunitiucing)
S  Dendrobiuin nobile                      (Banpui)      Curcuma zedaoria                           (Ai di:zu g)
9  Papilionanthe teres                   (Kela beng)=  Gynocardia odoratoa                             (Sai thei)
10  Paphiiopediliuni hirsusitimurnu  (Zawvgatniikilur)    Lonicera macrantha                        (Leihriuisen)
I I  Paphiopedilumn villosumn       (Zavwngaiikhurl)     Martynia annua                                 (Vatelut)
1 2  Phaiuis tankervillac                   (Sansan)  _  Phyllanthus fratermus                  (itfilthisuswdn1h1lu)
I                13  Renanthera imschootiana                  (.Senhiri)   Stemona tuberosa                            (Kaiinwna)
14  Rhyncostylis retusa                  (Uaihniang)     Zanonia indica                      (Lalruangadawvibru
15  Vanda cocrulca                         (Law/idei)     Holarrhena antidysenterica                 (Tlhlengpa)
Tree Species: A. Timber:                                   B. Firewood:
I  Dipterocarpus turbinatus            (Laivnugthingj  II Quercus spp.                   (FahlSasua/Then/Thil/)
2  Terminalia myriocarpa                      (CIhar)  12 Castanopsis spp.                    (Thingsia/Seha zvr)
3  Amoora xvallichii                     (Sanhuatah)  13 Schima waillichii                            (Kizilanig)
4  Mlichelia champaca                        (Ngiau)  14 Alnus nepalensis                           (Hfriangpui)
5  Callophyllum pollyanthum                (Setitezel)  15 Engelhardtia spicata                        (Hilum,)
6  Mesua ferrea                            (Herhse)      C. Others
7  Dipterocarpus macrocarpus              (Thinzgsen)  16 Rhus semialata                          (Khawmihnia)
S  Cedrela toona                               (Tei)  17 Aquilaria malaccensis                       (Tlhingral)
*           ~~~~~9 Ai-tocar-pus clhaplasa             (Tatkaivrig)  18 Pinus kesya                                     (Fa r)
10 Gmelina arborea                     (Thlanvawng)  19 Rhododendron arboreum                      (Clihihvkhllei)
I                                                      20 Prunus puddam                              (Tlaizawng)
Major Mlammals:
I  Tiger (Sakei)-Panthera tigris                       2 Leopard (Keite)-Panthera pardus
3  Elephant (Sai)-Elephus maximus                      4 Indian Bison (Ramsial)-Bos gaurus
5  Sambar (Sazuk)-Cervus unicolor                      6 Goral(Sathar)-Nemorhaedus goral
7  Wild pi- (Sanghal)-SLus crofa                       8 Himalayan Black Beer-(savawm)-Selenarctos
-  thibetanus
I                9  Hoolock gibbon (Hauhuk)-Hylobaias hoolock           10 Rhesus macaque (zawng)-Macaca mulatta
II  Common langur (Ngau)-Presbyties entellus           12 Leaf monkey (Dawvr)-Presbyties phayrei
I13 Slo\v loris (Sahuai)-Nyetiocbus coveang            14 Barking deer (Sakhi)-Muntiacus muntjak
Muntiacus muntjak                                  _
i 5 Scrowv (Saza)-Capricornis suniatraensis
3              Birds:                                                      Reptiles:
1 6 Hume's Bartailed Pheasant               (Va vu) 21 Indian Cobra                             (Cfhawngkawvr)
*  7 White cheeked Hill Patridge         (Va ruaig)  22 Common Lizard                                  (Lai te,)
IS Great Pied Horiubill                   (Va pual)  23 Python                                        (Saphuai)
19 Large Indian Parkeet                      (Va ki) 24 Monitor                                      (Tanigkeu,)
20 Kaleej Pheasant                         (Va hrdl) 25 Tortoise                                        (Sa lei)
I



Atiora,n Stare Roac(s Project                               Sectoral Envirionm7lenital .ssesS5lenlt
Annexure 4.12
Census Data Of Dampa Wildlife Sanctuarv
SI. No.                         Common Name                              Population
1.        Tiger                                                                      4
2.         Indian Elephant                                                           2
*           3.         Leopard                                                                    4
T. Sambar                                                                           44
5.         Barking Deer                                                             56
6.         Serow                                                                    28
r7.                   Wild Bear                                                                  8
8.         Sloth Bear                                                                6
9.         Porcupine                                                                30
10.       Hoolock                                                                   38
11.       Rhesus Macaque                                                          274
12.       Common Langur                                                            148
3           13.        Large Indian Civet                                                       18
14.       Jungle Cat                                                                16
15.       Otter                                                                     18
16.       Jackal                                                                    10
17.       Malayan Giant Squirrel                                                    12
18.       Indian Pangolin                                                            6
19.        Great Indian Hombill                                                     14
20.        Python                                                                    4
21.        King Cobra                                                                4
Source: E &F Depit. Got. of Mizoram
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Re\ised by Lea Associates                                                            October 2001
(Original Document by [CT, CES, LBI[)



Mlizoram Stare RomIs Project                         Secrorial Eviri-onm)ie:iatcd Assesslicirt
Annexures 4.13
Connecting Villages Along the State Highwavs
S. No.  Road Name  Connecting Villages
|   ]   1    P I   Kulikawn,  Saikhamakawvn,  Melthum,  Haulngo,  Meirit,
Melthum,  haulngohmun,  Meltriat,  Kelsih,  Falkawn,
Maubauang, Tachhip, Aibawk, Sateek, Damdiai, Maubuang,
Thiak, Sumsuih, Sialsuk, Hmuifang, Thenzawl, Buangpui,
Kanghmun(S), Ramlaitai, Sekhum, Mualthum (N), Saichoo,
Haulawng, Mausen, Pukpui, Zotlang, Serkawn, Zohnuai,
|   i       |            ~~~~~~~Kikawn and Lungllei
U   )   I P2          Bairabi,  Sankhawthlin,  Suarhliap,  Chuhvel,  Zamuan
Azwlnuam, Borai, Momchera (Bungthuan) Moraichera andI
*L                    Kanhmun
3 P3        Kawnpui, Bawngkawn, Leitan Durtlang, Durtlang, Sihphir VT,
Sihphir & Neihbanri, Lungdai &  Sentlang, Serikhan and
Zanlawn
4    MI           Kawlkulh, Tawitawkawn, Hliapul, N.E. Bualpuil, Pawvlrang,
JI!                                Ngopa, N.E. Khawdungsei & Khawkawn
5    M2           Zamuang, Rengdil, Kawrthah, Tuidam, Kawrtethawveng, W.
Bunghmun, Serhmun and West Kawnpui
6    M3           Tuipuibari, Khantlang and West Kawnpui
7    M4           Keitum, Tuichang, Khawlailung, Chekawn and N. Valaiphai
1    8    M5      Ltigsen, Rengte, Lalnutui, Lungrang, Ruallung and Chawngte
9    M6           Haulong, Zotui, Chengpui, Ralvawng and Zobawk
4  10    M7        Damdiai, Samlukhai and Sialsuk
11    Ms          Ltnglei, Hauruang, Padran, Phairuangkai, Rotlung, Lungsen,
Sihphir, Tuichawng and Tlabung
12    M9           Khawzawl, Chawngtlai, Khawhai, Sialhawk, Biate and E.
Lungdar
I           1  13    MIO           Saiha, Niawhtlang, Chhuarlung, Siata, Chakhang, Zawngling
and Tuipang
14    Ml1          Diltlang, Hmuntai, Mualbu, Chawngtelui and Chawngte
15    M 12         Chawngte, Saisawh, Ngharum, Buihsek and Borapansury Road
3               16    M13          Kawlchaw, Latawh, Lohreh and Phura
1 7    M14         Ratu, Vanbawng, Lamherh and Suangpuilawn
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Revised by Lea Associates                                                  October 200 I
(Origina1 Documcnt by ICT, CES, LBI1)



Mlioram State Roadis Projcct                                   Sectoral Environmental Assessinen
Annexure 4.14
District - Wise No. of Mledical Institution With
Bed Strength Under the Govt. of Mizoram
: Sl. E             hospital           ~~~~~~~CHC   |      PHC               SHC        1
St.    Name of District        GeneralC
*N  No.                               Bed      No       Bed      No I   Bed        No       Bed
]  No.  Strength         Strength    .   Strength            Strength
1   Aizawl District         2       350        1        30       9       90                 lO
*          !            _      _      _     _        _                                   _      __
Champhai District       1       50        2        60       3       80        2        20
Scrchhip District    i  I       42        -        -                30        3        30
Kolasib District                          1        46       4       40        2        20
5    Mamit District          -        -        1        30       6       60        1        10
6    Lunglei District        2       130       1        30       7       70        -O
1 7   Lawntlai District                        1        30       2       20        2        20
8    Saiha District          1       60        -         -       4       40        1        10
Total               7       632       7       226       43      430       13      130     |
Soutrce: Statistical Haindbook, Directorate of Economic & Statistics Mizorarn
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Revised by Lea Associates                                                              October 2001
I        (Original Document by ICT, CES, LB[I)



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I
|                                                                                                                            Annexure 4.15
3                                                Details of Motor Vehicle Accidents in Mizoram
Nature of Accidents                   Cause of Accidents              No. of    No. of
S No    Type of        No.of                                                                                   Persons  Persons
Vehicles    Accidents  Collision   Rolled   Run  Others Negligence of  Mechanical  Others   Died    Injured
IDowvn   Over                Driver         Failure
\ ear 1996
- Bus                      S           2          2        1      3           7       _                            4         24
2    Car               15           5         9        i       -           15             -                     8        34
3   2-Wheelers         4            -          -       3       1           4              -           -                   5
4    Truck             36           4         19       10      3          35              1                    39         86
,Total            63           11        30       15       7          61              2                    52        149
Year 1997
I   Bus                5           5          -        -       -                                          |-    -        12
2   Car                30           7         13       6       4          29)             1                     7        40
3   2-Wheelers         6            4          -       2       -           6              -                     2         5
31            4    Truck              24           8         12       1       3          21               I          2        13        37
Total             65          24         25       9       7          61              2           2        22         94
Year 1998
I   Bus                             1         4        2       -           7      |                   -        8         60
2    Car               26          10         12       4       -          25              1           -        10        29
3   2-Wheclers         10           5          1       4       -           9              -            I        I         8
4   Truck              25           6         17       2                  24       |                   I       13        47
1             - |Total          |    68      |    22         34      12  |               65              I           2        32        144
Sour ce:. Police Depcoim(lus (Crime Brwich) Record, ti:awl,
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- - - - --- - -  - -- - - - - -- -
Annexure 4.16
Motor Vehicle Accident Report 1999
Name of      No. of         No. of person died          No. of person injured    No. of accident non   Total No. of
SI. No.      Type of vehicles       District   Accident                                                                   injury          accident
Male    Female    Total      Male    Female    Total
1        Truck                  AZL               8          2        2         4        14                  14             3               11
LL               4          2                  2         4         1         5             8               12
CTP              1          1         1        2         2         1         3             2                3
2        Bus                    AZL               6          4                  4         4         3         7             2                8
LL               1          8        4         12        16       14        30             3                4
CTP                      __  _ _  _  _  _    _  _  _1                                                       1
3        Car/JeepFaxi           AZL               9          2         4        6         18                 18             2               11
LL               3                                       3                   3             12              15
CTP              3                                       3                   3             2                5
4        Three Wheeler          AZL               1          1                  1         1                   1                              1
LL
CTP              1                    2        2         2         1         3                              1
5        Two Wheeler            AZL               2          2                  2                                                            2
LL               6          1                   1        8                   8             4               10
CTP__ _
6        Other Heavy Vehicles AZL                 4          2         1        3         4                  4              2                6
LL               1                    1         1        2         2         4             4                5
CTP              1                    1        1         2                   2             1                2
7        Others
I      Sumo                   AZL               1                                      11         1        12                              1
LL__ _ _
II     Maruti Van             AZL               1                                                 1                                        1
LL
CTP
IlI    Gypsy                  AZL               3         1                   1         9        2         11                              3
L_  L             5         1         1         2         8         1        9             4                9
IV     Prison Van             AZL               1                                       3                  3                               1
LL
CTP
V      Not specified          AZL               3                   1         1         3                  3              1               4
LL
CTP                          .
District wise total    AZL             39         14        8         22       68         6        74            10               49
LL               20        12         6        18       41        18        59            35               55
CTP              6          1         4        5         9         2        11             6               12     _
Mizoram                                65         27        18       45        118       26       144            51               116



I
Nfi:orma Stare Roads Pr oject                                   Sectoi l EnvLironmcnrtal Assessment
Annexure 5.1
List of Participants in Mizoram State Road Show at Aizawl
I                                                    3Oth July 1999
SI.No         Name and Designation                 Address
1   Thangkhuma VC(M)                          Hualngohmun
2   Vanlalhruaia VC(M)                       Thingdawl (Mel 8)
3    F. Lalringliana MNF Secy.                   Aibawk
4    Selhnuni MHIP                                Sialsuk
5    Sangkungi MPC                               Sialsuk
6    Lalruala MUP                                Falkawn
7    Thangtluangi MPC/MUP                        Falkawn
8    R. Saptawna MUP                           Hualngohmun
9    Biaksanga MPC                             Hualngohmun
10   Lalrinawma VC                             Hualngohmun
3                            11   Lalnghinglova VC                          Hualngohmun
12   Chaldailova Upa                           Hualngohmun
13   Ramliana MNF                              Hualngohmun
U                           14   Engmawia YMA                               Hualngohmun
15   Lalsiama                                  Hualngohmun
16   Lianzuaia Congress                        Hualngohmun
17   P.C. Thanhlira VCP                        Hualngohmun
18   Lalhmangaiha VC                           Hualngohmun
I                           19   Thankhuma                                  Hualngohmun
20   V. Lalmawia Vice Pre.                     Hualngohmun
21   Vanlthangpuia VC                             Falkawn
22   R. Biakthuama VCP                        Zotlang, Lunglei
23   C. Kapthianga Pre. MPC                   Zotlang, Lunglei
I                           24   Lalchungnunga MPC                         Pukpui, Lunglei
25   Vanlaldika MNF                           Pukpui, Lunglei
26   Rothanga Cong                            Pukpui, Lunglei
27   Lalthanpuia YMA                          Pukpui, Lunglei
28   Duailova VCP                                 Aibawk
29   Lalvuana Vice Pre (VC)                       Aibawk
30   R.C. Khuma VC(M)                             Aibawk
31   Rothuama MNF Unit Vice Pre.                  Aibawk
32   Thazuala MNF Jt. Secy                        Aibawk
3                           33   Zokima Fin. Secy.                            Aibawk
34   Rosiama VC(M)                                 Thiak
Revised by Lea Associates                                                              October 2001
I        (Original Document by ICT, CES, LBII)



I
Wfizoramn State Roads Pr-oject                                   Secroral Enxvironme,ital Assessmnent
SI.No         Name and Designation                 Address
35   Rothianga VC Vice Pre.                        Thiak
36   R. Lalnuntluanga MUP Pre.                     Thiak
37   Lalhriatpuii MHIP Pre.                   Lunglei, Zohnuai
38   Lalrimawii MPC Unit Adv.                  Lunglei, Zohnuai
39   H. Lalremruata VCP                        Lunglei, Zohnuai
40   Zoliana MPC Unit Vice Pre.                    Pukpui
41   Lalnuthangi MPC Unit Secy.                    Pukpui
3                            42   P. Lianchhuma Cong Unit Vice. Pre         Zotlang, Lunglei
43   Danhrila MNF Unit(EM)                     Zotlang, Lunglei
44   Rosiama YMA Pre.                              Aibawk
45   Sanglura VC(M)                                Aibawk
46   Lalbiaktluanga Varte VC(M)                 Muallungthu
47   Tluangzela VC(M)                              Sialsuk
48   Khawvelthanga Dy. Director IPR                Aizawl
49   C. Lalrozika                                 Falkawn
I                            50   Lallianmawia D.V.S.P                          Khatla
51   K. Liankhuma MUP                              Sateek
52   R. Zakiamlova MNF(N) Block Pre.             Haulawng
53   F. Lalchhanchhuaha YMA Secy.                 Falkawn
54   Rualkhuma VC(M)                            Muallungthu
55   Lianngura VC(M)                            Muallungthu
56   F. Sawihnuna Ad. Board Vice Chairman          Metriat
57   B. Lalrinawma Secy. Ad. Board                 Melriat
58   Ralramthanga YMA                              Melriat
59   P.C. Lalropuia YMA, Secy.                     Melriat
60   Lalhmangaiha YMA Asst. Secy                   Melriat
61   Ruatliana MUP                                 Melriat
62   K. Vanlalauva Headmaster, G.HIS               Melriat
63   Lalruntluanga YMA Fin. Secy                   Melriat
64   Vanlalruata MUP                               Meiriat
65   Rodingpuii MHIP                           Zotlang, Lunglei
66   R. Lalthanzuali MHIP                      Zotlang, Lunglei
I                           67   Lalrinawma YMA Pre.                       Laipuitlang,Aizawl
68   C. Thanfela YMA                               Thiak
69   Sapdawla Vice Chairman Falkawn               Falkawn
70   Chhawntluanga MNF Unit Secy.                 Falkawn
71   C. Lalnghinga VCP                            Serkawn
72   Kawilianmawia VC Secy.                       Serkawn
Revised by Lea Associates                                                               October 2001
(Original Document by ICT, CES, LBII)
U



U        N~~~,h:oi-an State Roadis Pr-ojcct                                  Sectoral En2vir-onmiential ~ssess?nen?t
SI.No          Name and Designation                  Address
I                    ~~~~~~~73   Phirthanga Adv. S-1l Block MNF        Saikhamakawn
74   Laisawta VC Secy.                              Aibawk
75   H. Lalzuala VCP                             Kanghmun'S
76   F. Lalhmingliana YMA Pre.                      Tachhip
77  iH. Lalruaa YMA (CM)                            Tach hip
78  ~Rarrzauva YMA(CM)                              Tachhip
79  JR. Lalthangvunga Pre Unit (MNF)                Zotlang
80   Rev. C. Biakmawia                             Ramhlun
81   Buangkunga Adv. MNF Block                       Thiak
82   Lalremruata MNF Vice Pre (Unit)                 Thiak
83   Biakchhunga MPC Pre.                         Muallungthu
84   Lalthantluanga MPC Secy.                     Muallungthu
85  isanglura VC(M)                               Muallungthu
86  IC. L. Muana VC(M)                            Muallungthu
87   R. Vanlalupa Secy. VC                        Muallungthu
88   Jchanna VC(M)                                  Aibawk
89   TC. Lalnghaka MUP                              Pukpui
90   Lalchamliana MUP                               Pukpui
91   Lalzidinga Jt. Secy. MPG                       Falkawn
92   Kiamlova MUP Pre.                               Kelsih
93   Hmingliana MUP                                  Kelsih
94   Rua(khuma Ad Board (M)                          Kelsih
95   Kamlova MUP                                     Kelsih
96   Kapthanga Ad. Board (M)                         Kelsih
97   Lalthansanga VCP                              Hmuifang
98   Dawrhmingthanga Vice Pre. (VC)                Hmuifang
99   Lalchhanhima VC(M)                            Hmuifang
100   Ramliansanga MNF Unit Pre.                    Hmuifang
Revised by Lea Associates                                                                 October 2001
I   (Original Document by [CT. CES. LBIL)



l
I           rMizoram State Roads Project                               Secroral Environrmental Assessm eni
Annexure 5.2
I  MIZORAMI STATE ROADS PROJECT (WORLD BANK FUNDED)
SOCIAL & ENVIRONMENT IMPACT ASSESSMENT - QUESTIONNAIRE
Name:                                          Occupation:
I    d     Address:                                       Date:
l
Note: Tick (vX) one or mnore options as applicable.
1.    Awareness on the Mizoram State Roads Project (World Bank Project) in the village
a. Less than 50%
b. About 50%
c. More than 50%
d. All know about this project
I             2.    Commercial Activities in the region
a. Handicraft products
b. Agricultural products
c. Forest products
3.    Expectations in terms of the social and economic development of the region from the
Mizoram road development project (World Bank Funded)
a. Additional and or improved access facilities to major towns/business centers
b. Economic and efficient movement of agricultural/forest/industrial products
between production centers and markets
c. Increased labor potential
|                    d. Influence on the traditional social system
e. Improvement in agricultural practices
t. More opportunities to women with regard to service, etc.
g. Promotion of private investment
h. Increased access to public facilities
i. Promotion of tourism
4.    Is there scope for implementing any horticulture, pisciculture, sericulture, floriculture,
3                    etc., programmes in your village?
a. Yes
b. No
c. Cannot say
5.    What types of forest products are available in your region?
|                    a. Bamboo
b. Medicinal/aromatic plants
Revised by Lea Associates                                                       October 2001
I       (Original Docunment by [CT, CES, LBII)
I



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K           .MI:7orania Strte Roods Projecf                                  Secto-al Environ,tre,,tal Assessmeart
c. Fruits, roots, etc
|                      d. Any other specify
6.     Tvpes  of government sponsored  social welfare  schemes  operating  i being
implemented in the region
*Ia. Rurale vent ents reg                          ram
a. Rural developmients programs
b. Self enmployment programs
c. Agriculture related programs
d. Social forestry
e.
7.     Awaareness of the people with regard to the above welfare schemes existing in the
region
a. Less than 50%
b. About 50%
c. More than 50%
3                      d. Cannot say
8.     Benefits availed by the people with regard to the poverty alleviated government
schemes
a. Financial
b. Machinery
c. House building materials, Agricultural implements, etc.
d.
e.
X              9.     Occupation pattern existing in the region
a. Service
b. Business
c. Professional
d. labour
1              10.   What are the types of diseases prevailing in the region
a. Malaria
b. Sexually Transmitted Diseases (STDs)
c.
d.
11.   If STD is prevalent, who are the general carriers of the diseases?
a. Highway users
b. Truckers
c. Outside state/country migrants
d. Any others (please mention)
12.    What facilities are available to tackle the problem of STDs?
a. Counseling centers
b. AIDS cells
c. Types of information, education & communication methods
Revised by Lea Associates                                                              October 2001
(Original Document by ICT, CES, LBII)
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I             flocizoni-am Stcate Road(ls Proj&ct                           Sectortal Environmental Assessniment
d. Intervcntion methods
|                      e.
f.
13.   Are you aware of any problem related to drugs?
a. Yes
b. No
14.   Are vou aware of any diseases related to HIV?
a. Yes
b. No
15.    What kind of medical facilities are available in the village to treat the above
mentioned diseases
a. Primary Health Center
b. AIDS Cells
c. Drug De-addiction Center
d. Local Doctors
|                      e.
16.   Are you aware of the child labor problems related to development projects?
a. Yes
b. No
17.   Do you foresee any adverse impacts on the local women during construction and
implementation of this project?
a. Yes
b. No
If yes, please mention one or two of such impacts briefly?
l
18.    What are the sources of drinking water available to this village?
a. Tube well
b. Stream
c. River
d. Govemment piped water supply
e. Any other (please specify)
19.   Are the available sources of water sufficient throughout the year?
a. Yes
b. No
Revised by Lea Associates                                                              October 2001
I       (Original Document by [CT, CES. LBII)



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Ii:ora-?n State Roads Prjc ct                               Sectoral Environmental Assessment
20.   WhElat would you suggest to safeguard the sources of water from any adverse impacts
during the construction period?
21.   What type of access you think is most suitable to the village during the construction
period of the project?
a. Allowing the traffic movement during the morning and evening hours only
b. Allowing a group of vehicles to move in one direction at a time
c. Any other option
I              22.  EWlhere in the neighbourhood of your village would you suggest the site for the
construction camp?
23.   What type of impacts do you foresee from the construction workers who may be
located nearby to your village?
a. Positive
b. Negative
c. Both
1              24.   Please specify the positive or negative impacts as foreseen by you in about two or
three lines.
U             25.   What community benefits you think could follow from the implementation of this
road project?
a. Playground
b. Road side public amenities
c. Bus shelter
d. Improve the connecting roads of the village
e.
26.   Distance to the nearest:
*                    a. Business place                                  kms
b. Postoffice                                     kms
c. Medical facilities                             kms
d. Educational institutions
i. Primary school                          kms
ii. Higher secondary school                 kms
iii. College                                kms
Revised by Lea Associates                                                        October 2001
*       (Original Document by ICT, CES. LB[I)



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M Aoiors1nm State Rolds Project                                  Sector-al Environmental Assessmenrt
iv. University                                  kms
27.    Can the village provide skilled workers for the project?
a. Yes
b. No
28.    Can the village provide unskilled workers for the project?
a. Yes
b. No
|   29.    What type of environmental impacts do you foresee from this project?
a. Impact on air quality
b. Impact on water quality
c. Impact on noise quality
d. Impact on land use
e. Impact on the hill environment
3                      f. Any other
30.    Are there any water bodies breeding aquatic life like plants animals etc.
a. Yes
b. No
If yes, specify the types.
31.    Are there any endangered animals in this region?
a. Yes
b. No
If yes, specify.
32.    Arc you aware of the impacts of Jhum Cultivation to the environment?
a. Yes
b. No
If yes, specify the types of impact.
I
Revised by Lea Associates                                                               October 2001
I        (Original Document by fCT, CES, LBII)



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I            Nfi-ortum State Roads Proj}l tSectoral Environmenial Assessment
33.    Are you willing to shift to settled type of cultivation?
a. Yes
b. No
34.    What types of traffic safety measures do you suggest particularlv with regard to
safety of children, women, pedestrians and other non-motorized vehicles of the
village?
a. Appropriate signage's
b. Speed brakers at the entry and exit points of the village
c. Any other
3                      d.
35.    For safety, would you like your structures to be shifted to a suitable place away from
the edge of the road?
a. Yes
b. No
If yes, what is the suitable distance from the road or place in the village for this
shifting of the structures?
l
36.    Please suggest locations for harvesting water during the monsoon for construction of
the road without affecting your drinking water sources?
37.    Please suggest locations for the disposal of the debris that will be produced during
construction of the project road.
38.    Have you experienced any natural calamity like flood, earthquake, landslides, etc., in
this region?
a. Yes
b. No
If yes, please mention the frequency and intensity of such occurrence.
Revised by Lea Associates                                                               October2001
I        (Original Document by ]CT. CES. LBII)



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Annexure 5.13
Notified Forests of Mizoram
A. State Owned                                                         Area in sq. km.
1     Innerline Reserved Forests                                                570.00
*                    2     Reverine Reserved Forests                                                1,833.00
3     Roadside Reserve Forests                                                   97.20
4     Other Reser-ved Forests                                                 1,905.57
MTotal-               4.405.77
S     Wildlife Protected Areas:
_________   a) Danipa                                                                500.00
b) Murlen                                                                200.00
c) Khawnulun                                                              41.00
_________  d) Lengtengo                                                              120.00
*________ =__                                              Total                     861.00
B. District Council Forests
1 Lai Automonous District Council
*________ 1a) Wildlife Protected Area
i) Ngenpui Wildlife Sanctuary                                         110.00
ii) Phawngpui (Blue mountain) National Park                            50.00
Total                    160.00
b) Reserve Forests
Name                                                    Area in sq. km.
i) Safety Reservc                                                      78.00
ii) Supply Reserve                                                     45.00
iii) Protected Reserve                                                 70.00
iv) Roadside Reserve                                                   27.00
v) Station Reserve                                                     44.00
vi) Revenue Reserve                                                   612.00
Total                    876.00
Total (LAD) i.e. a+b                1,036.00
2     Mara Automonous District Council
|                     ~~~~~~~~iNaiiie                                           Area in sq. km.
a) Safety Reserve                                                        102.00
b) Supply Reserve                                                        115.00
Total (MADC)                      217.00
3     Chakma Autonomous District Council
Nanme                                                   Area in sq. kin.
a) Safety Reserve                                                        465.00
b) Supply Reserve                                                        904.00
Total (CADC)                   1,369.00
l                           =-                                         Total A&B             7,888.77 sq. km.
or say           7,889.00 sq. km.
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M Jizo-arnn State Roa(is Project                  Sectoral En virownren ali4ssessmnenr
I                                                                              Annexure 7.1
METHODS OF RAIN WATER HARVESTING
1. Mizoram -Mizoram state is entirely hilly with ranges running in North-South
directions. The geological formations of the hill slope are of hard shales. The
rivers also flow in the North-South directions. Most of the towns and the
villages are on hill top  and upper reaches of the mountains. Road
communications have to be made along the ridges and slope of the hills.
Inspite of abundant monsoon rainfall in Mizoram there is water scarcity during
the non-monsoon months due to quick run-off. Perennial river water sources
are mostly in the deep valleys far from habitations. Monsoon rain water
harvesting is one of the main sources of domestic water supply. Agriculture is
also entirely rain fed. The first water supply of Aizawl constructed by the
British out post was twelve lakhs gallon capacity rainwater harvesting tank
constnicted in the year 1900. This was the only water supply of Aizawl till
1973.
2. Rainfall - The annual average rainfall of Mizoram is about 250 cm per
annum. The monsoon season is between May and October, but there are
occasional rainfalls during other period as well. The monthly distribution of
rainfall is as follow:
Monthly distribution of rainfall (cm)
l                 Year       1989   1990   1991    1992  |1993    1994   1995   1996
Januarv    0.06    0.16    0.11    0.5      1.8    0.3      0.4    0.8
February   2.8     2.4     3.0     6.8      12.9    1.6     1.0    3.7
March      6.4     17.7   2.8      0.7     9.9     23.3    3.7      16.9
April      13.7   26.0    13.7   5.0        10.8    16.0   4.0      10.7
May       1 33.3    39.8   20.2    16.1   48.2    15.9   36.7   29.8
June       49.7    31.7   40.2    27.7   64.1    30.2    44.9   34.7
Julv       55.2    41.6    71.1    37.4   70.9   41.7    40.5   36.7
August    44.4    55.2   45.3    38.2   46.2    43.4   47.4   35.1
September 32.7    42.2    34.6    31.6   33.9    21.0    34.9   43.6
i! October    23.1    9.8    30.2   25.6   21.7    11.0   17.1   20.5
November  4 1       12.4   0.13    3.9     2.4      2.6     19.5   3.4
U  Decenmber  0.1   3.7      1.0     1.0             0.02    0.05    0.4
Yearly     265.6  282.7  261.4  194.5  322.8   207.0  250.1  236.3
3            ~~~~~~total        I_          _ _   __ _ __                  __I_   _ _ _
Apart from the main monsoon rainfall(Fur) Mizoram received rains sometimes
in April (To ruah), early November (Ai ruah) and Winter (Pawl delh ruah). As
I                    seen from the above table Mizoram has some rainfall almost every month.
Harvesting rainfall is the best economic system for meeting water requirement
in the hills.
Revised by Lea Associates                                              October 2001
|          (Original Document by ICT. CES, LBII)



U  Aizoornam State Roads Project                   Sector-al En ii ronmental Assessmnent
3. WVater larvestiig system - Water harvesting means capturing rain where it
falls or capturing run-off and taking measure to store it in good condition for
use in dry days. Water harvesting can be don by various ways: -
(a) Capturing run-off from roof top
(b) Capturing run-off from local catchments
(c) Capturing seasonal flood water and from local streams and nallas
f                        (d) Conserving water through water shed management.
4. Design parameter - Rain water harvesting depends on two things: -
(a) Quantity of rainfall
(b) Area of catchment and nature of surface
Quantity of rain water collection can be calculated from the following simple
fornula
Q=AXFXR
Where:
0 = Quantity of water (M3)
A = Area of catchment (m2)
R = Rainfall (meter)
!                                         F = Run off factor
100% - for hard surface like roof
50% - for less hard surface like roads
25% - loose surface like soil
e.g. In Mizoram a plot of land on hill slope having an area of lOOm x lOOm.
can harvest rainfall :-
3                                  Q = 100 x 100 x 250 x 0.25 = 6250cum
100
= 62,50,000 liters per annum
5. Types of water harvesting structures - The local villagers collect rainfall from
rooftop to supplement domestic water requirements. Along the road alignment
there are many small streams and valleys where small check dam can be
constructed to store rainfall. With a little additional excavation rain water can be
stored for dry season. To prevent seepage polyethylene lining or stabilized soil
lining can be adopted. It will be preferable to have such storage upstream of the
road alignment for facility of gravitational drawing of water. Rain water
harvesting tank below  the road level will require some sort of pumping
arrangement which will be an additional expenditure. There are some convenient
locations where artificial lake can be created along the road alignment. Such water
harvesting structures, apart from providing water during the construction period
Revtsed by Lea Associates                                                October 2001
3           (Orieinal Document by ICT, CES, LBII)



Mizoramn State Roads Project                               Sectoral Env'ironmental Assessmnent
will be valuable asset for the community as water sources for agriculture, animal
and huimai consumption.
In Thenzawl village areas the land is more or less flat and there are two rivers
namely R. Char and R. Vanva where water is available even in the dry season.
Sourrce   Dr.  Duifglena, Raiai water harvesting evpert
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Revised by Lea Associates                                                            October 2001
|        ~~~(Original Document by [CT, CES, LBII)



l
AflzOr am1 State Roads Project                            Sectoral Enllvir onm1Z1enltal 4ssessmttent
Anneuxre 9.1
U                                    CONSTRUCTION METHODOLOGY
The contractor shall be deemed to have acquainted himself with the requirements of all the
current statutes, ordinances by laws, rules, regulation or their instruments having the force of
law in India includinh  without limitation those relating to protection of the environment,
health and safety, importation of labour, demolition of houses, protection of environment and
procuremiienit tranisportation. storage and use of explosives, etc.
1.    SITE REQUIRENIENTS
I                  i.   The contractor will not carry out any work on the site other than that necessary
for the completion of the contract.
ii.   The contractor will provide and maintain barriers fencing and lighting around
the site and where necessary for the safety, security and convenience of the
ppublic including traffic on road and as otherwise needed to suit his working
methods and timings.
iii. The contractor will provide and maintain all necessary temporary buildings
including, office sheds, stores, storage areas, explosive magazines and water
storage tanks without limitation.
iv. Contractor will be responsible for the provision and maintenance of all site
services necessary for the execution of the works including, provision of
electricity, water, and site communication facilities.
v.   Contractor will maintain the site in safe, clean, tidy and sanitary condition.
I                       Contractor will also be responsible for cleaning all general rubbish and waste
from whatever source generated during execution of the works.
2.  HEALTH AND SAFETY
i.   The contractor shall not use or generate any materials in the works, which are
hazardous to the health of persons, animals or vegetation. Where it is necessary
to use some substances, which can cause injury to the health of workers, the
Contractor shall provide protective clothing or appliances to his workers.
ii.   The contractor will take all measures necessary to safeguard the health, safety
*                       and welfare of all persons entitled to be on site and will ensure that works are
carried out in a safe and efficient manner.
iii.  The contractor will provide, and ensure the utilization of appropriate safety
equipment for all workmen and staff employed directly or indirectly by the
contractor. Such safety equipment will include but not be limited to the safety
I                       helmets, goggles and other eye protectors, hearing protectors, safety harnesses,
safety equipment for working over water, rescue equipment, fire extinguishers
and first-aid equipment. The personnel working at vulnerable locations at site
I                       will wear safety helmets and strong footwear.
iv. The contractor will provide an adequate number of latrines and other sanitary
arrangements at areas of the site where work is in progress and ensure that they
are regularly cleaned and maintained in a hygienic condition.
Revised by Lea Associates                                                          October 21)01
(Original Document by [CT, CES, LBII)



.lWiorain Stare Rodls Project                               Sectoral Environmenrtal Assessment
3.  PROTECTION OF ENVIRONMIENT
i.   The contractor will take all necessary measures and precautions and ensure that
the exectution of the works and all associated operations on site or offsite are
can-ied out in conformity with statutory and regulatory environmental
3                        requircmiients including those prescribed in EMP.
i.   The contractor will take all measures and precautions to avoid any nuisance or
disturhtaince to inhabitants arising from the execution of works.
i in.  All liquid waste products arising on the sites wili be collected and disposed of at
a location on or off the sites and in a manner that will not cause either nuisance
or pollution (after the pennission from the environmental unit PIU/SE).
iv.  The contractor will at all times ensure that all existing stream courses and drains
within and adjacent to the site are kept safe and free from any contamination.
3                  v.   The contractor will submit details of his temporary drainage work system
(including all surface channels, sediment traps, washing basins and discharge
pits) to the PIU/SE for approval prior to commencing work on its constniction.
*                  vi.  The contractor will arrange all the equipment in good condition to minimize
dust, gaseous or other air-bome emissions and carry out the works in such a
manner as to minimize adverse impact on air.
vii.  Any vehicle with an open load-carrying area used for transporting potentially
dust-producing material will have properly fitted side and tailboards. Materials
having the potential to produce dust will not be loaded to a level higher than the
side and tail boards and will be covered with a clean tarpaulin in good condition.
viii. The contractor will take all necessary measures to ensure that the operation of
i                       all meclhanical equipment and condition processes on and off the site will not
cause any unnecessary or excessive noise, taking into account applicable
environmental requirements.
*                  ix.  The contractor will take necessary measures to maintain all plant and equipment
in good condition.
3                  x.   Where the execution of the works requires temporary closure of road to traffic,
the contractor will provide and maintain temporary traffic diversions subject to
the approval of the PIU.
I                  xi.  Where the execution of the works requires single-lane operation on public road
the contractor will provide and maintain all necessary barriers. warning signs
and traffic control signals to the satisfaction of the PIU/SE.
xii.  Whierever traffic diversions, warning signs, traffic control signals, baiTiers and
the like are required, the contractor will install them to the satisfaction of
PIU/SE prior to commencing the work, in that area.
xiii. Contractor will install asphalt plants and other machineries away from thle
populated areas as per laid down regulations.
4.  QUARRY OPERATIONS
3                  The Contractor shall obtain materials from quarries only after the consent of the
Forest Depaitment or other concemed authorities. The quarry operations shall be
undertaken within the purview of the rules and regulations in force.
Revised by Lea Associates                                                          October 2001
(Original Document by [CT. CES, LBIi)



A. fizorain State Roa(ds Pr-oject                      Sectoral EnViroInenIMtal Assessment
5.    CONTROL  OF  SOIL  EROSION,  SEDIMENTATION   AND  WATER
STORAGE
I                The Contractor shall carry out the works in such a manner that soil erosion is fully
controlled and sedimentation and pollution of natural watercourses, ponds, tanks and
|                 resel-oirs is avoided.
Contractor will extract water from the following identified water sources along the
road after consultation and permission with PIU / SE for construction activity.
SI.No.     River Name
Road P1 - Aizawl - Thenzawl - Lunglei
1.     Char River
5                            2.      Vanva River
Road P2 - Bairabi - Zamuang - Kanhmun
I      Tlawng
2      Teirei
3      Putar Lui
*                             4      Uper Borai Lui
5      Momcherra
6      Pokoi Lui
7      Gobaicherra
8      Murai Lui
9      Zotui Lui
10      Medli Lui
Between Buangpui - Lunglei section (P1 Phase II)
1.    ] Tlawng River
U                         Maintenance Road - MI to M 14
*  I   Ml Tuipual River
I                            2       M I Tuivai River
3      M3 Tuipui River
4      M4 Tuichang River
5     M7 Changte River
6      M12 Tuiphum River
7      M14 Tuivai River
F Aizawl Bypass
B I     Chite River
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Revised by Lea Associates                                                    October 2001
(Original Document by ICT, CES, LBI I)



l fizormnm Starte Roads Pr oject                        Sectoral Environmeintal ,4ssessmeizrt
6.  POLLUTION FROM HOT-MIX PLANTS AND BATCHING PLANTS
Bituminous lhot-mix plants and concrete batching plants shall be located sufficiently
away from  habitation, agricultural operations. The Contractor shall take every
precaution to reduce the levels of noise, vibration, dust and emissions from his plants
and shall he fully responsible for any claims for damages caused to the owners of
property, fields and residents in the vicinity.
3          7.  ARRANGENIENT FOR TRAFFIC DURING CONSTRUCTION
The Contractor shall at all times carry out work on the state highway in a manner
creating least interference to the flow of traffic with the satisfactory execution. For all
I                 works involving improvements to the existing state highway, the Contractor shall, in
accordance with the directives of the SE, provide and maintain, during execution of
the work, a passage for traffic either along a part of the existing carriageway under
I                 improvement, or along a temporary diversion constructed close to the state highway.
The Contractor shall take prior approval of the SE regarding traffic arrangements
|                 during construction.
8.  TRAFFIC SAFETY AND CONTROL
i.   The Contractor shall take all necessary measures for the safety of traffic during
construction and provide, erect and maintain such barricades, including signs,
marking, flags, lights and flagmen as may be required by the Engineer for the
I                      information and protection of traffic approaching or passing through the section
of the highway under improvement. Before taking up any construction, an
agreed phased programme for the diversion of traffic or closer of traffic on the
state highway shall be drawn up in consultation with the SE.
ii.   At the points where traffic is to deviate from its normal path (whether on
temporary diversion or part width of the carriageway) the lane width path for
traffic shall be clearly marked with the aid of pavement markings, painted drums
or a similar device to the directions of the SE. At night, the passage shall be
I                      delineated with lanterns or other suitable light source.
iii.  One-way traffic operation shall be established whenever the traffic is to be
|                      passed over part of the carriageway inadequate for two-lane traffic. This shall be
done with the help of temporary traffic signals or flagmen kept positioned on
opposite sides during all hours. For regulation of traffic, the flagmen shall be
equipped with red and green flags and lanterns / lights.
iv.  On both sides, suitable regulatory / warnings signs as approved by the SE shall
be installed for the guidance of road users. On each approach, at least two sig,ns
shall be put up, one close to the point where transition of carriageway begins
and the other 120 m away. The signs shall be of design and of reflectory type, if
|                      so directed by the SE.
9.   MAINTENANCE OF DIVERSIONS AND TRAFFIC CONTROL DEVICES
Signs, lights, barriers and other traffic control devices, as well as the riding surface of
diversion shall be maintained in a satisfactory condition till such time they are
required as directed by the SE. The temporary travelled way shall be kept free of dust
by frequent applications of water, if necessary.
|       Revised by Lea Associates                                                      October 2001
(Original Document by ICT, CES, LBII)



,Wi:orclil Stare Roadfs Project                            Sectoral JF-Xirinmoe)ltal ,4ssessmne)!!
l
Annexure 9.2
|                    GUIDELINES ON USE OF EXPLOSIVE AND BLASTING
i.    The Explosives Act, 1884 and the Explosives Rules, 1983 will be strictly followed
during procuremiient transportation, handling, storage and use of explosive.
ii.    Controlled blasting will be used to limit the volume and extent of rock throw, and to
reduce the disturbance of local flora and fauna.
Iii.    The contractor will keep in his site offices copies of laws applying to supply,
transportatioin, handling, storage and usage of explosives and will supply one copy of
each of these laws to the Supervising Engineer (SE).
iv.    The contractor will submit to the SE details of the explosives that he proposes to use
and of his proposals for their storage or and transportation to the site.
v.    Explosives will be used in accordance with the recommendations of the Indian
Standard Code of practice.
vi.    Explosives will be stored under proper security at a safe distance from the road and at
least 300 m from any inhabited permises.
i           vii.   The contractor will use explosives for blasting in connection with the work only at
such times and places and in such a manner as the SE may approve always provided
that such approval will not relieve the contractor from his responsibility for injury,
I                  loss, inconvenience and annoyance to persons, damage to the works and adjoining or
adjacent structures, road, places and things, consequent on the use of such explosives.
viii.   The contractor will obtain all necessary permits and pay all necessary fees for the
acquisition, storage and use of explosives and explosive accessories.
ix.    The contractor will appoint a responsible person or persons to order and receive
I                  explosives on site and to be responsible for all blasting activities on site.
x.     The contractor will provide an approved system of warning the public (including road
traffic) and site personnel of an impending blast by both audible and visible means
and will ensure that the blasting area is cleared of all personnel immediately prior to
blasting.
xi.    The contractor will keep a current inventory of all explosive and explosive accessories
obtained and used and submit a monthly report to the SE, detailing the usage of all
explosives and explosive accessories by date and location.
xii.   The contractor will be entirely liable for any accident that may occur and will save the
employer hannless and indemnified from  all claims arising therefrom. Where the
possibility exists of loss, inconvenience, injury or accident to persons, animals, works,
property, places or objects the SE will have the authority to regulate or prescribe the
use of explosives and, in the event of such regulation or prescription the contractor
|                 will have no claim against the employer.
xiii.   The contractor will give warning each time of his intention to blast and will station
personnel on the roads and elsewhere with flags, horns and whistles and prevent
I                 persons, animals and traffic entering or remaining within the danger zone. The
contractor will arrange for control of traffic on main road during all the blasting
operations within 400 m of road by Mizoram Police.
Revised by Lea Associates                                                          October 2001
(Original Document by ICT, CES. LBII)



AV:o-ranl State Roaids Pro7ject                              Sectoral EmlironmeLntal Assessme&nt
xiv.   The contractor's supervisor in charge of blasting operations will have a current license
valid for all types of blasting required including restricted blasting, and the license
will be made available to the SE for verification.
xv.    Contractor will employ qualified shot-fires, holding a shot-fire's permnit granted under
the Explosives Rules, 1983.
xvi.   The contractor will select the number, position, orientation, depth and spacing of
holes for blasting, the amount and type of explosive to be used per hole and the
number and sequence of delays such that fracturing or other-wise damaging the ground
below or beyond the required excavation limits is avoided. Final holes will stop short
of the final limits of excavation by the amount required to ensure that, after detonation
|                  and the removal of all loose material, the final surface is in the correct position.
xvii.  In areas wlher-e it is necessary to restrict blasting in order to protect installations of
significance or whenever he wishes to blast within 400 m of any public utilities, the
contractor will:
a.   inform the authority concerned of his intention to carry out blasting within the
|                        vicinity of their property and ensure that all conditions imposed by them,
incltiding attendance by the representatives of such authority, are met,
b.   provide cover to the area to be blasted, to the approval of the SE and the
I                        authority concemed, to prevent damage by flying debris to such services,
c.   provide a suitable vibrometer and, whenever called upon to do so by the SE,
3                        demonstrate by the use of this instrument that the charges he proposes to use
comply with this Specification.
Neither the Contractor's compliance with these restrictions nor any approval given by the SE
will relieve the contractor of any of his liabilities or responsibilities in respect of any damage
to any building, structure or service resulting from his use of explosives.
|           After blasting no person will approach the danger zone until the blasting site has been
examined by the licensed supervisor or other responsible person and, in the case of misfires,
*           before proper precautions have been taken.
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Revised by Lea Associates                                                            October 20(1
(Original Document by ICT, CES. LBII)



,1i:o,i-aa Stare Roads PNoject                                Sectot al En;iroinmeintal ,Issessmne,ai
Annexure 9.3
GUIDELINES ON DEBRIS DISPOSAL
3           Dcbris disposal will be done by the contractor in the following manner:
i.     During the site clearance and disposal of debris contractor will take full care to ensure
that public or private properties are not damaged/affected and that the traffic is not
interrupted.
ii.    Contractor will dispose off debris only to the identified places or with prior
permission of PIU / SE (Supervising Engineer).
iii.    Contractor will also dispose off the debris for improvement of public utilities with the
consent of villagers and approval of PIU / SE.
iv.    In the event of any spoil or debris from the sites being deposited on any adjacent land,
the contractor will immediately remove all such spoil debris and restore the affected
area to its original state to the satisfaction of the PIU/Supervising Engineer (SE).
v.     The contractor will at all times ensure that all the existing stream courses and drains
within and adjacent to the site are kept safe and free from any debris and any material
generated from the work.
|           vi.    Contractor will utilize effective water sprays during the delivery and handling of
materials when dust is likely to be created and to damp stored materials during dry
and windy weather. Stockpiles of friable material will be covered with clean
tarpaulins, with application of sprayed water during dry and windy weather.
vii.   Materials having the potential to produce dust will not be loaded to a level higher than
3                  the side and tail boards and will be covered with a tarpaulin in good condition.
viii.   During cutting of hills and disposal of debris proper waming signs will be installed to
3                  the satisfaction of PIU/SE.
ix.    Any diversion required for traffic during disposal of debris shall be provided with
traffic control signals and barriers after discussion with local people and permission of
PIU/SE.
x.     During debris disposal contractor will take care of surrounding features and avoid any
damage to it.
xi.    During debris disposal contractor will take care about wind direction and locate the
settlements, so that any dust problem will be avoided.
I
Revised by Lea Associates                                                            October 2001
(Original Document by [CT, CES, LBII)