Sia

Draft Detailed Project Report
Consultancy Services for Carrying out Feasibility Study, Preparation of Detailed Project Report and providing pre-construction
services in respect of (i)2 laning with paved shoulder of Namchi-Ravangla-Tashiding-Yusksum-Geyzing road section (length-
122Km) (ii)2 laning with paved shoulder of Geyzing-Dentam-Uttarey-Chiwabhanjang road section (length-55 Km) (iii)2 laning with
paved shoulder of Ravong-Phamtum- Dzongu-Upper Dzongu-Chungthang road section (length-150 Km) in the State of Sikkim.
Table of Contents
C H A P T E R 8 . 0 : .............................................................................................................................................................. 2
INITIAL SOCIAL ASSESSMENT AND PRELIMINARY LAND
A C Q U I S I T I O N / R E S E T T L E M E N T P L A N ........................................................................................................ 2
8.1 Introduction ................................................................................................................................................................. 2
8.3 THE PROJECT AREA ................................................................................................................................................... 3
8.3.2 Socio-economic Environment...................................................................................................................................... 5
8.3.2.1 State Profile ....................................................................................................................................................... 5
8.2 Namchi District .......................................................................................................................................................... 6
4.2.1 Geography .............................................................................................................................................................. 6
4.2.2 Climate ................................................................................................................................................................... 7
4.2.3 Demographics......................................................................................................................................................... 7
4.2.4 Economy ................................................................................................................................................................ 7
4.2.5 Transportation ........................................................................................................................................................ 7
4.3 Ravangla District......................................................................................................................................................... 8
4.3.1 Geography .............................................................................................................................................................. 8
4.3.2 Climate ................................................................................................................................................................... 8
4.3.4 Demographics......................................................................................................................................................... 8
4.3.5 Economy ................................................................................................................................................................ 8
4.3.6 Transportation ........................................................................................................................................................ 9
4.4.1 Geography .............................................................................................................................................................. 9
4.4.2 History .................................................................................................................................................................... 9
4.4.3 Climate ................................................................................................................................................................. 10
4.4.4 Transportation ...................................................................................................................................................... 10
4.5 Yuksom District ................................................................................................................................................... 11
4.5.1 History .................................................................................................................................................................. 11
4.5.2 Geography ............................................................................................................................................................ 11
4.5.3 Climate ................................................................................................................................................................. 12
4.5.4 Economy .............................................................................................................................................................. 12
4.5.5 Culture .................................................................................................................................................................. 12
4.5.6 Demographics....................................................................................................................................................... 13
4.5.7 Transportation ...................................................................................................................................................... 13
4.6 Geyzing District ................................................................................................................................................... 13
4.6.1 Geography ................................................................................................................................................................. 14
4.6.2 Demographics....................................................................................................................................................... 14
4.6.3 Transportation ...................................................................................................................................................... 14
8.3.3 Existing Road Conditions .......................................................................................................................................... 14
8.3.4 Proposed Improvement .............................................................................................................................................. 23
8.4 Resettlement Policy and Framework ........................................................................................................................... 1
Type of loss .......................................................................................................................................................................... 3
Identification of affected .................................................................................................................................................... 3
households ........................................................................................................................................................................... 3
Entitlement .......................................................................................................................................................................... 3
Details .................................................................................................................................................................................. 3
8.4 SCREENING FOR ASSESSMENT OF SOCIAL IMPACTS ...................................................................................... 8
8.7 STAKEHOLDER CONSULTATION........................................................................................................................... 8
8.8 CONCLUSION .............................................................................................................................................................. 9
LN Malviya Project Pvt. Ltd. in Association with Agnitio Infrastructure Projects Pvt. Ltd 1
CHAPTER 8.0:
I N I T I A L S O C I A L A S S E S S M E N T A N D P R E L I M I N A RY
LAND ACQUISITION/RESETTLEMENT PLAN
8.1 Introduction
Any developmental activity will have impact on the socio-economic conditions of the
population in the region and thereby on the quality of life. Socio-Economic Impact
Assessment helps to get an idea of changes on social, economic and cultural status. Baseline
data for occupational status and health amenities existing in the study area has been collected
by personal interaction/ secondary sources such as census/ statistics, data etc. with the
villagers in the study area.
It is obvious that any development project would have both positive and negative impacts in
the influence area. Whereas the positive impacts are desirable, all efforts shall be made to
minimize the negative impacts. This would help in assessing the magnitude of
displacement, losses to be sustained by the Project Affected Persons (PAPs) and Project
Displaced Persons (PDPs), targeting the vulnerable groups, ascertaining the cost of
Resettlement and Rehabilitation (R&R) and drawing the rehabilitation package.
Social Screening study is conducted as a prerequisite of the Preliminary Environmental

Impact Assessment with objective to establish the baseline social status within the project
area, to define the boundary of the project influence area and early determination of social
issues within the project area as well as potential social impacts anticipated due to the
project.
The Ministry of Road Transport and Highways (MoRT&H), Government of India has
decided to take up the development of various National Highways stretches/Corridors in the
country where the intensity of traffic has increased significantly and there is requirement of
augmentation of capacity for safe and efficient movement of traffic.
National Highways and Infrastructure Development Corporation has been entrusted with the
assignment of Consultancy Services for Project Management including preparation of
Detailed Project Report of selected stretches/corridors of Road Network for proper
structuring and implementation of projects of EPC/PPP mode, in the State of SIKKIM for up-
gradation to Two Lanes with paved shoulder/Four lane configurations.
The consultancy work is awarded to M/s LN Malviya project Pvt. Ltd. in Association with
M/s Agnitio Infrastructure Projects Pvt. Ltd for preparation of Detailed Project Report of
above mentioned stretches.
(i) 2 laning with paved shoulder of Namchi-Ravangla-Tashiding-Yusksum-Geyzing road
section (length-122Km) in the State of Sikkim
(ii) 2 laning with paved shoulder of Geyzing-Dentam-Uttarey-Chiwabhanjang road section
(length-55 Km) in the State of Sikkim
(iii) 2 laning with paved shoulder of Ravong-Phamtum-Dzongu-Upper Dzongu-Chungthang
road section (length-150 Km) in the State of Sikkim
NHIDCL issued letter of acceptance vide letter no. NHIDCL/DPR/NewNH/Sikkim/2017/102
dated 27.07.2017. The scope and principal objectives of the consultancy services is contained
in the Terms of Reference (ToR) of the Consultancy Services, which is part of the contract
agreement. The contract has been signed on 22-08-2017 and accordingly the commencement
date is 07-09-2017
8.3 THE PROJECT AREA
8.3.1 Project Location
The project lies in the North-eastern part of Sikkim. It is bordered by China in its North and
East, Bhutan in its east, Nepal in its west and the Indian state of West Bengal in its south.
Sikkim is also located close to the Siliguri corridor near Bangladesh. Sikkim is the least
populous and the second smallest among the Indian states.
This section of the project road starts from Namchi from central park chng (13+900) and end
at Gyalshing or Geyzing which is capital of the district of West Sikkim in the Indian state
of Sikkim.
AS per Discussion on meeting From Namchi(0+000) to Dhamthang(13+900 and rawangla to
legship the work is already is on progress under pwd department therefore we have to
exclude this part from our strecth. The Latitude and Longitude of the start and end of project
road is “27.1670° N, 88.3652° E and 27.2950° N, 88.2534° E
Total length of this section is 122.00 Km. (Reconnaissanced survey length-121 Km).
Figure 1-1: Key Map Showing Project Road
8.3.2 Socio-economic Environment
8.3.2.1 State Profile

Sikkim is a northeastern state of India. It borders China in its north and east, Bhutan in its
east, Nepal in its west and the Indian state of West Bengal in its south. Sikkim is also located
close to the Siliguri Corridor near Bangladesh. Sikkim is the least populous and second
smallest among the Indian states. A part of the Eastern Himalaya, Sikkim is notable for
its biodiversity, including alpine and subtropical climates, as well as being a host
to Kanchenjunga, the highest peak in India and third highest on Earth. Sikkim's capital and
largest city is Gangtok. Almost 35% of the state is covered by the Khangchendzonga National
Park. Project alignment lies in different parts of Sikkim which is as shown in Fig: 4.1 below:
Fig 4.1 Map showing three Section of project
8.2 Namchi District

Namchi or Namtse is the district headquarters of the South Sikkim district in
the Indian state of Sikkim. The appellation Namchi means Sky (Nam) High (Chi) in Sikkim.
4.2.1 Geography
Namchi is located at 27.17°N 88.35°E. It has an average elevation of 1,315 metres
(4,314 ft).Namchi is situated at an altitude of 1,675 m (5500 feet) above sea level. It is
situated at a distance of 78 kilometres (48 mi) from the state capital Gangtok and 100
kilometres (62 mi) from the town of Siliguri, the nearest railhead and airport. Namchi lies
off the road between Melli and Jorethang. Namchi is well connected to other towns in
Sikkim and West Bengal. Jeeps and buses regularly ply between Namchi to Gangtok, Pelling,
Jorethang, Kalimpong and Siliguri.
4.2.2 Climate
In Namchi, the climate is warm and temperate. The summers here have a good deal of
rainfall, while the winters have very little. The Köppen-Geiger climate classification is Cwb.
The temperature here averages 17.5 °C. In a year, the average rainfall is 2699 mm.
4.2.3 Demographics
As of 2011 India census, Namchi has a population of 12194. Males constitute 52% of the
population and females 48%. Namchi has an average literacy rate of 78%, higher than the
national average of 59.5%: male literacy is 81%, and female literacy is 73%. In Namchi,
9% of the population is under 6 years of age. Most of the people of Namchi
are Hindus and Buddhists. Languages spoken are Nepali.
4.2.4 Economy
South Sikkim is the most industrialised district in the state, owing to the availability of flat
land. Since the geology is stable the roads are in good condition as compared to other parts of
the state which suffer from landslides. The district is also known for Sikkim tea, which is
grown near Namchi
4.2.5 Transportation
Namchi is the promising pilgrim tourism centre of Sikkim. But the Physiography of the
region is influencing the entire developmental process of Namchi.
By Air
The closest airport is at Bagdogra, which is 124-km from Gangtok (about 4 hours drive) and
connected by air with all-important Indian Metros. For all further details please contact any
one of the Sikkim tourism offices.
By Rail
The nearest railhead is at New Jalpaiguri, which is 125-km (about 4 hours drive) from
Gangtok. NJP is well connected with all major cities of India . Gangtok, railway bookings can
be made at the booking counter of the Sikkim nationalised transport terminus.
By Road
Gangtok is connected with Darjeeling, Kalimpong and Siliguri by the national highway 31 A.
the Sikkim nationalised transport plies regular bus services between Gangtok and Siliguri and
within Sikkim. Private buses, jeeps and taxis are also available from Siliguri and Bagdogra.
Bookings can be made at the SNT terminus, Siliguri.
4.3 Ravangla District
Ravangla or Rawangla or Ravongla is a small tourist town situated at an elevation of 7000 ft
in South Sikkim district of the Indian state of Sikkim. Itis connected by state highway to other
major towns in the state and lies between Pelling and Gangtok. It acts as the starting point for
the trek to Maenam Wildlife Sanctuary. It is approximately 65 km away from the state capital
Gangtok and 120 km away from Siliguri, West Bengal.
4.3.1 Geography
Mt. Kanchenjunga, Mt. Pandim, Mt. Siniolchu, Mt. Kabru are just a few of the major peaks
that are clearly visible from Ravangla.
4.3.2 Climate
In Ravangla, the climate is warm and temperate. The summers here have a good deal of
rainfall, while the winters have very little. The climate here is classified as CWB by the
Köppen-Geiger system. The temperature here averages 14.0 °C. In a year, the average rainfall
is 2430 mm.
4.3.4 Demographics
According to the 2011 census South Sikkim district has a population of 146,742, roughly equal
to the nation of Saint Lucia. This gives it a ranking of 600th in India (out of a total of 640). The
district has a population density of 196 inhabitants per square kilometre (510/sq mi)
Its population growth rate over the decade 2001-2011 was 11.57%. South Sikkim has a sex
ratio of 914 females for every 1000 males, and a literacy rate of 82.06%.
South Sikkim is one of the least populated regions of the state. The people are mainly
of Nepali descent. Other ethnic groups include the Lepcha and Bhutia communities. Nepali is
the most widely spoken language in the district. The district was under the occupation of the
Nepalese for 30 years in the eighteenth and nineteenth centuries.
4.3.5 Economy
South Sikkim is the most industrialized district in the state, owing to the availability of flat
land. Since the geology is stable the roads are in good condition as compared to other parts of
the state which suffer from landslides. The district is also known for Sikkim tea, which is
grown near Namchi.
By Air
The nearest airport to Ravangla is Bagdogra Airport, which is located at a distance of 135
km. The destination is 4 hours’ drive away from the airport, via Jorethang. One can hire a cab
or a rent a taxi from the airport.
By Rail
The nearest railway station to Ravangla is New Jalpaiguri Railway Station, which is around
110 km away. The road journey is around four and a half hours. Go abroad a bus or rent a
cab to Ravangla.
ByRoad
A good network of roads connect Sikkim state to the remaining destinations of the region.
Ravangla is easily accessible from a number of other places such as Gangtok (65 km),
Kalimpong (70 km), Darjeeling (90 km), Pelling (55 km), Namchi (40 km), and Yuksom
(90 km).
Tashiding Monastery is a Buddhist monastery of the Nyingma sect of Tibeta Buddhism in

Western Sikkim, northeastern India. It is located on top of the hill rising between the Rathong
chu and the Rangeet River, 40 kilometres (25 mi) from Gyalshing and 19 kilometres (12 mi) to
the south east of Yuksam. Tashiding is the nearest town to the Tashiding Monastery (Gompa),
which is the most sacred and holiest monasteries in Sikkim.
4.4.1 Geography
This monastery located at an altitude of 1465 m is built on top of a heart shaped hill or helmet
shaped hill above the confluence of the Rathong Chu and Rangeet rivers, with the Mt.
Kanchendzonga providing the scenic back drop. It is about 16 km from Yuksam,40 km
from Gezing via Legship.
Geographically the Monastery and the Tashiding town are surrounded by four divinecaves
located in four cardinal directions. The four caves where Buddhist saints meditated are: On
the East is the Sharchog Bephug, on the South is the Khandozangphu, in the West is
Dechenpug cave and on the North is the Lhari Nyingphug. The main deity deified in the
monastery is Tashiding and hence the monastery is also known as 'Dakkar Tashiding.
4.4.2 History
In the 17th century, Ngadak Sempa Chemp built a small Lhakhang at this location This was
enlarged into the present monastery during the reign of Chogyal Chakdor Namgyal.Pedi
Wangmo built the main monastery and installed many statues which are still seen in the
monastery. Lhatsun Chenpo built the Chortens; which are considered holy.Yanchong Lodil,
the Master craftsman crafted the flagstones that surround the monastery. These are carved
with the holy Buddhist mantra 'Om Mane Padme Hum'.
4.4.3 Climate
Tashiding. This is known as a tundra climat. The climate here is classified as ET by the
Köppen-Geiger system. In Tashiding, the average annual temperature is 1.7 °C. Precipitation
here averages 643 mm.
By Air
A fixed-wing aircraft, typically airplane, is a heavier-than-air flight vehicle, in which the special
geometry of the wing generates lift. Fixed-wing aircraft ranges from small trainers and
recreational aircraft to large airliners and military cargo aircraft. For short distances or in places
without runways, helicopters can be practical.
By Rail
Rail transport is a means of conveyance of passengers and goods by way of wheeled vehicles
running on rail track, known as a railway or railroad. The rails are anchored perpendicular to
railroad train consists of one or more connected vehicles that run on the rails. Propulsion is
commonly provided by a locomotive, that hauls a series of unpowered cars, that can carry
passengers or freight. The locomotive can be powered by steam, diesel or
by electricity supplied by trackside systems. Alternatively, some or all the cars can be
powered, known as a multiple unit. Alsob,a train can be
poweredby horses, cables,gravity, pneumatics and gas turbines. Railed vehicles move with
much less friction than rubber tires on paved roads, making trains more energy efficient, though
not as efficient as ships.
Intercity trains are long-haul services connecting cities; modern high-speed rail is capable of
speeds up to 430 km/h (270 mph), but this requires a specially built
track. Regional and commuter trains feed cities from suburbs and surrounding areas, while
intra-urban transport is performed by high-capacity tramways and rapid transits, often making
up the backbone of a city's public transport. Freight trains traditionally used box cars, requiring
manual loading and unloading of the cargo. Since the 1960s, container trains have become the
dominant solution for general freight, while large quantities of bulk are transported by
dedicated trains.
By Road
A road is an identifiable route of travel, usually surfaced with gravel, asphalt or concrete, and
supporting land passage by foot or by a number of vehicles.
The most common road vehicle in the developed world is the automobile, a wheeled passenger
vehicle that carries its own motor. As of 2002, there were 591 million automobiles
worldwide. Other users of roads include motorcars, motorcycles, buses, trucks, bicycles and
pedestrians, and special provisions are sometimes made for each of these. For example, the use
of bus lanes give priority for public transport, and cycle lanes provide special areas of road for
bicycles to use.
Motorcars offer high flexibility, but are deemed with high energy and area use, and the main
source of noise and air pollution in cities; buses allow for more efficient travel at the cost of
reduced flexibility. Road transport by truck is often the initial and final stage of freight
transport.
4.5 Yuksom District
Yuksom is a historical town in Geyzing subdivision of West Sikkim district in the

Northeast Indian state of Sikkim. It was the first capital of Sikkim established in 1642 AD
by Phuntsog Namgyal who was the first Chogyal (temporal and religious king) of Sikkim.
The coronation site of the first monarch of Sikkim is known as the "Throne of Norbugang.
Yuksom is where there is the Norbugang Chorten near the Norbugang throne, the place
Namgyal was crowned and several monasteries and a lake.
4.5.1 History
Buddhism was introduced to the state from Tibet as early as the 9th century. In Tibet, the
struggle for power between the "Yellow hats" and the "Red hats" led to the latter migrating to
Sikkim and converting the mild mannered local Lepchas to Buddhism. In the 13th century,
relations between Sikkim and Tibet were cemented by a "Brotherhood treaty" signed between
the Lepcha chief Thekong Thek and Tibetan prince Khe-Bhumsa at Kavi, in north Sikkim.
In 1641, Lama Lutsum Chembo travelled from Tibet to Denjong (meaning hidden country) now
known as Sikkim to propagate the Buddhist religion. He was then joined by two other lamas,
Sempa Chembo and Rinzing Chembo. The trinity of Lamas came from the Kham district in
Tibet. Their primary aim was to perpetuate Tibetan hold on Sikkim and to propagate Buddhism
in Sikkim.
4.5.2 Geography
Yuksom is a large village with a total area of 812.16 hectares (2,006.9 acres) situated at an
average altitude of 1,780 metres (5,840 ft). It lies in a basin-like valley surrounded by mountain
ranges. Located at the head of the Khangchendzonga National Park, it is the gateway to Mt.
Khangchendzonga. A popular mountaineering trek starts from Yuksom, which is well
connected by a road network with Geyzing and Gangtok.
4.5.3 Climate
The climate in Yuksom, which is located at a moderate altitude, is pleasant from March to June
and September to November, while in the winter season, the coldest months are December and
February.
4.5.4 Economy
With the Himalayan trekking to Khangchendzonga mountain and the Khangchendzonga
National Park, centred in the Yuksom town as the base camp, the economy of the town has
now become tourism centric. Consequently, the Khangchendzonga Conservation Committee
(KCC) located at Yuksom, with the village community as the stakeholders, with Forest
Department acting as the chief coordinating agency, have planned several innovative
programmes to promote ecotourism, concurrent with encouragement of local handicrafts.
The village has well established primary and secondary schools. There are three primary
schools, one junior school and a senior secondary school. Basic amenities of primary health,
potable drinking water, gas and electric supply, post and telegraph office are all well
established. To meet the increasing tourist inflow, infrastructure facilities such as hotels guest
houses and transportation have also developed, although with attendant concerns of effect on
biodiversity and ecological preservation. The environment awareness level is also very high
among the village community so much so that the village is now at the core of social activists.
They keep a close watch on the environmental and economic conditions in the village
4.5.5 Culture
As sequel to the above efforts by the local community, a biodiversity festival was held at
Yuksom, for one day, the first of its kind to be held in Sikkim (the second festival was held at
Chungthong) by KCC, and the Forest Department of Government of Sikkim. The objective of
the festival was to create awareness among the people of the villages to conserve cultural and
natural heritage. This festival was attended by 200 villagers and also some foreign tourists.
In the festival the focus was on pictorial exhibitions of the natural biodiversity setting and
cultural heritage of the Rathong Chuu valley, the steps taken to preserve and conserve the
biosphere, interest of ecotourism in the valley along the trek route Yuksom Dzongri through the
Khangchendzonga National Park, diverse exhibits relating to medicine, paper making,
horticulture, Khehceopalri Lake pollution and actions for its preservation, effects of
deforestation and need to preserve forest wealth, measures for hill slope stability, energy
efficient methods for cooking using local produce, garbage reduction, replacement and reuse,
composting with biodegradable wastes, promoting traditional handicrafts and handlooms
(carpets, sheep wool blankets, etc.). Puppet shows, music and local dance programmes also
formed part of the festival.
4.5.6 Demographics
Yuksom is a well established village; according to 2001 census, there are 364 households in the
village inhabited by 1,951 persons. However, the visiting population of tourists far exceeds the
permanent population as it is on the trekking route and is also as a religious centre for
Buddhists. In the village, the Bhutias and the Nepalese constitute major communities, with the
Bhutia community being the dominant ethnic group. However, the service and the trading
sectors are dominated by people from the plains.
By Air
The nearest airport is in Bagdogra, 12 km west of Siliguri and about 170 km from Yuksom.
By Rail
The nearest railway station is New Jalpaiguri (NJP) which is about 150 km from Yuksom. From
NJP, one could book a taxi to Yuksom for ₹2000, as of March 2009. Be careful to leave NJP
by 11am as it takes around 6-7 hours to reach Yuksom via Jorethang. The road to Yuksom is
poorly lit and it is not advisable to travel at night.
By Road
Siliguri can be considered as the main gateway to Sikkim. Most of the vehicles for onwards
travel to Kurseong, Darjeeling, Kalimpong, Gangtok etc operate from Siliguri. You may get
some vehicles directly from New Jalpaiguri Railway Station, but many times, it’s better to
come to Siliguri for onwards travel to Gangtok. Shared jeeps, auto-rickshaws, buses etc are
available at frequent intervals between Siliguri and New Jalpaiguri
4.6 Geyzing District
Gyalshing or Geyzing is the capital of the district of West Sikkim in the Indian state of Sikkim.
The town is connected to the capital Gangtok by a metalled road. Geyzing is also connected to
the West Bengal towns of Darjeeling and Kalimpong via Jorethang. A few kilometres north is
the town of Pelling. The town has a large Nepali population, and the Nepali language is the
predominant language of the region. The town is situated at an altitude of about 6,500 feet
(1,900 m). The town enjoys a temperate climate for most of the year and snow sometimes falls
in the vicinity.
4.6.1 Geography
Gyalshing is located at 27.28°N 88.27°E.[1] It has an average elevation of 823 metres
(2700 feet).
4.6.2 Demographics
As of 2001 India census, Gyalshing had a population of 828. Males constitute 59% of the
population and females 41%. Gyalshing has an average literacy rate of 72%, higher than the
national average of 59.5%: male literacy is 75%, and female literacy is 68%. In Gyalshing, 9%
of the population is under 6 years of age.
By Air
The Bagdogra Airport is the nearest airport to Geyzing. It is 124 kms away from Geyzing.
You will have to take a taxi from the airport to reach Geyzing.
By Rail
The closest railway station is located in New Jalpaiguri. From there, taxis are available to
travel within the area.
By Road
Buses are available for tourists from places like Gangtok, Pelling, Jorethang, Yuksom,
Darjeeling, Tashiding and Siliguri to reach Geyzing. It is well connected by road.
8.3.3 Existing Road Conditions
(a) Right-of-Way
The consultant has collected the existing right of way (ERoW) information from the local
Public works department,Sikkim. The Existing RoW is generally 6m – 10 m. the exact Right
of way details will be collected from local revenue department, Sikkim for the preparation of
land acquisition and Social assessment survey. Existing right of way in the various sections
of the project corridor are
presented in Table 1-3:
Chainage
S.No Existing ROW (m)
From To
1 13+500 25+000 6-8
2 48+000 117+047 6-8
(b) Major Village/town on Project Road:
S.No Chainage Village Name
1 13+000 Dhamthang
2 19+800 Rayoung
3 26+100 Ravangla
4 62+000 Tashiding
5 67+800 Chongrang
6 80+700 Yusksum
7 103+100 Darap
8 109+100 Pelling
(c) Junctions
There are 39minor junction along the project road
Table 1-5: Various Intersections with the Project Road
Sl. No. SURVEY CH. Type of Junction Side
1 14+400 Y Junction RHS
3 20+050 Y Junction LHS
7 25+450 T Junction RHS
14 61+400 4 Arm
19 62+800 4 Arm
(d) Carriageway
The lane configuration of the project road follow single & intermediate lane. The chainage
wise detail is presented below:
Table 2.4: List of lane configuration
S.No From To Length Lane configuration
1 14+000 14+500 3.6 Single lane

2 14+500 15+000 3.9 Single lane
3 15+000 15+500 3.9 Single lane
4 15+500 16+000 4.0 Single lane
5 16+000 16+500 4.1 Single lane
6 16+500 17+000 4.1 Single lane
8 17+000 17+500 3.8 Single lane
9 17+500 18+000 3.7 Single lane
10 18+000 18+500 4.1 Single lane
11 18+500 19+000 3.7 Single lane
12 19+000 19+500 3.9 Single lane
13 19+500 20+000 4.9 Single lane
14 20+000 20+500 3.7 Single lane
15 20+500 21+000 4.1 Single lane
16 21+000 21+500 3.8 Single lane
17 21+500 22+000 3.5 Single lane
18 22+000 22+500 3.4 Single lane

19 22+500 23+000 3.8 Single lane
20 23+000 23+500 3.8 Single lane
21 23+500 24+000 3.7 Single lane
22 24+000 24+500 3.8 Single lane
23 24+500 25+000 4.20 Single lane
24 48+500 49+000 3.90 Single lane
25 49+000 49+500 3.10 Single lane
26 49+500 50+000 4.30 Single lane
27 50+000 50+500 3.60 Single lane
28 50+500 51+000 4.80 Single lane
29 51+000 51+500 3.60 Single lane
30 51+500 52+000 8.50 Single lane
31 52+000 52+500 3.50 Single lane
32 52+500 53+000 3.20 Single lane
33 53+000 53+500 3.40 Single lane
34 53+500 54+000 3.40 Single lane
35 54+000 54+500 3.70 Single lane
36 54+500 55+000 3.60 Single lane
37 55+000 55+500 4.10 Single lane
38 55+500 56+000 3.10 Single lane
39 56+000 56+500 3.60 Single lane
40 56+500 57+000 4.10 Single lane
41 57+000 57+500 3.80 Single lane
42 57+500 58+000 3.90 Single lane
43 58+000 58+500 3.60 Single lane
44 58+500 59+000 4.20 Single lane
45 59+000 59+500 4.10 Single lane
46 59+500 60+000 4.20 Single lane
47 60+000 60+500 4.00 Single lane
48 60+500 61+000 3.80 Single lane
49 61+000 61+500 3.50 Single lane

50 61+500 62+000 3.90 Single lane
51 62+000 62+500 3.30 Single lane
52 62+500 63+000 3.80 Single lane
53 63+000 63+500 3.80 Single lane
54 63+500 64+000 3.60 Single lane
56 64+000 64+500 3.5 Single lane
57 64+500 65+000 4.90 Single lane
58 65+000 65+500 3.50 Single lane
59 65+500 66+000 3.60 Single lane
60 66+000 66+500 3.10 Single lane
61 66+500 67+000 4.10 Single lane
62 67+000 67+500 3.10 Single lane
63 67+500 68+000 2.80 Single lane
64 68+000 68+500 3.60 Single lane
65 68+500 69+000 3.40 Single lane
66 69+000 69+500 2.90 Single lane
67 69+500 70+000 3.40 Single lane
68 70+000 70+500 3.40 Single lane
69 70+500 71+000 3.90 Single lane
70 71+000 71+500 3.60 Single lane
71 71+500 72+000 3.00 Single lane
72 72+000 72+500 2.90 Single lane
73 72+500 73+000 3.80 Single lane
74 73+000 73+500 3.60 Single lane
75 73+500 74+000 3.90 Single lane
76 74+000 74+500 3.60 Single lane
77 74+500 75+000 2.90 Single lane
78 75+000 75+500 3.20 Single lane
79 75+500 76+000 4.10 Single lane
80 76+000 76+500 3.50 Single lane
81 76+500 77+000 3.20 Single lane

82 77+000 77+500 4.30 Single lane
83 77+500 78+000 3.40 Single lane
84 78+000 78+500 3.60 Single lane
85 78+500 79+000 3.50 Single lane
86 79+000 79+500 3.50 Single lane
87 79+500 80+000 3.60 Single lane
88 80+000 80+500 3.50 Single lane
89 80+500 81+000 3.50 Single lane
90 81+000 81+500 3.80 Single lane
91 81+500 82+000 3.20 Single lane
92 82+000 82+500 3.50 Single lane
93 82+500 83+000 3.60 Single lane
94 83+000 83+500 4.10 Single lane
95 83+500 84+000 3.80 Single lane
96 84+000 84+500 3.60 Single lane
97 84+500 85+000 3.50 Single lane
98 85+000 85+500 3.80 Single lane
99 85+500 86+000 3.60 Single lane
100 86+000 86+500 4.50 Single lane
101 86+500 87+000 3.90 Single lane
102 87+000 87+500 4.10 Single lane
103 87+500 88+000 4.50 Single lane
104 88+000 88+500 3.90 Single lane
105 88+500 89+000 4.10 Single lane
106 89+000 89+500 3.10 Single lane
107 89+500 90+000 3.90 Single lane
108 90+000 90+500 3.90 Single lane
109 90+500 91+000 3.60 Single lane
110 91+000 91+500 3.90 Single lane
111 91+500 92+000 3.80 Single lane
112 92+000 92+500 3.60 Single lane

113 92+500 93+000 3.10 Single lane
114 93+000 93+500 3.70 Single lane
115 93+500 94+000 2.80 Single lane
116 94+000 94+500 3.10 Single lane
117 94+500 95+000 3.60 Single lane
118 95+000 95+500 3.60 Single lane
119 95+500 96+000 3.20 Single lane
120 96+000 96+500 3.60 Single lane
121 96+500 97+000 3.80 Single lane
122 97+000 97+500 4.40 Single lane
123 97+500 98+000 3.10 Single lane
124 98+000 98+500 5.40 Single lane
125 98+500 99+000 4.10 Single lane
126 99+000 99+500 3.70 Single lane
127 99+500 100+000 3.80 Single lane
128 100+000 100+500 3.80 Single lane
129 100+500 101+000 3.70 Single lane
130 101+000 101+500 3.70 Single lane
131 101+500 102+000 3.80 Single lane
132 102+000 102+500 4.10 Single lane
133 102+500 103+000 4.40 Single lane
134 103+000 103+500 3.90 Single lane
135 103+500 104+000 3.80 Single lane
136 104+000 104+500 3.90 Single lane
137 104+500 105+000 3.90 Single lane
138 105+000 105+500 3.80 Single lane
139 105+500 106+000 4.10 Single lane
140 106+000 106+500 3.90 Single lane
141 106+500 107+000 3.60 Single lane
142 107+000 107+500 4.10 Single lane
143 107+500 108+000 3.90 Single lane

144 108+000 108+500 4.30 Single lane
145 108+500 109+000 3.60 Single lane
146 109+000 109+500 4.90 Single lane
147 109+500 110+000 3.40 Single lane
148 110+000 110+500 5.50 Intermediate lane
Generally, pavement condition of road varies from fair to good. Different types of failures are observed
along the project road, namely fatigue and pot holes. Mostly observed common failure is fatigue failure
because of repeated loads.
The existing features of the project road are summarised in Table 1-6.
Table 1-6: Summary of Existing Features of Project Road
Description of
Sr.no Details
Item
1 Road section Namchi-Ravangla-Tashiding-Yusksum-Geyzing
2 Location South and west sikkim
Major Dhamthang,Rayoung, Ravangla,Tashiding,Chongrang,

3
Village/Town Yusksum, Darap, Pelling and Geyzing
Description of
Sr.no Details
Item
4 Terrain Steep
The land along the project road is mostly agricultural
land, except at built up area, Where there is normal
5 Land use barren land
6 Junction 39 Minor junction
Carriageway
7 width 3.5 to 5.5
Most of the road is Intermediate lane with Earthen
8 Shoulder width shoulder
9 Right of way 6m - 10 m
10 Type of soil Silty clay, Sandy Silty clay and clay
11 Major Bridge:2 ,
Structure Minor Bridge:15 ,
Culverts: 226
8.3.4 Proposed Improvement
Design standards proposed to be followed are indicated below: (as per Two Lane manual
IRC: SP-73-2015, guidelines).
Item Plain / Rolling Terrain Reference

Design Speed Ruling -60 Kmph Table 2.1
(kmph) Min.- 40 kmph
60kmph-180 m Table 2.6
Sight distance (minimum)
40kmph-90m
Proposed Land width Open areas - 24 m
(ROW) Built-up areas - 18 m
Lane configuration 2-lane with paved shoulders
i) 7.0 m of carriageway + 1.5 m Paved
Formation width shoulder + 0.5m earthen shoulder (Fig. 2.2) of
two lane manual.
0.25m Raised median
Edge strip
0.5m Depressed Median
Camber/cross fall 2.5 % Table 2.7
2.5 % for paved shoulder and 3.0 % for Clause 2.8.2
Shoulders
earthen shoulder
1 (V): 2 (H) Fill (Fill height upto 3.0 m)

Side Slope 1 (V): 1.5 (H) Fill (Fill height 3 m to 6.0 m)
1 (V): 1 (H) Cut
Item Plain / Rolling Terrain Reference
Maximum super-
7.0 %
elevation
Radii of horizontal curves Ruling Min – 150m Table 2.5
in plain/hilly terrain (m) Absolute Min – 75m
“Rectangular “shape on - either side where
Drains warranted depending on Site Condition &
Kerb & Channel Drain in hill sections.
(a) Bypasses in the Project Road
No bypasses were Required along the project road
(b) Space for Utility and Plantation
In general, the space for utility-cum-plantation shall be 2.0 m as per IRC guidelines. This
may,however, be reduced to a minimum of 1.0 m on each side if necessary land is not
available or cannot be acquired and if there is no need for afforestation.
(c) Proposed Lane Configuration
Roadway width -
a. For Hilly areas - Roadway width of 10 m (7.0 +2x1.5) is proposed for sections with
2 lane plus paved shoulders of 1.50m on both side in hilly areas
b. For Built-up areas – Roadway width of 10.5 m(7.0+0.25X2+1.5X2) ) is proposed

for sections with 2 lane plus 1.5m raised footpath on one side and 1.5m raised
footpath cum drain on other side.
Consultancy Services for Carrying out Feasibility Study, Preparation of Detailed Project Report and providing pre-construction services in respect of (i)2 laning with paved shoulder of Namchi-Ravangla-
Tashiding-Yusksum-Geyzing road section (length-122Km) (ii)2 laning with paved shoulder of Geyzing-Dentam-Uttarey-Chiwabhanjang road section (length-55 Km) (iii)2 laning with paved shoulder of
Ravong-Phamtum- Dzongu-Upper Dzongu-Chungthang road section (length-150 Km) in the State of Sikkim.
8.4 Resettlement Policy and Framework
In India, compensation for land acquisition (LA) and resettlement assistance for project-
affected people is generally governed by the Land Acquisition Act (1894), which has been
amended from time to time. India also has a National Policy on R&R (2004) and the basic
principles for the Project will include the following elements:
 Involuntary resettlement (IR) will be avoided or reduced as much as possible by
reviewing alternatives to the Project;
 Where IR is unavoidable, Affected Persons (APs) would be assisted to re-establish
themselves in order to at least restore the pre-project income or improve their living
standards;
 Gender equality and equity would be ensured and adhered to;
 APs shall be fully involved in the selection of relocation sites, livelihood
compensation and development options at the earliest opportunity. RPs should also be
prepared in full consultation with AP, including disclosure of RP and project related
information;
 Replacement land shall be an option for compensation in the case of loss of land; in
the absence of replacement land, cash-for-land compensation on replacement value
option will be made available to the APs;
 Compensation for loss of land, structures, other assets and income will be based on
full replacement cost and will be paid before physical displacement of AP. This shall
include transaction costs;
 All compensation payments and related activities will be completed prior to the
commencement of civil works;
 In the event of necessary relocation, APs shall be assisted to integrate into host
communities;
 Common property resources and community/public services will be provided to APs;
 All AP’s are entitled to receive compensation/assistance irrespective of proof of their
titles; however people moving in the project area after the cut-off date will not be
entitled to any assistance. In case of land acquisition the date of notification for
acquisition will be treated as cut-off date. For non-titleholders such as squatters and
encroachers the date of census survey or a similar designated date declared by the
executing agency will be considered as cut-off date.
 Vulnerable groups (households below the recognized poverty line; disabled, elderly
persons or female headed households) will be identified and given appropriate
assistance to substantially restore their pre project status or improve their living
standards.
While compensation is required prior to dispossession or displacement of affected
people from their assets, the full resettlement plan implementation, which may require
income rehabilitation measures, might be completed only over a longer period of time
after civil works have begun. Affected people will be provided with certain
resettlement entitlements, such as land and asset compensation and transfer
allowances, prior to their displacement, dispossession, or restricted access.
APs will be provided with compensation and rehabilitation if their land is reduced,
income source adversely affected houses partially or fully demolished, and other
properties such as crops, trees and other facilities or access to these properties will be
reduced or damaged due to the Project. Lack of legal documents of their customary
rights of occupancy/titles shall not affect their eligibility for compensation. It also
must be noted that during the Project implementation stage, if there are any changes
in the alignments, thereby adversely affecting the land, livelihood or other assets of
the people, the same shall be compensated in keeping with this framework.
The framework stipulates payment of compensation as per the assessed value of the
land and structure to the APs. In addition to compensation payments made by Land
Acquisition Officer/competent authority, the APs will receive additional assistance in
cash or kind to match replacement costs, which is the difference between the market
value and the assessed value, if any, for lost assets (land and houses), transaction costs
such as stamps/registration costs (in case of purchase of replacement land) and other
cash grants and resettlement assistance such as shifting allowance, compensation for
loss of workdays/income due to dislocation. Female-headed households and other
vulnerable households (such as Scheduled Tribes/Scheduled Castes, disabled, elderly)
will be eligible for further cash assistance for relocation and house reconstruction.
Table :- Details of Various Losses
Identification of
Type of loss affected Entitlement Details
households
a) Replacement of land or cash
compensation at replacement value; plus
refund of transaction cost (land
registration cost, stamps etc) incurred for
replacement land.
b) APs with traditional title/occupancy rights
will also be eligible for full compensation
for land, plus the difference or additional
grant.
c) If the residual plot(s) is (are) not viable,
i.e., the AP becomes a marginal farmer,
any of the following three options are to
be given to the AP, subject to his/her
acceptance:
 The AP remains on the plot, and the
Owner/Titleholder/ Compensation
1. Loss of compensation and assistance paid to the
traditional land at
agricultural tune of required amount of land to be
rights1 of the affected Replacement
land acquired.
plot value
 Compensation and assistance are to be
provided for the entire plot including
residual part, if the owner of such land
wishes that his/her residual plot should
also be acquired by the EA, the EA will
acquire the residual plot and pay the
compensation for it.
 If AP is from vulnerable group,
compensation for the entire land by
means of land for land will be provided
if AP wishes so, provided that the land of
equal or more productive value is
available.
d) A lump sum transitional/resettlement
allowance2 will be provided to each AP.
2. Loss of Owner/Titleholder/ Compensation
commercial traditional land rights at replacement a) Cash compensation at replacement value.
land of the affected plot value
1
Traditional land rights refer to households with customary rights to land and needs to treated equivalent to titleholders
2
Based on the local average income derived from 1 acre of agriculture land.
Identification of
households
3. a) Compensation for standing crops and
Temporarily Cash trees as per the as per the market rate
affected Owner/ Titleholder/ compensation b) Restoration of land to its previous or
agricultural traditional rights of for loss of better quality
land due to the affected plot income c) Contractor to negotiate a rental rate with
plant site for potential the owner for temporary use of land
contractor etc
B: LOSS OF RESIDENTIAL, COMMERCIAL & OTHER STRUCTURES
a) Reconstruction cost (without
depreciation) for lost frontage/structure;
affected person shall be allowed to take
salvaged material from the demolished
structure at no costs.
Compensation
Titleholder of b) A lump sum transfer grant of an amount
at replacement
affected structure (based on type of structures)for shifting
cost
households assets and other belonging to
relocated sites.
c) Rental assistance as per the prevalent rate
4. Loss of
in the form of grant to cover maximum
frontage,
three month rental accommodation
residential
a) Rental assistance for both residential &
and
commercial tenants as per the prevalent
commercial
rate in the form of grant to cover
structures.
maximum three month rentals.
b) Shifting allowance based on type of house
and household assets.
Assistance
Tenants c) Additional structures erected by tenants
lump sum
will also be compensated and deducted
from owner’s compensation amount.
d) Any advance deposited by the tenants will
be refunded from owners total
compensation package to the tenant on
submission of documentary evidences.
Identification of
households
Affected enterprises will be provided with
the following options:
a) Self managed reconstruction of shops by
the shop operators with all benefits as per
the entitlement matrix; or
b) Project assisted relocation option will be
5. Impact on Titleholder(Owner) & provided to those whose commercial
market place/ non-titleholder structure can no longer be used as a
area on a (tenants, leaseholders commercial enterprise as a result of the
Relocation
minimum of or squatters) Losing Project impact. The allotment of the shops
Assistance
25 commercial in the market complex will be based on
shops/busine enterprise in the the ownership status of those affected.
sses market area c) A lump sum transfer grant (based on type
of structures)for shifting households’
assets and other belonging to the new
area.
d) Right to salvage material from demolished
structure at no cost.
C: LOSS OF CROPS & TREES

a) Advance notice to APs to harvest their
crops.
b) In case of standing crops, cash
compensation for loss of agricultural crops
at current market value of mature crops
6. Loss of Compensation
Owner/sharecropper/ based on average production.
crops and at ‘market
Tenants affected c) Compensation for loss of timber trees at
trees value’
current market value of wood/timber or
firewood depending on the kind of tree.
d) In case of fruit trees, compensation at
average fruit production for next 15 years
to be computed at current market value.
D: LOSS OF LIVELIHOOD SOURCE
7. Loss of a) Title holders loosing their business
Titleholders losing
primary Transitional establishment due to displacement will be
income through
source of assistance provided with a lump sum
business 3
income transitional/resettlement allowance .
3
This rate will be fixed based on the estimates of average income for a period of three months.
Identification of
households
a) Training Assistance will be provided for
Training income generating vocational training
Titleholders losing
Assistance for and skill up-gradation options as per APs
income through
income choice at the rate of Rs. 5000 per affected
agriculture
restoration household to those households loosing
their Primary source of income.
a) Training would be provided for up-
Non-titleholders
Training gradation of skills @ Rs. 5000/ - per
namely squatters and
Assistance for family to the APs belonging to vulnerable
encroachers losing
income groups and loosing their income or to
primary source of
restoration those loosing significant income as result
income
of the loss and becoming vulnerable.
Wage earning a) This is valid for persons indirectly
employees indirectly affected due to the employer having
Transitional
affected due to being is placed, on case-by-case, based in
assistance
displacement of local wage rates for three months
commercial structure
E: LOSSES OF NON-TITLEHOLDERS
a) Encroachers will be notified a time in
No
which to remove their assets to be
compensation
affected.
for land but
8. Land and structures b) Right to salvage material from demolished
assistance for
Encroachers within ROW structure at no cost.
assets to
c) Compensation for affected structures at
vulnerable
replacement value to the
groups 4
vulnerable households.
4
The groups of population are considered socially ‘vulnerable’ comprise of - (a) those who are below the poverty line
(BPL); (b) those who belong to scheduled castes (SC), scheduled tribes (ST); (c) female-headed households (FHH); (d)
elderly (above 65 years ) and (e) disabled persons.
Identification of
households
a) Squatters will be notified of a time in
No which to remove their assets that will be
compensation affected.
9. Loss of
for land But b) Right to salvage material from demolished
structure by
compensation structure at no cost.
squatters Land and structures
for structure at c) Compensation for loss of structure at
And within ROW
Replacement replacement cost to be paid by the Project.
informal
cost and other d) A lump sum transfer grant of an amount
settlers
assistance of Rs.2000 to Rs.5000 (based on type of
structures) for shifting households’ assets
and other belonging to the new area.
F: LOSS OF COMMON PROPERTY RESOURCES
10. Loss of a) Cash compensation at replacement value
Affected Cash
Common or reconstruction of the community
community/Institutio compensation/
Property structure in consultation with the
n responsible reconstruction
Resources community
G. REHABILITATION MEASURES
a) Additional lump sum assistance of Rs.
9700 per household to vulnerable groups
Households such as – female headed households,
11. categorized as households with disabled family
Additional vulnerable(BPL members, households below poverty line,
Lump sum
Assistance to households female- scheduled tribe and scheduled caste
assistance
vulnerable headed households households etc.
groups SC/STs, b) Provide priority to vulnerable groups for
disabled/elderly employment as construction workers
under the project during the construction
period.
12.Any
unanticipated
adverse Any unanticipated consequence of the project will be documented and mitigated based
impact due to on the spirit of the principles agreed upon in this policy framework.
project
intervention
8.4 SCREENING FOR ASSESSMENT OF SOCIAL IMPACTS
Methodology
Both primary and secondary methods were adopted for conducting the screening exercise for
preparation of this report. Various stages at which the screening was conducted are as follows:
i. Reconnaissance
A reconnaissance of the entire stretch was undertaken together with engineering and environmental
teams. The purpose of the reconnaissance was to have an overview of the likely extent of impact on
people because of the impending development work of the proposed project
ii. Review of Secondary Sources

Census Handbook; household tables etc. of the project districts were reviewed to understand the
physical, social, economic and cultural setup in the project area before undertaking actual field work.
iii. Identification of Structures Likely to be Affected

The topographical survey map was also utilised to identify each structure on the ground. Structures
falling within the proposed development corridor were identified in the map. As already mentioned
in earlier sections, the existing ROW is adequate to accommodate the proposed developments.
Bypasses and realignments have been proposed to avoid the congested habitation areas where land
acquisition will be required.
iv. Census and Socio-Economic Survey

Subsequent to preparation of the Land Plan Schedule (LPS), consultants will conduct Census and
socio-economic surveys of Project Affected Persons/Families likely to be affected due to the project.
A format (Annexure 1) is used to record the relevant information from all categories of property
holders. Data will be collected at household level that will include family details, social category,
religion, economic status, occupation, and education etc along with details of any structure that may
be affected including type of structure, present use of structure and dimension of the structure.
8.7 STAKEHOLDER CONSULTATION
8.7.1 PRELIMINARY STAKEHOLDER CONSULTATION
Stakeholder consultation is one of the integral issues of the road project. Stakeholder
consultation is a two way process which involves the interaction of various stakeholders and
the project proponent. It is highly desirable for all key stakeholders arrive at a consensus on
sensitive features, issues, impacts and remedial actions. It is useful for gathering and making
them understand the project alternatives and mitigation and enhancement measures and last
but not the least the compensation packages arrived for the affected population. The
preliminary consultations were held with the population residing along the project road. The
consultations were to know the views of public on widening,realignments and proposed
bypasses, local issues relating to road safety, vulnerable road users etc.
The stakeholders identified are potential PAFs, Field offices of the Public Works Department,
Revenue Department Government of Sikkim and local community based
organisations/NGOs.
In future, consultations are planned at strategic locations along with environmental and
engineeringteam, at district and state levels. These will be taken up during the next stage of
the social impact assessment study. The follow up consultations will be taken up in next
stages and will be submitted in DPR Stage.
The preliminary consultations with the stakeholders were used to improve the plan of design
of the project road.
8.8 CONCLUSION
The initial social screening has been carried out by the consultants through detailed reconnaissance
of the project area, review of secondary information and preliminary consultation with various
stakeholders. The following are the major findings:
1. The existing RoW is inadequate for the proposed project improvement works. Additional
land will be acquired all along the project corridor for a RoW of 24 m and 18 m for open and
builtup areas as per the policies and discussions with the client.
2. To avoid the congestion in rehabitations and to provide the safety aspects of highway all
major junctions are improved by providing Vehicular underpasses.
3. Structures and common property resources those are likely to be affected on both sides of the
road comprise 8 temples, 8 schools, 9 bus stops.
4. Subsequent to preparation of the Land Plan Schedule (LPS), and detailed designs consultants
will conduct Census and socio-economic surveys of Project Affected Persons/Families likely
to be affected due to the project. A broad entitlement framework and entitlement matrix has
been prepared to mitigate the adverse social impacts due to the project improvement
proposals. Preliminary consultations were held to know the views of public on widening,
realignments and proposed bypasses, local issues relating to road safety, vulnerable road
users etc. In future, consultations are planned at strategic locations that will be taken up
during the next stage of the social impact assessment study. The follow up consultations will
be taken up in next stages and will be submitted in DPR Stage.

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Draft Detailed Project Report

Social Screening study is conducted as a prerequisite of the Preliminary Environmental

8.3 THE PROJECT AREA

8.3.1 Project Location

Figure 1-1: Key Map Showing Project Road

8.3.2.1 State Profile

Fig 4.1 Map showing three Section of project

8.2 Namchi District

Tashiding Monastery is a Buddhist monastery of the Nyingma sect of Tibeta Buddhism in

Yuksom is a historical town in Geyzing subdivision of West Sikkim district in the

8.3.3 Existing Road Conditions

(b) Major Village/town on Project Road:

S.No Chainage Village Name

There are 39minor junction along the project road

Table 1-5: Various Intersections with the Project Road

Sl. No. SURVEY CH. Type of Junction Side

1 14+400 Y Junction RHS

2 16+400 Y Junction RHS

3 20+050 Y Junction LHS

4 24+300 Y Junction LHS

5 24+800 Y Junction RHS

6 25+250 Y Junction RHS

7 25+450 T Junction RHS

Sl. No. SURVEY CH. Type of Junction Side

8 48+800 Y Junction LHS

9 49+300 Y Junction LHS

10 49+800 Y Junction LHS

11 50+000 Y Junction RHS

12 51+350 Y Junction LHS

13 61+050 Y Junction LHS

15 61+800 Y Junction RHS

16 62+050 Y Junction RHS

17 62+450 Y Junction LHS

18 62+750 Y Junction RHS

20 63+000 Y Junction LHS

21 64+500 Y Junction RHS

22 66+900 Y Junction RHS

23 72+900 Y Junction LHS

24 72+950 Y Junction RHS

25 73+550 Y Junction RHS

26 78+850 Y Junction RHS

27 84+100 Y Junction RHS

28 88+500 Y Junction RHS

29 93+450 Y Junction RHS

30 96+450 Y Junction LHS

31 96+950 Y Junction RHS

32 97+600 Y Junction RHS

Sl. No. SURVEY CH. Type of Junction Side

33 101+700 Y Junction RHS

34 101+750 Y Junction LHS

35 102+000 Y Junction LHS

36 102+750 Y Junction RHS

37 104+400 Y Junction LHS

38 107+300 Y Junction LHS

39 109+450 Y Junction LHS

Table 2.4: List of lane configuration

S.No From To Length Lane configuration

1 14+000 14+500 3.6 Single lane

18 22+000 22+500 3.4 Single lane

49 61+000 61+500 3.50 Single lane

81 76+500 77+000 3.20 Single lane

112 92+000 92+500 3.60 Single lane