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Social Monitoring Report

Semiannual Report

January – June 2017

Project Number: 44058

Loan and/or Grant Number(s): L2656-NEP (SF); G0212-NEP (SF)

Nepal: Kathmandu Sustainable Urban Transport

Project (KSUTP)

Prepared by the Government of Nepal for the Asian Development Bank

This social monitoring report is a document of the borrower. The views expressed herein do

not necessarily represent those of ADB's Board of Directors, Management, or staff, and may

be preliminary in nature.

In preparing any country program or strategy, financing any project, or by making any

designation of or reference to a particular territory or geographic area in this document, the

Asian Development Bank does not intend to make any judgments as to the legal or other

status of any territory or area.

Kathmandu Sustainable Urban Transport Project (KSUTP): Loan / Grant2656/0212-NEP (SF)

Semi Annual Report – Jan-June 2017 i

NOTES:

The fiscal year (FY) of the Government of Nepal and its agencies ends on 16 July. FY before a calendar

year denotes the year in which the fiscal year ends, e.g., FY 2016 ends on 17 July 2017.

In this report, "$" refers to US dollars.

Kathmandu Sustainable Urban Transport Project (KSUTP):Loan / Grant2656/0212-NEP (SF)

Semi Annual Report – Jan-June 2017 Page ii

CURRENCY EQUIVALENTS

(As of 31 December 2016)

Currency unit = Nepal Rupee (NPR)

NPR1.00 = $0.00918

$1.00 = NPR 108.91

ABBREVIATIONS

ADB - Asian Development Bank

BLR - Bishnumati Link Road

CDC - Compensation Determination Committee

CDO - Chief District Officer

DAO - District Administration Office

DDC - District Development Committee

DoR - Department of Roads

DOTM - Department of Transport Management

DSC - Design and Supervision Consultant

EA - Executing Agency

FNTTE - Federation of Nepalese National Transport Entrepreneurs

GESI - Gender and Social Inclusion

GoN - Government of Nepal

GRC - Grievance Readdress Committee

HHs - Households

KMC - Kathmandu Metropolitan Corporation

MoSTE - Ministry of Science Technology and Environment

MoPIT - Ministry of Physical Infrastructure and Transport

MTPD - Metropolitan Traffic Police Department

NADA - National Association of Differently Able

NBA - Nepal Blind Association

NCO - Nepal Children Organization

NEP - Nepal

Nos - Numbers

NRs. - Nepalese Rupees

PAF - Project Affected Families

PIU - Project Implement Unit

PMCBC - Project Management and Capacity Building Consultant

PMCO - Project Management and Coordination Office

PSA - Public Service Announcement

PTAO - Patron of Transport Associations Organization

RoW - Right of Way

SF - Small Fund

SPS - Safeguard Policy Statement of ADB, 2009

sq.m. - Square Meter

TDF - Town Development Fund

UTS - Urban Transport System


Semi Annual Report – Jan-June 2017 iii

Table of Contents

A. BACKGROUND ............................................................................................................................ 1

A-1 Physical Progress ......................................................................................................................... 5

A.1.1 DoR Components and Physical Progress ..................................................................................... 5

A.1.1.1 Improvement of Teku-Shovahagwati Section of Bishnumati Link Road (ICB-02) ......................... 5

A.1.1.2 Junctions/Intersection Improvement in Central Area (ICB-03) ...................................................... 5

A.1.1.3 Installation of New Traffic Signals in Central Area (ICB-04) .......................................................... 7

A. 1.1.4 Public Transport in Pilot Route and Lay-bys ................................................................................. 7

A.1-1-5 KMC Subcomponents ................................................................................................................... 7

B. CHANGES IN PROJECT SCOPE AND ADJUSTED SAFEGUARD MEASURES ........................ 9

C. QUALITATIVE AND QUANTITATIVE DATA ............................................................................... 10

D. Monitoring Parameters/Indicators and Methods ......................................................................... 11

D-1 Monitoring Requirements and Frequency of Submission ............................................................ 11

D-2 Scope of Semi Annual Monitoring .............................................................................................. 11

D-3 Reporting Period ........................................................................................................................ 11

E. SEMI ANNUAL MONITORING RESULTS .................................................................................. 12

E-1 Land Acquisition and Resettlement Impacts of KSUTP ............................................................. 12

E-1-1 Impact on Teku Bridge, Teku Under Pass, and Shova Bhagwati-Teku Widening ...................... 12

E-1-1-1 Progress on Documentation and Approval .................................................................................. 13

E-1-1-2 Monitoring Results of Benchmark and Compliance Status ......................................................... 13

E-1-1-3 Consultation and Participation..................................................................................................... 14

E-1-1-4 Information Disclosure ................................................................................................................ 14

E-1-1-5 Institutional Arrangement ............................................................................................................ 14

E-1-1-6 Monitoring Results Compared Against the Objectives of Safeguards ......................................... 14

E-1-1-7 Progress on Compensation Distribution for Affected Private Assets ........................................... 15

E-1-1-8 Progress Made on Compensation Distribution in Terms of Paid Amount ................................... 15

E-1-2 Impact Due to Likely Income Loss by Public Transport Operation in S5 Route .......................... 16

E-1-2-2 Likely Loss of Vehicle Owners’ Business .................................................................................... 17

E-1-2-3 Impact to Women Vehicle Workers ............................................................................................. 17

E-1-2-4 Impact to Indigenous Transport Workers .................................................................................... 18

E-1-2-5 Measures to Minimize Income Loss of Transport Workers and Owners ..................................... 18

E-1-2-6 Employment in the new Bus Operating Company ....................................................................... 18

E-1-2-7 Provision of Alternative Routes ................................................................................................... 18

E-1-2-8 Financial Backup from Dividend Equalization Loan for Transport Operation .............................. 18

E-1-2-9 Inclusion of Women and Indigenous People ............................................................................... 19

E-1-2-10 Skill Development and Capacity Enhancement ........................................................................... 19

E-3 Issues to be Considered from Safeguard Perspective ................................................................ 20

F. RECORDS ON DISCLOSURE OF MONITORING INFORMATION .......................................... 21

G. MONITORING ADJUSTMENT MEASURES RECOMMENDED ................................................ 21

H. PROPOSED MAJOR ITEM OF FOCUS FOR NEXT REPORT ................................................. 21


Semi Annual Report – Jan-June 2017 Page iv

List of Tables:

Table A-1: KSUTP Objectives and Targets ................................................................................................... 1

Table A-2: Location of Junctions/Intersections Improvement ........................................................................ 6

Table A-3: Locations and Status of Sidewalk Improvement and Pedestrianization ....................................... 8

Table D-1: Sub-Project Components having Land Acquisition and Resettlement Impacts ......................... 11

Table E-1: Resettlement Scope of KSUTP .................................................................................................. 12

Table E-2: Progress on Compensation Distribution ..................................................................................... 16

Table E-3: Likely Income Loss of Drivers and Conductors Leaving Jobs .................................................... 16

Table E-4: Estimated Monthly Loss of Displaced Vehicle’s Owners............................................................ 17

Table E-5: Women’s Involvement in Displaced Vehicles ............................................................................. 17

Table E-6: Indigenous Transport Workers Displaced .................................................................................. 18

Appendices Appendix-1: Location Map of Junctions/Intersection Improvement in Central Area

Appendix-2: Location Map of BLR Improvement and Bridge Construction

Appendix-3: Location Map of Pedestrianization from Thapathali to Teku Dovan in Kathmandu

Appendix-4: Location Map of Sidewalks Improvement in Kathmandu City

Appendix-5: Social Safeguard Due Diligence Report

Appendix-6: Entitlement Matrix

Appendix-7: Summary RP Translated into Nepali Language


A. BACKGROUND

1. Kathmandu Sustainable Urban Transport Project (KSUTP/ADB Loan/Grant: 2656/212-NEP

-SF) is to improvethequalityofurbanlifein Kathmandu by ensuring moreefficient, safe, andsustainable

UrbanTransportSystems (SUTS). KSUTPaims to attain this objective through implementingfour

different components;(i) improving and updating Public Transport, (ii) Improving Traffic

Management, (iii) Improving Walkability in the City Center, and (iv) Enhancing Air Quality

Monitoring. Table A-1 summarizesthe objective, goals and status of different KSUTP

components.

Table A-1: KSUTP Objectives and Targets

S.N Objectives Goals Current Status

1 Improving and upgradingPublic Transport and capacity development of Department of Transport Management (DoTM)

Development and implementation of two pilot bus routes, using electric or low emission vehicles;

One pilot routes (Sinamangal -New Bus Park) already confirmed.

A new Bus Operating Entity (BOE), Digo Sarbajanik Yatayat P. Ltd..has been established from present public transport operators

A Service Level Agreement between the BOE and DOTM is in the process of negotiation

Development of a financing mechanism through Town Development Fund (TDF) to promote PT fleet renewal by introducing low emission or electric vehicles

A MOU between MOPIT and TDF has been approved by MOF, and signed by the two parties,that empowers TDF to provide loan finance for purchase of a new Bus Fleet for operation on the route and to provide a number of incentives to the BOE to assist the financial viability of the new operation.

Specifications for the Bus fleet and Electronic ticketing equipment have been prepared and have been shared with potential suppliers in a “market sounding” exercise.

Development of study on the reintroduction of Trolley-bus services in Kathmandu.

Consultant already been hired for Mass Transit Options Studies and work is proceeding.

2 ImprovingTraffic Management

Improvement of about 25 number of junction in Kathmandu city center; [LocationMap -Appendix 1]

Improvement work ongoing under ICB-03. By the end of June 2017 only 69.34% of the total works has been achieved.

Improvement of Bishnumati Link Road (BLR) from Shova Bhagawati to Teku on the left bank of Bishnumati River and construction of two (2) bridges [Location Map - Appendix 2]

Construction work of bridges is ongoing under ICB-02. The Contractor has completed the works totaling 64.27% of the Contract value as per VO1 till end of June 2017, thus lagging behind 35.73%. There is slow progress of work at Teku Bridge and work along the Bishnumati link Road has been stopped due to sewerage pipesgoing to be laid by the Bagmati River Civilization Integrated Development Committee.

Construction of Teku Bridge:


Semi Annual Report – Jan-June 2017 Page 2

The Contractor has cast all the piles,

pile caps and concreting upto bearing

level on the left pier and left abutment.

The contractor has completed all the piles and the concreting work up to the bearing level of right abutment and right pier.

The Contractor has completed the concreting of only the girders at RHS 20 m span but not the slab.

Construction of Dallu Bridge:

The contractor has cast all 15 numbers

of bored pile on the right and left

abutment of Dallu Bridge. The

Contractor performed the load test as

instructed by the Engineer on one of the

pile on left abutment. The Contractor

has completed construction of all wing

walls. The Contractor has completed

the erecting work of the fabricated steel

structure and started the painting on it

without approval of Engineer.

The PMCBC has observed that

contractor is performing the work

without adequate planning.

PMCBC has provided ad-hoc advice and guidance to the DSC and PIU during the contract period, as well as ongoing monitoring and coordination.

Construction of bus stop and lay-bys

In the process of design by the DSC-KSUTP Consultant as per site conditions

Development and implementation of Metropolitan Traffic Police Division (MTPD) capacity building program;

Support ongoing to Metropolitan Traffic Police Division (MTPD) for development and implementation of MTPD capacity building program;

Project is in the process of purchasing the Flat-Bed Truck with Mounted Crane and Traffic Police Surveillance vehicle for the use of MTPD.

Development and implementation of public awareness campaign to improve citizens’ driving behavior, environment and other transport safety aspects.

Support being provided to MTPD on implementing public awareness campaign for improving citizen’s driving behavior including environment and other transport safety aspects through FM radio program. The project supported public awareness program also include:

An ongoing public road safety awareness campaign on Metro Traffic FM radio station.

A Video documentary on KSUTP's activities and progress update both in Nepali and English language.



A three minute TV song covering the

four main components of KSUTP has

been produced as public awareness

material which will be telecasted

through national TV channels

The production of TV jingles one each on four main components of KSUTP: Public Transport, Traffic Management, pedestrianization /Sidewalks and Air Quality Monitoring is in final stage. Once the production is completed and submitted to PMCO, it will be telecasted from Nepal Television (NTV) for raising public awareness on sustainable transportation system in Kathmandu valley.

Project's existing website has been updated incorporating the development of new secondary pages under gallery and has been modified with project's latest progress.

The running display of 32 slogans/jingles covering public awareness message on promotion of public transport, road safety, drivers' behaviors and air pollution control in the KSUTP website has been redesigned to make the display standout and easy to read for users.

The project has prepared draft version of Road Rule and conducted 2 Days workshops on it.

3 Improving Walkability in the City Center

Pedestrianization of about 8 km of the heritage routes in Kathmandu city core;

Due to the Earthquake, the Pedestrianization works on the city core areas except in Tebahal area have been dropped.

Alternative pedestrianization from Kalmochan to Teku Dhovan has been completedunder ICB 01.The Contractor has already completed about 80% of the work with respect to VO 2 and has to complete the remaining works though the extended completion period has been elapsed..[Location Map - Appendix 3]

Improvement of sidewalks in Kathmandu city center; [Location Map - Appendix 4]

Work in progress under ICB-01 Some earthquake damage was

observed to works on the Singhadurbar –Bhadrakali section of the road as well as the storage structures underneath the sidewalks. A preliminary damage assessment by the PMCBC Structural Engineer had identified that retrofitting of the storage structures in the vicinity of the Tukucha Khola Bridge as well as Tukucha Khola Arch Bridge would be



required. PMCO has written letter to Department of Roads. Department of Roads is responsible for the retrofitting of the Bridge.

Till end of June 2017, 89.68% of the works on Sidewalk component has been completed

Improvement of the interchange facility and of public space in Kanti Path

PMCBC has prepared concept layout design of an underground parking facility located in the southern extremity of Tundhikhel, adjacent to Shahid Gate. The proposal has been discussed with various role players; however, implementation stalled due to lack of endorsement from Nepal Army.

Public Private Partnership (PPP) advisory support for Kathmandu Metropolitan City (KMC)

The PMCBC PPP Specialists have provided ongoing PPP advisory support to KMC. Major outputs of this support were: Report on Institutional Capacity

Assessment of Kathmandu Metropolitan City Office for Initiating Projects through PPP Modality, December 2012

Report on Kathmandu Metropolitan City (KMC) Guidelines for Competitive Tendering of PPP Projects, 6 June 2013

Report on Kathmandu Metropolitan City (KMC) Guidelines for PPP Project Development, 22 October 2013

Workshop for KMC staff on PPP Policy Issues, Summit Hotel, 21 March 2014

4 Enhancing Air Quality Monitoring

Providing monitoring equipment to support Ministry of Environment (MoE) in implementing the Air Quality Monitoring Action Plan 2010-2013.

Upgrading of existing stations completed.

Procurement of movable AQMS completed.

2. Of the four KSUTP components, mentioned above, components 1 and 4 belong to Department

of Transport Management (DoTM) and Ministry of Science Technology, and Environment (MoSTE)

respectively. Component 2 and 3 belong to Department of Roads (DoR) and Kathmandu Metropolitan

Corporation (KMC) respectively and these two components involve construction related activities.

Among above, the DoR sub-component Bishnumati Link Road (BLR) intersection and construction of

bridges and junction improvement works being implemented under contract package ICB-02 and ICB-

03 respectively since July 17, 2014 and supposed to be completed by July 14, 2016, and 16 Jan, 2016

respectively. However, the Contract period of ICB 02 has been extended till 23 Feb 2017 and that of

ICB 03 is in the process of approval for extension till 15 July 2017.Similarly, the project has extended

the period of PMCBC till end of October2017.



A-1 Physical Progress

A.1.1 DoR Components and Physical Progress

A.1.1.1Improvement of Teku-Shovahagwati Section of Bishnumati Link Road (ICB-02)

3. The Project activities under this component include; (i) upgrading and maintenance of about

0.8 km existing East Bank Bishnumati Link Road (BLR), (ii) construction of Teku bridge and Dallu bridge

and maintenance of pedestrian bridge at Dallu and Shovabhagwati for Bishnumati river crossing; and

(iii) improvement of junctions along the BLR and at Teku within Teku-Shovabhagwati section of BLR.

Teku Bridge:

The Contractor has cast all the piles, pile caps and concreting upto bearing level on the left pier and left

abutment. The contractor has cast all the piles and the concret up to the bearing level of right abutment

and right pier. The Contractor has completed the concreting of only the girders at RHS 20 m span but

not the slab.

Dallu Bridge: The Contractor has cast all 15 numbers of bored pile, cast pile cap and completed the

concreting of the right and left abutment. The Contractor has completed all the wing walls. The

Contractor has completed the erecting work of the fabricated steel structure and started the painting on

it without approval of Engineer.

4. Physical progress has been observed to be very slow with the value of works at the end of June

2017 being NRs 113.69 million or 64,27 % of the contract valueas per VO 1. As per the revised work

program the contractor has to complete 35.73% of the total work though the extended period has ben

exhausted.

5. The contractor has submitted the revised work program to the Engineer, DCS-KSUTP on 21

August, 2016 to complete the works on 23 February 2017 but the work progress is far behind than the

proposed program.

6. Currently, there is little progress of work at Teku Bridge and works along the Bishnumati Link

Road has been stopped due to the sewerage pipes going to be laid by the Bagmati River Civilization

Integrated Development Committee.

A.1.1.2 Junctions/Intersection Improvement in Central Area (ICB-03)

7. The Project has selected twenty-five (25) junctions within Kantipath, Durbarmarga and Ram

Shah Path Corridorsin the central city area for improvement under this component.Table A-2

providesthe location of these junctions.

8. Ongoing and planned road widening works, and associated expropriation by Kathmandu Valley

Development Authority (KVDA) along portions of Ram Shah Path resulted in a potential Social

Safeguard and Reputational Risk issue if subsequent ADB funded junction improvement works were to

be implemented in the same corridor. A special review mission of the ADB from 5 – 10 March 2014

concluded to exclude Ram Shah Path junctions from the scope of ICB-03. Of the original junctions

proposed for improvement, fourteen (14) were accordingly excluded from the scope of ICB-03. For

similar reasons DOR widening works at Sorakhutte junction resulted in exclusion of this junction from

the Project scope. No work at Lainchaur junction has taken place due to lack of agreement from Nepal

Army to relocate the boundary Wall of Narayanhiti Palace.

9. The decision from the March 2014 Special Review Mission was modified in the ADB Mid-term

Review of 13 – 22 April 2015, in which it was agreed that work within the existing curb lines of junctions

on Ram Shah Path and Sorakhutte would be allowed to be performed under ICB-03 in preparation for

installation of Traffic Signal Controllers under ICB-04.



10. Appendix 1 presents alocation plan of the junction improvement works for reference. As the

junctionimprovement worksto be carried out within the intersection area of existing road any private

land or propertiesnot haveimpact due to the Project.

Table A-2: Location of Junctions/Intersections Improvement

ID Junction Name Contract

ICB-02 ICB-03 ICB-04

M0001 Sorhakhutte Excluded Planned

M0002 Shova Bhagawati Ongoing

M0003 Dallu Ongoing

M0004 Bhimsenthan Ongoing

M0005N Teku North Ramp Ongoing

M0005S Teku South Ramp Ongoing

M0006 Teku West Ongoing

M0007 Teku East Ongoing

M0008 Lainchaur Uncertain Planned

M0009 Keshar Mahal Ongoing Planned

M0010 Jamal Ongoing

M0011A Bhotahiti Ongoing

M0011B Bir Hospital Ongoing Planned

M0012 New Road Ongoing

M0013 Sundhara Ongoing Planned

M0013P China Town / NA Officers Club Planned

M0014 Tripureshwore Ongoing Planned

M0015 Royal Palace South Gate Ongoing Planned

M0016 Mahendra Statue/Tindhara Ongoing Planned

M0017 Tri-Chandra/ Kamaladi Ongoing

M0017P Ghanta Ghar / TC Midblock Planned

M0018 Ratnapark Ongoing

M0018P Ratnapark Mid Block Planned

M0019 Old Bus Park Ongoing

M0019P Old Bus Park Mid Block Planned

M0020 Exhibition Road Ongoing

M0021 Bhadrakali

M0021P Bhadrakhali Mid Block Planned

M0022 Jaya Nepal Excluded Planned

M0023 Hattisar Excluded

M0024 Kamal Pokhari Excluded Planned

M0025 Kathmandu Plaza Excluded Planned

M0026 Kamaladi/ADB Excluded Planned

M0027 Dillibazar / Bagbazaar Excluded Planned

M0027P Padmodya Mid Block Planned

M0028 Padmodaya Excluded Planned

M0029 Anam Nagar North Excluded Planned

M0030 Singh Durbar Excluded Planned

M0031 Maitighar Excluded Planned

M0032 Thapathali Excluded Planned



11. The value of works performed at the end of June 69.34% of the revised contract value

incorporating deduction of the works in Ramshah Path. After deduction of the works on Ramshah Path,

the Contractor has not submitted the work schedule.

A.1.1.3 Installation of New Traffic Signals in Central Area (ICB-04)

12. Installation of traffic signal lights in 35 sites(at Sohrakhutte and at junctions along the Kantipath,

Durbarmarga, Ramshahpath corridors,Maitighar east upto Tinkune, Lainchaur north upto Nirmal Niwas

and Thapathali south upto Jawalakhel) have been envisaged and the contract under ICB 04 was put to

bid. Due to 23% over-bid by the preferred bidder, the Bid Evaluation Committee recommended for

rebidding. An updated cost estimate was prepared by the PMCBC. The ADB subsequently informed

that funding was not available for the increased value. The ICB-04 contract has therefore been

excluded from the scope of KSUTP.

A. 1.1.4 Public Transport in Pilot Route and Lay-bys

13. Most of the Kathmandu urban roads, within the ring road are highly congested with traffic during

the daytime. Therefore, on busy roads, it is often necessary that bus lay-bays be constructed outside

the traffic lanes, separating these from main traffic streams so that the bus does not obstruct the

movement of other traffic. In order to achieve the objective KSUTP has selected Sinamangal-New

Buspark route (about 9 km) as a pilot route for operating public transport. The existing transport

operators, with the support of KSUTP are getting prepararedfor their move to public transport through

low emission vehicles. The vehicle operators havestarted to prepare documentation files and submitting

to PIU-DOTM through PMCBC as per the project requirements.Earlier two pilot routes (New Bus Park-

Samakhusi- Thamel –Sinamangal & Kirtipur-Chappal Karkhana) were proposed by PMCBC. Among

them, the project has finalized Sinamangal-New Buspark route for public service operation as pilot

route. The PMCBC has been collaborating with the existing transport operators of the route and

persuing necessary activities.

14. A social safeguard due diligence assessment was also carried out by the PMCBC. The

assessment verified the likely socioeconomic and livelihood impacts associated with operation of

proposed public transport in the pilot route after consulting with different stakeholders (e.g. local people,

drivers and conductors of the vehicles likely to be displaced from the route, transport operators, PMCO,

and consultants involved on pilot route operation. The report was completed and submitted in January

2017.

A.1-1-5 KMC Subcomponents

15. The KMC components include activities of (i) side walk improvement and (ii)

pedestalization/walkability including walkability in heritage site in different part of Kathmandu city.

These works being implemented, under construction contract ICB-01. As the sidewalk and

pedestalization components being implemented in the available land the component not likely to affect

any private land or property for implementation.

16. Substantial damage to buildings in the historic core area during the April 2015 Earthquake has

restricted accessibility to the proposed locations of pedestrianisation works. Movement of machinery

and materials for demolition and reconstruction purposes would damage the proposed stone paving in

this area. It was therefore resolved that pedestrianisation in the historic core would be removed from

the scope of ICB-01.

17. Additional pedestrianisation work, outside of the badly damaged area, was proposed for the

heritage walk between Kalmochan Temple at Tripureshwor to Teku Dhovan. For this due diligence

assessment followed by a report was submitted to ADB. A copy of due diligence report prepared in this

connection is included in Appendix-5 for referenceand abrief summary description of sidewalk and

pedestrianization is presented in Table A-3.As of now about 80% of the construction of

pedestrianization works w.r.t. VO 2 has been completed.



Table A-3: Locations and Status of Sidewalk Improvement and Pedestrianization

Sidewalk Improvement

1) Singha Durbar-Bhadrakali –(Completed, but earthquake damage to be rectified in few locations)

2) Around Royal Palace Compound (completed in eastern and Northern side

3) Sundhara to Bhadrakali – (Completed)

4) Tripureshwor to Sundhara – (Completed except painting on railing )

5) Exhibition way to Padmodaya – (Completed)

6) Tri Chandra to Kamaladi – (Completed)

7) Mahendra Statue to KTM Plaza – (Completed)

8) Keshar Mahal to Jamal – (Completed) Pedestrianization

1) Kathmandu Mall-Tebahal (Sankata) & surrounding- (almost completed)

2) Historic core (excluded from scope) Juddha Statu, Ombahal Hanumandhoka Chikanmugal Indrachowk Ason Bhotahity Jamal, Yatha Marg, Thahity, Chhetrapati, Chowk, Karmachari Sanchaya Kosh, Hame, Kathmandu Guest House, Amrit Science College, Galkopakha, Shorakhutte

3) Kalmochan -Teku Dhovan heritage - ( 100% completed)



B. CHANGES IN PROJECT SCOPE AND ADJUSTED SAFEGUARD MEASURES

18. KSUTP technical design has maximized the use of existing land and available facilities for

minimizing land acquisitionfor the project. Hence, the scope of land acquisition in KSUTP was limited

only for (i) improving traffic intersection within Teku to Shovabhagawati under Bishnumati Link Road

(BLR) and (ii) construction of new bridges in Teku. During the implementation phase, additional change

on the scope of Bishnumati-Link road further minimized the acquisition need. As per the initial design,

the estimated length of improving Bishnumati-Link Road was about 1.2 km including Sohrakhutte to

Shovahagwati section.Later, as the Sorhakhutte section was taken-up by Kathmandu Valley

Development Authority (KVDA) the acquisition scope in the Project was minimized.

19. Proposed road widening on Ram Shah Path by KVDA has created a potential Social Safeguard

and Reputational Risk issue, if junction improvement works were to be subsequently implemented. As

discussed earlier this was addressed by limiting the works at these junctions to preparatory work for

installation of Traffic Signals. Junction improvement works at these locations werelimited to within the

existing kerbline, however, installation of traffic controllers and cabling will be done outside the kerbline.

20. The Kalmochan – Teku Dhovan Heritage Walk (pedestrianization) has been completed

21. The major changes in project scope under the KSUTP include:

(i) Work within the existing curb lines of junctions on Ram Shah Path and

Sorakhutte would be allowed to be performed under ICB-03 in preparation for

installation of Traffic Signal Controllers under ICB-04 which was excluded

earier from the project’s scope,

(ii) Installation of New Traffic Signals in Central Area (ICB-04) was excluded due

to lack of funding,

(iii) KSUTP has selected Sinamangal-New Buspark route (about 9 km) as a pilot

route for operating public transport. Earlier two pilot routes (New Bus Park-

Samakhusi- Thamel –Sinamangal & Kirtipur-Chappal Karkhana) were

proposed by PMCBC. Among them, the project has finalized Sinamangal-New

Buspark route for public service operation as pilot route,

(iv) The scope of pedestalization/walkability including walkability

construction/improvement (about 8 km) heritage site in different part of

Kathmandu city has been changed due to April 2015 earthquake and limited

only in Kalmochan-Thapathali walkability (about 1.6 km) and improvement on

stone lying in Bhadrakali temple,

(v) Among the earlier two pilot routes (New Bus Park- Samakhusi- Thamel –

Sinamangal & Kirtipur-Chappal Karkhana) proposed for public transport the

project has finalized only Sinamangal-New Buspark route (about 9km) for

public service operation as pilot route at this time.



C. QUALITATIVE AND QUANTITATIVE DATA

22. The social safeguard impact related information/data were collected from the following two

components likely to have impact on their private properties and loss of income respectively:

(vi) Sinamangal -New Bus Park Pilot public transport operation,

(vii) Construction of the Teku Bridge under ICB-02 and improvement of Bishnumati Link

Roads and associated works.

23. Quantitative and qualitative data regarding social safeguard impacts for both components (i)

Teku bridge construction, improvement of Shova Bhagwati teku link road improvement and associated

activities, and (ii) Sinamangal – New Buspark public transport pilot route have been collected for

preparing this monitoring report.

24. Quantitative data related to resettlement/acquisition impacts, affected persons, affected assets,

and compensation payment status were collected through official record whereas information related to

quality of quantitative data and subjective information regarding the Project and safeguard

implementation were collected through due diligence assessments, consultation, meeting, discussion,

official and unofficial dialogue with Project personnel, Project affected families, local communities, and

other stakeholders.

25. Based on collected quantitative data on Teku and Shova Bhagwati site (i) about 57 persons of

10 house were affected due to impact on land and structures, (ii) Two households having impact on

their private land and residential/commercial structures have already paid compensation, (iii) Among

the two affected structures one structure has been shifted in nearby location and the another structure

compensated is made with non-burnt brick which has been collapsed due to earth quake of April 25,

2015. The site is still occupied by salvages and yet to be cleared. The affected person of this second

one stautcture have another house in the vicinity of project location, Further quantitative and qualitative

information/data related to safeguards implementation are provided in Table D-1, E-1 and chapters

below.

26. With regard to social safeguards related impact on public transport in Pilot route (Sinamangal-

New Bus Park) both quantitative and qualitative data were collected through due diligence assessment

by conducting field observation of proposed transport route, consultation of local people, transport

operators, workers, transport operation associations, transport owners, and other stakeholders. Based

on information collected with regard to likely social impact in public transport pilot; (i) theoretically about

87 transport workers likely to have monthly income loss of about 2,583,000 rupees being earned as

their salary, if they will not have alternative arrangement of income, (ii) Similarly, Theoretically, the

vehicle owners also likely to have potential loss of business per month equivalent to NPR 5,565,000

due to displacement of 26 micro busses and 35 clean tempo operating in S5 route.



D. MONITORING PARAMETERS/INDICATORS AND METHODS

27. Based on ADB SPS 2009 the resettlement impact of the Kathmandu Sustainable Urban

Transport Project (KSUTP) was classified as category “B” in terms of involuntary resettlement (IR)

impact as the Project only 57 persons of 10 households were affected due to acquisition of land,

structures, and other assets. As per the ADB SPS 2009 criteria of screening of resettlement category

and classification of impacts use to be classified as following :

a) Category A: If the proposed Project is likely to have significant involuntary resettlement impacts

to 200 or more persons will be physically displaced from home, 200 or more persons lose 10%

or more of their productive or income generating assets or 200 or more persons experience a

combination of both.

b) Category B: If the proposed sub-project includes involuntary resettlement impacts that are not

deemed significant.

c) Category C: The proposed sub-project has no involuntary resettlement impact.

d) In addition, any voluntary donation, an independent third party to verify in accordance with the

Project’s resettlement framework.

28. In addition, some other basic monitoring parameters/indicators considered for preparing this

report also include; (i) type of acquisition impacts, (ii) extent of impact, (iii) measures adopted to mitigate

the impacts, (iv) implementation status of mitigating measures, (v) consultation and dissemination, (vi)

Grievance redressal, (vii) compensation payment, (viii) Deed transfer etc.

D-1 Monitoring Requirements and Frequency of Submission

29. As per the ADB reporting system a semi-annual safeguard monitoring report to be submitted

by the borrowerin the Projects having involuntary resettlement impacts. The semi-annual report to be

based on the periodical reports, field verification, meeting and consultation with affected persons, and

the relevant staff of the Project.

D-2 Scope of Semi Annual Monitoring

30. Thescope of this semi-annualreport focuses on theoverall progress made by different sub-

Projects/components on implementing land acquisition and resettlement activities and ensuring

safeguard compliance in their respective components. In this sensethe scope of this semiannual annual

report is specifically concentratedto the following Project/subprojectcomponents having land acquisition

and resettlement impact (TableD-1).

Table D-1: Sub-Project Components having Land Acquisition and Resettlement Impacts

S.N. Sub-Project Components

1. Upgrading and maintenance of about 0.8 km existing Bishnumati Link Road (BLR)

2 Construction of Teku bridge and

3 Improvement of Junction at Teku within Teku-Shovahagwati section of BLR

4. Public Transport in S5 Pilot route from Sinamangal to New Buspark (about 9 km)

D-3 REPORTING PERIOD

31. The reporting period of this semi-annual report covers from1stJanuary2017 to end of June2017.



E. SEMI ANNUAL MONITORING RESULTS

32. Monitoring is essential for proper implementation of social safeguard measures. It is also vital

for updating the baseline conditions as well as for assessing social/resettlement impacts and

implementation of mitigation measures. The monitoring process should generate meaningful

information and improve the implementation of mitigation measures. Some of the key progress

observed in the Project also include the following:

E-1 Land Acquisition and Resettlement Impacts of KSUTP

E-1-1 Impact on Teku Bridge, Teku Under Pass, and Shova Bhagwati-Teku Widening

33. Recently, the Government of Nepal has started to implement Barmati Area Improvement

program under the High Powered Committee for Integrated Development of the Bagmati Civilization

(HPCIDBC). The improvement program also included official verification and confirmation of the ROW

bagmati river in different location, and other construction and renovation activities. Currently, the

HPCIDBC is asking KSUTP to leave the site for High Powered Committee to start its activities. As a

result, there is slow progress of work at Teku Bridge and work along the Bishnumati Link Road has

been stopped due to sewerage pipesgoing to be laid by the Bagmati River Civilization Integrated

Development Committee. On the other hand, the project period is approaching towards completion. In

consideration to these fact, ADB Review Mission (May 17-Jun 07, 2017) noted that resettlement is

required if the project proceed with construction of underpass road in Teku Bridge. The mission

suggested to avoid the remaining acquisition and resettlement activities as the site is taking over by the

High Powered Committee. Accordingly, the project has reduced the scope of package escaping the

underpass road and withdrawn land acquisition and resettlement plan accordingly.

34. Before the review mission in April 2017, implementation of Teku bridge, under pass road below

Teku bridge, and widening of link road between Shova Bhagwati –Teku likely to acquire/affect (i) about

31.80 sq.m. of land owned by 3 households, (ii) six residential structures in Government land, (iii) one

componed wall of Shova Bhagwati Temple, and (iv) Government or privately owned butchary shed,

commercial structure, private petrol pump, and small business stalls. Among them the project has

already compensated two households for the land and structures and compensation for others are

remaining (Table E-1). The progress on land acquisition and associated activities under the KSUTP

before the ADB Review Mission (May 17-Jun 07, 2017) has been summarized in between E1-1-1 to

E1-1-8 sections for reference.

Table E-1: Resettlement Scope of KSUTP

S.

N.

Type of Affected Assets No. of

Affected

HHs

No. of

Affected

Persons

No. of Affected

Assets/

Items

Compensation

Payment

/Shifting

Status

A. Impact on Private Assets

1 Impact on Private residential land(31.80 sq.m.) 3 11 3 Parcels Paid for2 HHs

2.

Private residential/commercial structures constructed in

affected private land mentioned above in A1 (1)

(3) [a]

(Belong to

HHs having

impact on

land)

(11)

(Belong to

HHs having

impact on

land)

3 structures

(Belong to HHs

having impact on

land)

Paid for 2 HHs

3 Private residential structures/sheds built in Government land 6 46 7 structures Remaining

4. Loss of private business (operated in affected land/structures)

(5) [b] - 5 small stalls Remaining

Sub-Total of A 9 57 18 items

B. Impacts Cultural/Community Assets

1 Boundary Wall of Shobha Bhagwati Temple 1 item

Sub-Total of B - 1 Item Remaining

C. Impact on Commercial Structures/Business in Affected Government/Private Land

1 Butchery shed constructed by Kathmandu Metropolitan

Office in Government Land (not being operated)

- 1 Demolish/Shifted

2 Commercial structure constructed in KMC (Municipality)

land near the petrol pump [c2]

1 Shifted



S.

N.

Type of Affected Assets No. of

Affected

HHs

No. of

Affected

Persons

No. of Affected

Assets/

Items

Compensation

Payment

/Shifting

Status

A. Impact on Private Assets

3 Private Petrol Pump being operated in Government land 1 1 Shifted

4

Business stall being operated in the affected residential

sheds constructed in Government land (No. of affected HH

and number of affected family member already included in

A2 (3).

5 Remaining

5

Shaw mill being operated in affected private land (No of

affected HH and number of affected family member already

included in A2 (3) 1

Shifted

Sub-Total of C 9 Items

D. Impact on Vulnerable Households

11. Households having loss of business [c] 5 Remaining

12 Women Headed Households (5) [d] 5 Remaining

Sub-Total of D 10 Items

All Total Affected Households 10 57 38 Items

[a1]= Of the total 3 households having impacts on their land also have impact on their three structures and as the number of these households have already been mentioned in loss of land so have not been calculated as separate households having impact on their structures. [b] Affected person having loss of their business belongs to the affected households having impact on their residential shed constructed in Govt land [c1 &c2]= As per the final design two cultural/community assets Narayan/Shiva temple and hanuman temple will not be affected by BLR improvement activities, which were classified as likely to be affected during the detail design phase. [d]= Five vulnerable households belongs to the households having impact on their structure so not calculated as affected households indifferently to include in total affected households as the households constitute a category of affected households (vulnerable households).

[e] The Project-affected persons include the persons having impact on their privateland, structures, and other assets including the

structures/business being operated in Government land

E-1-1-1Progress on Documentation and Approval

35. The approved resettlement plan of KSUTP has been uploaded in the website. A progress report

on land acquisition and compensation distribution was also submitted during Safeguard Review Mission

from Manila in March 2015. Similarly, semiannual social safeguard implementation and quarterly

progress report on Gender and Social Inclusion related activities also beingreported to NRM and Manila

Office.

E-1-1-2 Monitoring Results of Benchmark and Compliance Status

36. Land Acquisition for KSUTP was carried out through formal acquisition method officially

disclosing acquisition plan to the Project affected familiesin accordance to Land Acquisition Act 1977.

Accordingly, the project prepared a Resettlement Plan complying ADB Safeguard Policy 2009 as well

as Government Act. Both the Government and ADB approved the RP in June 2014, and uploaded in

ADB website. The summary copy of approved RP (translated in Nepali) was disclosed to the Project

affected families through respective ward offices and even from DoR/PIU.Compensation Determination

Committee (CDC) in accordance to Land Acquisition Act determined compensation rate for different

types of affected assets. There is also provision ofGrievance Redressal Mechanism in the RP in

accordance to Land Acquisition Act and ADB Safeguard Policy Statement (2009).

37. The RP has provisioned compensation to the affected persons and mitigating measures for

negative impacts as well as measures for enhancing positive impacts through its entitlement matrix

(Appendix-6). Some of the key entitlement provisions made in the entitlement matrix also include:

i. Compensation for Private/ Commercial Structures within Project’s Right of Way (RoW):

Compensation at replacement cost to the owners of the affected structures including rented

building/structures on Government land, titled and non-titled holders (encroacher). Shifting



allowances will also be paid to the displaced households at the value at maximum two days of

minimum wage/ income (or if the impact is minimal for shifting to a nearby location).

ii. Loss of Residential/Commercial Land: Compensation to the affected titleholders for the

affected portion of land at replacement cost.

iii. Loss of Income/Livelihood/Business: One-time lump-sum compensations for the titleholder/

non-titled households for the affected business.

iv. Additional Assistance to Vulnerable Families: Vulnerable families (e.g. female-headed

households, disabled or elderly persons and below poverty line displaced HHs and the

households having loss of more than 10% percent land/income will be provided additional

assistance for the loss of primary source.

E-1-1-3 Consultation and Participation

38. Consultations were carried out with the Project-affected families in line with the ADB SPS

2009.Local communities and other stakeholders in different stages of Project; were consulted through

discussions, meetings, workshop, surveys etc. Such consultations were focused mainly on identifying

the issues associated with resettlement impacts and the demand of Project affected families, concerned

communities and other stakeholders.

E-1-1-4 Information Disclosure

39. The Project affected families and local community in the Project location have been disclosed

about the Project, its benefits, impacts and mitigation measures adopted by the Projectthrough

meetings, consultations, workshops and group discussions. A summary resettlement plan (translated

into Nepali)wasalso disclosed to the Project affected families through the respective ward offices. The

copy summary RP translated into the local (Nepali) language for the disclosure to the Project affected

families is included in Appendix-7.

E-1-1-5 Institutional Arrangement

40. The Ministry of Physical Infrastructure and Transport (MoPIT) is the implementing agency and

Project Management and Coordination Office (PMCO) is the executing agency (EA) of the Project.

Among other the PMCO established in the EA is also carrying out acquisition and compensation

distribution activities including the following tasks:

(viii) Conducting internal monitoring of resettlement process/activities;

(ix) Ensuring that the PIU (DOR) with assistance from DSC updating and finalizing the semiannual

reports;

(x) Following up the payments of compensation and other entitlements as per the final RP;

(xi) Ensuring ongoing consultations with communities and affected persons; and

(xii) Submission of monitoring reports to ADB.

41. Project Management and Capacity Building Consultant (PMCBC) has been supporting the

PMCO and DSC on (i) Project planning, implementation, monitoring and supervision, (ii) reporting to

PMCO, MPIT and ADB, and (iii) coordination of Project related activities through safeguards, Social

Development Specialist.

E-1-1-6 Monitoring Results Compared Against the Objectives of Safeguards

42. An estimated number of fifty-seven (57) persons of ten households have resettlement impacts

due to implementation of this component. The Projects prepared RP, was approved by the Government



of Nepal in June 2014. The Entitlement Matrix (EM) oftheResettlement Plan (RP) has ensured

safeguarding provisions for different type of loss/affects caused due to the Project.

E-1-1-7 Progress on Compensation Distribution for Affected Private Assets

43. According to technical design, implementation of the traffic intersection and construction of a

new bridge have caused affects to ten (10) households and some Government properties including; (i)a

butchery shed near the Teku junction, (ii).a commercial structure near the petrol pump and (iii) land as

following:

i. Impact on private land (total 31.80 sq.m.) owned by three (3) households in Shovabhagwati

section (Annex-8);

ii. Impact on two (2) private structures (one residential and one commercial) constructed in 2

affected private land parcels at Shovabhagwati section (Annex-8);

iii. Impact on seven (7) private residential sheds constructed in Government land, owned by 6

households in junction improvement location below existing Teku bridge and one (1)

commercial structure constructed by KMC in Government land near the existing petrol pump

and approach road for under construction Teku bridge (Annex 8);

iv. Impact on compound wall of Shovabhagwati temple (need to be pushed back);

v. Impact on a butchery shed near the junction improvement site below the existing Teku bridge,

which has already been shifted (Annex-8);

vi. Impact on petrol pump near the under-construction bridge (already shifted);

vii. Loss of income/livelihood of 4 affected people (in Teku junction section)

viii. Impact on commercial sawmill constructed in affected private land, and

ix. Impacts on five vulnerable households in (Teku and Shovabhagawati section)

44. Of the total ten (10) affected households (HHs), KSUTP has just been able to compensateonly

two (2) households for the impact on their private land and structures. The Project however, not been

able to compensate 7 households having their affected residential structure/sheds in the Government

land (proposed site for junction improvement at Teku) (See Table E-1).

E-1-1-8 Progress Made on Compensation Distribution in Terms of Paid Amount

45. Of the total compensation amount to be paid by KSUTP (NRs. 8,850,970), theProject already

compensated NRs 2,468,698.90 to the Project affected families which is about 21 % of the total

compensation amount to be disbursed. Of the total affected assets compensation for 75% affected

private land has been distributed and this amount is about 24% in the case of affected private structures.

The progress on compensation distribution is not encouraging as the Project yet to pay about NRs

6,382,271 compensation amount for different types of impact and losses (Table E-2).



Table E-2: Progress on Compensation Distribution

S.N

Compensation Item

Amount

Payable (NRs)

Amount Paid

Remaining

Payment

(NRs)

NRS %

1 Land [a] 25,00,000.00 1,875,000 75% 625,000

2 Structures (Residential

house/shelters [b]

24,65,434 593698.90 24% 1871735

3 Structures

(Community/Cultural)[c]

10,50,000 10,50,000

4 Structures

(Commercial/Business [d]

20,53,536 20,53,536

5 Business Loss Assistance [e] 4,32,000 4,32,000

6 Vulnerability and Rehabilitation

Assistance [f]

3,50,000 3,50,000

Total

88,50,970

2,468,698.90

21.18

63,82,271

[a] Of the three land parcels affected compensation for two land parcels has already been paid and payment for

one land parcels still remaining as the actual area to be acquired yet to be delinated.

[b] Also include the cost calculated for a private land built in Government (KMC) land which was

voluntarilydemolished by the concerned households

[c] Also include the cost calculated for butchary shed, shifting/relocating of other community/cultural assets (e.g.

temples/shrines)

[d] Also include the cost allocate for petrol pump being operated in Government land which has already been

shifted by the pump operator

[e] Also include the loss of business of butchery center, and petrol pump and other small business

[f] Eligible vulnerable households as illustrated in RP yet to be identified for assistance.

E-1-2 Impact Due to Likely Income Loss by Public Transport Operation in S5 Route

E-1-2-1 Likely Employment Loss of Transport Workers

46. Theoretically, displacement of 61 vehicles (25 micro buses and 35 sapha tempo) from the S5

route, likely to cause income loss of 87 transport workers (drivers and conductors) which is equivalent

about NPR 2,583,000 per month (Table E-3). However, as per the implementation plan of S5 route, the

vehicle and both the operators including drivers and conductors will be allocated to operate their

vehicles in new route to be permitted by the Department of Transport Management (DoTM). The

transport entrupreneuars with the support of project, are working to finalize the new roots for displaced

vehicles. In this sense, the transport workers have to be provided financial assistance equivalent at

least one month’s salary only in the condition if they do not get opportunity to operate the displaced

vehicles in new roots.

Table E-3: Likely Income Loss of Drivers and Conductors Leaving Jobs

S.N. Vehicle Type Displaced

Person Per

Person Monthly Salary (NPR)

Daily Allowance

(NPR)

Salary+ allowance

Payable for One Month

(NRP)

No. of Transport Workers

Payment (Per Month NPR

1. Micro Bus Drivers 12,000 1000 42,000 26 1,092,000

2. Micro Bus Conductors

6,000 500 21,000 26 546,000

3 Clean Tempo Drivers 12,000 500 27,000 35 945,000 Total - - 90,000

87

2,583,000



E-1-2-2 Likely Loss of Vehicle Owners’ Business

47. Theoretically, the vehicle owners also likely to have potentialities of loosing business equivalent

to NPR 5,565,000 (Table E-4) per month due to displacement of 26 micro busses and 35 clean tempo

operating in S5 route.

Table E-4: Estimated Monthly Loss of Displaced Vehicle’s Owners

S.N. Vehicle Type No. of Vehicle Average Daily

Income Loss Per Vehicle (NPR)

Average Monthly Income Loss of

Displaced Vehicles (NPR)

1 Micro-bus 26 3,500 2,730,000

2 Sapha Tempo 35 2,700 2,835,000

Total/Overall 61 - 5,565,000

48. As per the proposed ownership structure of the new company, existing vehicle owners become

shareholders in the new Bus Operating Company mean that this loss will not occur in reality. The loss

of income from operation of the old (micro-bus and tempo) vehicles will be replaced by profits from

operation of the new fleet.

49. After providing of new routes by DoTM for operation of the old vehicles, the owners will be

generating income from both the new vehicles on the S5 route and the old vehicles on the new (as yet

to be defined) routes allocated by DoTM

50. The calculated loss will therefore only occur if the new Bus Operating Company fails to produce a profit, and new routes for the displaced vehicles are not provided by DoTM

E-1-2-3 Impact to Women Vehicle Workers

51. Of the total vehicles to be displaced ten number of vehicles (1 micro bus and 9 Safa tempo are

owned by women. Among them, the drivers of 5 displaced Safa tempo are also women (Table E-5).

Based on discussion with the sole woman micro-bus owner on the route, it was recognized that she

has several options of earning from her vehicle and therefore may not have serious problem due to

displacement of her vehicle from S5 route.

52. The story is different in the case of women tempo owners/drivers. According to them,

outstanding loan taken to purchase tempo, battery, cost require for operating tempo in new routes are

their main concerns. They do expect, support of financial back up from the company for smooth

operation of tempo in new route. It is simply because, generally ensuring adequate business from the

new route takes time. So, the daily earning from the new route may not be sufficient to operate the

transport service fulfilling all the cost required (salary for driver, daily allowance for driver, battery

recharge cost, surplus plus loan replacement and subsistence cost for tempo entrepreneurs. The

women tempo entrepreneurs have also expected to get capacity building and skill training from the

project to be part of the new public transport company, as company shareholders, vehicle drivers,

conductors, or any other technical and administrative staffs.

Table E-5: Women’s Involvement in Displaced Vehicles

S.N. Type of Vehicles No of Women Owners

No. of Women Vehicle Drivers

1. Micro-bus 1 -

2. Safa Tempo 9 5

Total 10 5



E-1-2-4 Impact to Indigenous Transport Workers

53. About 41 transport workers (17 owners, 13, drivers, and 11 conductors) affiliated with the 35

number of micro bus belong to indigenous groups and almost all of them are from out-side Kathmandu

(Table E-6). All the indigenous staff are getting equal salaries and other benefits from their respective

companies. As the vehicle workers to be displaced from the S5 route will either be employed by the

new Bus Operating Company or be given new route for operation with regular salary and allowance,

the indigenous transport workers (drivers and conductors) may not likely to have significant or distinct

impacts due to displacement from S5 route. Therefore, neither the indigenous staff nor other likely to

have adverse impact due to displacement of micro buses and Safa tempos from the S5 route since

there is provision of providing alternative routes to the displaced workers with their vehicles or to get

enroll in new company.

Table E-6: Indigenous Transport Workers Displaced

S.N. Type of Vehicles No of IP Owners No of IP Drivers No. of IP Conductors

1. Micro-bus 17 13 11

2. Safa Tempo 15

Total 42 13 11

E-1-2-5 Measures to Minimize Income Loss of Transport Workers and Owners

54. This chapter describes about the measures to be/being adopted by the project to

mitigate/minimize the likely negative impacts (as discussed in chapter 5) due to displacement of 61

vehicles from the S5 routes to operate new public bus services.

E-1-2-6 Employment in the new Bus Operating Company

55. Workers of the vehicles displaced from the S5 route will be offered employment by the new Bus

Operating Company. Insufficient driver and conductor positions will be available with the new company,

so some training /reskilling may be required.

E-1-2-7 Provision of Alternative Routes

56. The workers not offered employment with the new Bus Operating Company will be provided

employment on new routes (to be identified by the transport entrepreneurs) and they will also be allowed

to use the existing route until right before a day of public transport operation in S5 route.

E-1-2-8 Financial Backup from Dividend Equalization Loan for Transport Operation

57. Generally, adequate cash flow is a bit slow in both; (i) operating new transport system in the

existing route, and (ii) operating transport in new route. Transport operators (drivers and conductors)

also may not be interested to work in such route as they may have less earning in accordance to the

daily earning ranged. This may even threat the entrepreneurs for commercial mobilization of the

vehicles. This means, the transport operators may not receive revenue on daily basis especially on the

immediate days after the operation of new bus services and operation of existing vehicle in the new

routes may have constraints on required quantity of cash flow. In consideration to potential cash flow

problem to the vehicle owners the Memorandum of Understanding (MoU) of the project has also

provisioned an option of making a Dividend Equalization Loan to the Bus Operating Entrepreneurs

(BoE) for resolving the likely cash flow problem and likely livelihood impacts to the transport workers

where by:



(a). The dividend Equalisation loan is used to pre-finance payments to shareholders in

lieu of dividends, (b). These funds will be disbursed on a monthly basis to shareholders from start of

operations subject to verification that service has actually been operated, (c). Interest, payable by the bus operating company, will accrue to Town Development

Fund (TDF), (d). When the actual dividend is declared by the Bus Operating Company, it will be paid

back into the dividend equalization facility, to be used to reduce the outstanding amount,

(e). The full amount of dividend equalization payments and interest is to be repaid of TDF over the duration of the operating contract.

58. This provision has to be confirmed on MOU while signing the contract.

E-1-2-9 Inclusion of Women and Indigenous People

59. The project aims to encourage the women and indigenous transport entrepreneurs to be part

of new company as shareholders, vehicle drivers, conductors, or any other technical and administrative

staffs. The project will also make provision for imparting different livelihood improvement and skill

training that will also encourage to participate women.

E-1-2-10 Skill Development and Capacity Enhancement

60. The vehicle owners and staffs (technical and administrative staff) including driver and

conductors will be provided several capacity development and skill trainings under the project. However,

such skill and capacity development trainings do not limit to conduct other training, orientation, and

other capacity and skill development program to be provided under institutional strengthening

component. Some of such skill development and capacity development training also include:

1) Heavy Bus Driving Training: Heavy bus driving training to the drivers of the displaced

vehicles (micro-buses) also encouraging to women tempo drivers,

2) Heavy Bus Conductor Training: Conductor training to the drivers of the conductors of micro-buses and even to eligible women tempo drivers,

3) Heavy Bus Maintenance Training: General maintenance training will be provided to

the displaced drivers and conductors,

4) Orientation on Gender and Social Inclusion: The bus owners, drivers, conductors and other staff will be provided gender and social inclusion in relation of public transport,

5) Orientation on Public Speaking Communication: Bus drivers, and conductors to be

provided training on public speaking. This will be effective on enabling the transport workers to deal effectively with different stakeholders including passengers, traffic police, general public and other stakeholders on the matters and issues related to public transport operation,

6) Training on Accident Management and First Aid Treatment: The drivers and

conductors to be provided training on managing the situations during accidents, first aid to injured persons, reporting to police stations, admitting to hospitals, identification and reporting to the next of keens of injured persons etc,



7) Training on Handling Differently Capable and Aged Passengers: Public vehicle workers may also have to handle diverse type of differently capable persons and senior citizens. Merely the provisions of some seats to passengers may not sufficient in public transport. Transport workers also need to be capable of handling these peoples and providing necessary supports to get onboard in the public bus services and exit from,

8) Training on Traffic Signs/Signals: Safe driving cannot be insured without

understanding and following of traffic signs and signals. Vehicle service providers including drivers and conductors also should be provided basic and refresher training on traffic signs and signals.

9) Training on Managing/ Handling Traffic Jam: Traffic jam is also one of the major

challenges to operate public transport. It required special skill to manage traffic jam by all stakeholder concerned (traffic police, vehicle operators, pedestrians, passengers). The drivers and conductors of the S5 route also to be provide adequate skill on managing and handling traffic jam.

10) Time Management Training: One of the indicators of successful and effective public

transport is punctuality on time in terms of vehicle operation, stoppage, passenger load and on loan and reaching destination. The vehicles workers also to be equipped with the skill of time management training.

E-3 Issues to be Considered from Safeguard Perspective

61. Among others, KSUTP to ensure following measures before handing over the Project site to

the High Level Commission:

Listing of completed construction/maintenance works sites

Finalization of the sites to be handed over immediately to High Commission;

Listing the sites which can be handed over after the completion of ongoing work by KSUTP

Listing of site where Project need to change design and do needful to the design which need

adjustment/change

KSUTP to maintain the record of the households (2 HHs) along Teku –Shova Bhagwati link

Road who were already compensated for their affected land and structured before the

withdrawal of resettlement activities of KSUTP.

KSUTP to notify the Government (CDO) and earlier project affected families in underpass

location about the withdrawal of acquisition under the project and return the budget received

from the Government to implement the RP activities in Teku Bridge and associated

components.

KSUTP to timely ensure the completion of mitigating likely income losses and imparting skill

training and capacity development activities planned under the Purbic Transport Operation

component in S5 route.

Deposit the amount received for compensation other RP implementation activities in

Government’s account as provision in Land Acquisition Act 1977

Redressal of underlying grievances, if any.



F. RECORDS ON DISCLOSURE OF MONITORING INFORMATION

62. The KSUTP will disclose the semiannual report to the Project affected families related to (i)

Teku Bridge and Shobha Bhagwati-Teku component, and (ii) Public transport component in S5

route.also through project’s website.

G. MONITORING ADJUSTMENT MEASURES RECOMMENDED

63. Following monitoring adjustment measure has been envisagedfor effective implementation of

remaining safeguards and associated activities:

(i) KSUTP Safeguard Specialist supported by PMCO and PMCBC to follow up for Implementation

of skill training, capacity building and following up the mitigation measures to be provided for

likely income loss of transport workers provisioned under the public transport component in S5

route.

(ii) Support to ensure involvement and participation of women in all skill enhancing and capacity

development program to be conducted under the project.

(iii) Others as relevant

H. PROPOSED MAJOR ITEM OF FOCUS FOR NEXT REPORT

64. As the project is going to be closed from December 2017 and PMCBC from October 2017, this

semiannual submission is going to be the last submission of KSUTP. However, any important

submission or delivery regarding the project will be ensured as necessary in between.



APPENDICES


Semi Annual Report – Jan-June 2017 Page 1of Appendix-1

Appendix-1


Page 1 of Appendix - 1

Location Map of Junctions/Intersection Improvement in Central Area


Semi Annual Report – Jan-June 2017 Page 1 of Appendix-2

Appendix-2

Location Map of BLR Improvement and Bridges Construction


Semi Annual Report – Jan-June 2017 Page 1 of Appendix-3

Appendix-3

Location Map of Pedestrianization from Thapathali to Teku Dovan in

Kathmandu


Semi Annual Report –Jan-June 2017 Page 1 of Appendix - 4

Appendix-4

Location Map of Sidewalks Improvement in Kathmandu City


Semi Annual Report – Jan-June 2017 Page 1 of Appendix 5

Appendix- 5: Entitlement Matrix

Type of Loss Entitlement Unit Description of

Entitlement and

Implementation

Procedures

Remarks Responsible

Institution

1.Structural Damages caused During Construction

1.1 Private/ commercial structures, Project’s right of way (RoW)

Owners of the

affected structures:

Rented building on

government land

Titled and non-titled

holders (Encroacher )

Advanced notice of at

least 2 weeks Permanent

impacts:

Compensation of the

affected structures at

replacement cost

Rights to salvage

materials from structures

Temporary impacts:

Shifting allowance at the

value at maximum two

days of minimum wage/

income (or if the impact is

minimal an in kind

assistance in shifting to a

nearby location)

Compensation of

structure will be paid at

the replacement cost

to be calculated as per

latest prevailing basic

schedules of rates

(BSR) without

depreciation.

Current assessment

had indicated

permanent impact on

private/ government

structures

Compensation for the

losses will be borne by

the PIU-DOR.

PIU-DOR,PMCO

2. Loss of Land Caused During Construction

2.1 Loss of residential or

Commercial Land

Titleholder

Compensation at

replacement

Cost

Cash compensation of

replacement cost as

determined according

to the Compensation

Fixation Committee

chaired by CDO.

b) Fifty percent cash

compensation to the

tenants of the affected

plots as per the

prevailing laws (LA Act

Clause 20)

PIU-DOR,PMCO

3.Loss of income/ livelihoods

3.1 Temporary loss

of income from

business

Titleholder

Non-titled holders

and titled and non-

titled households

Businesses are entitled

compensation for lump-

sum of disturbance. An

income survey will serve

as the cutoff date. All

businesses identified in

the Project-impacted

areas (sections ready for

construction) on the

cutoff date will be entitled

to compensation for their

lost income based on the

tax records, or the option

of using the actual

income based on survey

followed by a verification

of the income data based

An income survey prior

to construction will

serve as the cut-off

date.

PIU-DOR,PMCO


Semi Annual Report – Jan-June 2017 Page 2 of Appendix 6

Type of Loss Entitlement Unit Description of

Entitlement and

Implementation

Procedures

Remarks Responsible

Institution

on comparable incomes

in the Project area.

3.2 Additional

assistance to

Vulnerable families

due to the Loss of

primary source of

income

Female-headed

households,

disabled or elderly

persons and DPs

who live below

poverty line HHs

(the annual poverty

line data in NRS

40,933 per

capita/year of NRS

150,224 per

households / year)

Displaced

households who

lose more than 10 %

of the total income

Cash assistance of 90

days at the Kathmandu

City wage rate @ 500

per day for 90 days

One time lump sum

assistance of 90 days

at the rate of a

minimum wage rate as

determined by the

District Administrative

Office to vulnerable

households. (This will

be paid above and

over the other

assistance(s) as per

this plan).

Vulnerable persons

identified during

survey.

PIU- DOR,PMCO

4. Other Unanticipated Impacts

4.1 Temporary

impact during

construction (e.g.

disruption

of traffic, damage to

land

/assets due

Community /

individual

Compensation The contractor shall

bear the cost of any

impact on structure or

land due to

construction.

All temporary use of

lands outside

proposed RoW to be

through written

approval of the

landowner and

contractor

Contractor/DSC-

DOR


Semi Annual Report –Jan –June 2017 Page 1 of Appendix 6

APPENDIX-6

Summary RP Translated into Nepali Language

g]kfn ;/sf/

ef}lts k"jf{wf/ tyf oftfoft dGqfno

cfof]hgf Joj:yfkg OsfO{(PIU)

P=l8=aL=C0f cg'bfgM@^%^.)@!@– g]kfn -P;=Pkm=_

sf7df08f} lbuf] zx/L oftfoft cfof]hgf (KSUTP)

k'gjf{; sfo{s||d / u'gf;f] ;dfwfg ;+oGq jf/] hfgsf/L k':tLsf

>fj0f–@)&!


Semi Annual Report –Jan-June 2017 Page 0 of Appendix-7

sf7df08f} lbuf] zx/L oftfoft cfof]hgf

;d'bfo nlIft ;"rgfd"ns ;fdfu|L

sf7df08f} lbuf] zx/L oftfoft cfof]hgf / o;sf] cfjZostfM

sf7df08f} zx/sf jfl;Gbfx?sf] hLjgz}nLdf c;/kfg{] ;fj{hlgs oftfoft Aoj:yfkgsf nfuL

g]kfn ;/sf/sf] ef}lts k'jf{wf/ tyf oftfoft dGqfnon] Pl;ofnL ljsf; a}+ssf] cfly{s tyf

k|fljlws ;xof]udf sfof{Gjog ug{ nfluPsf] cfof]hgf g} sf7df08f} lbuf] zx/L oftfoft

cfof]hgf xf] . e/kbf]{ ;'/lIft / k|efjsf/L zx/L oftfoft k|0ffnL :yfkgf / ;+rfng u/L

sf7df08f} jfl;sf] hLjg z}lndf u'0f:t/Lo ;'wf/ Nofpgsf] ;fy} zx/L jfo' k|b"if0f lgoGq0f

ug{ ;3fpm k'¥ofpg] p4]Zo o; cfof]hgfn] lnPsf] x'gfn] o; cfof]hgf sfof{Gjog ul/g'

cfjZos b]lvG5 .

@)^& r}q dlxgf (June 2011) af6 sfo{Gjog z'? ul/Psf] cfof]hgfn] xfn tLg -#_ aif{sf]

sfo{jwL tou/L pQm cjwLdf zx/L oftfoft Aoj:yfkgsf rf/ d'Vo If]qdf s]lGb|t eP/

sfo{qmd ;+rfng ug{]5 . o; cfof]hgfn] tTsfn sfof{Gjog ug{] d'Vo rf/ sfo{If]qdfM -!_

;fj{hgLs oftfoft k|0ffnLsf] ;'b[9Ls/0f, -@_ 6««flkms Aoj:yfkg -#_ zx/df /x]sf] kbofqL

dfu{sf] :t/ pGgtL / lj:tf/ tyf ;8s k]6L ;'wf/, / -$_ afo' k|b"if0f cg'udg /x]sf 5g\ .

cfof]hgf If]qsf] 5gf}6

sf7df08f} lbuf] zx/L oftfoft cfof]hgfn] xfn /fhwfgLsf]] s]Gb| efudf zx/L oftfoft

Aoj:yfkgsf cfˆgf lgwf{/Lt sfo{s|dx? z'? u/]sf] 5 . xfn sf7df08f} zx/sf] klZrddf

lji0f'dtL gbL, blIf0fdf jNv' k'n rqmky, k"j{df /fdzfxky pQ/df n}grf}/ rf]s l;dfgf sfod

u/L ;f] leqsf zx/L If]qdf cfof]hgf cGt{utsf k}bn dfu lj:tf/ nufotsf sfo{s|dx?

sfof{Gjog ul/g] 5g\ .

cfof]hgfsf] nfut / ck]lIft pknAwLx?

sl/j #) bzdnj $@ s/f]8 cd]l/sL 8n/ (US$30.42 Million) nufgLdf ;+rflnt o;

cfof]hgfn] sf7df08f} zx/sf] ;fj{hlgs oftfoft k|0ffnLdf /x]sf ;d:ofx? tyf ;f] sf

sf/0fx?sf] lj:t[t cBog u/L tL ;d:ofx? ;dfwfgfy{ sfo{of]hgf tof/ ug{'sf ;fy} ;DjlGwt

lgsfosf] Ifdtf clej[lådf ;xof]u k'¥ofpg] 5 . o;af6 sf7df08f} zx/sf ;Dk'0f{ jfl;Gbfn]

e/kbf{] / :jR5 tyf k|efjsf/L zx/L oftfoft k|0ffnLsf] pkef]u ug{ kfpg] ck]Iff ul/Psf] 5

. pQm cfof]hgf ;kmntfk"j{s sfof{Gjog eP kZrft\ sf7df08f}sf] ;fj{hlgs zx/L oftfoft

k|0ffnL ;'9[9Ls/0f tyf Joj:yfkgdf lgDg pknlAw k|fKt x'g] ck]Iff ul/Psf] 5 M zx/L ;fj{hlgs oftfoftsf] cj:yfdf pNn]Vo ;'wf/ x'g]

o; cGt{ut ;fj{hlgs oftfoftdf cGo Joj:yfksLo ;'wf/sf ;fy} b'Oj6f kfOn6 -pilot_

oftfoft ?6x? klxrfg u/L pQm ?6x?df sd k|b"if0fo'Qm jf ljB'lto a;x? ;+rfng ul/g]



5 . To;}u/L ;+rfngdf /x]sf a;, ldlga;, dfO{s|f]a; ?6x?sf] k"gd{"NofÍg u/L cem Aoj:yLt

/ k|efjsf/L agfO{g]5 .

6«flkms Joj:yfkgdf ;'wf/ M

lji0f'dtL ln+s ;8sdf kg{] 6]s' b]lv zf]efeujtL v08df 6«flkms OG6/;]S;gx?sf] ;'wf/sf

;fy} 6]s'l:yt xfn lji0f'dtL k'n /x]sf] 7fpFdf Ps / 8Nn'df csf]{ Ps ul/ hDdf yk b'O{ gofF

k'nx?sf] lgdf{0fn] To; If]q / sf7df08f} pkTosfsf] 6«flkms Aoj:yfkgdf ;'wf/ tyf ;xhtf

Nofpgdf ;3fp k'¥ofpg]5 . o;}u/L zx/sf s]lGb|o efudf /x]sf cGo 6«flkms OG6/;]S;gx?sf]

;'wf/ nufot @@ 7fpFdf 6«flkms alQsf] h8fg, 6««flkms cg'udgsf nfuL l;l;l6eL h8fg /

6«flkms Joj:yfkg lgoGq0f s]Gb|sf] :yfkgf tyf ;'/lIft 8«fOleª / ;8s ;'/Iff ;DjlGw Jofks

hgr]tgf hufpg] ultlawL ;+rfng ul/g]5 .

zx/L If]q leq ;xh k}bn ofqfsf nfuL k}bn ofqL dfu{x?sf] lj:tf/ tyf :t/f]GgtL ul/g]

;xh k}bn ofqfsf nflu sf7df08f} zx/sf] s]Gb|df /x]sf] gf/fo0flx6L b/jf/ ;+u|fno jl/k/L

/ qLk'/]Zj/–6]s' v08df ;8s k]6L ;'wf/ u/L a[Wba[åf, leGg zf/Ll/s Ifdtf ePsf AolQm,

dlxnf tyf afnaflnsf d}qL k}bnofqL dfu{sf] lgdf{0f tyf ;'wf/ ul/g]5 / sf7df08f} zx/L

If]q leqsf P]tLxfl;s :yfnx?df k}bndfu{sf] ;'wf/ ul/g] 5 .

zx/L jfo' k|b"if0fsf] cj:yf cg'udg k|s[ofnfO{ ;'9[8 / lgoldt u/Lg]

xfn sf7df08f} zx/sf ljleGg :yfgdf h8fg ul/Psf jfo' k|b"if0f cg'udg ;+oGqx? Rffn'

xfntdf gePsf]n] ltgsf] dd{t ;+ef/ u/L ;+rfngdf NofO{g] / b'O{j6f gofF ultzLnjfo' k|b"if0f

cg'udg s]Gb|x? :yfkgf ul/g]5 . o;} u/L b'O{j6f sfj{g pT;h{g k/LIf0f oGq oftfoft Joj:yf

ljefunfO{ pknAw u/fO{g]5, eg] jfo' k|b"if0faf6 hg:jf:Yo tyf ;Dk"0f{ zx/L ;d'bfodf kg]{

c;/ jf/] Jofks ?kdf hgr]tgf clej[lå sfo{s|dx? ;+rfng x'g]5g\ .

;fd'bflos ;xeflutf M

s'g} klg ljsf; lgdf{0fsf] s[ofsnfk xf]; jf cfof]hgf To;sf] ;kmn sfof{Gjog / ck]lIft

kl/0ffd k|flKtsf] nfuL nlIft ;d'bfosf] ;xeflutf ckl/xfo{ x'G5 . o; cfof]hgfdf klg

cfof]hgfsf] s[ofsnfkx? ;+rfng ul/g] If]q leqsf hg;d'bfosf] ;xeflutf /xg] 5 .

d'Votof lgDg s'/fx?df nlIft ;d'bfosf] ;xeflutf /xg]5 M

cfof]hgfn] ;+rfng ug{] cled'vLs/0f a}7s tyf k/fdz{ a}7sdf ;xeflutf /

k[i7kf]if0f(Feed back) pknAw u/fpg] .

:yflgo :t/df ePsf jf cfpg;Sg] ;Defljt ;fdflhs ;jfn (Social concern) sf]

klxrfg ug]{ qmddf ;xhLs/0f ug{] .



cfof]hgfaf6 kg{;Sg] k|efjx? Go"lgs/0f ug{] / ;dfwfg ug{] sfo{df ;'emfj / ;xof]u

pknAw ug{] / u/fpg] .

;d'bfo :t/ / JolQmut :t/df cfpg] u'gf;f]x? ;dfwfgsf nflu u'gf;f] lgbfg

;ldtL (GRC) dfkm{t ;xhLs/0f ug{] u/fpg] .

cfof]hgf sfof{Gjogdf l9nf;':tL gxf];\ / ;dodf g} ;DkGg ug{ ;lsof]; eGg] x]t'n]

lgdf{0f Joj;foL x?sf] sfd sfo{jfxLjf/] hfgsf/L lng] / cjZos ;/;xof]u pknAw

u/fpg] .

cfof]hgf sfo{fGjogsf] nflu pko'Qm jftfj/0f(Suitable Environment) lgdf{0fsf] nflu

:yflgo ;d'bfo, ;+3 ;+:yf, k|efljt 3/k/Ljf/sf AolQm / cfof]hgf ljr ;dGjo

u/fpg] .

cfof]hgfsf] k'gjf{; of]hgf tyf gLlt (Resettlement Action Plan/Policy):

o; k'gjf{; of]hgfn] sf7df08f} lbuf] zx/L oftfoft cfof]hgf (KSUTP) cGt{ut ;~rflnt

lji0f'dtL ln+s ;8s(BLR) nufot d'Vo d'Vo 6«flkms OG6/;]S;g -rf]s_ x?sf] ;'wf/sf]nflu

c:j]lR5s(Involuntary) k'gjf{; sfo{s|dsf] k|s[of tyf gLltnfO{ JofVof u/]sf] 5 . of] k'gjf{;

l;4fGt hUuf k|flKt P]g @)#$ nfO{ cfwf/ dfgL Pl;ofnL ljsf; a}+ssf] c:j}lR5s k'gjf{;

;DjlGw l;4fGt cg'?k agfOPsf] 5 . o;sf cltl/Qm ;fj{hlgs ;8s P]g @)#!, dfnkf]t P]g

@)#$ tyf hUuf k|flKt tyf k'gjf{; ;DjlGw cGo gLlt tyf of]hgfx?sf] lgb{]lzsfnfO{ klg

Wofg lbO of] kl/dflh{t k'gjf{; sfo{s|d tof/ kfl/Psf] 5 . o; of]hgfdf k|:tfljt lji0f'dtL

ln+s ;8s, 6]s' k'n / d'Vo d'Vo 6«flkms OG6/;]S;g jf rf]sx? ;lxtsf]] k'gjf{; lqmofsnfksf]

JofVof ul/Psf] 5 .

o; cfof]hgf cGt{utsf sfo{s|d sfof{Gjog ug{sfnflu s]lx :yfgdf 6«flkms OG6/;]S;gsf]

;'wf/sf] nflu yk hUuf cfjZos kg{] b]lvG5 . cfof]hgfsf] sfof{Gjogn]] sf7df08f} zx/sf]

6«flkms Joj:yfkgdf ;'wf/ Nofpg] 5 h;sfnflu lji0f'dtL ln+s ;8s cGt{utsf s]lx d'Vo

rf]sx? / xfn ;+rfng e}/x]sf] 6]s' k'nsf] blIf0ftkm{sf s]lx 3/ tyf cGo ;+/rgfx? ;d]t

x6fpg' kg{] x'G5 .

lj:t[t k|fljlws cWoogsf] s|ddf 3/w'/L ;j{]If0f tyf ;fd'bflos k/fdz{ jf 5nkmnåf/f

cfof]hgfaf6 k|efljt x'g] JolQmx?sf] ;fdflhs tyf cfly{s cj:yfjf/] hfgsf/L lnOPsf] 5 /

cg'kl:yt jfx]s ;a} k|efljt 3/w'/Lx?sf] ;j{]If0f u/L tYofÍ(Date Base)tof/ kfl/Psf] 5 .

lj:t[t k|fljlws cWoogsf] bf}/fgdf, ;s];Dd hUuf clwu|x0f gug{, 3/ 6x/f geTsfpg jf

cfof]hgfaf6 kg]{ k|efj Go"g ug{sf nflu a}slNkt pkfox?sf] vf]hL tyf ljZn]if0f ul/Psf]

ePtf klg k|fljlws l8hfOg tyf ;8s ;'/IffnfO{ Wofgdf /flv s]lx 3/ tyf ;+/rgfx?

eTsfpg' kg{] b]lvG5 . k'gjf{; sfo{s|dsf] k|d'v pb]Zo cfof]hgfsf] s[ofsnfkaf6 x'g] gsf/fTds

c;/nfO{ Go"gLs/0f u/L k|efljt kl/jf/x?nfO{ Ifltk"tL{ tyf cfof]hgfsf]] dfWodaf6 nfeflGjt



u/fpg'sf ;fy} k|efljt ;fd'bfoLs tyf ;/sf/L ;+/rgfx?sf] k'g:yf{kgf ;d]t u/fpg' /x]sf]

5 .lkmN8 ;j{]If0f cg';f/ o; cfof]hgfsf lqmofsnfkx? sfof{Gjogubf{ tflnsf – ! df pNn]v

eP cg';f/lgDg jdf]lhdsf 3/ tyf ;+/rgfx?df c;/ k'Ug] b]lvG5 .

tflnsf !M k|efljt hUuf Kn6 tyf ;+/rgfx?sf] ljj/0f

cfof]hgf If]q

k|efljt hUuf Kn6 lsQf k|efljt ;+/rgfx?sf] ljj/0f

JolQut ;fd'bflos÷;

/sf/L

hDdf gLlh ;/sf/L÷;fd'

bflos

hDdf

6]s' k'n tyf rf]s – – !! @ !#

led;]g:yfg rf]s – – ! !

8Nn' k'n tyf rf]s ! ! ! !

zf]efujtL rf]s @ @ @ ! #

hDdf # # !$ $ !*

tflnsf ! df pNn]v ePcg';f/ 6]s' k'n tyf rf]s ;'wf/ sfo{ubf{ !! 3/kl/jf/nfO{ { k|ToIf

c;/ k'Ug] 5 eg] 8Nn' k'n tyf rf]s ;'wf/ ubf{ ! 3/ kl/jf/ / zf]efeujtL rf]s ;''wf/ ubf{

@ 3/ kl/jf/nfO{ c;/ k'Ug] b]lvG5 .

of] k'gjf{; sfo{s|dsf] d'Vo cfzo ;Dej eP;Dd 3/ hUuf clts|d0f tyf c:j}lR5s k'gjf{;

gug{] tyf ug{' kg{] 7fpFdf o;sf] k|efj Go"g x'g]u/L k|efljt JolQmnfO{ oyf]lrt d'cAhf pknAw

u/fO{ pko"Qm ;xof]u k¥ofpg'' xf] . of] k'gjf{; sfo{s|d agfpFbf cfof]hgfsf] d'Vo l;4fGtx?nfO{

k"0f{tof kfngf ul/Psf 5g\ .

cfof]hgfsf ;DalGwt s]xL 7fpFx?df ;fd'bflos a}7s (Community Meeting) ;DkGg u/LPsf

lyP . ;fy} cfof]hgf sfof{Gjogsf] r/0fdf cfjZostf cg';f/ ;fd'bflos k/fdz{ a}7s

(Community Consultation Meetings) klg ul/g] 5 . k|fljlws cWoog tyf ;j]{If0fsf] s|ddf

;DjlGwt :yflgo afl;Gbf / k|efljt 3/ kl/jf/;+u cfof]hgfsf] s[ofsnfk jf/] 5nkmn ul/Psf]

5 . o; k'gjf{; of]hgf tof/ kfbf{ 3/ ;+/rgfsf s]xL efu jf k'/} eTsfO{ jf :yfgfGt/0f u/L

cfof]hgfsfnflu hUuf pknAw u/fpg kbf{ ckgfpg'kg]{ ;'/Iffsf pkfox? (Mitigation

Measures) tkm{ Wofg k'¥ofOPsf] 5 . 3/ ;+/rgf eTsfO{ hUuf pknAw ug{] /u/fpg] sfo{

;DjlGw ph'/L, u'gf;f] / ljjfb ;'Gg tyf plrt lg/fs/0f lgsfNgsf] nflu u'gf;f] lgbfg ;+oGq

(GRM) sf] kl/sNkgf klg ul/Psf] 5 .

cfof]hgfaf6 k|efljt JolQm / tTYofÍ M

cfof]hgfaf6 k|efljt JolQm eGgfn] Tof] AolQmnfO{ a'emfpF5, h;n] cfÎgf] gfddf /x]sf]3/÷hUuf

jf df]lxofgL xs sfod ePsf] 3/ jf ;DklQ jf cfo cfh{gsf If]q k'/} jf s]xL dfqfdf u'dfPsf]



x'g]5 . k|efljt JolQmx?sf] ljj/0f (Data Base) cfof]hgfsf] k"gjf{; sfo{s|d kl/dfh{g ug{]

a]nfdf ;+sng u/L r':t b'?:t (Update) ul/Psf] 5 . o; k'gjf{; gLltsf] sfof{Gjogdf

;DjlGwt JolQmsf] ;xeflutfdf x'g]5 / cfof]hgfaf6 k|efljt JolQmx?nfO{ cfof]hgf sfof{Gjog

ubf{ ;d'lrt Ifltk'lt{ lbO{ lgdf{0f sfo{ ul/g] 5 . cfof]hgfaf6 k|efljt AolQmx?sf] cBfjlws

ljj/0f tflns @ df k|:t't ul/Psf] 5 .

tflnsf @M k|efljt AolQmx?sf] cBfjlws ljj/0f

l;+=g= k|efljt hUuf Gffd 7]ufgf

! hUuf lty{dfof k|hfktL sf7df08f}–!*, 8Nn'

@ hUuf gfgL lx/f dx{hg sf7df08f}–!&, zf]efeujtL÷:joDe"

# hUuf z'lznf zfSo sf7df08f}–!&, zf]efeujtL÷:joDe"

;+/rgf -lghL_

! ;+/rgf -lghL_ lbg]z v8\uL sf7df08f}–!#, sfnLdf6L

@ ;+/rgf -lghL_ lbk zfxL sf7df08f}–!#, sfnLdf6L

# ;+/rgf -lghL_ c:6 axfb'/ zfxL sf7df08f}–!#, sfnLdf6L

$ ;+/rgf -lghL_ /ljGb| v8uL sf7df08f}–!#, sfnLdf6L

% ;+/rgf -lghL_ nId0f zfxL sf7df08f}–!#, sfnLdf6L

^ ;+/rgf -lghL_ dfOnLafn tfdfË sf7df08f}–!#, sfnLdf6L

& ;+/rgf -lghL_ dw' k|wfgfË sf7df08f}–!@,6]s'

* ;+/rgf -lghL_ sgs k]6«f]n kDk sf7df08f}–!@,6]s'

( ;+/rgf -lghL_ lty{dfof k|hfktL sf7df08f}–!*, 8Nn'

!) ;+/rgf -lghL_ gfgL lx/f dx{hg sf7df08f}–!&, zf]efeujtL÷:joDe"

!! ;+/rgf -lghL_ z'lznf zfSo sf7df08f}–!&, zf]efeujtL÷:joDe"

;fd'bflos ;+/rgf

! Gff/fo0f dlGb/ sf7df08f}–!#, sflndf6L

@ Afwzfnf sf7df08f}–!#, sflndf6L

# dlGb/ sf7df08f}–!$, led;]g:yfg

$ dlGb/sf] kvf{n sf7df08f}–!%, zf]efeujtL

u'gf;f] lgbfg jf ;dfwfg ;ldtL (GRC) sf] u7g

cfof]hgfaf6 k|efljt AolQmut ;+kQLsf] Ifltk'lt{ k|bfg ug{ tyf ;fj{hlgs Pj+ ;/sf/L

;+/rgfx?sf] plrt Aoj:yfkg tyf k'g:yf{kgf k|efjsf/L ?kdf ug{ / o; lzlznfdf cfOkg]{

u'gf;f]x?sf] lgbfg ug{sfnflu u'gf;f] lgbfg ;ldtL (Grievance Redress Committee-GRC) sf]

klg u7g ul/Psf] 5 . h; cg';f/ zf]efeujtL / 8Nn'nfO{ ;d]6]/ j8fg+ !& / !* sfnflu !

j6f / 6]s' k'n cf;kf;nfO{ ;d]6]/ j8f g+ !@ / !# sfnflu csf{] Ps j6f u/L hDdf @ j6f

u'gf;f] lgbfg ;ldtL (GRC) u7g ul/Psf 5g\ . GRC df k|efljt j8fsf k|zf;sLo k|d'v,

k|efljt JoflQmx?af6 @ hgf k|ltlgwL -! Dlxnf ! k'?if_, cfof]hgf sfof{Gjog OsfO{sf k|ltlglw,



cfof]hgf Joj:yfkg tyf ;dGjo sfof{nosf k|ltlglw tyf cfof]hgf Aoj:yfkg tyf Ifdtf

clej[l4 k/fdd';z{bftfsf tkm{af6 k|ltlgwL /x]sf5g\ . oL ;ldtLx?df cfof]hgfaf6 k|efljt

AolQmnfO{ s'g} s'/fdf lrQ ga'em]df ;f] pk/ ph'/L ug{ klg ;Sg]5g . o; ;ldltn] cfof]hgf

;+u ;DjlGwt u'gf;f, ph'/Lx?sf] ;'g'jfO{ ug{'sf ;fy} o;} ;dldtL dfkm{t k|efljt AolQmx?nfO{

d'cAhf lbnfpg cfjZos ;xfotf ;d]t pknAw u/fOg] 5 .

cfof]hgf sfof{Gjog ug{] ljBdfg lgsfox? Aff/] hfgsf/L M

s_ ef}lts k'jf{wf/ tyf oftfoft dGqfno

sf7df08f} lbuf] zx/L oftfoft cfof]hgf

cfof]hgf Joj:yfkg tyf ;dGjo sfof{no(PMCO)

aj/dxn,sf7df08f}

kmf]= g+ M$@@$)$$

Od]n M KSUTP PMCO <[email protected]> ;Dks{ JolQm M>L cgGt cfrfo{, cfof]hgf lgb{]zs

v_ cfof]hgf sfof{Gjog OsfO{x? (Project Implementation Units-PIUs)

!_ oftfoft Joj:yf ljefu(Department of Transport Management-DOTM)

PsfGts'gf, nlntk'/

kmf]g g+ M$%)@!@&,$^)!^$# ;Dks{ JolQm M>L v8\unfn>]i7, cfof]hgf k|jGws

O{d]n [email protected]

@_ dxfgu/Lo 6«flkms k|x/L dxfzfvf (Metro-Poiltian Traffic Police Division-MTPD)

/fdzfxfky, sf7df08f}

kmf]g g+ M(*)!)@&(@%

O{d]n M ;Dks{ JolQm M l8=cfO{=lh=>L k|sfz cof{n

#_ sf7df08f} dxfgu/kflnsf (Kathmandu Metropolitian City-KMC) Affub/jf/, ;'Gwf/f, sf7df08f}

kmf]g g+ M(*$!@^%(@&

O{d]n: [email protected] ;Dks{ JolQm M;'/h zfSo,cfof]hgf Joj:yfks

$_ ;8s ljefu(Department of Road-DoR) aj/dxn, sf7df08f} kmf]g g+ M O{d]n [email protected] ;Dks{ JolQm M >L v8\unfn >f]i7,cfof]hgf k|d'v

%_ lj1fg,k|ljlw tyf jftfj/0f dGqfno(Ministry of Science, Technology and Environment-

MOSTE)

l;+xb/jf/, sf7df08f} kmf]g g+= M(*$!$^(!^@ O{d]n M



;Dks{ JolQm M>L ;'/]Gb| ;'j]bL,cfof]hgf Joj:yfks

k/fdz{bftf

s_ cfof]hgf Joj:yfkg tyf Ifdtf clej[l4 k/fdz{bftf s'l/ofufpF, aa/dxn, sf7df08f} kmf]g g+= M9841825082 O{d]n [email protected]

;Dk{s JolQm M >L eujfg >]i7, pk 6f]nL g]tf

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