Brief Background
Kanglung
Gewog lies on the lateral route of Trashigang- Samdrup Jongkhar Highway and it
is located 22 kms away from Trashigang Dzongkhag. The Kanglung Geog has an area
of 63.30 sq. km and is located in the North of Khaling, North-East of Uzorong,
South-West of Samkhar and has a border with Dremitse Geog of Mongar Dzongkhag.
The Geog has a temperate climate with warm summer and cold winter. Geog
landscape is mostly mountainous terrain; however, proper Kanglung is in gentle
slope. The soil is acidic in nature. The highest altitude recorded in the Gewog
is 3700 metres approximately and lowest altitude recorded is 550 metres
approximately above the sea level. The main cash crop in the Gewog is potato
and 80% of the farmers cultivate potatoes. The rest 20% cultivate other crops
for the household purposes to meet their daily living.
Kanglung
Geog has 8 Major Villages called Chewog, which further sub-divided into minor
villages with minimum households of 1 to 2 and goes up to the maximum of 20 to 30
households. The people of this Geog speak Tshangla (Sharchop).
The
Gewog has also a good business opportunity in future and presently the Gewog
itself have 59 grocery shops and 10 restaurants benefitting the public in
obtaining necessary food items. The Gewog is fully electrified by June 2010,
and none of the village is left without electricity. In the field of
Information and Communication, almost all the villages are connected with
telephone and mobile services. The Gewog has one Post office where it delivers
postal services to the public. The Gewog is access to the media with the
establishment of Kuensel Regional Office in 2006. The Gewog has one TV
subscriber connecting most of the villages by providing daily news and updating
information to the public.
Aims and Objectives
The
main objective of project is to find out the benefit of road construction
between Kanglung BHU and Pangthang village. By connecting all unconnected
habitations in the rural areas through construction of all-weather roads with
necessary culverts and cross-drainage structures, in a manner that will provide
the most economic and efficient connectivity thus promoting access to economic
and social infrastructure as well as assist the habitants in crossing the
Poverty Line.
Specific objectives
· Promotion and preservation of nature
while construction is underway.
· Provide alternative income source by
value addition by construction of road.
· Socio-economic impact on the lives of
the rural people as a result of enhanced rural connectivity provided and also
to find out the changes/improvements brought about in rural sector.
Statement of the Purpose
The
purpose of the Road and Driveway Ordinance is to establish procedures and
standards for constructing roads and driveways within the Kanglung BHU and to
supplement farm road standards leading towards Pangthang Village.
Description of Project
Environmentally
sound forest road construction techniques as holistic, interdisciplinary
approaches that take into account the need for landscape and wildlife
considerations should replace purely technology-oriented solutions and are to
be guided by the following principal considerations:
·
Any disturbance to the landscape is to
be kept to the absolute minimum;
·
Environmentally sound correction of
poorly located and designed roads at a later stage is virtually impossible;
·
Reckless and incompetent construction
work may destroy the beneficial effects of even the most carefully selected
road location (layout, alignment);
·
Undesired effects and scars inflicted on
the landscape can seldom be remedied at a later stage and only at much higher
costs.
Equal
attention is to be paid to the three phases in road construction projects namely,
planning and design, construction operation, and integration which comprises
bioengineering as well as landscaping measures. All operations undertaken are
guided by the consideration that unless the forest is left in a condition that
will permit the attainment of a desired future condition, sustainability cannot
be assured.
Project Log Frame
Log
frame is a tool for summarizing the key features of a project design at the
time of project identification (what is it?) during definition (what should we
do?) and appraisal (should we do it?). It is an up-front planner which provides
the Project Team with essential planning information for the development of
project plans.
For
carrying out the quick impact assessment of the road construction between
Kanglung BHU and Pangthang village. The methodology, as decided, adopted for
the present study is to carry out two Focus Group Discussions (FGDs) in each of
the two connected habitations - one with people of Kanglung and one group with
people of Pangthang. The FGDs in each habitation include one for the male and
the other for the female participants.
Besides
the FGDs, interviews with the village functionaries or elder group etc will be
also conducted and Case Studies in each village will be carried out.
Parameters
·
Agricultural Production
·
Employment
·
Industry
·
Health
·
Education
·
Social Aspects
·
Transportation
·
Urbanization, and
·
Poverty Alleviation
Project implementation plan
The
Kanglung BHU-Pangthang Road Implementation Plan will be updated following
additional public consultation. The plan will be submitted to our module tutor
and accordingly the decision will be taken.
To
complement the implementation plan, design guidance for road within the area
will be developed. Accordingly guidance will be made up for public realm
strategy
The
guidance produced will ensure that any future developers in this area achieve
the high design standards for road construction. They include aspects of
highway design, landscape, community safety, development block and street
layout, connectivity, parking, sustainable drainage, accessibility, materials
and local distinctiveness. There is freedom to develop designs at the planning
application stage - but they set down some important parameters about position,
height, fronts and backs, and entrances. The codes are based on a framework that
shows how the different regeneration projects will come together to create a
sustainable new road connecting two places.
Predicted impacts and analysis
There
are two general categories of species or species groups showing negative
effects of roads on animal abundance: species that are vulnerable to traffic
disturbances (noise, lights, pollution, traffic motion) and species that are
vulnerable to road mortality. Vulnerability to traffic disturbance likely
explains many of the bird responses and some of the mid- and large-sized mammal
responses. Traffic noise seems to be a problem for communication among
songbirds, possibly leading to low abundances near roads, and direct
observations and large mammals have behavioral avoidance of roads for some species.
Vulnerability
to road mortality likely explains most of the amphibian and reptile responses,
as well as some of the mid-sized and large mammal responses. Several factors
combine to make a species vulnerable to road mortality. Species that are either
attracted to roads or do not avoid roads, and that show low car avoidance
(e.g., slow-moving species) are particularly vulnerable. This combination is
most likely responsible for the frequent negative effects of roads and traffic
on abundances of amphibians and reptiles. For example, some snakes use the road
surface for thermoregulation, some turtles lay their eggs in gravel roads or
road shoulders. Therefore, these animals are likely to enter the road surface
and, in combination with their need for seasonal migrations between breeding
and overwintering sites, as well as their slow movement across the road,
experience very high mortality rates.
The
three dominant effects of roads on the environment are alteration of runoff
from forested watersheds, mass wasting and surface erosion. Sedimentation of
streams is particularly serious in upland areas. Sedimentation can also shorten
the life of reservoirs and water supply systems relying on forests for quality
water for domestic and industrial uses. Peak discharges may be altered in
basins following forest road construction. Forest roads complicate the
hydrology in harvested watershed). In watersheds with high infiltration
capacity and where hill slope flow is dominantly subsurface, roads have the
potential to increase surface runoff and intercept subsurface flow. Changing
the hydrologic properties of a watershed will often change the upland stream
sedimentation processes and adversely impact downstream structures such as
reservoirs, bridges, and other features in the stream’s flood plain.
In
steep terrain, where the climate may lead to saturated road prisms, slope
stability failures may lead to greater sedimentation in streams than surface
erosion. In many cases, the sediment particle sizes from stability failures may
be much larger than from surface erosion, and may include large rocks and
boulders in excess of a meter diameter.
The
large number of trees and plant will be uprooted and it will have larger effect
on functioning of ecosystem in particular.
Environmental management plan
·
Construction procedures and location of
the construction site.
·
Start date and duration of the
procedure.
·
Materials, equipment and labor to be
used.
·
How materials, equipment and labor would
be moved to and from the site as well as on site during construction.
·
Storage, removal and subsequent handling
of all materials, excess materials and waste materials of the procedure.
·
Emergency procedures in case of any
reasonably potential accident / incident which could occur during the
procedure.
·
Site clearing
·
Site layout and establishment
·
Hazardous substances
·
Cement and concrete batching (for each
operation)
·
Traffic accommodation
·
Solid waste control system
·
Wastewater control system
·
Erosion remediation and stabilization
·
Bridge demolition and construction
·
Fire control and emergency procedures
·
Alien vegetation clearing programme
·
Vegetation rehabilitation plan
Project implementation schedule
Planner begins with a result
(i.e. a facility design) and must synthesize the steps required to yield this
result. Essential aspects of construction planning include the generation
of required activities, analysis of the implications of these
activities, and choice among the various alternative means of performing
activities. Construction planners also face the normative problem of choosing
the best among numerous alternative plans. Planner must imagine the final facility
as described in the plans and specifications.
In developing a construction
plan, it is common to adopt a primary emphasis on either cost control or on
schedule control as illustrated in figure below. Some projects are primarily
divided into expense categories with associated costs. In these cases,
construction planning is cost or expense oriented. Within the categories of
expenditure, a distinction is made between costs incurred directly in the
performance of an activity and indirectly for the accomplishment of the
project. For example, borrowing expenses for project financing and overhead
items are commonly treated as indirect costs. For other projects, scheduling of
work activities over time is critical and is emphasized in the planning
process. Finally, most complex projects require consideration of cost and
scheduling over time, so that planning, monitoring and record keeping must
consider both dimensions. In these cases, the integration of schedule and
budget information is a major concern.
