E455 REV. VOL. 1 AZERBAIJAN REPUBLIC ROAD TRANSPORT SERVICE DEPARTMENT 77~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~F a~~~a ~~~~~~~~~~~~~~~~~~~~~r7 IDA Credit 3517 - AZ TECHNICAL ASSISTANCE FOR TOVUZ BYPASS ENVIRONMENTAL AND SOCIO-ECONOMIC ASSESSMENT FINNROAO Baku, August 2005 Contents Executive Summary 5 Brief Project Description 5 Main Environmental Impacts 6 Socioeconomics 9 Capacity Development and Training 10 1. Introduction 10 1.1 Project Background and Objectives of Study 10 1.2 Methodology and Scope of the Study 11 1.3 The Study Area 12 2. Policy, Legal and Administrative Framework 13 2.1 World Bank EA Policy and Procedures 13 2.2 National EA Policy and Procedures 14 2.3 Legal and Regulatory Framework 15 2.4 Administrative Framework 19 3. Project Description 20 3.1 Road Alternatives Under Study 20 3.2 Design Parameters and Structures 21 3.3 Proposed Borrow Pits 22 3.4 Justification of the Project 23 3.5 Proposed Schedule for Implementation 23 3.6 Life Span of the Proposed Project 23 3.7 Extent and Quality of Data 23 4. Environmental Characteristics of the Project Area 24 4.1 Physical Environment 24 4.1.1 Climate 24 4.1.2 Soil Characteristics 25 4.1.3 Topography and Land Use 25 4.1.4 Hydrology and Water Resources 26 4.2 Biological Environment 27 4.3 Socio-economic Characteristics 28 4.3.1 Settlement Pattern and Local Roads 28 4.3.2 Economic Activity on the Project Area 29 4.3.3 Population in the Project Area 30 4.3.4 Occupation and Income Sources of People 30 4.3.5 Unemployment 31 4.3.6 Migration 31 4.3.7 Refugees, Internally displaced and indigenous people 31 4.4 Cultural Heritage 31 4.5 Protected Area 31 5. Environmental Impacts and Mitigation Measures 31 5.1 Overall Environment Sensitivity of the Study Corridors 31 5.2 Impacts on the Physical/Natural Environment and their Mitigation 33 5.2.1 Impact during Construction 33 5.2.2 Impact during Operation 37 5.3 Impacts on the Human/Social Environment and their Mitigation 37 2 5.3.1. Impact during Construction 37 5.3.2. Impact during Operation and their mitigation 40 5.4 Socioeconomics 41 5.4.1 Impacts on National Economy 41 5.4.2 Impacts on Agriculture and Animal Husbandry 42 5.4.3 Impacts on Household Economy and/or Loss of Livelihood 42 5.4.4 Impact on Living Conditions 43 5.4.5 Impact on Local Traffic and Traffic Accidents 43 5.4.6 Dislocation of People and/or Property 43 5.4.7 Impacts Causing Demographic Changes 44 5.4.8 Impacts on Gender 44 5.5 Cultural and Historic Sites 44 6. Analysis of Alternatives 45 6.1 Comparative Assessment of Alternatives from Environmental Point of View 45 6.2 Comparative Assessment of Alternatives from Socioeconomic Point of View 46 6.3 Without Project Scenario 47 7. Public Consultation 48 7.1 Public Consultation Meetings 48 7.2 Information Disclosure 49 8. Environmental Management Plan 50 8.1 Institutional Responsibilities and Arrangements 50 8.2 Environmental Management Plan 51 8.3 Monitoring of Socioeconomic Impacts 53 8.4 Capacity Development and Training 53 8.5 Cost Estimate 54 8.6 General Observations 55 9. Resettlement and Land Acquisition Plan 56 9.1 Number of Land Owners in the Project Area 56 9.2 Price of land 56 9.3 Acquisition and Compensation Procedure and Schedule 57 References 59 List of People Met 61 List of Tables Table 2-1: Overview on the Existing National Regulatory Framework Related to Environmental Protection and Management in the Road Sector 15 Table 2-2: Overview on the Existing National Regulatory Framework Related to Social Aspects in the Road Sector 16 Table 3-1: Comparative Assessment of Cut and Fill in Design Alternatives 23 Table 4-1: Population of settlements affected by land acquisition 30 Table 6- 1: Comparative Over view on Environmental Implications of Alternatives 47 Table 8- 1: Summary of Institutional Responsibilities for the Implementation of the Environmental Monitoring Programme 51 Table 8-2: Summary Environmental Monitoring Programme 52 Table 8-3: Environmental Monitoring and Mitigation Costs (in US $) for Alignment 2 54 3 Table 9- 1: Possible Land Acquisition for Alignment 2 56 List of Figures Fig. 1-1: Location Map 11 Fig. 3-1: Road Alternatives under Study 20 Fig. 3-2: Design Alternatives for the Tovuz Chay Bridge: a) 'low bridge' b) 'high bridge' 22 Fig.4-1: Rose of winds in Tovuz city. Year 2004 24 Fig. 4-2: Soils of the Study Area: 6) 'Meadow' soils, 10): 'Chestnut' soils 25 Fig. 4-3: Area Map 29 Fig. 5-1: Potential Development of Noise Pollution 2007 - 2027 40 Fig. 6-1: Profiles and Sections of the Bridge Design Alternatives under Study 45 Appendixes A Environmental Mitigation and Monitoring Plan B Minutes of Public Consultation Meetings C Presentation for Public Consultation Meetings D Pictures from the Study Area Abbreviations ADB Asian Development Bank MOT Ministry of Transport App. Appendix NOx Nitrogen Oxides CO Carbon Monoxide NGO Non-Governmental Organization CSC Construction Supervision Consultant PH Negative logarithm of hydrogen ion dBA 'A' weighted equivalent decibel concentration DRTSD District Road Transport Service PIU Project Implementation Unit Dept. PM Particulate Matter EA Environmental Assessment ROW right of way EBRD European Bank for Reconstruction and RTSD Road Transport Service Department Development SER State Ecological Review EHSM Environmental Health and Safety SS Suspended Solid Manager STD Sexually Transmitted Diseases EMP Environmental Monitoring Programme TA Technical Assistance ESS Ecology and Safety Sector TACIS Technical Assistance for the IDA International Development Association Commonwealth of Independent States IDB Islamic Development Bank TORs Terms of Reference IEE Initial Environmental Examination WB The World Bank KFAED Kuwait Fund for Arab TRACECA Transport Corridor Europe, Economic Development Caucasus, Asia MENRMinistry of Ecology and Natural Resources MOH Ministry of Health This EA was prepared by FINNROAD ltd., reviewed and updated by Independent Consultant Mr. Bakhtiyar Karimov. 4 EXECUTIVE SUMMARY Brief Project Description Introduction The Government of Azerbaijan (GoA) has obtained a Credit (No. 3517-AZ) from the International Development Association (IDA) of the World Bank Group towards the cost of the Azerbaijan Highway Project, which rehabilitates the Ganja-Gazakh road section. The GoA intends to apply a portion of the proceeds of this Credit to construct a bypass around Tovuz town. This bypass is a section of the existing east-west corridor between Baku and Tbilisi and as such an integral part of the TRACECA1 which links Europe to Asia. Traffic is predicted to rise at an annual rate of 6% on the TRACECA. The existing 5 km road through Tovuz town and the steep grade of the road before and after the bridge are assessed as potential future bottlenecks and safety risks. The proposal for a new bypass for Tovuz has been made to mitigate these risks and because there is no scope to upgrade the road through the town to a Category 1 standard due to the infrastructure conditions inside Tovuz. The construction of a bypass for Tovuz will relieve its inhabitants from transit traffic, which constitutes the major part of the present traffic load, thereby improving road safety and reducing nuisance through noise, fumes and dust. The feasibility of this development is being assessed through: (i) an analysis of alternatives in terms of engineering and economics, and (ii) an environmental and social assessment. A key output of this feasibility study is the recommendation of a 'Preferred Solution' for detailed engineering. The objective of this Environment Assessment report (EA) is to contribute to a solution that shall be economically efficient, environmentally sound and designed according to international standards. Alternatives Two alternate corridors for a northern detour of Tovuz town have been compared and assessed in this EA. * Alternative 1 has a total length of 14.1 km and does not require any resettlement or destruction of infrastructure. It rejoins the M 1 to the northwest of Jalilli on the boundary of the Agstafa District. * Alternative 2 is about 10.4 km long and also does not require any resettlement. After splitting from the common corridor with Alternative 1, Alternative 2 turns in a western direction, then runs to the south-west between Jallilli and Duz-Jirdahan and connects to the MI in the south-east of Jalilli. A 3rd Alternative was eliminated from further consideration in the early stages of the study because the required design parameters for a Category 1 road could not be met. The existing road through Tovuz cannot be widened or upgraded to the planned future standard design for the M 1 and as a result the 'without-project scenario' cannot be recommended for consideration either. Transport Corridor, Europe, Caucasus, Asia 5 Main Environmental Impacts The potential direct physical impact that any of the 2 alternatives may entail is expected to mainly take place inside the boundaries of the future ROW (2 x 30 m from the centerline). This area shall be acquired for the implementation of the Project, not only to allow for the construction of the 2 lane bypass but also to allow for the future upgrading of the road to a 4 lane standard. In the area of the future bridge over the Tovuz Chay the direct physical impact will affect a wider corridor due to cuts on the river bank. Additional direct and indirect physical impacts outside of this ROW will result from the siting and operation of the contractor's yard/worker's camp, material extraction and transport from the borrow pits. Regarding the human environment, the socio-economic implications of road construction in the two alternative study corridors may be severe due to the need to acquire and overbuild large areas of private agricultural land that presently generate reliable income for many families of Tovuz and the surrounding villages. With respect to other aspects of the human environment, both study corridors are generally assessed as moderately sensitive to the siting and operation of a new road. Impacts during Construction The bypass will be constructed as a "class 2" road with two lanes of single carriage way with the following parameters: - the maximum total width of the road is 15 m in compliance with the parameters of the Ganja-Gazakh road, the rehabilitation of which is underway - lanes width is 7.5 meters (2x3.75 m) - the maximum shoulder width is 7.5 m (2x3.75 m) of which 4 meters (2x2 m) will be paved with asphalt concrete - the cross fall of the lanes is 2% and of the shoulders is 4% Bypass construction includes the construction of bridges over the Tovuz chay river and an irrigation canal.-The width of the road on the bridges would be 11.5m, of which: 7.5m (2x3.75) are lanes, Im (2x0.5) are shoulders and 3m (2xl.5) are walkways. The construction of the road is planned to be finished within two years. During the construction period activities such as site preparation, construction of bridges and culverts. borrow pits operations would cause direct and indirect impacts on the environment. In order to identify and manage these impacts the Environment Management Plan (EMP) has been developed.- The potential impacts associated with the construction and then management is summarized briefly below. According to current construction practices and norms, the total workforce for the bypass construction is expected to be around 150 people. The number of non-local engineers and professional workers is expected to be between 40-50% with the rest of the workforce being hired among the local population. To accommodate the outside workforce, the contractor should establish a work camp. The contractor's work camp would include living and eating areas for the non-local workforce, equipment storage and servicing sites, as well as material stockpiles. If improperly designed and operated, work camps can create pollution and environmental hazards through sewage, garbage and vermin; be a source for spills from the operation and servicing of construction equipment; and induce pressure on scarce local limited resources (e.g. drinking water). With respect to the operation of the work camp, prior to the construction, the contractor shall submit for RTSD's approval a plan and description of his work camp and proposed measures to avoid or reduce adverse environmental impacts resulting from its installation and 6 operation. These measures shall be fully compliant with the provisions of the construction norms. The storage, transportation and use of large quantities of diesel, fuel and other petroleum products may cause chronic oil product pollution, entailing the impairment of groundwater aquifers and surface water. This is specifically relevant where construction takes place in and over rivers and streams. To mitigate such impacts the contractor should comply with the Ministry of Environment and Natural Resources' (MENR) requirements and instruct its workforce accordingly. Site preparation will entail the stripping and temporary storage of about 74,000m3 of topsoil. Depending on the individual location, this may bring about the risk of erosion of exposed ground or topsoil and can also cause increased water runoff and siltation of watercourses. Large quantities of materials taken from cuts, such as on the approach to the Tovuz valley, could lead to erosion and the siltation of the river having an adverse affect on aquatic ecology if not properly disposed of immediately after extraction. Without proper management excess material may also lead to the loss of agricultural land, impairment of the biological environment and/ or disfigurement of the landscape. To reduce the above-mentioned impacts, the Contractor should reduce the area of ground clearance, minimize the use of borrow pits due to cutting requirements for the bridge construction, and replant disturbed areas. Heavy machinery moving around the construction corridor can create soil compaction, which may harm the soil's further potential as farmland and impair drainage. The Contractor should minimize potential adverse impacts related to site preparation through the implementation of such protection measures as creation of temporary accesses or temporary removal of topsoil for the time of construction. Borrow pit operations if poorly managed could lead to chronic erosion and siltation of the adjoining land, and thus have substantial environmental impacts on soil, water and the natural environment. This could disfigure the landscape, if rehabilitation is neglected or not properly implemented. Material transport from these sites may cause nuisance to settlements in the vicinity of haulage routes through dust, noise and material spillage. In accordance with local legislation the Contractor will establish a rehabilitation plan for each borrow site, to mitigate such impacts. During the construction of bridges and culverts the runoff pattern of surface waters could be impaired and water quality affected due to an increase in the silt load. Embankments and construction materials (fill, gravel and sand) could be washed out by rainwater and contribute to the siltation of channels or the river. To minimize the risk of siltation on the Tovuz Chay bridge construction works shall be confined to the period between June and December. The discharge of sediment-laden construction water (e.g. from areas containing dredged spoil) directly into surface water will be forbidden. During construction, heavy metals, oils, toxic substances, and debris from construction traffic and spillage may be absorbed by soils at the construction sites and carried with runoff water to the river and other water sources. A further source of surface water pollution may be the cleaning of construction vehicles and equipment in the river or leakages from machinery or engines that are not properly maintained or controlled. A run-off control plan shall be developed by the construction contractor which focuses on managing potential problems at source, this will include as a minimum provisions for managing run-off from vehicle washing; the containment of fuels, chemicals and waste stored on site; measures to control spillage during vehicle refueling; the use of tarps on vehicles transporting materials; and the prompt clean up of spills. 7 Degradation of air quality is likely to result from various sources like exhaust emissions from the operation of construction machinery, and fugitive emissions from aggregates, concrete, and asphalt plants. Dust will be generated on the haul roads, unpaved roads, exposed soils, and material stockpiles. Mitigation of these impacts will be achieved by implementing a special program that will be prepared prior to the beginning of the construction. The program would include such remedial measures as strict technical control of construction machinery on emission standards, avoiding traffic congestions, and watering of unpaved local roads. Road construction will require the use of heavy machinery and thus entail high and sustained noise during equipment operation. Where construction takes place in the neighborhood of human settlements the temporary averse impact on human welfare cannot be totally avoided. It will, however, be reduced through (i) the restriction of working hours to between 0600 to 2100 hours within a 500 m distance of the adjoining settlements; (ii) strict enforcement of a maximum noise level of 70 dBA in the vicinity of the construction site; and (iii) ban of improper functioning machinery that causes excessive noise pollution from the construction sites. Impacts during Operation In comparison with the construction period, an environmental impact of the road during its operation period is considerably lower. But such impacts, as increased air and water pollution, traffic accidents and injuries, noise and roadside litter would have the potential effect on the environment, directly and indirectly. In order to identify and manage these impacts the Environment Management Plan (EMP) has been developed. During operation run-off water associated with rainwater or melting snow that washes off roads, bridges, and other impermeable surfaces can lead to deterioration in water quality. As it flows over these surfaces, water picks up dirt and dust, rubber and metal deposits from tire wear, antifreeze and engine oil that has dripped onto the pavement, pesticides and fertilizers, and litter. These contaminants can be carried into the river, soils and other shallow aquifers. To manage these issues the Contractor engaged to support RTSD will develop a spill management plan for responding to oil or chemical spills during operation, and will ensure that adequate hands-on training is provided to RTSD for the implementing this plan. A spill contingency plan for cleaning up hazardous and toxic materials (i.e. oil, fuel, toxic substances) has already been recommended in the frame of Initial Environment Examination of the Yevlax-Ganja Road Rehabilitation Project.2 In case it would not be realised, the Road Transport Service Department's (RTSD) the Ecology and Safety Sector (ESS) ESS should develop such a plan when the present Project comes into implementation. In the approach to the bridge over the Tovuz Chay to mitigate such risks it is also proposed to enhance safety by providing specific signals at reasonable distances from the bridge, including speed reduction signals if needed. Detailed calculations on the impact of road operations on air quality have not been made in this present study. But taking into consideration the fact that in the frame of Yevlax-Ganja Road Rehabilitation Project this calculations were done and the area of research, the traffic intensity is almost the same, reference was made to the available data which provides some figures on the issue. According to calculations of the 'worst case pollutant concentrations' (CO, PM and NO2) on selected sections ('Yevlax bypass to Ganja bypass east' and 'Ganja bypass') it is predicted that air quality in general will be in compliance with the national ambient air quality standards. At the same time, it is highly recommended that the RTSD carry out long-term monitoring to follow-up on the development of emission concentrations along the new road. 2 ENGCONSULTANT Ltd.: Yevlax-Ganja Road Rehabilitation Project. IEE, Final Report. January 2005 8 Socioeconomics Impacts In general, the new bypass is clearly preferred by the local people and also accepted by the people who will lose their agricultural lands against compensation. The World Bank Mission has completed an economic analysis for the Tovuz bypass and found it to have a good socioeconomic justification and a high economic rate of return. The total construction cost estimate for the Tovuz bypass with recommended Alternative 2 and 'high' elevation bridge over Tovuz Chay river is about $10.0 million. The results of Highway Development and Management (HDM-4) economic analysis method used by the World Bank shows that Economic Internal Rate of Return (EIRR) is equal to 15% and therefore the investment is economically feasible. Better, faster and safer road transportation is expected to improve local economics, especially agricultural trade. The volume of trade is expected to grow and have a positive impact on the national economy. The permanent loss of agricultural land will have negative impacts on agricultural production, but the impacts are not severe at the macro level. Some shops have benefited from transit traffic, but they mainly depend on local customers, and impacts at the macro level are insignificant and not very deep on the local level. About fifty hectares of land, which is owned by more than 200 families, are needed for the new road, and this land will be lost permanently. About 2.0% additional land will be temporarily used during the road construction. These lands are owned by private households and villages. The lands lost are used for crop and vegetable cultivation and for animal grazing. Presently, it is not known how many households are economically dependent solely on agricultural income, and would lose livelihood due to the project. If the lost lands are compensated by new agricultural land, the impacts on agricultural output are temporary, as they are in the case when the lands are lost only for construction. The World Bank policy requires that if involuntary land taking and resettlement become necessary, a clear plan for compensating and assisting displaced persons be prepared by the borrower. According to this policy the Land Acquisition Plan is to be prepared during the Project detailed design phase. The present local roads will stay, although during reconstruction they will go under the highway. This will give independent movement possibilities to farm equipment and animals. Additionally some new underpasses will be needed for flocks of sheep and cattle, at least one between the present roads to the northern villages as well as either sides of the new bridge over Tovuz River which are used as pasture lands. The number and the locations of these safe passages should be determined during detailed design and negotiated together with local farmers. The present narrow but heavily trafficked road is causing many social and safety problems and inconveniences to the local people. In the town, one of the biggest complaints relates to traffic noise. The other major complaint is about accidents associated with heavy transit traffic routing through the town. The safe movement especially of the school children was the biggest concern. Traffic accidents can be expected to be less on the old road, while the new good road allows the use of high speeds which may increase the risk of accidents in the vicinity of the settlements. This necessitates speed limit regulations along the bypass and constructions of traffic circles or two level crossings with the local roads. With a new road, the noise level in Tovuz city will decrease, improving living conditions. If the transit traffic is moved out of the town, the present road through Tovuz could be improved to 9 better serve the local population and their needs by constructing better and wider sidewalks and possibly planting trees, or other ways to create aesthetic and safe environment suitable to the Silk Road. Capacity Development and Training RTSD and particularly its ESS will have to perform various environmental management tasks that are in the frame of the present Project, and according to their official mandate. Just 2 out of 5 staff members of this newly established sector in the RTSD are directly responsible for environmental issues. However, they do not have the appropriate background knowledge or practical experience to perform this task. The same applies at the district level where no staff are yet available to carry out various environmental management tasks. For this reason, capacity development and training will be required to implement the present Project in accordance with the relevant national and World Bank (WB) standards, and to start forming a functioning, effective and efficient ESS in the RTSD that can independently carry out the implementation and monitoring of environmental management plans. To this regard, its is recommended that an external advisor to the ESS is engaged to practically support the ESS in their various day-to-day tasks throughout the construction phase and provide concrete hands on training on environmental management in road construction and operations. As a further step the ESS could then, on their part, provide training to the future District staff of the Road Operations Division, to perform routine environmental monitoring during the operational phase of this and other projects. 1. INTRODUCTION 1.1 Project Background and Objective of the Study Rehabilitation and upgrade of the about 500 km of highway between Baku and the Georgian border is under implementation within the framework of the Silk Road project of TRACECA regional program, playing a significant role for Azerbaijan's economic development. With financial assistance from various donors, road rehabilitation is divided to several sections, which are currently at various stages of implementation. The Government of Azerbaijan (GoA) has obtained a credit (No. 3517-AZ) from the International Development Association (IDA) of the World Bank Group towards the cost of Azerbaijan Highway Project, which rehabilitates the Ganja-Gazakh road section. GoA intends to apply the proceeds of this credit to be used to construct a bypass around Tovuz town. This bypass is a section of the existing east-west corridor between Baku and Tbilisi and as such an integral part of the TRACECA which links Europe to Asia. It is expected that on the TRACECA, future traffic development will constitute around 6% of the annual traffic growth. The existing 5 km road through Tovuz town and the steep grade of the road before and after the bridge are assessed as a potential future bottleneck and safety risk. The proposal for a new bypass for Tovuz was made to avoid this situation and because the conditions of infrastructure inside the town do not allow upgrading the road to the planned Category 1 standard. The construction of a bypass for Tovuz will relieve its inhabitants from transit traffic, which constitutes the major part of the present traffic load, thereby improving road safety and reducing nuisance through noise, fumes and dust. 10 The proponent of this Project is the Road Transport Service Department (RTSD), Ministry of Transport (MOT). The assignment comprises the conduct of an analysis of alternatives in terms of engineering and economics, combined with the environmental and social assessment, and it recommends a 'Preferred Solution' for detailed engineering. The objective of this Environment Assessment (EA) is to contribute to a solution that shall be economically efficient, environmentally sound and designed according to international standards. AZERBAIJAN - Major and Secondary Roads 3 . E~~RFUSSM,f iinaBudal tsc _ - EteSKE ~~~~~~~~~~~~~~~~M.Jofr Rorniw FRig.1-1 L ocK; ,> Ser>ationMpala R A~~~~~AA 1.w e thoolg and Scpeofth Sud C~~~h otndisul mH andewl on desk studies incldig xthei andalysis of vareiostmc yhematJic mapsS and thefF review ofavailableinternetsouRces a hcation. 1.2 Methodology and Scope of the Study The findings of the present EA are based on data obtained from the conce sted authorities, interviews with offrcials from the Ministry of Environment and Natural Resources (MENR) and the Ministry of Health (MOH) and other relevant parties involved. They are based on previous studies prepared by TACIS-and ADB-funded consultants (Engconsult Ltd, Finnroad Ltd, Kocks Consult GmbH) and on desk studies including the analysis of various thematic maps and the review of available internet sources and other documentation. Furthermore, the study team carried out a site visit to the Project Region in early February 2005. The goal of this undertaking was to scrutinize the environmental conditions in the study area, to meet with the relevant local and district officials and to identify and specify possible impacts associated with the Project based on up-to-date on-site information. The significance, and hence acceptability, of the impacts that may result from the Project is determined by the evaluation of the predicted impacts against environmental standards, public 11 opinion, and expert judgement. Criteria for identifying the significance of impacts include compliance with the relevant laws or regulations, environmental standards or guidelines as well as Government policies or plans, if the issues are of concern to officials, NGOs or members of the public, if public socio-economic conditions, health or amenity may be affected, if the rights of people will be affected, and if any long term or permanent damage to ecological systems of national, regional or local value will occur. A Project may have direct and indirect, positive and negative impacts. Impact assessment will help to find suitable and acceptable mitigation measures when impacts are expected to be negative and it also will act as a starting point for later evaluations. An environmental management plan indicates the measures that are required to avoid or reduce possible adverse environmental and social/socio-economic impacts to acceptable levels. Some impacts may be permanent (e.g. loss of land for road) and some may be short term (e.g. loss of yields). Mitigation measures try to minimize negative impacts when they cannot be avoided. 1.3 The Study Area The study area has been defined such as to identify and assess the impacts resulting from both construction and operation of the two road altematives under study (description of alternative corridors under study: see chapter 6-1). The potential direct area of influence is comprised of a strip with an average width of about 150 m for each of the alternative corridors under study (Fig.3-1). Within the selected corridor a strip of some 60 m width the Right of Way, (ROW)) is expected to be directly, i.e. physically affected by site clearing operations, road construction and associated activities and the acquisition of land within the future ROW. In the area of the proposed crossing of the Tovuz Chay river the study corridor has been widened to 400 m for the distance of I km so as to allow for the design of an optimal horizontal alignment of the road. The extended area of influence is the space which will or may be indirectly affected by the construction or operation of the new road. Here, adverse environmental impacts may result from material extraction (borrow pits), the transportation of these materials between the borrow pits and the construction site, the installation and operation of the contractor's yard and worker's camp and solid and liquid and waste disposal. Noise, dust and exhaust fumes that occur during construction and operation of a new road are further factors that determine the physical extent of the extended study area. In this context, the existence or non-existence of potential 'receptors', i.e. human settlements in the vicinity of the respective road corridor, determine the area to be considered. Moreover, the Project will induce a series of changes in the surroundings of the existing road through Tovuz town which will also be addressed in the frame of the EA. 12 2. POLICY, LEGAL AND INSTITUTIONAL FRAMEWORK 2.1 World Bank EA Policy and Procedures As regards WB procedures, the Project has been classified as a 'Category A' project under the provisions of the OP 4.013 The EA for a Category A project examines a project's potential negative and positive environmental impacts, compares them with those of feasible alternatives (including the 'without project' situation), and recommends any measures needed to prevent, minimize, mitigate or compensate for adverse impacts and improve environmental performance. The EA of a Category A project considers both, the social and the physical environmental impacts. Socioeconomic environment includes themes such as land acquisition and resettlement; indigenous or traditional populations, cultural heritage, aesthetics and landscapes, noise and human health and safety. The WB recognizes that socially stable development requires societies to retain and keep alive ties to their past and their cultural traditions. The Bank's policy as stated in the Operational Directive 4.50 (updates Operational Policy Note 11.03: "Management of Cultural Property in Bank-Financed Projects") is to: (a) assist in protecting and enhancing cultural property through specific project components and (b) decline to finance projects which significantly damage cultural property , and assist only those that are designed to prevent or minimize such damage. The WB Operational Policy/Bank Procedure on Involuntary Resettlement (World Bank OP/BP 4.12) which requires WB-assisted projects to avoid or minimize involuntary land taking. If such cannot be avoided, displaced persons need to be meaningfully consulted, compensated for lost/damaged assets and assisted in restoring or improving their living standards and livelihood. The policy requires that if involuntary land taking and resettlement become necessary, a clear plan for compensating and assisting displaced persons be prepared by the borrower by appraisal for the Bank's review. Such plan shall be substantially completed prior to the commencement of civil works. An environmental mitigation and monitoring plan is also to be elaborated. WB's policy on public consultation and disclosure follows specific procedures: The EA report will be presented to both the Government of Azerbaijan and IDA Management and shall serve as a background document for approval by the competent authority. In accordance with OP/BP 4.01, Environmental Assessment the Borrower (i.e. the Government of Azerbaijan) will have to make the draft EA Report and Land Acquisition Plan available in Azerbaijan at a public place accessible to project-affected groups and local NGOs. Moreover, the Borrower must officially transmit the EA report to the Bank together with the Land Acquisition Plan. Once the EA report and the Land Acquisition Plan have been locally disclosed and officially received by the Bank, the Bank will also make them available to the public through the Bank's Infoshop.4 3According to WB's OP 4.01 a proposed project is classified as Category A if it is likely to have significant adverse environmental impacts that are sensitive, diverse, or unprecedented. ... EA for a Category A project examines the project's potential negative and positive environmental impacts, compares them with those of feasible alternative (including the 'without project' situation), and recommends any measures needed to prevent, minimize, mitigate or compensate for adverse impacts and improve environmental performance. Moreover WB procedures for Public Information and Disclosure shall apply. 4The World Bank (2002): The Disclosure Handbook. Operations Policy and Country Services. December 2002. 13 2.2 National EA Policy and Procedures The EA system in Azerbaijan is characterized as a 'dual' system which currently contains elements of the SER (State Ecological Review) system inherited from the former USSR and elements of a 'classic' EA system incorporating the best EA practice as understood in developed countries. SER is a mechanism by which the state authorities verify conformity of virtually all proposed economic activities to environmental requirements. The procedure is supported by the national framework of environmental legislation and does not require the consideration of alternatives or mitigation measures nor does it explicitly define the content of an EA report. As implied by the nature of SER it largely focuses on verifying compliance of the proposed activity to environmental standards and rules and provides for very limited public participation5. The 'classic' elements are supported by the procedures that are laid down in the 'EIA Regulations for Azerbaijan'.6 According to these provisions the EA process is applied to all development proposals in principle. The official procedure commences with a formal application based on which the MENR will determine the scope of environmental investigation to be conducted. If a full EA process is required, then the scope of the EA investigations will be determined after a scoping meeting which is convened by the MENR with the participation of the developer. After the completion of investigations and consultations the developer submits his EA report to the MENR for approval. The MENR makes the EA report available to the general public and submits it to the Environmental Review Expert Group which will conduct its own investigations and produce a review document that is submitted to the MENR. The official approval of the project may be subject to conditions which can relate to any phase of the project. On accepting the permission the developer also accepts the conditions attached to the permission which then become legally binding. In this context one of the standard conditions of the permission will be that the developer is responsible for monitoring certain set parameters to ensure that the predicted activities comply with the set conditions and that the environmental impacts are within the predicted and acceptable limits. While the prime responsibility for monitoring will lie with the developer, the MENR is required to carry out surprise inspections to check on the accuracy and reliability of the developer's monitoring results. As to requirements for social assessment, they are similar to the World Bank practice. Main principles of EIA deal with prospects of socioeconomic development of region; historic, cultural, ethnic and other interests of the population of the region. When implementing the EIA the following consequences of the project are determined: socioeconomic changes in living conditions of population including employment, demographic changes, and change of social infrastructure (accounting for aesthetic, cultural, ethnic and other aspects) as stated by Main State Ecological Expertise: Standards and Regulations on Environmental Control with Respect to Economic Activity. In order to confirm the national procedural and technical requirements to be applied to the preparation of the present EA a consultation meeting was held at the early project stages with officials from the Department for State Expertise of the Ministry of Environment and Natural 5Bektashi L. and Cherp, A. (2002): Evolution and Current State of Environmental Assessment in Azerbaijan. Impact Assessment and Project Appraisal, Volume 20, number 4. Guilford, Surrey, 2000 6UNDP: (1996): Handbook for the Environmental Impact Assessment Process in Azerbaijan Baku, 1996 14 Resources, which is the competent authority in this field. After the introduction of the Project, the explanation of the planned methodology and scope of the environmental study they officially confirmed that the application of the WB requirements according to OP 4.01 would satisfy the competent department under the MENR and that no further formal application would have to be made to the MENR for the determination of the national requirements concerning the frame and depth of the study. The MENR also requested that the comments received at the public information meetings should be appended to the EA report. MENR would review the EA report within a maximum of 60 days after receipt of the report. Three versions in Azeri and one in English should be submitted. 2.3 Legal and Regulatory Framework The formal obligation to predict and mitigate potential environmental impacts resulting from road construction is based on the provisions of the Law of the Republic of Azerbaijan on Environmental Protection (February 1999) and the Law on Automobile Roads (March 2000). The following table 2-1 provides an overview of these and other relevant legal and regulatory framework. A short description of the specific application of these provisions in road construction is also given. Environmental issues of intemational concern (e.g. international environmental treaties or conventions) or trans-boundary issues of environmental importance will not be affected by the proposed Project. Table 2-1: Overview on the Existing National Regulatory Framework Related to Environmental Protection and Management in the Road Sector Reference Description The Law of the Republic of Azerbaijan on General framework for all national objectives in the area of Environmental Protection (Febr. 9, 1999) environmental protection; Article 50: State Ecological Expertise Identify impact on the environment caused by any activities, examine the results of such impacts and predict possible impacts in accordance with the environmental requirements and qualitative parameters of the environment. Article 54: Objects of the State Ecological Defines the types of projects requiring compulsory 'State Expertise Ecological Expertise' (SEE), i.e. to undergo the systematic EIA process. The construction of a new road is not explicitly stated. Articles 35, 36, 37 and 38:Ecological Requirements During Project Design and It should be confirmed that the project will comply with: limplementation * the maximum permitted concentrations of pollutants in the environment; * the maximum permitted discharges and emissions of pollutants into the natural environment; * the maximum permitted noise and vibration levels and other harmful influences as well as health norms and standards of hygiene. Azeri Law on Automobile Roads (March Spells out that any construction or reconstruction of roads requires 10, 2000) the official approval of the Ecological Committee, that state of the Section 39: Protection of the Environment art technology must be applied and that the chemicals that are used must be environmentally sound. The unit of the Ministry responsible for road environment must approve the proposed environmental, health and safety norms of the construction. EIA Handbook for Azerbaijan (UNDP), Regulations on EA in Azerbaijan which define the type of projects 1996 requiring EA, the contents of an EA document, the roles and responsibilities of the developer and the competent national 15 authorities, the procedures for public participation and the appeal process. SNIP 2.05.02-85 Indicates the general need to minimize adverse environmental Building Code & Regulations for impacts in road design and provides, for instructions on the Automobile Roads Ch. 3: Environmental removal and re-use of top soil (no. 3.4); the need to provide buffer Protection between the road and populated areas and to carry out noise reduction measures to assure compliance with the relevant sanitary norms (no. 3.9); on the dumping of excess materials (no. 3.12); The Law of the Republic of Azerbaijan on General framework provisions on the requirement to provide Sanitary and Epidemiological Safety, 1993 healthy and safe conditions at workplaces and work camps (and Section III: Responsibilities of State Bodies, many others) in compliance with the relevant sanitary hygiene, Agencies, Companies... on the Provision of construction regulations and norms (particularly items 14, 15 and Sanitary and Epidemiological Safety 16). Safety Regulations for Construction, Comprehensive compilation of safety rules to technical safety Rehabilitation and Maintenance of Roads requirements of road construction equipment, operation and 1978 maintenance of asphalt plants, work in borrow sites, loading and unloading operations, work with toxic substances, etc. SNIP 111-4-80 Detailed regulations on construction worker's health and safety. Norms of Construction Safety Chapters 2 and 5 provide organizational procedures of construction and work sites and material transport. Annex 9 contains standards on maximum concentrations of toxic substances in the air of working zones; Annex 11 specifically claims that workers need to be informed and trained about sanitation and health care issues and the specific hazards of their work. Guidelines for Road Construction, Addresses environmental issues in road design, construction and Management and Design, February 7, maintenance. 2000 Part I: Planning of Automobile Requires to minimize the impacts on the ecological, geological, Roads hydro-geological and other ecological conditions, by implementing Part II: Construction of adequate protective measures. Automobile Roads Requires the consideration of appropriate protection measures, which shall contribute to the maintenance of stable ecological and geological conditions as well as the natural balance. Part III: Protection of the Provides general overview on the requirements for environmental Environment protection. BCH 8-89 Comprehensive provisions on environmental protection measures Regulations on Environmental in road construction such as use of soils, protection of surface and Protection in Construction, groundwater resources, protection of flora and fauna, use, Rehabilitation and Maintenance of preparation and storage of road construction machinery and Roads materials, servicing of construction machinery; provisional structures, provisional roads, fire protection, borrow pits and material transport, avoidance of dust, protection of soils from pollution, prevention of soil erosion etc. The appendices to this document also state standard for: maximum permitted concentrations of toxic substances; noise control measures; soil pollution through losses of oil and fuel from construction equipment; quality of surface water. Sanitary Norms CH 2.2.4/2.1.8.562-96; Ambient noise quality standards for residential, commercial and 1997 industrial areas, hospitals and schools (day/night standards); Reg. 514-lQ-98 This law includes requirements for industry and enterprises on the Regulation on Industrial and Municipal implementation of identified standards, norms and environmental Waste protection for waste when designing, constructing or reconstructing. GOST 13508-74 Describes the requirements and standards for white lining for the various road categories. 16 Most important laws and regulations especially related to social aspects deal with ownership of land, land acquisition and their compensations, resettlement, and cultural and historic sites: Table 2-2: Overview of the Existing National Regulatory Framework Related to Social Aspects in the Road Sector Azerbaijan Constitution Established the right of individuals to possess property and that such (12 November 1995) 'property rights' shall be protected by law; also, establishes that no-one Article 29 will be dispossessed of land without a 'decision of court', and that alienation of property for state needs shall only be allowed upon 'fair reimbursement of its value' 1. All lands in use or in rent can be bought for state, municipality or for Land Code of Azerbaijan public needs Republic (25 June 1999) 3. Lands in use could be taken back by Local Executive Power and Article 70 Municipalities via the legal enforcement on the basis of the court decision 4. Privately owned land can be forced to be sold if there is planning to locate something for state, municipality or public needs 8. People can be compensated with the same amount and same category of land in other place if the expropriated land is used for state, municipality of public needs Article 86 1. Following categories of lands and their rights can be sold: private land, municipality lands, and lands under privatized state property. 4. Foreigners and non-citizens are not allowed to buy land in the Republic of Azerbaijan Article 94 2. Two types of prices are in use for the valuation of lands: nominal and market price Article 95 1. The nominal price of lands is a value indicator reflecting quality and productivity 2. The nominal price is used as a basic value in the following situations: when lands are taken back or expropriating from owners and when the land is sold by owner, and when the lands category is changing 3. Nominal price is indexed by inflation rate and calculated by the District's Executive Power (Local Executive Body) Article 96 2. When the privately owned land is sold the value is calculated by agreement of correspondent sides on the market place (seller and buyer) 3. When municipality land is sold, market prices must be higher than nominal price and determined by municipality administration 6. When the land is sold for public needs, the price of this land will be determined by independent experts in this process. There must be an agreement by both sides. Article 103 Disputes about land are solved by the District's Executive Power, Municipalities and Court. Law on Land Market Establishes requirements for land transactions such as purchasing and (7 May 1999) selling of land, mortgages, transferring of rights to other users and lessees, and transfer of land through inheritance; makes recommendations on the nature of land market agreements and contracts; requires registration of all land rights and sets out documentation requirements; and outlines penalties for failure to comply with regulations. Resolution No.42 of "On Expands on provisions of the Land Code with respect to the following some Normative and areas: a) procedures for determining payments for agricultural and Legal Acts Relating to forestry production losses and damage resulting from restriction of use, or the Land Code of the change in land use; b) procedures for resumption of private land for state Azerbaijan Republic" or public needs; c) procedures for granting leases for grazing and hayfield (15 March 2000) use; and, d) procedures for allotting land for industrial, transportation, communication and other purposes. 17 Cabinet of Ministers Sets out standard or nonnative values of land for each district in DecreeNo.158 on Azerbaijan. For Ganja-Gazakh region, which includes the Tovuz district, normative Costs of Land the normative price for I ha of pasture land is specified as 1,503.400 Az. (23 July 1998) Man (equivalent of USD 300). Law on Land Leases Sets general rules governing leasing of land, procedures for changing (11 December 1998) lease conditions and establishes the requirement for registration of leases. Civil Code Defines types of legal interests in property (full ownership, lease, third (I September 2000) party); requires proprietary rights and other rights for immovable property, as well as restrictions, formation, assignment or transfer of rights to be registered with the State. Use rights, servitude rights and mortgages must also be registered. Requires that land acquired for state or public needs shall be purchased by 'an authorized body of the Azerbaijan Republic' or municipality, by paying the market price in advance. Provides for people to have the right to register their ownership due to long, actual possession. Civil Procedures Code Sets out procedures and applicable timeframes for actions and appeals (1 September 2000) through the courts. Court decisions on compulsory acquisition and the Article 360 basis of any land valuation must be appealed with the higher court within one month of such decision The Memorandum of Understanding on Land Acquisition between the Land Acquisition International Development Association (IDA) and the Govemment of Azerbaijan, which is used in the Baku-Gazakh-Georgia Borders road construction, states which information is collected for compensation applications. This includes (a) the type of land: if sowing land, pasture, garden, dry-farming or irrigated land, (b) buildings, (c) plants already sown or to be sown during the next season and (d) perennial herbs, trees and their age and quantity. This information is collected by the representatives of the District's Executive Power and Azerbaijan State Land and Cartography Committee for compensation which is finally approved and accepted by the Cabinet of Ministers. Although the state is responsible to compensate, there is no permanent and Compensation Funds clear compensation system and the accepted compensations are paid from different state funds as the case be. For the Tovuz Bypass Project it is recommended that compensations are paid from the Government funds of the IDA loan project and monitored by the RTSD or a supervision consultant engaged in the project. Compensations must be paid immediately after the final road design has been finished and those eligible to compensation are known. Compensations must be completed before any of the construction work starts. Protection of Monuments states that no historical and/or cultural Law of the Protection of monuments which are declared as such by the Azerbaijan Science Historical and Cultural Academy, are to be demolished. No such monuments were found in the Monuments corridors under study. Article 10: _- According to Azerbaijani legislation there are 3 possible scenarios of land acquisition: 1) Land owner is provided with the equal size and quality of land, 2) Land owner is compensated by proponents of the land acquisition on the basis of current markets prices 3) Dispute is the subject of court consideration 18 The real situation with land reserves excludes scenario (1). Local authorities either have no land reserves, or the quality of these lands is much lower than the land owned by people. Thus, the main scenario for smooth lands acquisition is a fair valuation. According to the Land Code of the Azerbaijan Republic, land taken for public use must be compensated. There are two types of prices for valuation of lands: nominal and market prices. According to the Land Code, the nominal price is supposed to be used as the benchmark for compensation, and market price is to be used for valuation of land when people who lose the land do not accept the nominal price. Since the nominal price is based on cadastre-based prices of 1998 and thus outdated, compensation for the loss of land is usually determined not by the nominal price but by the current market price. However, a clear working mechanism with detailed administrative procedures and responsibilities of government agencies is not yet established in Azerbaijan. That is why the bargaining process is based on individual negotiations between members of specially created Commission and the affected people. Municipality lands are not to be sold for less than its nominal price. 2.4 Administrative Framework The Government of Azerbaijan is represented in the regions by the local offices of line ministries which in some cases may cover more than one district. In this project, the Ministry of Transport represented by RTSD is the main stakeholder due to their responsibilities in road construction. In managing and monitoring environmental and social implications of the proposed Project the following national and district agencies will be involved: * RTSD is responsible for planning, constructing, operating and maintaining national roads in Azerbaijan. The WB "Azerbaijan Highways" Project Implementation Unit (PIU) will be in charge of project management to ensure that appropriate budget is provided for the implementation of mitigation measures and monitoring programme and that the contract provisions are properly implemented. The Environment and Safety Sector (ESS) of the RTSD was established in September 2004 under the Maintenance Unit with five staff and is the officially competent body for environmental, health and safety monitoring of road projects. In addition, ESS is also responsible for greening and landscaping of national roads. * Local administration power belongs to the District Executive Power with the Head of the Office appointed by the President. The Tovuz district office is located in Tovuz town. Municipalities of Tovuz region and the villages work together with the district Executive Power administration, e.g. they keep records of population, land and land ownership. The District Executive Power calculates the nominal price for land (showing land quality) and together with the Azerbaijan State Land and Cartography Committee handles land acquisitions and compensation matters. * Representatives of municipalities are elected in municipal elections. The municipalities' main revenue comes from the land taxes and these funds are used for social development needs in the villages and may include, for example, minor improvement of roads or side 19 walks or planting trees along the streets inside the villages. Municipalities also receive revenue from sand extraction from private borrow pits. * The district office of RTSD (in Tovuz) and the Regional Monitoring Department of the MENR (in Gazakh) are responsible to undertake routine and random monitoring (compliance with good engineering and standard working practices, environmental, health and safety regulations and guidelines, water, air, soil quality etc.). It may be necessary to ensure that RTSD will coordinate with MENR in special occasions when their institutional capabilities are becoming limited to deal with complicated problems. * The Sanitary and Epidemiology Department of the Ministry of Health (MOH) will be responsible to undertake routine monitoring of the living conditions and sanitary provisions at the contractor's work camp and worksites. MOH's District Disinfection Centre (in Tovuz) will have to be involved to officially approve the contractor's work camp installations and facilities and their compliance with the relevant sanitary and health norms and guidelines. * During the operational phase of the Project RTSD will undertake routine monitoring on road safety, the storm water drainage system, the condition of plantations, etc. 3. PROJECT DESCRIPTION 3.1 Road Alternatives under Study The present EA considers 2 alternative alignments for a northern bypass of Tovuz which are broadly shown in Fig. 3-1. * ., .~~~~~~~~~~~~ ~ga L. 7 r --~k . E , y . r-- r. 4--i_4- ' DIAP r~~~~~~~~~j~ -- - - %\ *Note: alternative 3 has been excluded from further analysis at the early . stages of the present EA because the relevant national design standards for a Category 1 road could not have been complied with - ' - Alternative I J - Altemative IF - -' Altemative III Fig 3-1: Road Alternatives under Study 20 Both study alternatives begin a few hundred meters to the west of the Tovuz Chay river bridge of the MI (road section presently under re-construction under the IDA Loan Project 3147-AZ) and have a common corridor on the first 6.7 km of their alignment. In this first section, an irrigation channel (at about 1.75 km) and the Tovuz Chay river (at around 3.9 km) shall be crossed via bridges. Further details on the topographical conditions and the land use in the study corridors are given in chapter 4.1.3. A 3rd Alternative is the short detour designed in the year 1989 and some earthworks on the embankment were made the same year, but due to organizational problems the construction was stopped. The poor geometry of this alternative at the beginning, near Tovuz chay river would be problematic due to small space available. Difficult topography of this alternative also would be problematic due to the high grade and embankment needed. Consequently the traffic safety of this alternative will suffer. Also, 3 rd Alternative would be too close to existing buildings and would have required a lot of resettlement. Taking into consideration all above mentioned, this alternative was eliminated from further consideration in the early stages The existing road through Tovuz cannot be widened or upgraded to the planned future standard design for the M 1 and as a result the 'without-project scenario' cannot be recommended for consideration, either. Alternative 1 has a total length of 14.1 km and does not require any resettlement or destruction of infrastructure. It rejoins the M 1 in the northwest of Jalilli village at the boundary of the Agstafa District. Alternative 2 is about 10.4 km long and also does not require any resettlement. After splitting from the common corridor, alternative 2 turns to a western direction, then runs to the south-west between Jallilli and Duz-Jirdahan village and connects to the MI in the south-east of Jalilli. 3.2 Design Parameters and Structures According to the proposed Project concept the total width of the road to be constructed in the present phase is 15 m7 (2 x 3.75 m lanes and 2 x 3.75 m shoulders) plus side slopes and ditches which, in flat sections, will bring the directly affected land to a corridor of about 30 m width. In average, the land to be presently acquired for the implementation of the Project will be the ROW, i.e. a corridor of 60 m width. h1 some sections, i.e. in the area to the east and west of the Tovuz Chay river and a further section in the east of Duz Jirdahan village, a significantly wider area will be affected because existing local roads need to be crossed (see below) or the grade requires wider embankments. In the longer term the design of the road shall be capable of accommodating 4 lanes with 2 carriageways on the entire route between Baku and Tbilisi. In the case of the Tovuz bypass, such widening would take place to the right of the presently proposed alignment. Regarding the structures there will be 2 bridges (irrigation channel and Tovuz Chay) and 3 further bridges for road crossings (roads to Alimammedli village and Mulkulu village). At places where some smaller local roads cut, access to main roads will be provided by alternative arrangements. At the beginning and the end of the bypass, roundabouts will be built as an 7Parameters are consistent with the Ganja-Gazakh road, rehabilitation of which is currently underway. 21 interim solution for connecting it to the Ml. In the longer term (i.e. when 2 additional lanes will be built) these roundabouts will be replaced by interchange flyovers. For the new bridge over the Tovuz Chay two design alternatives are being considered (see fig. 3-2). The final selection of the preferred solution will have a significant impact on the dimension of associated earthworks. More details on the design parameters for the various structures are provided in the engineering report. }- ~~~~~~~~~~~~~231 - b) 263 Fig.3- 2: Design Alternatives for the Tovuz Chay Bridge: a) 'low bridge' b) 'high bridge' In accordance with the relevant regulationg the main design parameters for a Category I road in Azerbaijan are as follows: calculated (design) speed 120 km radius min 800 m (horizontal curve) visibility 250 mn. The grade in on the approach to the Tovuz Chay bridge will be of 4 % for both alternatives. The road furniture and marking is planned to be designed according to the norms and rules in force in Azerbaijan. 3.3 Proposed Borrow Pits According to the geotechnical investigations, the excess material from the cuts on the approach to Tovuz Chay will be suitable for the construction of the road embankments. It is thus assumed that there will only be little need for additional materials from these borrow pits - especially if the proposed mitigation measures are considered during the subsequent detailed design. Table 3-1 provides the estimated quantities of cut and fill for the alignment and design alternatives under study. g SNIP 2.05.02-85 22 Table 3-1: Comparative Assessment of Cut and Fill in Design Alternatives unit Design alternative with Design alternative with 'low bridge' 'high bridge' Cut m3 2,751,000 m3 815,000 m3 Fill m3 216,000 m3 450,000 m3 Bridge cuts excess m3 2,535,000 m3 365,000 m3 material (max.) In case of quality needs or transportation problems there would be a need for borrow pits. Construction material for sub grade and embankments may be obtained from two borrows pits which are already or will be used under the presently ongoing rehabilitation of the Shamkir to Gazakh section of the M 1. Both potential sites are located to the north of the Ml in the east of Tovuz town. 3.4 Justification of the Project In the context of the national transport policy goal to improve the road conditions and safety and reduce transport time and costs on the east-west corridor between Baku and the border to Georgia the existing 5 km road through Tovuz town and the steep grade of the road before and after the bridge are assessed as a potential future bottleneck and safety risk. The proposal for a new bypass for Tovuz was made to avoid such situation and because the infrastructural conditions inside the town do not allow upgrading the road to the planned Category 1 standard. In order to obtain up-to-date figures on the actual traffic situation a 24 hrs traffic count was carried out in the frame of the present assignment on 3 subsequent days (2 weekdays, 1 weekend day) in early February 2005. The figures that were obtained in the frame of these recent traffic counts confirmed the previously established forecasts for 20059 and the transit character of the road section under studyl°. For the future traffic development a 6% annual growth rate is assumed for the TRACECA. According to the recent figures the basis for the calculation of future traffic growth is 322 trucks and around 1.500 cars per 24 hours. 3.5 Proposed Schedule for Implementation The Project is scheduled to commence by the end of 2005 and forecasted to take a maximum of 2 years for implementation. 3.6 Life Span of the Proposed Project The proposed bypass for Tovuz is designed for a life span of 30 years provided that routine and periodic maintenance is carried out. 3.7 Extent and Quality of Data The baseline information available on the environmental conditions and relevant parameters in the study area has been scarce, out of date and of rather general nature. Another difficulty has been the fact that the existing topographical maps of the study area (1:25,000) date back to the 1970s. These maps hardly show any accurate limits of human 9 Rehabilitation and Upgrading of the Shemnkir Gazakh Road Section. Engineering Report. Kocks Consult GmbH 2002 0 For more details on the results of the traffic count see engineering report. 23 settlements or land-uses and lack much of the actually existing infrastructure which has made field orientation, estimations and descriptions difficult. In order to confirm and update obtained information, site surveys and research were carried out during the EA preparation. 4. ENVIRONMENTAL CHARACTERISTICS OF THE PROJECT AREA 4.1 Physical Environment 4.1.1 Climate The planning area is characterized by an arid subtropical climate with a considerable degree of insulation, high evaporation rates and air dryness. The mean annual precipitation in the region lies at around 400 mm with April and May as the wettest and July - August as the driest months. The mean annual temperature for the Tovuz area is + 4 to +10 'C. in January, and +18 to +25°C in July. According to the information obtained from the National Hydrometeorology Department, during the year 2004 winds in the study area mainly blew from eastem (20%) directions. ,North West 15 % 7 % Fig. 4-1: Rose of winds in Tovuz city. Year 2004 24 4.1.2 Soil Characteristics The area around Tovuz town is characterised by two types of soil: the 'chestnut soil' which is common in the flat land in this region and the 'meadow soil' which is typical for a narrow area along the banks of the Tovuz Chay1l. 'Chestnut soils' are typical plain dry steppe soils which have their main distribution at altitudes between 300 and 500 m; they are characterized by an average moisture content of 0.20-0.25, a humus coefficient of 3.0 and a pH of 7.5-8.2. The granulometric composition varies between 0.80 and 1.0; erodibility fluctuates within 0.2-1.00 km/km2 (i.e. the length of ravine extension on 1 kM2) and salinity is between 0.56-1.0 g/m3. Chestnut soils have a loamy structure, a medium degree of salinity and a low erodibility coefficient. This type of soil is mainly suitable for winter pastures, arable land (grains) and long-living plants (as vine). _ A Fig. 4-2: Soils of the Study Area ~~ Q~~~s.. ~~~~ ~ -:p6: 'Meadow' soils ^ 10: 'Chestnut' soils Meadow soils are typical lowland semi-dry arid steppe soils. They are characterised by an average moisture content of 0.10-0.15, a humus coefficient of 1.7, and a pH of 7.4-8.6. The granulometric composition varies between 0.36 and 1.0, salinity between 0.55-1.0 g/m3. Meadow soils have a light loamy structure, a medium degree of salinity, low erodibility coefficient and are mainly suitable for winter pastures and arable land (cotton). 4.1.3 Topography and Land Use Tovuz town is located to the north of the foothills of the Lesser Caucasus and on edges of the Kura river lowlands at an altitude of around 440 m. Regarding topography, the planning area in the northern surroundings of Tovuz town can generally be described as uniformly flat with altitudes ranging between 420m and about 390m. The only exception to this is the valley of the Tovuz Chay, which lies in the east of the town and cuts the land in a south west to north east direction. In the area of the study corridor the total width of this valley is estimated of around 700 m with the riverbed itself lying at some 70 m below the surrounding terrain. The land in the east of the river Tovuz is flat and dominated by agriculture (see picture 3, in Appendix C). The main products are potatoes, cereals and wine. An irrigation channel running in the east-western direction and its adjoining dams are the only remarkable elements in this generally monotonous landscape (see picture 4). Proceeding to the west, the land remains flat (see picture 5) until approaching the valley of the Tovuz Chay, at the edges of which some smaller side valleys occur. The land then slopes down to the upper terrace of the Tovuz Chay by some 10 m (380 m asl). On this terrace, which has a width of about 100 m, the cultivation of AGAMALIYEVA, Konovalova: Ecological Features of Azerbaijan Soils. Baku 2004 25 cereals is the dominating type of land use (see picture 6). The slopes which then lead down to the lower river terrace are relatively steep. This area lies at an average altitude of around 340 m and is about 200 m wide. Inside the study corridor, all this area, including the slopes and the terraces on the left side of the river, is dominated by pasture. Proceeding to the west and beyond the valley of the Tovuz Chay the land remains generally flat again and is dominated by agriculture (see picture 10). In the north-east of Duz-Jirdahan a steep slope of about 10 m height occurs which was obviously formed by some mining activities in its lower parts. At the immediate edges of this slope runs a gas pipeline which becomes increasingly exposed due to the unstable terrain. In the corridor 1, east of Jalilli, the proposed alignment cuts through an orchard (see picture 11) of some 700 m width, which is bordered by a planted stretch of conifers to either sides. In the north of Jalilli the road runs in the immediate vicinity of some detached houses (to the left, see picture 12) and a military ground (to the right). Further to the north-west it passes immediately to the right of a graveyard. Proceeding further into the same direction, the proposed road cuts through a strip of deciduous forest in the north-west of Jalilli, which was planted in the 1940's as a protection against wind erosion. Corridor 2 splits off from the common alignment with corridor I at about 6+200 km. It then runs into a western direction through flat agricultural land where no remarkable elements or structures are encountered. At about 9.2km the road runs in the immediate vicinity of a detached house (to the right) and a strip of conifers (to the left). Where alternative 2 rejoins the Ml it will entail the loss of about 30 to 40 planted trees (mainly poplar alongside a rural road and pine and few cypresses on the MI, see pictures 13 and 14). 4.1.4 Hydrology and Water Resources The Project Region belongs to the catchment area of the Kura River which is located at some 13 km as the crow flies to the north of the Project area. The Kura is the major river system accounting for approximately 90% of surface water resources in Azerbaijan. On its way to the Caspian Sea the River Kura feeds two major reservoirs (the Shamkur and the Mingechevir Reservoir) which mainly serve for power generation and irrigation purposes. The Kura river system is reported to be organically and bacteriologically polluted by the discharge of poorly treated or untreated waste water from 11 million people living in the catchment area (including neighbouring countries). Due to the collapse of many industries in the early 90s, pollution has considerably decreased. A number of polluting activities, however, still exist, notably mining, metallurgical, and chemical industries. The major pollutants are heavy metals, (copper, zinc, cadmium) from mining and the leather industry, and ammonia and nitrates from the fertilizer industry. Water from the Kura does not meet Azerbaijan's drinking water standards - not even after conventional treatment. This is a critical problem, because the Kura is the main source of drinking water in the country'2 The Tovuz Chay which originates in the Lesser Caucasus and passes Tovuz town in the east is a tributary to the Kura River and flows in a north-eastern direction. The Tovuz Chay is a perennial river with however varying discharges and water levels depending on regulation in its upper reaches, seasonal rainfall and snow melting. It is mainly fed by rainwater (65%) and 12 National Environmental Action Plan. State Coimmittee of Ecology and Control of Natural Resource Utilization. Baku, 1998 26 13 groundwater (27%) while snow melting is reported to account for some 8% of its discharge More concrete figures on the seasonal discharges of the Tovuz Chay are, however, not available. According to information obtained from the Municipality the raw sewage of Tovuz town is pumped to an area downstream of the town in the north of the village Khatinli, where it is released to the open land. Industrial polluters do not exist in the area upstream of Tovuz town. About 70 % of the population of Tovuz and some 40% of the population in the District villages are supplied with drinking water from the Tovuz valley. The local supply utility (Azersu Joint Stock Company) taps riverbank filtrate at the depth of around 140 m in the south, which is upstream the town. This water is pumped to 2 reservoirs (2 x 2,000 m3) from where it is distributed to the local supply network. Those villages that are not connected to the piped distribution system mainly receive their drinking water from tankers, that supply the villagers on a regular basis. The quality of this drinking water is regularly monitored by both the District office of the Ministry of Health (monthly) and its headquarters in Baku (quarterly) and reported to comply with the relevant national standards. The upper aquifer around Tovuz is characterized by high salt contents and is tapped by only a few private shallow wells. Regarding quantitative aspects in the local water supply Azersu reports that shortages regularly occur in summer as a result of increasing consumption. Irrigation is reported to be independent of the local water resources and uses water that is pumped to the area from the Kura or the Agstafa District. 4.2 Biological Environment According to the Biodiversity Report for Azerbaijan the planning area may be attributed to the Kura-Araks ecoregion14 which has an arid subtropical climate and includes semi-desert and lowland steppe habitats. In this broader regional context the study area in the north and east of Tovuz town is characterized by steppe vegetation which typically occurs in the lowlands around 300 to 500 m. Today, large areas of this ecoregion are under agricultural use, mainly vines, grains and vegetables. Considerable areas are used as winter grazing pastures for domestic livestock. In this area Artemisia ssp. and Bothriochloa spp. are the dominating vegetation which, however, is under the threat of degradation through considerable pressure from grazing animals. In this context the fauna that may now be encountered in the planning area is constituted of mainly common species that have a relatively broad tolerance for their habitat conditions and permanent interference through agriculture or lifestock. Examples of such species with a wide distribution in the cultivated areas of this ecozone are mammals like the fox (Vulpes vulpes) and the hare (Lepus europaeus); small common rodents like the Red-tailed Sanderling (Meriones lybicus) or the Social Vole (Microtus socialis) were observed during the field visit. Examples of bird species that are common to the study area are the Bee-Eater (Merops apiaster) and Kestrel (Falco tinniculatus) which have their feeding habitats in such land that is dominated by agriculture and pasture. The crested lark (Galerida cristata) and Alauda arvensis are further typical species of the land in the north of Tovuz. '3 RUSTAMOV, S., JAFAROV, B. GAJIBEKO, N. (1959): The Water Balance of the Rivers of The Lesser Caucasus Basin."ELM", Baku 1959 14 Source: USAID: Biodiversity Report for Azerbaijan, 2000. Internet Document 27 Regarding the aquatic fauna there is no relevant up-to-date information available for the area under study. Older literature states fishes like Chondrostoma cyri, Varicorhinus capoeta capoeta, Barbus lacerta, Chalcalburmus chalcoides, Cyprinus carpio Lucioperca lucioperca and others as common species for the tributaries of the middle stream water of the Kura. Observation from the recent field visit are that the ecology of the Tovuz Chay is likely to be impaired not only by the regulation in its upper reaches, but also due to pollution from many sources like the dumping of large amounts of waste in the riverbed (see picture 8 in the Appendix) The forest strip in the north of Jalilli and the fruit orchard are anthropogenic structures, however, they may have local importance as a refugium and breeding-site for a variety of dendrohiles, especially in the context of an intensively cultivated area. For this reason and being the only such structure in the landscape of the wider study area, the forest strip has a higher local ecological value than the surrounding open agricultural land. More specific information on this issue is not available. The Red Data Book of Azerbaijan (1989) states a number of rare or endangered species for the wider study area. Among these are: the insect Manduca atropos, the Caspian Lamrey Caspiomyzon wagneri, the turtle Testuda graeca pallas, the raptors Imperial Eagle (Aquila heliaca), the Golden Eagle (Aquila chrysaetos), the Short-toed Snake Eagle (Coircaetus gallicus), the Sacer Falcon (Falco cherrug), the gallifonnes Chucar (Alectoris chucar), the Black Francolin (Francolinus francolinus), the Little Bustard (Tetrax tetrax), the Great Bustard (Otis tarda) and the Persian Gazelle (Gazella subgutturosa G.). A field investigation was conducted by a flora and fauna specialist in February 2005 to collect relevant baseline data and to identify any impacts and specific management measures that would be required for the proposed construction of the by-pass. The results of this investigation confirmed that, due to human activities in the area, there have been many changes in land-use, the fragmentation of habitats and environmental pollution along the proposed route alignments and the area around the city of Tovuz. None of the species identified in the Red Book are therefore considered to be typical inhabitants of the road alignment area at this point. 4.3 Socioeconomic Characteristics 4.3.1 Settlement Pattern and Local Roads Population in the area around Tovuz is concentrated to close settlements, which are separated from each other by agricultural and/or pasture lands. Very few farm houses exist outside these settlements. Tovuz town and four settlements are located on or close to present Baku-Tbilisi road, the village Bozalganli siding with the town, and the other settlements which also have their fields in the project area are located around the town. The settlements with acquisition for alternatives 1 and 2 are: Duz-Jirdahan, Bozalganli, Abulbayli, Garakhanli, Khatinli, Dondar Qushchu, and Ashagi Gushchu. The settlements which will be located near to the new roads but having no fields in the proposed project area are: Ashagi Mulkulu and Alimardanli, allocated north of the alternatives 1 and 2 and Jallilli. 28 AshagiMs akulu aiM Khatinli ~~_ \ t R~~~~~~lirnardanii Jl r_~~ Duz-Jirdaha ~ 8 Pondar Gushchu Fig. 4-3: Area map The local roads are mainly connecting these settlements with Tovuz town and car traffic is quite heavy on these local roads. On the District level, every fifth family has a car and this share can be assumed to be higher in this urban and semi-urban area. The roads between the settlements are less developed. The villages have small shops for every day goods and services and all settlements have schools and some bigger ones also medical clinics. The bigger variety of goods and private and public services (e.g. the regional hospital, special schools) are available in Tovuz town. This and scattered nature of agricultural fields and activities the traffic is continuous on the local roads. Both road alternatives under study would cross the local roads leading to Ashagi Mulkulu, Khatinli and Alimardanli villages; alternative 1 would cross Ashagi Mulkulu further north while alternative 2 would reach it where it joins the present main road in the east. 4.3.2 Economic Activity on the Project Area Tovuz District is a food growing and sheep and cattle breeding area and agriculture is the main source of income in the villages. Within the last few years, agricultural area under crop has grown fast and production and productivity has considerably increased. Agricultural production consists of grains, potatoes, and variety of vegetables, meat and milk. Presently, new vineyards are increasingly established on the now privatized land. Earlier, the agricultural area around Tovuz town was extensively used for vineyards which were demolished during the late Soviet Union years according to the contemporary anti-alcoholic policy. The land was public at the time and instead of grapes other agricultural products were grown. Some of the newly established vineyards are located near the proposed roads 1 and 2. One is by the old road on the place where the new road is designed to start, one just before Tovuz Chay River and one by the Khatinli road very near the proposed road line and north of it. 29 There is an old irrigation canal which is used during summer by pumped river water and alternatives 1 and 2 necessitate a construction of a bridge over it. There is also the old water reservoir out of original use (now used for agriculture) between Jalilli and the road alternative 1. The productivity levels of the fields under study area vary, part of the land is classified as good agricultural lands while some suit only for sheep grazing. When the crop has been harvested the sheep and cattle are fed also on the fields. The market value of land depends on its productivity and use of land. Industry. There is no operating industry in the region. There is a juice factory near the proposed bridge over Tovuz Chay River on its western bank but it is not presently operating. Earlier the town also had a wine factory which used local grapes but this too has been out of operation for years. Business and trade. Business and trade is mainly local and retail trade has doubled within few years. Agricultural products are traded to other regions. Although this trade depends also on long distance road transportation, this positive trend can be expected to continue even if the new highway will bypass the city itself. 4.3.3 Population in the Project Area The population of Tovuz District is about 150 000 people. In the town itself there are about 15 000 inhabitants. The information about the population of settlements affected by land acquisition and share of male population is shown in the table 4-1 below: Settlement Population Males Duz-Jirdahan 4,539 persons 46.1 % Bozalganli 3,881 persons 47.1 % Abulbayli 5,653 persons 47.1% Garakhanli 3,172 persons 46.7% Khatinli 2,957 persons 45.9% Dondar Gushchu 3,526 persons 47.8%/o Ashagi Gushchu 8724 persons 48.7% Table 4-1: Population of settlements affected by land acquisition There are more women than men in the villages, this ratio being bigger than national average (49% males). The main reason can be assumed to be male work migration to other areas and countries. The average household size is five persons. 4.3.4 Occupation and income sources of people Agriculture occupies a considerable number of people in this region. Villages in the project area used to be collective food production units, and after the privatization of land, despite other additional income sources, individual households continue to remain as such. Whatever the other income sources are, acquisition of land will affect the household economy in many cases. In the case of temporary loss of land and/or crops, money compensation is keeping the household economy in balance. 30 4.3.5 Unemployment Officially, unemployment in the country is low (less than one per cent). However, real under- and unemployment is much bigger. 4.3.6 Migration Migration inside the country mainly happens from rural to urban areas. Net migration in the country (migration to and from other countries) has been negative over ten years. Urban emigration has slowed down (probably because of rural-urban migration) while rural emigration especially to Russia has increased. Also from the project area many people, mainly men are said to move to work especially to Russia. 4.3.7 Refugees, internally displaced and indigenous people In Tovuz region there are both refugees (from Armenia and Uzbekistan) and internally displaced people (from Nagomo-Karabakh). There are now some new resettlements and agricultural lands allocated by state/ municipalities also to these people but none of these are in the project area. There are 15 ethnicities in the country. The Azeris form 90 per cent of the total population. The second and the third biggest ethnic groups are the Lezgins and the Russians who share around 2 per cent each, others have smaller shares. None of these other groups are so called indigenous people or originate from the project area. 4.4 Cultural Heritage The term cultural heritage or cultural property refers to sites, structures, and remains of archaeological, historical, religious, cultural, or aesthetic value. In Tovuz Region there are a number and variety of mausoleums, fortresses and towers and six ancient cemeteries in Gazculu, Vakhidli, Agdam, Alibeili, Yanakhli and Azadli settlements, all of which are several kilometers south of the present road. The monument called "the abode of Keroglu" is allocated east of Tovuz town and is not near the proposed roads. Although Tovuz town is part of the ancient Silk Road, none of the above mentioned properties exist in the area under study and none adverse impacts are expected. According to information obtained during the field visit and the consultation of relevant maps official cultural heritage sites do not exist in the potential area of influence of the roads under study. 4.5 Protected Areas Protected areas or nature reserves or significant temporary habitats of migratory species do not exist neither in the corridors under study nor in their vicinity. 5 ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES 5.1 Overall Environmental Sensitivity of the Study Corridors The potential direct physical impact that any of the 2 alternatives may entail is expected to mainly take place inside the boundaries of the future ROW (2 x 30 m from the centreline). This area shall be acquired for the implementation of the Project, not only to allow for the construction of the 2 lane bypass but also to allow for the future upgrading of the road to a 4 lane standard. In the area of the future bridge over the Tovuz Chay the direct physical impact 31 will affect a wider corridor due to cuts on the river bank. Additional direct and indirect physical impacts outside of this ROW will result from the siting and operation of the contractor's yard/worker's camp, material extraction and transport from the borrow pits. Regarding the human environment the socio-economic implications of road construction in the alternative study corridors may be severe due to acquiring and overbuilding large areas of private agricultural land that presently generate reliable income for many families of Tovuz and the surrounding villages. These socio-economic issues will be discussed further. With respect to other aspects of the human environment, both study corridors are generally assessed as moderately sensitive to the siting and operation of a new road. The criteria that are considered in this context are: * Existence of only few detached residential houses in the vicinity of the study corridors; * non- existence of specifically noise sensitive human infrastructure in the potential area influence of the study alternatives (schools, hospitals etc.); * non- existence of natural features or structures with relevance for human water supply; * non- existence of objects of cultural, recreational or historical interest; * existence of local access roads for material transport outside built-up areas; * non-existence of need for temporary roads for local and transit traffic during construction due to the existing road through Tovuz. Likewise, the impact of bypass construction on the the natural environment in the north of Tovuz town can be assessed as less critical. This statement is based on the following criteria: * Predominance of more or less intensively used agricultural land with little to no ecological significance; * non-existence of protected areas or specifically sensitive or rare natural habitats of flora or fauna - neither in the immediate nor in the wider area of influence of each of the alternative corridors; * very limited need for the removal of (planted) vegetation (more details on this issue are given under chapter 6.1); Regarding the identification of a preferred, optimal alignment the study area shows rather few criteria of environmental relevance to exclude one of the alternatives from serious consideration. The comparative assessment of alternatives is provided in chapter 6.1. During the present preliminary design phase, the responsibility for the mitigation of potential adverse environmental impacts lies with the design consultants/engineers. The relevant design features were discussed among the Project team throughout the planning process and have eventually contributed to the consideration of the following issues: o The 'high bridge solution' significantly minimizes the need to dump excess material in the open landscape and is considered as highly desirable design option from the environmental point of view o Animal crossings have been planned to either side of the Tovuz Chay. If required, more such crossings may be provided for during the detailed design. o Regarding road safety the Project will provide underpasses for 3 of existing local roads. This will allow for the free movement of vehicles and pedestrians, ensure that safe access to the main villages can be maintained and facilitate the safe movement of sheep and other domestic animals. 32 o To minimize potential nuisance through traffic noise, both alignments have been carefully refined where some detached houses lie in the vicinity of the roads. During the phase of detailed design an appropriate consideration shall be given to the concept of environmentally sound land mass management. To this regard: * priority should be given to use the excess material for smoothening of the embankment slopes. Dumping of excess materials shall generally be made the second choice alternative; * slope retaining structures may be required on the deep cuts in the area of the new bridge over the Tovuz Chay (between km 2+900 and 3+200 before the bridge and km 4+200 to 4+800 after the bridge). The plantation of shrubs (local species with appropriate adaptation to local climatic conditions) should also be considered in these sections during the detailed design. During construction the implementation of the majority of environmental mitigation measures will be the responsibility of the contractor. The following provides an overview on construction or operation-related impacts on the physical and human environment and describes feasible and cost effective measures to reduce these potential impacts to acceptable levels. A complete Environmental Mitigation and Monitoring Plan, which also contains indications on the institutional responsibilities for their implementation, is provided in Appendix A. The successful implementation of the EMP will highly depend on: * the provision of temporary hands-on support and comprehensive capacity building for the competent sector of the RTSD; * the selection of a contractor with specific professional qualification and experience to provide support to RTSD; * cooperation between the local authorities and the contractor regarding the use of public space and utilities, environmental and traffic management, * project management's strict enforcement of the correct construction practices and standards and the EMP/ LAP; and * the correct pricing and incorporation of mitigation measures into the bid documents and contract specifications (see also under 8.6). 5.2 Impacts on the Physical/Natural Environment and their Mitigation 5.2.1 Impacts during Construction Establishment and Operation of the Contractor's Work Camp The contractor's work camp includes living and eating areas for the non-local workforce and equipment storage and servicing sites as well as material stockpiles. If improperly designed and operated, work camps can create pollution and environmental hazards through sewage, garbage and vermin; be a source for spills from the operation and servicing of construction equipment; induce pressure on scarce local limited resources (e.g. drinking water). Regarding the site selection itself it is proposed to consider the availability of the current work camp of BTC, which is located to the southeast of Tovuz, only a few hundred metres away from the existing Ml and currently is in the process of dismantling. With respect to the operation of the work camp the contractor shall submit a plan and description of his work camp and detail 33 proposed measures to avoid or reduce adverse environmental impacts resulting from its installation and operation fully compliant with the provisions of the construction norms BCH 8- 89. As a minimum, the following measures will be taken: o Provision of appropriate latrines and sewage collection systems and establishment of a simple sewage management plan which shall be submitted to the PIU for approval; o Establishment of a waste management plan covering the following: regular waste collection and disposal (may be temporarily integrated into the existing waste collection systems and disposal facilities of Tovuz); separate collection of toxic and harmful waste as well as used tires to be handled according to the relevant provisions of BCH 8-89 regulatory norms and disposed of at designated sites according to MENR requirements; o Provision of confined sites for vehicles maintenance and fuelling designed to contain spilled lubricants and fuels, compliant with the provisions of BCH 8-89. To this regard the contractor shall submit a description of fuel storage and its location, and of the filling station and car washing site to the local executive and sanitary authorities, including a statement on their location, further than 500 m from the water sources and irrigation systems; o provision of secure, impermeable and bounded compounds to store chemicals and oil at the distance farther than 500 m from any surface waters o provision of potable water for the workforce in compliance with the relevant national standards on drinking water quality. Prior to the beginning of worksite operation the contractor shall enter into dialogue with the local authorities / water supply utility to identify drinking water sources that will not compete with the demands of the local population. Equipment Servicing and Fuelling The storage, transport and use of large quantities of diesel, fuel and other petroleum products may cause chronic oil product pollution, entailing the impairment of groundwater aquifers and surface water. This is specifically relevant where construction takes place in and over rivers and streams. To mitigate such impact and in compliance with the relevant provisions of the BCH 8-89, the Contractor should apply the following measures: (i) fuelling and servicing of equipment and machinery will be strictly confined to designated areas and using special devices; (ii) disposal of wastes, materials, as well as filling and parking of vehicles is restricted within 100 m of water drainage zones storage, handling and disposal of waste oil shall be managed and disposed of to approved sites according to MENR requirements; (iii) washing of vehicles or any equipment in the river or streams will be strictly forbidden. The contractor shall instruct his workforce accordingly. Site Preparation and Earthworks Site preparation will entail the stripping and temporary storage of topsoil in the order of about 74,000m3. Depending on the individual location, this may bring about the risk of erosion of exposed ground or topsoil and can also cause increased water runoff and siltation of watercourses. Large quantities of material taken from cuts, such as on the approach to the Tovuz valley, can lead to erosion which may also result in the siltation of the river and adversely affect the aquatic ecology if not properly disposed of immediately after extraction. Excess material may cause the loss of agricultural land, impair the biological environment or disfigure the 34 landscape. Heavy machinery moving around the construction corridor can create soil compaction, which may harm the soil's further potential as farmland and impair drainage. To minimize potential adverse impacts related to site preparation and in accordance with the provisions of the SNIP 2.05.02.85 (i) top soil shall be stripped and reused, e.g. to cover areas where excess materials will be dumped. Long-term stockpiles of topsoil will immediately be provided with a grass cover or protected otherwise to prevent erosion or loss of fertility; (ii) soil dumping sites for excess materials that may not be reused, will be identified during detailed design; the general strategy shall, however, be to reuse those cut materials for smoothening the embankments wherever possible; (iii) to minimize the risk of water or wind erosion excess material shall be transported to the final disposal sites as extraction proceeds; the contractor shall submit a soil management plan which provides the details on the concrete management of excess materials including time frames and haul routes and shall seek approval of this plan from the ESS's construction supervision consultant (CSC); (iv) to minimize adverse socio-economic effects related to soil compaction workers will be advised to confine operations within 2 x 30 m of the future road's centerline Borrow Pits According to the geotechnical investigations, the excess material from the cuts on the approach to Tovuz Chay will be suitable for the construction of the road embankments. It is thus assumed that there will only be little need for additional materials from the borrow pits - especially if the proposed mitigation measures are considered during the subsequent detailed design. Table 3-1 provides the estimated quantities of cut and fill for the alignment and design alternatives under study. The borrow pits operations may in the unfavourable case result in chronic erosion and siltation of the adjoining land and thus have substantial environmental impacts on soil, water and the natural environment and disfigure the landscape if rehabilitation is neglected or not properly implemented. Material transport from these sites may cause nuisance to settlements in the vicinity of haulage routes through dust, noise and material spillage. In the case of borrow pit (on Esrik Chay) trees at the entrance to and alongside the access road may be destroyed through carelessness. In order to mitigate this potential impact the workers need to be instructed accordingly. (i) The contractor will set up a plan of each of the borrow sites that he intends to use which provides information on their location and the measures to be taken to rehabilitate these pits upon finalization of the Project. In accordance with the provisions of BCH 8-89, the Land Code (1999) and the SNIP 2.05.02.85 the contractor will be required (ii) to remove topsoil prior to excavation works and store it for the rehabilitation of the site after completion of works. In order to maintain soil fertility and prevent erosion long-term stockpiles of topsoil will immediately be provided with a grass cover or otherwise appropriately protected; (iii) to minimize dust nuisance the contractor will be required to regularly water haul routes in the vicinity of settlements. To this regard a dust management plan and spraying schedule shall be submitted. (iv) trucks shall be covered to minimize dust and material spillage. (v) trees at the entry to borrow site 1 and alongside the access road shall be preserved. Workers will be specifically informed about this issue prior to the beginning of works. (vi) upon completion of works the contractor will rehabilitate the site according to MENR requirements/permit conditions. 35 Asphalt Plant Siting and Operation In the case of the present Project it is recommended to scrutinize, whether the site that is presently used in the Shemkhir to Gazakh section of the Ml. If this is not possible or wanted, an alternative site for the installation of the plant should be selected such as to entail a minimum impact on settlements and productive land. The prevailing wind direction should be taken into account (see fig.3-1 Rose of winds in Tovuz city) and the distance to the near-by settlements shall not be less than 500m as the crow flies. The optimal site shall be finally defined in the detailed design and included in the tender documents. Bridge Construction and Drainage Works During the construction of bridges and culverts the runoff pattern of surface waters could be impaired and water quality affected by increasing the silt load. Embankments and construction materials (fill, gravel and sand) may be washed out by rainwater and contribute to the siltation of channels or the river. To minimize the risk of siltation on the Tovuz Chay bridge construction works shall be confined to the period between early summer and mid winter (June-December). During this period, the river only runs in small streams inside the riverbed, which may be temporarily diverted. The discharge of sediment-laden construction water (e.g. from areas containing dredged spoil) directly into surface water will be forbidden. Sediment-laden construction water will generally be discharged into settling ponds or tanks prior to final discharge. To this regard, a method statement for the organization and execution of bridge construction works shall be submitted by the Contractor to the CSC/ESS for approval Run-off Water During construction, heavy metals, oils, toxic substances, and debris from construction traffic and spillage may be absorbed by soils at the construction sites and carried with runoff water to the river and other water sources. A further source of surface water pollution may be the cleaning of construction vehicles and equipment in the river or leakages from machinery or engines that are not properly maintained or controlled. A run-off control plan shall be developed by the construction contractor which focuses on managing potential problems at source, this will include as a minimum provisions for managing run-off from vehicle washing; the containment of fuels, chemicals and waste stored on site; measures to control spillage during vehicle refueling; the use of tarps on vehicles transporting materials; and the prompt clean up of spills. Waste Management In accordance with local environment regulations solid waste generated during construction will be disposed of on a regular basis to sites approved by local authorities. Random dumping of solid waste is strictly forbidden. The construction contractor shall prepare a waste management plan for the disposal of waste products including any hazardous waste generated during construction. The plan shall address the requirements of local environmental regulations. The waste management plan shall include an estimate of the types and quantities of waste matter, other residual materials, and the rate at which these will be produced. The ways in which these waste materials are to be handled should be indicated, together with the routes through which they will eventually be disposed to the environment. The methods by which the quantities of residuals 36 and wastes were estimated should also be indicated. Since hazardous landfills are located near Baku (approx. 400 km from the Tovuz area) and it is not expected that significant quantities of hazardous waste would be generated the plan should also include appropriate arrangements for the local storage and transport of this waste (as necessary). 5.2.2 Impacts during Operation Run-off Water Run-off water associated with rainwater or melting snow that washes off roads, bridges, and other impermeable surfaces can lead to deterioration in water quality. As it flows over these surfaces, water picks up dirt and dust, rubber and metal deposits from tire wear, antifreeze and engine oil that has dripped onto the pavement, pesticides and fertilizers, and litter. These contaminants can be carried into the river, soils and other shallow aquifers. The concentration of pollutants in runoff waters is site-specific and is affected by traffic volumes, road or highway design, surrounding land use, the amount and intensity of rainfall, and accidental spills. Erosion during and after construction can also contribute large amounts of sediment and silt to runoff waters, which can lead to further deterioration of water quality and severe ecological problems. Run-off water control is essential to prevent polluted runoff from reaching surface and groundwater, to protect their quality, the environment and public health. International best practice management of run-off water includes the installation of permanent storm water retention/detention ponds, API separators, slope protection, or grass strips, temporary sediment traps, silt fences and diversion trenches. In Azerbaijan, ensuring basic and essential road maintenance is a major issue and it is unrealistic to expect that additional infrastructure for run-off controls would be adequately maintained. Instead it is recommended that the Contractor engaged to support RTSD will develop a spill management plan for responding to oil or chemical spills during operation, and will ensure that adequate hands-on training is provided to RTSD for the implementing this plan. In the approach to the bridge over the Tovuz Chay speed management measures will also be introduced. 5.3 Impacts on the Human /Social Environment and their Mitigation 5.3.1 Impacts during Construction Air Quality During the construction period, degradation of air quality is likely occur from various sources like exhaust emissions from the operation of construction machinery, fugitive emissions from aggregates, concrete, and asphalt plants. Dust will be generated on the haul roads, unpaved roads, exposed soils, and material stockpiles. Mitigation of these impacts will be achieved by implementing the following: (i) maintenance of construction equipment to good standard; improper functioning machinery that causes excessive pollution will be banned from the construction sites; (ii) aggregate, asphalt and concrete plants will be operated in compliance with the relevant pollution control guidelines of SNIP 111-4-80 regulations and located at such distances from human settlements that nuisances through emissions, dust and offensive odours will be excluded. In this context the prevailing directions 37 of winds will be taken into consideration (see fig.3-1 Rose of winds in Tovuz city); (iii) with regard to dust management the contractor will submit a dust suppression program to the PIU prior to the beginning of construction. The plan will propose and describe action for the minimization of dust generation (such as spraying the haul routes with water) and provide information on the equipment to be used; (iv) to avoid competition with other local water demands the contractor shall seek approval on the source of this water (e.g. groundwater, water from river, from local supply utility etc.) from the local competent authority. Noise and Vibration On Alternative 2 the relevant noise standards for residential areas (45 dBA - night / 55 dBA - day) are likely be complied with at both Duz-Jirdahan (at a distance of around 700 m as the crow flies from the alignment) and Jallili (at about 400m distance) until about 202715. Due to its connection to the M 1 in the south of Jalilli, this alternative does not provide noise relief for the western fringes of this village. Due to the little distance between Jalilli and the M I compliance with the relevant noise protection standards alongside the M I may become critical in this area in the longer term. On alternative 2 the relevant noise standards will probably be exceeded in the case of a detached residential house at about km 9+600 (to the right), which lies to only about 100 m distance of the road. Road construction will require the use of heavy machinery and thus entail high and sustained noise during equipment operation. Where construction takes place in the neighbourhood of human settlements the temporary averse impact on human welfare cannot be totally avoided. It will, however, be reduced through (i) the restriction of working hours to between 0600 to 2100 hours within a 500 m distance of the adjoining settlements; (ii) strict enforcement of a maximum noise level of 70 dBA in the vicinity of the construction site; (iii) ban of improper functioning machinery that causes excessive noise pollution from the construction sites. All above-mentioned measures would allow to keep the maximum noise level under 70 dBA required by SNIP 111-4-80 regulations. Temporary Nuisance for Local Communities Another issue that is commonly associated with the construction period is the damaging of local roads through the transportation of borrow materials and the use of these roads by heavy construction equipment. It is recommended that prior to the start of construction the Contractor revises the baseline condition of these roads. The physical condition of the public roads that may be temporarily used as haulage routes shall therefore be subject to regular monitoring. Upon completion of works such roads shall be rehabilitated to their prior condition and to the satisfaction of the local authorities. The contractor will assure that construction practices will comply with contract procedures and specifications. Where sub-contractors are assigned the prime contractor who will be held responsible that the same contract provisions (good engineering practice and standard good working practices) are applied. This will be supervised by the construction supervision consultants employed under the project. Health and Safety Road construction sites have a potential for diseases to be transmitted, exacerbated by inadequate health and safety practices. The contractor will thus be required to appoint an environment, health and safety manager to take care of such concerns at the worksites and cooperate with nearby communities and the MOH's District Disinfection Centre. Mitigation 5 Assumptions based on the figures of the traffic count 2005 and assurning an annual traffic growth of 6%. 38 measures will include: (i) training of all construction workers in basic sanitation and health care issues, general health and safety matters and on the specific hazards of their work; (ii) the provision of adequate health care facilities within the construction sites, including a first aid equipment and facilities; regular clearing of septic tanks from worker's camp and other mobile toilets to prevent the outbreak of diseases; (iii) provision of adequate drainage throughout the camp to ensure that stagnant water bodies and puddles which may be breeding sites for disease vectors, do not form; (iv) provision of personal protection gear for workers, such as safety boots, helmets, gloves, protective clothing, goggles, and ear protection in accordance with SNIP 111-4-80; (v) provision of clean potable water for all workers; (vi) provision of adequate protection to the general public, including safety barriers and marking of hazardous areas in accordance with the Safety Regulations for Construction, Rehabilitation and Maintenance of Roads, 1978; (vi) provision of permanent safe access to all residents whose settlements and access are temporarily severed by road construction operations. (vii) According to the MOH (Dept. of Hygiene and Environmental Protection) an awareness campaign on the avoidance of HIV/AIDS and STD will also have to be conducted and involve both the local community and the construction workers. To this regard the contractor may seek cooperation with the AIDS Centre in Baku to obtain practical advice. Loss of Vegetation Alternative 1 would entail the loss of an orchard of some 700 m width and require the cut of a planted forest strip on some 30 m width. The latter negative impact would by far exceed the extent of the immediate physical impact. The strip that would remain between the new road and the existing Ml would loose its ecological functions. In this way the loss of an estimated 0,6 ha of 60 year old forest would have to be replaced, which is rather unrealistic in the context of the surrounding land-use for agricultural purpose. In the north of Duz-Jirdahan alternative 2 would entail the loss of some 35 to 45 trees (mainly pines and few cypresses and poplars) in the area of the planned roundabout/interchange flyover. This impact can hardly be avoided, but trees can be replaced through new plantations. Given the age of these trees and their aesthetic significance in the local context, they should be replaced in a proportion of 1:3. An appropriate location would have to be identified during detailed design and shall take the longer-term planning of a future interchange flyover into account. Community Impacts Construction worksites may place stresses on resources and infrastructure of the local communities, which may result in tensions between the local residents and the workers. The contractor shall therefore provide all necessary temporary facilities such as health care, eating space and praying places at the worksite. Moreover, a mechanism will be established by RTSD with participation of local executive authorities which will enable local people to raise complaints on the construction processes. According to road construction practice, local population is hired for non-professional works. The use of local labour will increase the benefits of the local community and contribute to the overall acceptance of the Project. In this regard, taking into consideration the importance of this issue, the project team should prepare appropriate recommendations to the contractor. Planting and replanting of trees in selected road sections offers a further significant opportunity to benefit the local community. Implementation of this measure will be the responsibility of the contractor who could sub-contract planting operations to local groups. To assure the selection of 39 appropriate quality and species and the proper execution of these works, the ESS will provide technical support and guidance. The local groups will also be responsible to clear drains, cut grasses etc. until the end of the Project liability period which lasts for six month after end of road construction. This approach will be efficient, effective and economic as it allows to easily resolve any problems and take action at the early stages. RTSD may decide if the same groups shall be involved in the ongoing maintenance of designated areas along the road. 5.3.2 Impacts during Operation and their Mitigation Traffic Noise Ambient noise standards for different land use are defined in the Sanitary Norms CH 2.2.4/2.1.8.562-96. In Azerbaijan, traffic noise is only measured in response to complaints, and tends to be more troublesome in summer, when windows are kept open. Regarding potential nuisance of residents through operational noise from a new bypass, a rough calculation has been made for the period 2007 to 2027 to identify the width of the corridor inside of which the future noise level would exceed the relevant day and night standards, which are equal to 70 dBA. According to the present land use in the vicinity of the study corridors the calculation has been made for residential areas only. The basis of these calculations are the figures of the recent traffic count (Feb. 2005) and the resulting assumption that 90% of the transit traffic would use the road between 7.00 and 23.00 hrs. For this latter period, the relevant regulation determines a standard of 55 dBA, while 45 dBA apply to the night time (23.00 - 7.00 hrs). The following figure 4 illustrates the width of the corridors outside of which the relevant noise standards are exceeded and how traffic noise may develop until 2027 according to the prospected 6% of annual growth. (day) (night) 55 dB, 45 dB, 1.685 t 2007 362 140Gm7 5m 3.018 2017 544 . ....... 210 m ,70 mn 5.404 L , 2027 974 . iO0 m......'W 300 m Fig. 5-1: Potential Development of Noise Pollution 2007 - 202716,17 In order to mitigate the potential impact of traffic noise and to serve as a buffer in accordance with the provisions of SNIP 2.05.02-85, no. 3.9: (i) tree plantations will be provided in the section between Jalilli and Duz-Jirdahan. With regard to the future upgrading operations to the right side of the new road, the plantations should be done at the edges of the future ROW. (ii) In 16 Relevant noise quality standards according to Sanitary Norms CH 2.2.4/2.1.8.562-96, 1997 17 Figures based on: Nordic Prediction Method, Nordic Council of Ministers 1996. Road Traffic Noise - Tema Nord 1996: 525 40 the longer term, regular monitoring of the development of noise levels can clarify if further corrective action may have to be taken to comply with the existing noise standards. Thus, Alternative 2 the relevant noise standards for residential areas (45 dBA - night / 55 dBA - day) are likely be complied with at both Duz-Jirdahan (at a distance of around 700 m as the crow flies from the alignment) and Jallili (at about 400m distance) until about 202718. Due to its connection to the M 1 in the south of Jalilli, this alternative does not provide noise relief for the western fringes of this village. Due to the little distance between Jalilli and the M I compliance with the relevant noise protection standards alongside the M 1 may become critical in this area in the longer term. On alternative 2 the relevant noise standards will probably be exceeded in the case of a detached residential house at about km 9+600 (to the right), which lies to only about 100 m distance of the road. Air Pollution Detailed calculations on the impact of road operation on air quality have not been made in the frame of the present study. But taking into consideration the fact that in the frame of Yevlax- Ganja Road Rehabilitation Project this calculations were done and the area of research, the traffic intensity is almost the same, reference was made to the available data which provides some figures on the issue. According to calculations of the 'worst case pollutant concentrations' (CO, PM and NO2) on selected sections ('Yevlax bypass to Ganja bypass east' and 'Ganja bypass') it is predicted that air quality in general will be in compliance with the national 19 ambient air quality standards'9. Moreover, the aforementioned project's contribution to air emission has been calculated by determining the total amount of pollutants generated under the 'with-project' and the 'without- project' scenario. These calculations showed that the total amount of emission generated when the project is completed will be higher (i.e. roughly by more than one third higher in 2018) than that produced under the 'without-project' scenario. This calculation is based on similar traffic volumes and the same design speed as the present Project and calculations for the years 2008, 2013 and 201820. It is therefore assumed that the result of these calculations can be applied to the present Project and that the relevant standards for ambient air quality will be complied with. At the same time, it is highly recommended that the RTSD carry out long-term monitoring to follow-up on the development of emission concentrations along the new road. The competent institution may, however, carry out long- term monitoring to follow-up the development of emission concentrations along the new road. 5.4 Socioeconomics In general, the new bypass is clearly preferred by the local people and also accepted by the people who will loose their agricultural lands against the fairly compensation based on the land's current market price. 5.4.1 Impacts on the National economy The World Bank Mission have done an economic analysis for the Tovuz bypass and found it to have a good socioeconomic justification and a high economic rate of return. The results of Is Assumptions based on the figures of the traffic count 2005 and assuming an annual traffic growth of 6 %. 19 predictions made using CALINE-4 model for the year 2008. 20 Yevlax -Ganja Road Rehabilitation Project. IEE, Final Report. Engconsult Ltd. January 2005 41 Highway Development and Management (HDM-4) economic analysis method used by the World Bank shows that Economic Internal Rate of Return (EIRR) is equal to 15% and therefore the investment is economically feasible. Better, faster and safer road transportation is expected to improve also local economics, especially (agricultural) trade. The volume of trade is expected to grow and have a positive impact on the national economy. The permanent loss of agricultural land will have negative impact on agricultural production, but the impacts are not severe at the macro level. Some shops have benefited from transit traffic, but they mainly depend on local customers, and impacts at the macro level are insignificant and not very deep on the local level. 5.4.2 Impacts on agriculture and animal husbandry Both alternatives I and 2 will necessitate land acquisition of agricultural fields with 60 meters width for the whole road length over the fields, i.e. approximately 10/14 kilometers depending on the preferred alternative. The loss of land has negative impact on the agricultural production in general and on some households in particular. Presently, it is not known how many of the affected households are totally dependent on present land for their livelihood. About fifty hectares are needed for the new road and this land is lost permanently. Additionally, some land is temporarily used during the road construction. These lands are owned by private households and villages. The lands lost are used for crop and vegetable cultivation and for animal grazing. Some vineyards are very close to the proposed road corridor and need a special attention in design to avoid any unnecessary losses. If the lost lands are compensated by new agricultural land, the impacts on agricultural output are temporary, as is the case with lands that are lost only for construction. The present local roads will stay, although during the reconstruction they will go under the highway. This will give possibilities of independent movement to farm equipment and animals. Additionally, some new underpasses are needed for flocks of sheep and cattle, at least one between the present roads to the northern villages as well as either sides of the new bridge over Tovuz River which are used as pasture lands. The number and the locations of these safe passages should be determined during the detailed design and negotiated together with the local farmers during the further public consultations. Temporarily, movements to and from the fields may be restricted during the construction period. As a mitigation measure, the loss of crop is compensated. Also grazing lands for animals may be restricted and in the case that no grazing can be done, new lands should be shown, or if stall feeding is necessitated, compensation to buy for fodder is needed. 5.4.3 Impacts on household economy and /or loss of livelihood More than two hundred households will permanently lose land and many more temporarily. The compensations are, however, expected to mitigate economic losses. Temporary loss of land and/or crops or trees during the construction period is compensated to producers, and hence, the economic impacts are not severe or long term. Presently it is not known how many households are economically dependent solely on agricultural income and would lose livelihood due to the project. Alternative 2 consider demolition of one garage and one restaurant. But possibly the same occupation can be continued due to compensation of these buildings and if a new site can be given. However, if the owners 42 lose their livelihood, new employment should be offered or training for some other occupation. Also these owners, if losing the livelihood, should be offered employment/ training. The road project will not change the general trend but some local people will be employed for construction work and hence temporarily decrease unemployment. 5.4.4 Impacts on living conditions The present narrow but heavily trafficked road is causing many social and safety problems and inconveniences to the local people. In the town, people's two biggest complaints are noise and traffic accidents. With a new road, the noise level in Tovuz will decrease, improving living conditions. Due to the fact that the transit traffic would be moved out of the town, the present road could be improved to better serve local population. Better and wider sidewalks should be constructed, new trees could be planted to create more aesthetic and safe environment suitable for the Silk Road. The village municipality representatives from the villages north of the proposed road believe that noise can be mitigated to the acceptable level. They were ready to participate in finding good mitigation ways to decrease impacts. This readiness should not be understood by the designers, planners and/or constructors that noise mitigation belongs solely to the locals. During the construction, the noise and dust will create temporarily nuisances, and mitigation measures are taken by the constructor. 5.4.5 Impacts on local traffic and traffic accidents One of the biggest complaints of people was the heavy transit traffic causing accidents in the town. The safe movement especially of the school children was the biggest concern. Traffic accidents can be expected to be less on the old road, while the new good road gives possibilities to use high speeds which may increase the risk of accidents in the vicinity of the settlements. This necessitates speed limit regulations along the bypass. To mitigate these risks the Contractor shall to construct traffic circles or two level crossings with the local roads. There is also a concern of unplanned activities sprouting up along the new road. Some people were happy to get the new road nearer the villages seeing it as a good possibility to sell their agricultural products. In order to avoid these places to turn out prone to accidents, special safety zones should proposed during the road detailed design. In addition safety measures and/or regulations must be created by RTSD together with local authorities. For traffic safety reasons, the design of these crossings should include at least a traffic circle to slow down the speed, with construction of underpasses in the plans for future road expansion. 5.4.6 Dislocation of people or property The alternatives 1 and 2 do not require any dislocation of family houses, but at the northern end of the road alternative 2, a small garage and restaurant must be demolished. Monetary compensation is needed for demolished buildings and an agreement reached with the owner as to either monetary compensation or a new site. Also a wall around a private house will be affected due to the two level intersection for Alternative 2. Also an underground gas pipe is going here and needs a special attention from the designers not to be affected. The loss of property must be compensated at its market price value. 43 5.4.7 Impacts causing demographic changes These types of impacts are not to be expected. 5.4.8 Impacts on gender Although there may be some differences in impacts met and felt by men or women, in general, impacts are similar to both. The privatized land was allocated to 'families', but registered under the family head's name i.e. in practice under the husband's name. However, when the land is sold all family members have to give their consent. The compensation received should also be addressed to all family members. Construction camps often cause the spread of venereal diseases around them and the negative impacts are felt especially by women. As a mitigation measure, awareness creation about these diseases and especially about HIV/AIDS should be given for the construction workers. This responsibility belongs to the constructor. 5.5 Cultural and historic sites The proposed bypass around Tovuz is located on the existing east-west corridor between Baku and Tbilisi and as such, is an integral part of the well-known Silk Route. "The Great Silk Road" was a system of ways that directly exercised live contacts, trade and exchange of cultural achievements between the East and the West. Being an important part of this ancient trade route, Azerbaijan has a rich history and more than 6,000 historical monuments dating back thousands of years, and built by different cultures. Ancient cities and towns, palaces, mausoleums, churches and mosques, chapels, caravanserais and watchtowers are just some of the monuments that line this route. Areas of archaeological significance are located at a sufficient distance from the proposed bypass around Tovuz and these sites will not be impacted by the construction of this highway. Mosques, other religious constructions and graveyards (one situated to the north of the road alternative 1, near the northern intersection) will not be affected by any of the proposed route alternatives. However, given the historical and cultural significance of the area, a procedure will be developed by the construction contractor to address the management of any sites of archaeological significance that are discovered during road construction. As a minimum, in the event of the unexpected discovery of archaeological objects construction works would be stopped and the appropriate local executive authority would be immediately informed. Works will resume only after appropriate measures have been taken as requested by the appropriate authority, and confirmation has been received from them that works may continue. The requirements concerning measures in case of chance finds shall also be included in the bidding documents for civil works. 44 6 ANALYSIS OF ALTERNATIVES 6.1 Comparative Assessment ofAlternatives from Environmental Point of View As had been explained in chapter 6. 1, the overall sensitivity of the natural environment in both study corridors can be assessed as relatively low regarding the alignment, construction or operation of a new road. This assessment mainly refers to physical long-term impacts related to the respective alignment and to further permanent impacts on the natural and human environment that may result from the operation of the road. Construction-related impacts are not considered in the comparative analysis as they are of temporary nature and considered as virtually identical for both alternatives. Regarding the design alternatives a solution with a 'high bridge' would entail significantly less impacts than alternative with a 'low bridge'. Even though elements of outstanding sensitivity would probably not be effected, cuts in the order of about 2,751,000 m3 and the need to dump large volumes of spoil is considered as an environmental impact that can be avoided. The profiles and cross sections in fig. 5 illustrate the dimension of cuts related to the 'high / the 'low' bridge alternatives. Fig. 6-1: Profiles and Sections of the Bridge Design Alternatives Under Study 34u 35 __ __ _ _ X ___ Us ,- 3' __ __ _ __ _ ______ ___- - _ X = S3 ______ _ _ _ ___ _ ___ _ 240D 25ID 3000 3500 4000 45Dl 500S 550 Profrle of alternative with 'high bridge' over the Tovuz Chay 40n 3;1 9-I _ _ __ _ ___ -_ 5411 __ -K- - X_ __ __ _3q_____ = _ _ .___ . t--- l--- - 1 --- - 4~~~~~~- ------t--___ _ I- 20DO 250W 30D 35D0 4000 4500 SaW M5D Profile of alternative with 'low bridge' over the Tovuz Chay 45I0 ]'M~ LzL _ L p -- I I 364J 50 4D 39 Z0 lU 0 14 20 30 40 50 50 40 30 2& 10 10 lO 3O 40 50 Section of alternative with a 'high bridge' / a 'low bridge' over the Tovuz Chay 45 This figure clearly shows that the solution with a 'high bridge' would entail significantly less impacts than alternative with a 'low bridge.' 6.2 Comparative Assessment ofAlternatives from Socioeconomic Point of View Both proposed road corridors require acquisition of land. The Alternative 1 is longer than Alternative 2 and will cause more compensation requirement. No family houses need to be demolished for alternatives 1 and 2. In the northern intersection some trees and a fruit orchard and two houses should be displaced in Alternative 1; garage, restaurant and a wall in Alternative 2. As to 3rd Alternative, the number of settlements constructed close to the area of this alternative, would cause a problem of population resettlement. Both Alternatives 1 and 2 can be designed in a way that will best mitigate the negative impacts on agricultural activities, by constructing under road passages for local roads and for animals. The trees and other plants could be planted to demarcate the future four-lane 'road and its right- of-ways. For both it will be easy to set regulations against unplanned development and movements by the road side such as different shops and hawkers. Also the traffic safety measures will be the same for both alternatives. From the social and cultural point of view there is no big difference between the alternatives 1 and 2, although the alternative 2 can be preferred. In the north-east of Jalilli, Alternative 1 runs at about 70 m distance to a group of detached residential houses and may thus entail the conflicts. As to Alternative 2, it might affect limited number of houses. Regarding the potential impact on the natural environment the road alignment Alternative 2 has obvious advantages over Alternative 1. The latter would cut through a planted forest and impair its ecological functions in the order of some 0, 6 ha through habitat fragmentation. A compensation of such impact on a 60 year old forest would hardly be realistic in the context of a landscape that is dominated by arable land. The following matrix provides a comparative overview on the environmental implications of the two alternatives under study. Summing up, the result of the environmental assessment of alternatives is the recommendation of alternative 2 in combination with a 'higher' bridge as the 'preferred solution'. A 3rd Alternative, designed in the year 1989 was eliminated from further consideration in the early stages of the study because the required design parameters for a Category 1 road could not be met. 46 Table 6-1: Comparative Overview on Environmental Implications of Alternatives PHYSICAL ENVIRONMENT Alternative 1 Alternative 2 Total length of alignment 14.1 10.4 km Earthworks: solution with low bridge cut 2,751,000 m3 2,75 1,000 m3 solution with low bridge fill 216,000 m3 216,000 m3 solution with high bridge cut 815,000 m3 815,000 m3 solution with high bridge fill 450,000 m 450,000 m3 HUMAN / SOCIAL ENVIRONMENT Potential interference with human drinking water resources no no Disturbance of recreational areas through noise or visual impairment no no Loss of planted vegetation with economic or aesthetic significance yes (forest, yes (35 - 45 trees) orchard) Potential new noise impact on human settlements yes, medium- yes, medium- to long to long term term Potential new noise impact on detached residential buildings 5 - 7 1 (numbers) Need to destroy residential buildings no no Need to destroy other structures no Yes garage and restaurant NATURAL ENVIRONMENT Destruction / disturbance of protected areas no no Destruction / impairment of sensitive natural habitat of rare or endangered species of animal or plants no no Loss / impairment of secondary habitats of common animal species yes (0,6 ha of no planted forest, about 60 years old Requirement to dump excess material (high bridge) 365,000 m3 365,000 m3 (low bridge) 2,535,000 m3 2,535,000 m3 22 21 6.3 'Without Project Scenario' The existing 5 km road section through Tovuz forms an integral part of the TRACECA network in the Caucasus region. The current and planned rehabilitation and reconstruction of the Ml and the long-term plan to upgrade this corridor to a uniform 4 lane standard reflect its significance in the regional, national and international context. These aspects together the recent traffic forecasts for the road section under study illustrate the difficulties and inconveniences that both, the inhabitants of Tovuz and the transit road users, would face should the present situation remain unchanged. The given infrastructure conditions inside Tovuz, however, will not allow for the upgrading of the existing road. The present EA has resulted in the selection of an alternative as the 'preferred solution which is in line with the results of the technical and economical studies. It could be shown that major adverse environmental impacts are not to be expected from the proposed alternative 2 and that the environmental implications related to construction and operation can generally limited to 21 These volumes may still decrease if parts of these volumes are used to smoothen the embankments of the new road. This is recommended in the present study but will be planned in detail during the detailed design 22 These volumes may still decrease if parts of these volumes are used to smoothen the embankments of the new road. This is recommended in the present study but will be planned in detail during the detailed design. 47 acceptable levels through the implementation of an appropriate environmental management programme. Regarding the urban development potential for Tovuz, the elimination of transit traffic will offer opportunities for a series of positive changes and developments (e.g. completion of the pedestrian sidewalks to either side of the road and the provision of proper drainage infrastructure throughout the entire corridor). Road safety will improve and nuisance through dirt, dust and noise be reduced. In this general context the 'without-case' is a scenario that cannot be recommended from an environmental perspective. The present narrow but heavily trafficked road is causing many social and safety problems and inconveniences to the local people. If the transit traffic is moved out of the town, the present road could be improved to better serve local population and their needs by constructing better and wider sidewalks and possibly planting trees, or by exploring other ways creating more aesthetic and safe local environment. The Tovuz bypass is meant to improve transport and communication on the national level. The improvements will also include the local region and Tovuz town. If properly designed, it will not hamper the present social and economic life of the local population but can be an impetus for socioeconomic development in the area. Comparison between any of the proposed bypass alternatives and the present road, based on the collected socioeconomic information, favors the construction of the new road. 7 PUBLIC CONSULTATION AND INFORMATION DISCLOSURE 7.1 Public Consultation Meetings To comply with WB and national EA policies and to help RTSD achieve public acceptance for the Project two public meetings were held in Tovuz. The first of these official meetings was convened at the very early stages of the Project: after its announcement in the local newspapers on December 25th it took place in Tovuz on December 28th 2005. A total of 62 people (residents of Tovuz and neighboring villages and Municipality officials) attended this meeting and were informed about the project objectives and the alternative solutions under consideration. The second meeting was convened on February 25th and attended by about 80 local residents. The regional offices of the MENR were also officially invited but did not attend. At the occasion of this meeting a presentation was made on the purpose, methodology and results of the present EA, on the 'preferred solution', its potential environmental implications and the proposed environmental mitigation and monitoring measures. A CAD-presentation was also given to visualize the design of this 'preferred solution'. However, no specific comments were made on both these presentations. The questions that were raised during the following discussions rather related to the socio-economic consequences, e.g.: * What will be the land acquisition process? * Can we plant and use our harvest this year?' * What is the classification of the land categories? * I want to definitely know whether my land will be acquired or not. 48 * Will our ideas on compensations be considered or will the Government establish their own rates? * What is the basis for the determination of the price for our land? * Will the price be a lump sum or a lifelong rent? The minutes of both these meetings are attached in Appendix B. In order to strengthen the public consultation process according to the World Banks Operational Policy, the Independent Consultant recommended to RTSD and assisted it to realize the following public meetings: 1) Public Consultation Meeting was held in Tovuz on March 26, with participation of representatives of Local Executive Power, Contractor, Ministry of Environment, NGO's, and local TV. Sunmmary of prepared EA and EMP was published in the local newspaper "Tovuz" prior to meeting and population had opportunity to become familiar with the Project results in advance. Presentation of EA and EMP was accompanied by PowerPoint presentation prepared by Contractor. The copy of prepared draft EA was given to local authorities to guarantee the access of affected groups. Totally 104 person participated in this meeting. (Minutes of meeting are attached in Appendix B). 25 participants filled out the forms and expressed their opinions, concerns and proposals regarding the Project implementation. Some recommendations and proposals for EA and EMP update were given during the meeting and incorporated into these documents. 2) Formal presentation of EA and EMP to RTSD was held by Contractor in Baku on March 30, with participation of the World Bank mission led by the Mr. Le Ber Senior Transport Specialist, RTSD, PIU Representatives. During the presentation the RTSD representative expressed his concerns and gave several suggestions on the content of technical, financial, environmental, and social problems related to design. Some recommendations and proposals for EA and EMP update were given during the meeting and incorporated into these documents. 3) Public Consultation Meeting was held on April 08 in Aarhus Public Environmental Information Center, allocated in Baku with participation of local NGO's dealing with the environment issues. The summary of prepared EA and EMP was delivered to participants and to Center prior to meeting and NGO's had opportunity to become familiar with the Project results in advance. Presentation of EA and EMP was accompanied by PowerPoint presentation prepared by Contractor. The meeting was attended by 12 people. Some recommendations and proposals for EA and EMP update were given during the meeting and incorporated into these documents (See Appendix A). 7.2 Information Disclosure After completion of the study the EA reports and Land Acquisition Plan will be submitted to RTSD and the IDA and be made available at a public place accessible by affected groups and local NGOs. Further informal consultation and disclosure will be done during implementation through: * the preparation and dissemination of a brochure in Azeri, explaining the people's entitlements and the procedures for obtaining compensation for land acquisition, temporary disturbances, loss of trees, crops and land for construction sites and recording grievances; 49 * setting up a formal grievance redress committee with a representation from the affected people. CSC in association with the contractor will be responsible for managing the effective grievance program. 8 ENVIRONMENTAL MANAGEMENT PLAN 8.1 Institutional Responsibilities and Arrangements Implementation of environmental mitigation measures during construction will mainly be the responsibility of the contractor. According to the present institutional responsibilities and arrangements the routine procedure would be that the environmental manager of the contractor will supervise this process and coordinate with the environmental specialists of the ESS and the district RTSD, responsible for the practical implementation of the EMP. Given the yet very limited relevant environmental background and experience of the ESS, it is proposed to provide the RTSD with the temporary assistance of an expatriate CSC. This CSC will have a specific civil engineering / environmental management background and shall provide hands-on training to the ESS throughout all stages of design and construction. In cooperation with the ESS the CSC will ensure that the relevant national environmental quality standards and the EMP for this Project are complied with and liaise with the Contractor's Environment, Health and Safety Manager to ensure that all operations will be in accordance with the contract provisions. The TORs for these consultancy services will have to be elaborated during the detailed design phase of the Project. To this regard the PIU will have to be carefully consider appropriate timing to assure optimal results and coordination with other training TA for the ESS (see under 8.4). The ESS, with the support of its CSC, will provide regular update of information by submitting reports to RTSD and the MENR. Upon Project completion the RTSD will be in charge of the operation and maintenance of the Project Road. Routine and random monitoring will be undertaken by RTSD offices as scheduled in the monitoring plan (table 4). Moreover, the following measures will be required to perform an effective environmental compliance monitoring programme during Project implementation: * The tender and contract documents will clearly set out the construction contractor's obligation to undertake environmental mitigation measures as set out in the Environmental Management Plan in Appendix A; * The cost for the recommended environmental mitigation measures will, where possible, be made separate items in the Bill of Quantities. Such allocation of a separate budget for carrying out environmental mitigation measures will be crucial to assure their ultimate implementation. During procurement, contractors will be specifically encouraged to include these costs in their rates and present the mitigation cost as a line item in the Bill of Quantities. An identified extra payment will be included in the contract to ensure that environmental mitigation measures are coasted and implemented. * The contractor will be explicitly requested to recruit an environmental, health and safety manager, who will be responsible for implementing the contractor's environmental responsibilities, this EMP and liaising with district RTSD and the CSC / ESS. The manager will also be responsible for health and safety aspects of work sites. 50 The following table 8-1 summarizes the various institutional responsibilities for the implementation of the environmental monitoring programme. Table 8-1: Summary of Institutional Responsibilities for the Implementation of the Environmental Monitoring Programme Project Stage Responsible Organisation Responsibilities Detailed Design RTSD Incorporate mitigation measures into detailed engineering design and technical specifications; Provide TORs for capacity building TA in the ESS RTSD, MENR Review and approve proposed environmental mitigation and monitoring measures Investment Department Allocate appropriate budget to undertake environmental monitoring and capacity building for ESS; Construction Contractor (with support of his Implement required environmental mitigation and Environment, Health & Safety monitoring measures Manager) In the absence of a qualified district Supervise contractor's implementation of environmental road maintenance engineer: ESS measures on a routine basis and enforce contractual with the guidance and support of requirements on EMP the CSC CSC Audit construction phase through environmental inspections and collection of monitoring data. Submit quarterly reports Provide hands-on-training to ESS staff. Provide awareness / training to workers and technology transfer to the contractor; ESS with the guidance and support Ensure compliance with Government legal and WB of the CSC; requirements during construction, the EMP and LAP District offices of MENR / MOH Review potential complicated issues arising from the Project; CSC and ESS Upon Project completion: prepare and submit final report. Operation ESS / District Maintenance Unit Undertake routine environmental monitoring, prepare reports. 8.2 Environmental Management Plan The Environmental Management Plan is a crucial element to safeguard the human and the natural environment during both, construction and operation of a road. It incorporates measures to manage and monitor the effects of the Project on the environment. In the construction phase it commonly refers to the proper management of work camps, asphalt plants and material storage areas; safety provisions at the work site and for the temporary management of traffic, the restoration of borrow pits, erosion protection in the new embankments, and further issues that may be raised by the local communities. At this stage it mainly entails the supervision of the construction contractor to check compliance with the relevant contract provisions. To facilitate this supervision contract documents will include the EMP. During Project implementation the CSC, in cooperation with the PIU and ESS will: 51 * develop an environmental auditing protocol for the construction period, and elaborate the details of the EMP; * regularly supervise the road Project and the collection of environmental monitoring and performance data; submit quarterly reports based on the monitoring results. Upon the completion of construction the responsibility for the operation and maintenance of the road will lie with the RTSD. In this phase the ESS in cooperation with district RTSD offices and MENR will perform routine and random monitoring as scheduled in the monitoring programme in Table 8-2 below. Table 8-2: Summary Environmental Monitoring Programme Construction Phase Impact Location Means of Monitoring Frequency of Monitoring Dumping of excess material All designated dumping Inspection of dumping sites Spot checks; ongoing and landscaping of disposal sites. Refer to maps of sites dumping sites Soil erosion Bridge construction sites Site inspection Ongoing and selected locations of Tovuz bypass Chemical storage and use Contractor's yard and all Site inspection Ongoing / monthly construction sites Asphalt plant Applied to entire project Site inspection Ongoing / monthly road. No plant within 500 m of settlement Condition / damage of local All project road Site inspection Ongoing / monthly / after roads construction sites complaint Dust Throughout project roads, Site inspection Ongoing / after complaint access roads, construction sites, asphalt plants and borrow sites Noise and vibration Worksites and borrow areas 70 dBA (day) at the work Monthly sites Consultation with the Ongoing communities Health and Safety All construction sites and Site inspection Ongoing / monthly worker's camp Waste disposal Contractor's yard and all Inspection of waste disposal Spot checks project road construction sites and work sites sites Community instability Entire project road Community consultation Before construction, thereafter monthly or after complaint Public safety Entire project road Site inspection Ongoing Rehabilitation of all Haul routes, worker's Site inspection At the end of the temporarily used sites camps and all other areas / construction period sites that were temporarily used during construction Operational Phase Issue Location Means of Monitoring Frequency of Monitoring Greening and landscaping ROW width of 60 m plus Site inspection Ongoing / yearly any areas to be cleared Noise Neighbouring settlements Noise measurements Every 5 years or after (Duz Jirdahan and Jalilli) Relevant standards: complaint 55 dBA (day) /45 dBA (night) for nearby settlements 52 Road safety Entire project road Collection of accident data Ongoing / yearly and site inspections; Storm water and drainage Entire project road Site inspections Ongoing system 8.3 Monitoring of Socioeconomic Impacts The socioeconomic aspects are subject of special interest of the international donors/financiers the main negative impacts during the road construction are usually caused by land acquisition. The applications for compensations would be collected by the RTSD with Contractor's participation and forwarded to appropriate Government of Azerbaijan to be accepted and approved. Compensation is for loss of land and/or crop yield and should not be affected by other income sources. Compensation must be paid to people before any construction work starts, i.e. immediately after the road design has been finished. Although the state is responsible to pay compensations, there is no clear and constant compensation system which is used to pay compensations. The different state funds are used in different projects depending on the case and agreements done. It is recommended that the compensations would be paid from the Counterpart Fund. Monitoring could be done by the RTSD or by specially hired a Supervisory Consultant to do it. 8.4 Capacity Development and Training The previous chapters have outlined the various environmental management tasks that the ESS will have to perform in the frame of the present Project and according to their official mandate. Just 2 within the 5 staff members of this newly established sector in the RTSD are directly responsible for environment issues. However, they do not have the appropriate background knowledge or practical experience to perform this task. The same applies to the district level where no staff is yet available to carry out the various environmental management tasks. For this reason, capacity development and training will be required to implement the present Project in accordance with the relevant national and WB standards and to start forming a functioning, effective and efficient ESS in the RTSD that can independently carry out environmental monitoring and implement environmental management plans. The nature and expected relatively short duration of the present Project are assessed as an ideal opportunity for providing the ESS with concrete capacity building and on-the-job training throughout construction. To this regard an external advisor to the ESS (CSC) will practically support the ESS in their various day-to-day tasks throughout the construction phase and provide concrete hands on training on environmental management in road construction and operation. In a further step the ESS could then on their part provide training to the future District staff of the Road Maintenance Department, to perform routine environmental monitoring during the operational phase of the present and other projects. The TORs for this TA should be formulated in the forthcoming design phase of the Project. The timing and concept should be carefully considered to achieve optimal benefits. In this context it should also be assured that the aforementioned training course that was proposed in the frame of an ADB-funded TA23 would take place prior to the commencement of the present capacity development programme. 23 see IEE of the Yevlax to Ganja Road Rehabilitation Project 53 To overcome logistical constraints that may result from the more than 400 km distance between the Project area and Baku and to generally improve the framework conditions for a better future performance of the ESS, it is also proposed to purchase a cross-country vehicle and office equipment. 8.5 Cost Estimate Table 8-3: Environmental Management Costs (in US $) for Alignment 2 Environmental Costs - Civil Works (included in Contractor's civil works package) Item unit quantity unit cost total a) Dust nmanagement measures day 150 125 18,750 b) Provision of an Environment, Health and Safety Manager MM 12 3,000 36,000 c) Landscaping measures at dumping sites for excess material m3 365,000 0.5 182,500 d) Stripping of top soil (0-200 mm) and storage for reuse24 m3 74,000 2.5 185,000 e) Grassing of road embankments > 3 m high m2 55,000 1.0 55,000 I) Tree planting between Jalilli and Duz- Jirdahan25 km 2 x 2 5,000 20,000 g) Replacement of felled trees26 lump sum 1 5,000 5,000 h) Provision of information display boards on the Project in the main intersections & settlements site 4 500 2,000 Subtotal 499,250 Environmental Costs - Road Transport Service Dept. Budget Environmental mitigation & monitoring during construction i) Remuneration Int. Environmental Specialist (CSC) MM 12 20,000 240,000 j) Travel International Travels Trip 4 2,000 8,000 Domestic Travels27 lump sum 1 25.000 25.000 k) In-house training / seminar materials lump sum 1 5,000 5,000 Subtotal 278,000 Equipment and materials for ESS of RTSD 1) Information brochures on the grievance process / compensation procedure (500 p.) lump sum 1 3,000 3,000 m) logistics (I car, 2 PCs and I printer) lump sum 1 20,000 20,000 Subtotal 23,000 Total 800,250 24 including seeding or other means of protection during stockpiling to preserve fertility 25 including watering for a period of 2 years 26 including watering for a period of 2 years 27 Including accommodation for fieldwork in Tovuz, costs for driver and fuel 54 8.6 General Observations Experience from uncounted road construction sites around the world and recent information obtained at the occasion of site visits of presently ongoing rehabilitation works on the MI in Azerbaijan have shown that the implementation of proposed Environmental Management Plan - even though elaborated to appropriate detail in the preceding planning phases - is very often ineffective when it comes to project implementation. The reasons for this often lie in the preparatory phases of road construction. The following list proposes a series of measures that the competent bodies may systematically take into account in the future to improve on that situation in the various stages of project preparation and implementation: Preparation of Tender Documents/Design Review: * Where possible, define separately priced items for the implementation of the environmental safeguard and mitigation measures provided for in the Environmental Management Plan; * Define appropriate performance bonds and defect liability bonds / guarantees for the proper, complete and timely implementation of the intended / designated measures; * Review of Draft Tender Documents by competent environmental Authority or specifically skilled staff / extemal consultant. Pre-qualification of Contractor: * Introduce requirement for specific environmental qualifications of potential contractors; Procurement Assistance: * Introduce 'mandatory site visit' at the occasion of which the bidder will be specifically informed about general environmental requirements, environmentally critical points, specifically sensitive areas or required safeguard measures etc. The protocol of this 'mandatory site visit' would be integrated into the contract; Evaluation of Tenders: * Seek independent expert opinion on the completeness and correct pricing of all required environmental safeguard and mitigation measures; * On the side of the donor: carry out internal review before 'no-objection' is issued. Contract Negotiations: * Last opportunity to seek independent expert opinion (local or external) on the correct pricing of all required environmental management measures; Pre-Construction Phase/Preparatory Works: * Establish an environmental quality management system/plan which must be reviewed and approved by the competent authority (in the present case: ESS); Construction Phase: * The Construction Supervision Team should appoint a designated Environmental Construction Supervisor (ECS) who would be in continuous contact with the RTSD/ESS and the Contractor. It should explicitly be stated that the contractor's performance bond includes all environmental items as set out in the EMP and will only be released after final acceptance through the ECS. 55 9 RESETTLEMENT AND LAND ACQUISITION PLAN According to the WB Operational Policy/Bank Procedure on Involuntary Resettlement, WB- assisted projects would avoid or minimize involuntary land taking. If such cannot be avoided, the policy requires that the borrower prepares the Land Acquisition Plan (LAP) for compensating loss of assets of displaced persons. The LAP for this Project should be developed during the detailed design phase, and compensation be completed prior to the commencement of civil works. 9.1 Number of Land Owners in the Project In the project area, land is owned by individual farmers and municipalities. The size of the privatized landholdings depend on family size (every person got the same size) and on the quality of land (equal distribution). This leads to different holding sizes and to dispersed fields which may be far apart and sometimes also far from settlements. Holdings are quite narrow strips side by side and hence the number of owners is considerable. Most land is cultivated by its owners and many plots are rented to somebody else. Also some municipality lands are rented. Although most land is under crops and generally private, low quality lands are often municipality owned and used only as pasture, sometimes on rental basis. The municipality heads estimate, based on the visits in the fields and land ownership records/maps about how many owners will be affected due to construction of road alternative 2. Private land owners belong to seven different settlements. Although the road alternatives divert at their ends, the pattem of land distribution is similar, but longer with alternative 1, where additionally one orchard would be lost and compensation needed. Table 9-1: Possible Land Acquisition for Alignment 2 Settlement ha Affected families Duz-Jirdahan 8 35 Bozalganli 7.5 46 Abulbayli 10.7 41 GaraGanli 4.0 20 Khatinli 3.0 40 Dondar Gushchu 7 40 Ashagi Gushchu 1,5 12 Before the final design, it is impossible to estimate the precise numbers of the households or the real impacts to any individual household. Additionally land is owned by municipalities which also loose their land and must be compensated. 9.2 Price of Land Taking into consideration the importance of this issue for smooth and timely implementation of the Project from one side and the significance of land ownership for local people maximum attention should be paid to the process of land valuation. According to the Land Code, land to be taken to public use must be compensated by market price which will be determined by independent experts and agreed by both parties. Municipality lands are not to be sold with less than its nominal price. 56 During the field visit and Public Consultation meeting held in Tovuz, the Independent Consultant was informed by local people about land acquisition methods and practice used during land acquisition process for oil and gas pipelines. The main complain of the population is the lack of information about timing this whole process, criteria for price determination, and poor public involvement in decision making. There were frequent complaints of lack of information and knowledge about compensation process and principles, despite the fact that the representatives of people who lose the land participate in the negotiation. Taking into consideration the sensitiveness of land acquisition process, all existing complains of the population, and, in order to assure smooth Project implementation, the RTSD administration is recommended to: 1) guarantee broad involvement of affected population into appropriate Commission activities; 2) provide timely and objective information on the whole process of land acquisition; 3) create effective monitoring system on the process of fair and timely monetary compensation to population. Knowing limited local capacities and for guaranteeing fairly valuation of acquisition lands there is a need for legal assistance both to local authorities and land owners prior to start of negotiations process. Compensations for all kinds of land should be conducted according to the local legislation 9.3 Acquisition and Compensation Procedure and Schedule According to the Memorandum of Understanding between the World Bank and the Government of Azerbaijan on Land Acquisition for this road, applications for compensations and information for it are collected by the representatives of the District Executive Power and the Azerbaijan State Land and Cartography Committee. The information collected includes (a) the type of land: if sowing land, pasture, garden, dry-farming or irrigated land, (b) buildings, (c) plants already sown or to be sown during the next season and (d) perennial herbs, trees and their age and quantity. The final approval and acceptance belong to the Cabinet of Ministers. In the case of the disputes over procedure, these are solved by the District Executive Power, Municipality and Court (Land Code: Article 103). The proposed bypass road will have two lanes first, but in the future it will be widened into four lanes and this will require 60 m wide right of way. It is recommended that the whole 60m corridor will be bought at a time and compensated to the land owners immediately. At the same time, it is not clear now when this road will be rehabilitated into a four lane road. Practically, it means that for several years arable lands would stay without use. The budget of many current land owners is tied to these lands, and therefore it is quite possible that they would try to continue using these lands illegally. In order to prevent this from happening, there are two options: * The RTSD plants trees or other objects in the used land. * The RTSD lends the land to former owners of the land There are advantages and disadvantages in both options. 57 The first option has advantages that i) the aesthetics around the road will be improved; ii) soil erosion can be prevented; and iii) administration is relatively simple. The disadvantages of the option include: i) social tension may be created as potentially arable land is left unused; ii) villagers may still cut plants or remove objects to use the land for farming; and iii) thus RTSD may need to hire new staff to prevent this. The second option proved successful during the construction of oil and gas pipelines in the same administrative area and was positively received by local population. The management of these pipelines signed agreements for land renting and allowed previous owners to use their former lands just for agriculture, i.e. no permanent structures (e.g. houses) could be constructed on this land. The advantages of this option include: social peace can be maintained as villagers are allowed to continue farming; and ii) RTSD will receive increased income as rent. The option however has disadvantages: i) villagers may fail to pay rent as agreed; ii) the RTSD currently does not have enough capacity to administer the rented land and thus needs capacity development and additional expenditure to administer the option; and iii) villagers may refuse to abandon the land despite the agreement when the time comes that RTSD needs to take the land to expand the road. Whichever options to take, the RTSD is advised to assess the advantages and disadvantages carefully. Although the state is responsible to pay compensations, there is no clear and consistent compensation system which is used to pay compensations. The different state funds are used in different projects depending on the case and agreements done. It is recommended that the compensations needed for the construction of the Tovuz Bypass would be paid from the Counterpart Fund and compensations monitored by the RTSD. Compensation must be paid to people before any construction work starts, i.e. immediately after the road design has been finished. 58 REFERENCES AGAMALIYEVA, KONOVALOVA Ecological Features of Azerbaijan Soils", 2004, Baku Cartographical factory BEKTASHI, L. and CHERP, A. (2002) Evolution and Current State of Environmental Assessment in Azerbaijan. Impact Assessment and Project Assessment,Vol. 20, no 4,2002. ENGCONSULT Ltd.: Yevlax -Ganja Road Rehabilitation Project. IEE, Final Report. January 2005 FATMA ABDULLAZADE and VAGIF BAKHMANLI: Azerbaijan. Baki 1998 HOBAN, Chr., and TSUNOKAWA, K. (1997): Roads and the Environment. A Handbook. Worldbank Technical Paper no. 376. Washington, 1997. KOCKS Consult GmbH / BCEOM / FINNROAD ltd. Rehabilitation and Upgrading of the Gazakh - Georgian border Road Section. Engineering Report. October 2002. MAIN STATE ECOLOGICAL EXPERTISE: Standards and Regulations on Environmental Control with Respect to Economic Activity. MEMORANDUM of UNDERSTANDING on LAND ACQUISITION: Baku-Qazakh-Georgia Borders, "Silk Road" land Acquisition Works. Agreement between the Azerbaijan Government and International Development Association and the Decree of the President of Azerbaijan Republic of 6 September 2001 NATIONAL ENVIRONMENT IMPACT ASSESSMENT GUIDELINES AND PROCEDURES RED DATA BOOK of AZERBAIJAN. Baku, 1989 'Ishig' RUSTAMOV, S., JAFAROV, B. GAJIBEKOV, N. (1959): The Water Balance of the Rivers of The Lesser Caucasus Basin."ELM", Baku 1959 UNDP (1996): Handbook for the Environmental Impact Assessment Process in the Azerbaijan Republic. Baku, 1996 THE WORLD BANK: Aide Memoire Azerbaijan Highway Project. September 16, 2004 THE WORLD BANK: Environment Assessment. OP 4.01, January 1999 THE WORLD BANK: Content of an Environmental Impact Assessment Report for Category A Project. OP 4.01-Annex B, January 1999 THE WORLD BANK (1998): Azerbaijan Cultural Heritage Sites, April 1998 THE WORLD BANK (1998): Azerbaijan Soils, April 1998 STATISTICAL YEARBOOK of AZERBAIJAN 2002. The Sate Statistical Committee of Azerbaijan STATE COMMITrEE ON ECOLOGY AND CONTROL OF NATURAL RESOURCES TRANSPORT and COMMUNICATION of AZERBAIJAN 2003. The State Statistical Committee of Azerbaijan Republic UTILIZATION (1998): Azerbaijan Republic, National Environmental Action Plan. Baku, 1998 UNDP: Handbook for the Environmental Impact Assessment Process in Azerbaijan. Baku, 1996 UNEP State of the Environment Report. Internet Document 59 USAID (2000) Biodiversity Assessment Report Azerbaijan. Internet Doc YEVevlax -Ganja Road Rehabilitation Project. IEE, Final Report. Engconsult Ltd. January 2005 60 LIST OF PEOPLE MET Mr. ALLAZOV, Kamran Road Transport Service Dept., Deputy Head of Ecology & Safety Sector Mr. ABDULLAYEV, Akbar Consultant Mr. ASLANOV, Azer Ministry of Environment and Nature Resources, Unit for Standards and Technical Requirements in Ecological Expertise Mr. DOTCHEV, S.I. Resident Engineer (Yevlakh to Gazakh Road Project) Mr. GASIMOV, Shahbaz Azerkorpu Tovuz. Deputy of Chairman Mr. GULIYEV, Rafayel Ministry of Environment and Nature Resources, Dept. 2., Head of Dept., Gazakh Mr. IBRAHIMOV, Elgam Abulbayli, Municipality Representative Mr. IBRAHIMOV, Israil Garakhanli, Municipality Representative Mr. MAMMADOV, Nuratdin Khatinli Municipality Representative Mr. MAMMADOV, Rasim Duz-Jirdahan, Representative of the District Executive Power Mr. MUSTAFAYEV, Yashar Ministry of Environment and Nature Resources, Dept. 2, Advisor, Gazakh Mr. RZAYEV, Ramiz Ministry of Environment and Nature Resources, Department of State Expertise, Deputy Head of Department Mr. RUSTAMOV, Jabir Head of the Architecture Department, the District Executive Power Mr. SHAKURU, Shervin Ministry of Health, Dept. of Hygiene and Environmental Protection; Chief Expert Mr. SULTANOV, Jeykhun Ministry of Environment and Nature Resources, Dept. 2. Inspector, Gazakh Ms. TAGIZADE, Leyla Ministry of Health, Dept. of Hygiene and Environmental Protection; Head of Dept. Mr. VALIYEV, Majnun Louis Berger S.A., Material Engineer (Yevlakh to Gazakh Road Project) 61 Appendix A: Environmental Mitigation and Monitoring Plan ENVIRONMENTAL AND SOCIOECONOMIC MANAGEMENT PLAN FOR TOVUZ BYPASS PROJECT I. Mitigation Measures Potential Impact Activity Miti2ation Measures ImWlementati Monitoring Timin2 on by b Design Phase Soil Soil erosion Deep cuts in the area of the Provision of slope retaining structures or Detailed Design RTSD Detailed Tovuz Chay bridge plantation of shrubs (local species with Consultants design phase appropriate adaptation to local climatic conditions) should also be considered in these sections. Loss of agricultural Dumping of large volumes In the forthcoming planning phase, priority Detailed Design RTSD Detailed land of excess materials during shall be given to use excess materials for the Consultants design phase the earthworks smoothening the embankments such as to minimize the need to dump any excess materials. What cannot be used for this purpose will have to be dumped. The final decision on the most appropriate sites for dumping of these excess materials will be made during detailed design.. A separate budget is to be provided to cover the costs for these measures. Possible impairment of Siting and operation of Scrutinize whether the site that is presently Detailed Design RTSD Detailed agricultural production asphalt plant used for the rehabilitation on the Shamkhir Consultants design phase to Gazakh section may be foreseen for the based on 1 Potential Impact Activity Miti2ation Measures Implementati Monitoring Tirming on by b present Project. indications If this is not feasible, an alternative site made in the should be selected such as to entail a frame of the minimum impact on productive agricultural present study land .The optimal site shall be finally defined in the detailed design and included in the tender documents. Water Siltation of streams or Dumping of large volumes In the planning phase, priority shall be Detailed Design RTSD Detailed the river of excess materials during given to use excess materials for the Consultants design phase the earthworks smoothening the embankments such as to minimize the need to dump any excess materials. The final decision on the most appropriate sites for dumping of these excess materials will be made during detailed design. The identified locations must be shown in the tender documents, including specifications on drainage and landscaping requirements. Run-off water Deterioration in water The construction Contractor shall develop a Construction RTSD Prior to quality due to polluted run- run-off control plan which will focus on Contractor construction off waters from the managing potential problems at source. This construction sites will include as a minimum: provisions for managing run-off from vehicle washing; the containment of fuels, chemicals and waste stored on site; measures to control spillage during vehicle refueling; the use of tarps on vehicles transporting materials; and the prompt clean up of spills. Air 2 Potential Impact Activity Mitigation Measures Implementati Monitorin2 Timing on by by Air pollution Siting and operation of Scrutinize, weather the site that is presently Detailed Design RTSD Detailed asphalt plant used for the rehabilitation on the Shamkhir Consultants design phase to Gazakh section may be foreseen for the based on present Project. indications If this is not feasible, an alternative site made in the should be selected such as to entail a frame of the minimum impact on settlements. The present study prevailing wind direction should be taken into account and the distance to the near-by settlements shall not be less than 500m as the crow flies. The optimal site shall be finally defined in the detailed design and included in the tender documents. Noise Alignment of a new road Tree planting is recommended to serve as a Detailed Design RTSD Detailed buffer against traffic noise in the section Consultants design phase between Jalilli and Duz-Jirdahan. The concrete location of these plantations will be determined during the detailed design. A separate budget is to be provided to implement these measures. Dust Alignment of a new road Tree planting is recommended to serve as a Detailed Design RTSD Detailed buffer against dust in the section between Consultants design phase Jalilli and Duz-Jirdahan. The concrete location of these plantations will be determined during the detailed design. Landscape Disfigure of the Dumping of large volumes In the forthcoming planning phase, priority Detailed Design RTSD Detailed landscape of excess materials during shall be given to use excess materials for the Consultants design phase the earthworks smoothening the embankments such as to minimize the need to dump any excess materials. Traffic &Road Safety 3 Potential Im act Activity Mitigation Measures Imulementati Monitoring Timing _______________ ~~~~~~~~~~~~~~~~~~~~~on by High speed and Road Intersections Either traffic circles or two level crossings Design RTSD Planning/ accidents possibility for local motor vehicle traffic. Consultant design Under-road passages to animals and farm period equipment. Preferred places should be found by negotiating with local farmers. Present local roads Road alignment Road alternatives should be considered. Detailed Design RTSD Detailed temporarily will be Additionally, some new underpasses are Consultants design phase disrupted needed for flocks of sheep and cattle, at least one between the present roads to the northern villages as well as either sides of the new bridge over Tovuz River which are used as pasture lands. The number and the locations of these safe passages should be determined during the detailed design and negotiated together with the local farmers during the further public consultations. Nuisance to the local Temporary use of local There will be consideration in detailed Detailed Design RTSD Detailed population and social roads through construction design to maintain local roads in appropriate Consultants design phase instability traffic may cause their condition during construction and to repair damage local damaged roads to their original condition after completion of works. To this regard appropriate budget will have to be provided. Land Acquisition Road land acquisition Road land need delineated To mitigate negative impacts the Land Detailed design RTSD Detailed Acquisition Plan/Matrix should be Consultant design Phase developed Delineating land needed for the four lane highway (trying to avoid especially vineyards). Permanent loss of Road alignment Data for compensation collected with the RTSD Cabinet of Compen- 4 Potential Impact Activity Miti2ation Measures Implementati Monitorin2 Timin2 on bv b private and District Executive Power and the State Land Ministers sated before municipality land and Cartography Committee. construction Land (and other) property compensation paid according to the Memorandum of Understanding. Paid from the Counterpart Fund based on market price. Private Property Demolition Loss of agricultural Dumping of large volumes In the forthcoming planning phase, priority Detailed Design RTSD Detailed land of excess materials during shall be given to use excess materials for the Consultants design phase the earthworks smoothening the embankments such as to minimize the need to dump any excess materials. Loss of agricultural Land acquisition Pennanent loss of land: Compensation for RTSD, Cabinet of Once or income loss of yield for an agreed discount period. Local authorities Ministers annually as Temporary loss of land and income: agreed compensation depending on time and type of loss, negotiated with and agreed by local farmers Impact on the The loss of land due to The lost lands should be compensated RTSD Cabinet of Compen- agricultural production road alignment by new agricultural land. In this case the Ministers sated before in general and on some impacts on agricultural output are construction households in temporary, as is the case with lands that particular are lost only for construction period. Garage and restaurant Loss of buildings and/or Lost buildings such as a garage and RTSD, Cabinet of Compen- demolition income due to road restaurant are compensated at market prices. Local authorities Ministers sated before alignment To avoid a loss of income due to loss of a construction building, new site for a garage should be allocated by the municipality. Construction Phase 5 Potential Impact Activity Mitigation Measures Imolementati Monitoring Timing on by by General Temporary Construction works The temporary employment preferably to Contractor RTSD Construction employment persons who will be affected by the road phase possibilities construction works. Soil Contamination from Construction camp Location of construction camp to be Contractor RTSD/ESS Construction the worker's camp apoebylclauthorities to minimize and CSC phase adverse socio-economic effects. ocau Authorites Related to soil compaction workers will be advised to confine operations within 2 x 30 m of the future road's centerline Provision of confined sites for vehicles maintenance and fuelling designed to contain spilled lubricants and fuels. To this regard the contractor shall submit a description of fuel storage and its location, and of the filling station and car washing site to the local executive and sanitary authorities, including a statement on their location, further than 500 m from the water sources and irrigation systems; Chronic erosion and Borrow pit operation * The contractor will set up a plan of each Contractor RRTSD/ESS Construction siltation of the of the borrow sites that he intends to use and CSC phase adjoining land which provides information on their location on the haul routes he intends to use and the measures foreseen to rehabilitate these pits upon finalization of the Project; * Top soil will be removed prior to excavation works and stored for its rehabilitation after completion of works. To 6 Potential Impact Activity Mitigation Measures ImWlementati Monitoring Timing on by b maintain soil fertility and prevent erosion long-term stock-piles of topsoil will immediately be provided with a grass cover or otherwise adequately protected; * Upon completion of works the contractor will rehabilitate the site according to MENR requirements /permit conditions; Surface water ecology Erosion of exposed ground * Top soil shall be stripped and reused. Contractor RTSD/ESS Construction problem or topsoil; increased surface Long-term stockpiles of topsoil will and CSC phase water runoff and siltation of immediately be provided with a grass cover watercourses during site or protected otherwise to prevent erosion or preparation and earthworks loss of fertility. Loss or agricultural Dumping of excess material * Soil dumping sites for excess materials land, impair of the during the site preparation that may not be reused will be identified biological environment, and earth works during final design. disfigure of the * Prior to the beginning of earthworks the landscape contractor shall submit a soil management plan which provides the details on the concrete management of excess materials including time frames and haul routes and shall seek approval of this plan from the ESS's CSC; * To minimize the risk of water or wind erosion excess material shall be transported to the final disposal sites as extraction proceeds. * To minimize adverse socio-economic effects related to soil compaction workers Soil compaction may Use of heavy machinery will be advised to confine operations within harm the soil's further moving around the 2 x 30 m of the future centreline. potential as farmland construction 7 Potential Imnact Activitv Miti2ation Measures Implementati Monitoring Tirming on bv by and impair drainage Pollution of soils Establishment and Contractor shall submit a separate plan of Contractor's DRTSD and Prior to the operation of worker's his work camp describing the layout of his EHSM CSC beginning of camp/contractor's yard work camp and detail proposed measures to the avoid or reduce adverse environ-mental construction impacts resulting from its installation and phase operation. As a minimum, the following measures will be taken: * Establishment of a waste management plan covering the following: regular waste collection and disposal from worksite/contractor's yard (may be temporarily integrated into the existing waste collection systems and disposal facilities of Tovuz); separate collection of toxic and harmful waste as well as used tires to be handled in cooperation with an approved, authorized partner, according to the relevant regulatory provisions and disposed of at designated sites according to MENR; * Provision of confined sites for vehicle's maintenance / fuelling / washing designed to contain spilled lubricants and fuels; Water Negative impact on The siltation of river and To minimize the risk of siltation on the Contractor ESS's CSC Construction aquatic ecology streams during the bridge Tovuz Chay bridge construction works shall and ESS phase construction and drainage be confined to the period between June and works December. The discharge of sediment- laden construction water (e.g. from areas 8 Potential Impact Activity Mitigation Measures Implementati Monitoring Timing on by bA containing dredged spoil) directly into surface water will be forbidden. Sediment- laden construction water will gene-rally be discharged into settling ponds or tanks prior to final discharge. To this regard, a method statement for the organization and execution of bridge construction works shall be submitted by Contractor to the ESS for approval. Impediment of water Construction works * The contractor will take all necessary Contractor RTSD/ESS Construction quality and flow regime measures to prevent earthworks and stone phase works related to road construction from impeding the flow of rivers / streams and canals or existing irrigation and drainage systems. * disposal of wastes, materials, as well as filling and parking of vehicles is restricted within 100 m of water drainage zones. . washing of vehicles or any equipment in the river or streams will be strictly forbidden. The contractor shall instruct his workforce accordingly. Contamination of Accidental spillage of At the site the Contractor shall avoid that Contractor ESS, PIU with Construction ground- or surface bitumen or any lubricants bitumen possible do not enter into dry or assistance of phase water for the dilution of the running stream beds nor may it be disposed MENR if bitumen during the of in ditches or any waste disposal site. The required operation of the bitumen bitumen storage and mixing area must be mixing plant effectively protected against spill. Contaminated soil shall be hand-led according to MENR requirements or other acceptable standards. As a minimum, these areas must be contained as to allow immediate collection and clean up. Any 9 Potential Impact Activity Miti2ation Measures Implementati Monitoring Timing on by by petroleum pro-ducts shall also be carefully managed to avoid spills and the contamination of the local groundwater table. The construction contractor shall prepare a method statement on siting of the mixing Wlant and handling of bitumen spills which he shall propose to the PIU and the ESS in a meeting to be held prior to the commencement of works. Chronic oil product The transport and use of * Fuelling and servicing of equipment and Contractor RTSD/ESS Construction pollution, entailing the large quantities of diesel machinery will be confined to designated and CSC phase impairment of fuel and other petroleum areas and servicing protocols be regularly groundwater aquifers established; and surface water * Storage, handling and disposal of waste oil shall be managed and disposed of to approved sites according to MENR requirements; * Washing of vehicles or any equipment in the river or streams will be strictly forbidden. To this regard the contractor will inform his workforce accordingly. Pollution of ground- Establishment and The contractor shall submit a separate plan Contractor's RTSD/ESS Prior to the and surface water operation of worker's of his work camp describing the layout of EHSM and CSC beginning of camp/contractor's yard his work camp and detail proposed the measures to avoid or reduce adverse construction environ-mental impacts resulting from its phase installation and operation. As a minimum, the following measures will be taken: * Provision of appropriate latrines and sewage collection systems and establishment of a simple sewage 10 Potential ImDact Activity Mitigation Measures Implementati Monitoring Timing management plan which shall be submitted to the PIU for approval. * Provision of secure, impermneable and bounded compounds to store chemicals and oil distant from any surface waters; Water supply Establishment and * Provision of potable water for the Contractor's RTSD/ESS Prior to the problems for the operation of worker's workforce in compliance with the relevant EHSM and CSC beginning of workforce camp/contractor's yard national standards on drinking water the quality. Prior to the beginning of worksite construction operation the contractor shall seek approval phase on the source of his drinking water and water construction from the local competent authority. Pollution of surface Accidents on the Tovuz To mitigate such risk it is proposed to Contractor RTSD Construction water. river bridge when vehicles enhance safety (i) by providing specific phase containing toxic or signalization at reasonable distances from hazardous materials are the bridge, including speed reduction if involved need be; (ii) carry out measures according to the spill contingency plan for cleaning up the hazardous and toxic materials (i.e. oil, fuel, toxic substances). The preparation of such a plan was already recommended in the frame of the Initial Environment Examination of the Yevlax-Ganja Road Rehabilitation Project. In case it would not be realized, RTSD's ESS should organize preparation of such a plan when the present Project comes into implementation. Air Degradation of air Exhaust emissions from the Mitigation of these impacts will be achieved Contractor RTSD Construction quality operation of construction by implementing the following: (i) phase machinery, fugitive maintenance of construction equipment to 11 Potential Imnact Activity Mitigation Measures r Implementati Monitoring Timing on by by emissions from aggregates, good standard; improper functioning concrete, and asphalt plants machinery that causes excessive pollution will be banned from the construction sites; (ii) aggregate, asphalt and concrete plants will be operated in compliance with the relevant pollution control guidelines regulations and located at such distances from human settlements that nuisances through emissions, dust and offensive odors will be excluded. In this context the prevailing directions of winds will be taken into consideration Flora &Fauna Loss of trees Construction of new Replanting of roadside trees in the area of RTSD/ESS and RTSD At the end roundabout the new roundabout in the south of Jalilli. CSC of the An appropriate location would have to be construction identified during detailed design and shall phase take the longer-term planning of a future interchange flyover into account. The concrete implementation of this measure will have to take into consideration that subsequent planning phases envisage the construction of an interchange flyover in this area. Entrance to borrow pit I Workers will be specifically informed about Construction and alongside the access this issue. phase road Noise High and sustained Use of heavy machinery The noise should be reduced through (i) the Contractor RTSD Construction noise place in the during equipment restriction of working hours to between phase neighborhood of operation. 0600 to 2100 hours within a 500 m distance human settlements of the adjoining settlements; (ii) strict 12 Potential Impact Activitv Miti2ation Measures Implementati Monitoring Timing on by Material transport from enforcement of a maximum noise level of borrow sites 70 dBA in the vicinity of the construction site; (iii) ban of improper functioning machinery that causes excessive noise pollution from the construction sites. All above-mentioned measures would allow to keep the maximum noise level under 70 dBA required by regulations. Dust Nuisance to local Material transport from Establishment of a dust control program: In Contractor RTSD Construction population living borrow sites the vicinity of settlements or where the local phase alongside the haul population might be affected the contractor routes through dust will be required to regularly water haul and material spillage routes. This will also apply to temporary access routes to aggregate sites. For these areas the contractor will prepare a spraying schedule which is the basis of the dust control program. Trucks shall be covered to minimize dust and material spillage. Waste Worker's camp waste Worker's camp operation Establishment of a waste management Contractor RTSD Construction plan covering the following: regular phase waste collection and disposal (may be temporarily integrated into the existing waste collection systems and disposal facilities of Tovuz); separate collection of toxic and harmful waste as well as used tires Solid waste generated Construction works The construction contractor shall prepare a Contractor, RTSD Construction during construction waste management plan for the disposal of RTSD and local phase waste products including any hazardous authorities 13 Potential Impact Activity Miti2ation Measures Imniementati Monitorin2 Timing on by b waste generated during construction. The waste management plan shall include an estimate of the types and quantities of waste matter, other residual materials, and the rate at which these will be produced. The methods by which the quantities of residuals and wastes were estimated should also be indicated. The plan should also include appropriate arrangements for the local storage and transport of this waste (as necessary). Traffic &Road Safety Transportation Loss of access to local Temporary bypasses should be built to Contractor RTSD Continuous difficulties during roads during the facilitate nonnal traffic between settlements information daily activities construction works and the town as well as moving farm equipment and/or animals to fields and pastures. Construction schedule should be informed to local people Traffic injuries and Violations of road safety The contractor will Contractor RTSD/ESS, Construction fatalities; disruptions during construction work * provide measures to allow for the Police and phase and access restrictions adequate traffic flow around construction CSC areas; * provide adequate signalisation, barriers and flag persons for traffic control; * inform the public about the scope and schedule of construction activities and expected disruptions and access restrictions through community consultation and newspaper announcements. Land Acquisition 14 Potential Imnact Activity Mitigation Measures Imulementati Monitoring Timin2 on by by Two hundred Road alignment The compensations would mitigate Contractor RTSD, Local Prior to ouseholds will economic losses. Temporary loss of land Authorities Construction ermanently and and/or crops or trees during the construction phase emporarily lose land. period is compensated to producers, and hence, the economic impacts are not severe or long term. Private Property Demolition Movements to and Construction operations As a mitigation measure, the loss of crop is Contractor RTSD, Local Prior to from the fields may be compensated. Also grazing lands for Authorities Construction restricted animals may be restricted and in the case phase that no grazing can be done, new lands should be shown, or if stall feeding is necessitated, compensation to. buy for fodder is needed. Small garage and Construction operations Monetary compensation is needed for Contractor RTSD, Local Prior to restaurant must be the demolished buildings and according Authorities Construction demolished. to the agreement with the owners either phase monetary compensation or a new site must be offered. Also a wall around a private house will be affected due to the two level intersections. An underground gas pipe is going here and needs a special attention from the designers not to be affected. The loss of property must be compensated at its market price value. Traffic Disruption Damaging of local Transportation of borrow It is recommended that prior to the start of Contractor RTSD, Local Prior to roads materials and the use of construction the Contractor revises the Authorities Construction 15 Potential ImPact Activity Mitigation Measures Implementati Monitoring Timing on by by these roads by heavy baseline condition of these roads. The phase construction equipment. physical condition of the public roads that may be temporarily used as haulage routes shall therefore be subject to regular monitoring. Upon completion of works such roads shall be rehabilitated to their prior condition and to the satisfaction of the local authorities. The contractor will assure that construction practices will comply with contract procedures and specifications. This will be supervised by the construction supervision consultants employed under the project. Transportation Loss of access to local Temporary bypasses should be built to Contractor RTSD Through difficulties roads facilitate normal traffic between settlements construction and town Traffic problems Construction activities Appropriate measures to redirect traffic that Contractor RTSD, Local Prior to are easily seen or easy to follow including Authorities Construction preparation of traffic Management Plan phase Pedestrian Safety Construction activities Appropriate lightning and well defined Contractor RTSD, Local Prior to safety signs included in the traffic Authorities Construction Management Plan phase Health Safety Health hazards for Construction works * Regular maintenance of construction Contractor ESS with Construction construction workers equipment to good standard; inproper assistance of phase and neighbouring functioning machinery that causes excessive MENR and residents pollution will be banned from the MOH if construction sites; required * Aggregate, asphalt and concrete plants will be operated in compliance with the relevant pollution control regulations and located at such distances from human 16 Potential Impact Activity Miti2ation Measures Implementati Monitoring Timing on by b settlements that nuisances through emissions, dust and offensive odours will be excluded. In this context the prevailing directions of winds will be taken into consideration. Nuisance for the local Construction works * In the vicinity of settlements working Contractor ESS Construction population in the hours will be restricted to between 0700 to phase vicinity of the 2100 hours within a 500 m distance of the construction site adjoining settlements; * Strict enforcement of a maximum noise Nuisance & health level of 70 dBA in the vicinity of the risks for the workforce construction site; * Ban of improper functioning machinery that causes excessive noise pollution from the construction sites. Nuisance for Development of dust and * The contractor shall submit a dust Contractor ESHE and Construction neighbouring residents hannful fumes/offensive management programme and a spraving CSC with phase odours during material schedule indicating the areas to be sprayed support of the transport and construction (all areas where dry materials are being district Safety and health risks handled and / or crushed; haul and monitoring for the workforce construction roads and any other temporary units of access roads) and the proposed frequency of MENR if spraying. required * All vehicles transporting materials will be covered to reduce dust and spills; . Asphalt application is made by spraying hot liquid bitumen onto an aggregate base. Bitumen preparation sites are generally noisy, produce harmful fumes, offensive odours and constitute a considerable fire risk. Therefore, the bitumen preparation and loading site will have to be at a minimum 17 Potential Impact Activity Miti2ation Measures Implementati Monitoring Timing on by by distance of 500 m and downwind from any community development. Moreover, the contractor must have spill and fire fighting equipment readily available to deal with any accidents. * Mixing and crushing plants and operations must be equipped with dust suppression devices, e.g. water sprays. Operators should permanently wear dust masks and ear protection (also see under 'Health & Safety below) Nuisance for Improper drainage or dirt, * Provision of a communication channel Contractor DRTSD and Throughout neighbouring residents disturbance or loss of between the CSC / contractor and the local CSC the access to the main road community through the establishment of a construction during the temporary use of formal grievance redress committee with a phase local roads representation from the affected people; * Provision of advance notice to the affected communities about the construction schedule; . Provision of permanent safe access to all residents whose settlements and access are temporarily severed by road construction operations; . Repair of damaged local roads to their original condition after project completion. Deterioration of Poor work site conditions . Appointment of an environment, health Contractor's RTSD and At the worker's health and safety manager in the Construction EHSM ESS/ CSC beginning of Supervision Team; the * Application to MOH's Central construction Disinfection Centre and the Tovuz District phase and Disinfection Centre to obtain approval on appropriate the general living conditions and sanitary intervals 18 Potential Impact Activity Miti2ation Measures ImPlementati Monitorin2 Timing on bv by provisions in the worker's camp; throughout * Ttraining of all construction workers in construftion basic sanitation and health care issues, general health and safety matters and on the specific hazards of their work; * Assure good drainage at all sites within the construction camp to avoid stagnant water bodies which may become breeding sites for vectors of waterbome diseases; * Provision of adequate health care facilities within the construction sites, including a first aid equipment and facilities; regular clearing of septic tanks from worker's camp and other mobile toilets to prevent outbreak of diseases. . Provision of personal protection gear for workers, such as safety boots, helmets, gloves, protective clothing, goggles, and ear protection; . Provision of clean potable water for all workers; * Provision of adequate protection to the general public, including safety barriers and marking of hazardous area; Potable water problem Contractor's Camp Prior to the beginning of worksite operation Contractor RTSD, Local Prior to operation the contractor shall enter into dialogue with Authorities Construction the local authorities / water supply utility to phase identify drinking water sources that will not compete with the demands of the local population. Spread of HIV/AIDS Low level awareness on All construction workers will be adequately Contractor's DRTSD, At the and STD to the local HIV/AIDS and STD informed about HIV/AIDS and STD and on EHSM Ministry of beginning of 19 Potential Impact Activity Mitigation Measures ImWlementati Monitorin,g Timing on by by community how to avoid infection and transmission; Health and / the Group consultation will be also done to ESS's CSC construction create awareness among the community phase and about these diseases. To this regard the appropriate contractor may subcontract or cooperate intervals with the AIDS Centre in Baku to obtain throughout practical advice. construction Tensions between the Construction worksites may The contractor shall provide all necessary Contractor RTSD, Local Construction local residents and the place stresses on resources temporary facilities such as health care, Authorities phase workers and infrastructure of the eating space and praying places at the local communities worksite. Mechanism will be established by RTSD with participation of local executive authorities which will enable local people to raise complaints on the construction processes. Cultural Heritage Archeological findings Construction works. In the event of the unexpected discovery of Contractor RTSD, Local Construction archaeological objects the Contractor should and phase immediately notify local and archaeological Archaeological authorities and follow their directions. Authorities Construction works would be stopped and the appropriate local executive authority would be immediately informed. Works will resume only after appropriate measures have been taken as requested by the appropriate authority, and confirmation has been received from them that works may continue. The requirements conceming measures in case of chance finds shall also be included in the bidding documents for 20 Potential Impact Activity Mitigation Measures ImPlementati Monitoring Tiring on by by civil works, Operation Phase Water Surface and ground Run-off water associated A spill management plan for responding to Contractor, RTSD Continuous water contamination with rainwater or melting oil or chemical spills during operationshall RTSD by run-off waters snow be prepared, and adequate hands-on training will be provided to RTSD by the contractor engaged to support RTSD to ensure the implementation of this plan. Surface water Accidents on the Tovuz * Improve road safety by providing DRTSD RTSD/ESS Operational contamination by toxic river bridge appropriate signalisation at reasonable phase or hazardous materials distances from the bridge, including speed reduction if need be. * Develop special spill contingency plan * Carry out measures according to spill contingency plan for cleaning up hazardous and toxic materials (i.e. oil, fuel, toxic substances)'. Flooding Inappropriate maintenance * The drainage system will be periodically Contractor RTSD Operational of storm water drainage cleared so as to ensure adequate storm water phase system flow. Local community groups under contract from the RTSD will be responsible for cleaning the drainage facilities, especially the clogging of cutting of grasses and clearing shrubs etc. Employing local workforce will be efficient and effective and economic as these localized problems can 1 The preparation of such plan was already recommended in the frame of the ADB-funded IEE on the Yevax to Ganja Road Rehabilitation Project. It is thus assumed that such tool will be available to all DRTSD's and the EHSU when the present Project comes into implementation. 21 Potential Imnact Activity Mitigation Measures Implementati Monitorin2 Timing on bv by be easily resolved at their early stages. Noise Permanent nuisance Traffic noise * In the medium and longer term regular Contractor DRTSD Operational for local residents monitoring of the development of noise phase levels shall be canried out to clarify if further action needs to be taken to comply with the relevant regulations. This would be the case when noise levels exceed 55 dBA during the day / 45 dBA during night time (all potentially affected areas to be considered as 'residential'). Mitigation measures could be earth benrns, noise barriers. Air Dust nuisance Inappropriate sanitary * Maintain and clean roads properly; ESS ESS and Operational control * Replace roadside tree plantations lost to DRTSD phase construction and encourage new tree plantation and landscaping projects. Pollution by emission Exhaust emissions from the Mitigation will be achieved by maintenance Contractor RTSD, Local operation of construction of construction equipment to good standard; MOH machinery, fugitive improper functioning machinery that causes emissions from aggregates. excessive pollution will be banned from the construction sites; Traffic &Road Safety Traffic accidents Violation of road Speed limits and warning signs for road RTSD RTSD, Continuous regulations safety close to road crossings, especially if Traffic Police these are not two level crossings. Animals should use only under-road passages constructed for that purpose. Unplanned encroachment to the new roadsides should be avoided/ stopped. 22 Potential Impact Activity Mitigation Measures Imulementati Monitorin2 Timine on_by by Information about safe traffic behavior to people should be clear and frequent. Erosion, rock fall, Install appropriate warning signs, reflective RTSD RTSD, Continuous hazardous conditions markers to indicate unsafe places. Locate Traffic Police warnings at points considered appropriate by good engineering practice. Road accidents Violation of regulations * Study road accidents properly and DRTSD RTSD/ESS Operational identify the causes and implement phase appropriate mitigation measures * Properly maintain road signs, markings and information displays. Unplanned activities In order to avoid these places to turn out RTSD RTSD, Local Continuous sprouting up along the new prone to accidents, special safety zones authorities, road. should proposed during the road detailed Traffic Police design. In addition safety measures and/or regulations must be created by RTSD together with local authorities.. Land Acquisition Unused land occupied Area of new road ROW Unused but compensated land can be rented RTSD RTSD ,Local As agreed for crops/ animal to the previous (or other) owners for Authorities between growing annual crops. parties No permanent structures are allowed. II. Monitoring Plan Impact Location Means of Parameters Frequency of Responsibility Monitoring Monitoring General Community instability Entire project road Community Public stability Before construction, Contractor/ consultation thereafter monthly or Municipalities 23 Impact Location Means of Parameters Frequency of Responsibility Monitoring Monitoring after complaint Haul routes, worker's Site inspection Full restoration of At the end of the Contractor/ Rehabilitation of all camps and all other areas / sites to initial state. const-uction period RTSD temporarily used sites sites that were temporarily used during construction Health and Safety All construction sites and Site inspection Statistic reports. Ongoing / monthly Contractor worker's camp Public safety Entire project road Site inspection Statistic reports. Ongoing Contractor/ Municipalities Soil Dumping of excess All designated dumping Inspection of dumping Appropriate Spot checks; ongoing Contractor/ material and sites. Refer to maps of sites regulations. landscaping of disposal dumping sites sites Soil erosion Bridge construction sites Ongoing site Control of susceptible Regular inspections Contractor/ and selected locations of inspection areas Tovuz bypass Soil contamination Contractor's yard and all Site inspection Lab control of Ongoing / monthly Contractor/ construction sites chemical content Water Water pollution by Contractor's yard and all Inspection of waste Control of chemical Spot checks Contractor chemicals project road construction disposal sites and work content, conductivity, sites sites oil and grease level. Storm water and Entire project road Site inspections Control of possible Ongoing RTSD/ drainage system siltation and Local pollution. authorities Air Pollution by emission Applied to entire project Ongoing site Control on Monthly Contractor road inspection compliance with 24 Impact Location Means of Parameters Frequency of Responsibility Monitoring Monitoring environment, health and safety regulations Pollution by asphalt Applied to entire project Ongoing site Control on Monthly Contractor plant road. No plant within 500 inspection compliance with m of settlement environment, health and safety regulations Noise Noise and vibration Worksites and borrow areas 70 dBA (day) at the Control noise levels Monthly Contractor work sites at acceptable level Consultation with the Ongoing communities Road operations Neighbouring settlements Noise measurements Control noise levels Every 5 years or after RTSD/ (Duz Jirdahan and Jalilli) Relevant standards: at acceptable level complaint Local 55 dBA (day) /45 dBA authorities (night) for nearby settlements Dust Dust Throughout project roads, Site inspection Monitoring of dust in Ongoing / after Contractor access roads, construction atmosphere to keep it complaint sites, asphalt plants and at minimum level. borrow sites Landscape Greening and ROW width of 60 m plus Site inspection Appropriate Ongoing / yearly RTSD landscaping any areas to be cleared regulations. Traffic &Road Safety Road safety Entire project road Collection of accident Statistic reports Ongoing / yearly RTSD/ data and site Traffic police inspections; Traffic Disruption 25 Impact Location Means of Parameters Frequency of Responsibility Monitoring Monitoring Damage of local roads All project road construction Site inspection Roads condition Ongoing / monthly / Contractor sites after complaint III. Institutional Measures Project Stage Responsible Organisation Activity Detailed Design RTSD Incorporate mitigation measures into detailed engineering design and technical specifications; Provide TORs for capacity building TA in the ESS RTSD, MENR Review and approve proposed environmental mitigation and monitoring measures Investment Department Allocate appropriate budget to undertake environ-mental monitoring and capacity building for ESS; Construction Contractor (with support of his Implement required environmental mitigation and monitoring Environment, Health & Safety Manager) measures In the absence of a qualified district road Supervise contractor's implementation of environmental measures on maintenance engineer: ESS with the a routine basis and enforce contractual requirements guidance and support of the CSC CSC Audit construction phase through environmental inspections and collection of monitoring data. Submit quarterly reports Provide hands- on-training to ESS staff. Provide awareness / training to workers and technology ?) transfer to the contractor; ESS with the guidance and support of the Ensure compliance with Government legal and WB requirements CSC; during construction, the EMP and LAP District offices of MENR / MOH Review potential complicated issues arising from the Project; 26 Project Stage Responsible Organisation Activity Upon Project completion: prepare and submit final report. ESS's CSC and ESS Operation ESS / District Maintenance Unit Undertake routine environmental monitoring, prepare reports . 27 Appendix B: Minutes of Public Consultation Meetings Matrix Tovuz Bypass Project Public Consultation Meetings Impacts Question Answer Meeting Date General 1. Some residents warned that there may be a gas 1. Information was taken for consideration 12.28.2004 pipeline along the eastern end of the alternative 2. Will the old third alternative be somehow 2. According to the surveys done by the Project, the third 03.26.2005 used? alternative will not be used. 3. Within two types of bridge design which one 3. Due to less excavation works volume of the 'high' 04.08.2005 would have less environmental impact and is profile bridge design as compared to the 'low' profile, considered as preferable? and appropriately low price of construction works, the 'high' profile bridge design was selected. 4. Who would be responsible for the 4. Local authorities would approve side location for 04.08.2005 accommodation of non-local workers and workers camp location. The Contractor would prepare a mitigation of environmental impacts of their stay? detailed plan for a workers camp, where measures on minimization of adverse socio-economic effects would be stipulated. 5. What is the procedure and guarantee that local 5. According to current practice approximately 50-70% 04.08.2005 population would be hired for construction of the workforce would be local population. The works? Contractor would consider all local applicants. 6. What is the total budget for road construction 6. The total budget would be clarified during the detailed 04.08.2005 and how much time it would take? design and is estimated to be between $10-12 million USD. The construction period is planned to be 24 months and to start at the beginning of the year 2006. 7. Who would be the members of the monitoring 7. All organizations that are involved in the process of 04.08.2005 group, and how often the monitoring would be road construction, mitigation and state control, are done? included in the prepared Monitoring Plan. The Plan determines concrete timing for each monitoring procedure. Water 1. Bridge construction may cause soil erosion and 1. The Environment Management Plan and Monitoring 04.08.2005 river pollution. Both road Alternatives Plan are already prepared. During different phases of presuppose trees demolition. Who would be construction all involved organization will participate in responsible for mitigation of these impacts? their realization. 2. The main sources of potable water for Tovuz 2. Bridge construction works are recommended to be 04.08.2005 population are Tovuz Chay and artesian bores. carried out during summer time, when the river has Would the construction of the bridge pollute the lowest water level. river? Landscape 1. Who is responsible for the planting of 1. The planting of greenery considered in the project, 03.26.2005 greenery? should be carried out by a Contractor 2. What will be the height of the new road? What 2. The height of the new road depends on the Project 03.26.2005 will be the source of embankment construction design and varies along the road. Embankment material material? will be delivered from appropriate borrow pits. Traffic & Road 1. What is the width of the road corridor? 1. The corridor is 60 m wide and the alignment will be 02.25.2005 Safety marked after the approval of the consultant's recommendation 2. Will there be any access roads connecting 2. Connection to the local roads will be through access 03.26.2005 overpasses to local roads? roads at the beginning and the end of the highway. 3. What are the arrangements for safety 3. The road will be constructed according to existing 03.26.2005 procedures, and are trade activities along the road road standards and trade activities along the road should side considered? be coordinated with authorities in charge. 4. Could you please determine location of 4. According to the topographic surveys, there are four 03.26.2005 planned 5 overpasses? crossings on the local roads. Construction of overpasses at three crossings is already designed. There is no need to construct an overpass at the fourth crossing, as it is close to the intersection at the end of the highway. 5. During the 2 year construction period, the local 5. During the road construction temporary bypasses would 04.08.2005 population will face with transportation and be built to facilitate normal traffic between settlements pedestrians safety problems. Are any mitigation and the town, as well as moving farm equipment and/or measures considered? animals to fields and pastures. Land 1. Can we plant and use our harvest this year? 1-7. The Government will decide after familiarizing with 02.25.2005 Acquisition/ 2. What will be the land acquisition process? the Consultant's recommendations. Resettlement 3. What is the classification of the land categories? 4. I want to definitely know whether my land will be acquired or not. 5. Will our ideas on compensations be considered or will the Government establish their own rates? 6. What is the basis for the determination of the price for our land? 7. Will the price be a lump sum or a lifelong rent? 8. What is the basis to determine the land price 8. Compensations for land acquisition and caused 03.26.2005 and will the sowing time of this year affect the damages will be paid according to the local legislation. prices? This year sowing will not affect the price of land. 9. When will the affected landowners be known? 9. The size and owners of the lands will be known during 03.26.2005 detailed design phase of the Project. 10. The prices indicated in the land passports 10. The prices will be determined according to the 03.26.2005 given to the citizens are very low. How will the standards specified in the Land Code prices be determined? 11. How will the resettlement of trade activities 11. According to the decision of the Cabinet of Ministers 03.26.2005 along the road be conducted? of the Azerbaijan Republic, the resettlement of trade activities would be done in the right-of-way. 12. The construction of the bypass would cause 12. During the detailed design phase the list of people 04.08.2005 land acquisition from local population. What are affected by land acquisition would be finally determined. the guarantees that this process would be done A special commission with participation of RTSD and fairly and people would be compensated in time? local authorities would negotiate the compensation with each affected person individually. 13. Who would be responsible for the demolition 13. During the detailed design phase the final list of 04.08.2005 of existing constructions within the future bypass objects to be demolished would be clarified. A special ROW? commission of RTSD and representatives of the local authority would negotiate the compensation with each affected person individually. 1) Tovuz Bypass TA, Minutes of Public Information Meeting Location: Tovuz Town Hall theatre Time: 28 December 2004, 14:00 - 14:50 Participants: Adil Gojaev, Director of PIU Maharram Asadov, Engineer, Technical Division of RSTD Kari Saari, TL, Finnroad Sadiq Mutallimov, DTL Finnroad 62 residents of Tovuz and neighboring villages (including five women), see below the list of participants An invitation to the meeting was posted on page 6 of Respublica newspaper on 25 December. The attendants were given a handout containing a brief introduction to the bypass plan and a form on which the attendants can express their opinions and concern. A powerpoint presentation was prepared for the meeting but it could not be shown due to lack of electricity in the meeting room. The director of the PIU of the Baku-Tbilisi road rehabilitation projects, Adil Gojaev opened the meeting and explained briefly the Governments plans to rehabilitate the entire road and the need to build a bypass around Tovruz. The Deputy Team Leader of the TA, Sadiq Mutallimov gave detailed background of the bypass and explained the Consultant's approach and work schedule. The attendants were allowed to ask questions during the presentations. A lively discussion on the benefits of the presented alternatives ensued. Nobody objected the plan to build the bypass. Some residents warned that there may be a gas pipeline along the eastern end of the alternative 1. Nobody left any written comments on the bypass. The participants were encouraged to leave their comments after the meeting at the Tovuz Road maintenance District office or give them to the Environmental and Social Specialists at the end of January when they will be doing their field work. The meeting ended at 14:50. List of Participants 1. Haqverdiyev Azad Jalilli village 2. Huseynov Mahir Jalilli village 3. Farzaliyev Zardabi Jalilli village 4. Hasanov Elchin Jalilli village 5. Hasanova Sevil Jalilli village 6. Mammadov Ilham Jalilli village 7. Tiverdiyev Mahammad Duz-Jirdahan village 8. Yusubov Israfil 9. Yusubov Kamil 10. Asadov Shamil 11. Rustamov Jabir Qarakhanli village 12. Haciyev Azer Bozalqanli village 13. Sultanov Seyhun 14. Nasirov Nizam 15. Qahramanov Vasil 16. Mammadov Rasim 17. Orujov Sahib Bozalqanli village 18. Suleymanov Sabir Bozalqanli village 19. Mammadov Yagub Bozalqanli village 20. Mammadov Telman Bozalqanli village 21. Aslanova Qulabet Bozalqanli village 22. Rzayev Qurban Jilovdarli village 23. Maharramov Ilgar Jilovdarli village 24. Yusifov Badraddin Jilovdarli village 25. Rzayev Muzaffar Qadirli village 26. Aliyev Qara Qadirli village 27. Ibrahimov Elqam Tovuz town 28. Tanriverdiyev Zahid Bozalqanli village 29. Qasimov Eldar Duz-Jirdahan village 30. Ismayilov Huseyn Abulbeyli village 31. Musayev Mustafa Duz-Jirdahan village 32. Abbasov Eldar Abulbeyli village 33. Isayev Hafiz Mulkulu village 34. Aliyev Mazahir 28 others who left the meeting without signing the list. 2) 'Tovuz Bypass TA, Minutes of Public Information Meeting Location: Tovuz Town Hall Theatre Time: 25 February 2005, 12.30 - 13.45 Participants: Adil Gojaev, Director of PIU Kari Saari, TL, Finnroad Sadiq Mutallimov, DTL Finnroad Melanie Poerschmann, Environmental Expert Tuomas Peltonen, Road Engineer, CAD expert Aida Huseynova, Interpreter and about 80 residents of Tovuz and neighboring villages (including three women), out of which only 69 registered their names, see below the list of participants.. The invitation to that meeting had been posted on Respublica newspaper on 23 February 2005. The meeting was opened by Mr. Jabir Rustamov, the head of Tovuz Town architectural department. At the beginning a 1:25.000 map showing the road alternatives under study and handouts with the slides of the power point presentation on the EA were distributed. The Deputy Team Leader of the TA, Sadiq Mutallimov introduced the preferred alternative selected by the Consultant. Following to this, a power-point presentation on the EA, its objective and results was made by Ms. Melanie Poerschmann. Mr. Tuomas Peltonen then showed plans and a computer-animated visualization of the alternative bridge designs and the preferred solution alternative 2 in the combination with a 'high bridge.' The attendants were then invited to ask questions and give their opinions. Specific comments or protests against the proposed solution, however, were not obtained. Questions were asked on the following issues: * What is the width of the corridor? * What will be the land acquisition process? * Can we plant and use our harvest this year? * What is the classification of the land categories? * I want to definitely know whether my land will be acquired or not. * Will our ideas on compensations be considered or will the Government establish their own rates? * What is the basis for the determination of the price for our land? * Will the price be a lump sum or a lifelong rent? The answer to the question on road corridor was: the corridor is 60 m wide and the alignment will be marked after the approval of the consultant's recommendation, and to the other questions: the Government will decide after familiarizing with the consultant's recommendations. No written comments or questions were submitted by the attendants of the meeting. List of Participants 1. Zakir Quliyev Khatinli village, unemployed 2. Amrah Amrahov Khatinli village, pensioner 3. Bakhtiyar Mehdiyev Bozalqanli village, pensioner 4. Amir Aliyev Bozalqanli village pensioner 5. Rahim Piriyev Khatinli village, driver 6. Musa Qambarli Qarakhanli village, teacher 7. Jabrail Musayev Qarakhanli village, teacher 8. Nazim Musayev Qarakhanli village, workman 9. Fazil Gulmammadov Khatinli village, workman 1O. Nabi Najafov Qarakhanli village, workman 11. Kamala Mammadova Qarakhanli village, teacher 12. Flora Ismayilova Khatinli village, medical nurse 13. Sakina Nabiyeva Qarakhanli village, housewife 14. Asgar Hasanov Bozalqanli village, bee-keeper 15. Shamil Tanriverdiyev Bozalqanli village, pensioner 16. Shamsad Maqarramov Bozalqanli village, pensioner 17. Tanriverdi Mammadov Bozalqanli village, civil engineer 18. Nariman Mammadov Bozalqanli village, engineer 19. Vakil Adilov Khatinli village, economist engineer 20. Rovshan Tanriverdiyev Bozalqanli village, unemployed 21. Sultan Qadirov Bozalqanli village, plougher 22. Mahar Maharramov Bozalqanli village, unemployed 23. Hasan Mammadov Bozalqanli village, driver 24. Yunis Musayev Bozalqanli village, unemployed 25. Leysan Museyibov Khatinli village, teacher 26. Shohrat Samadov Khatinli village, pupil 27. Novruz Allahverdiyev Khatinli village, unemployed 28. Mustafa Mustafayev Qarakhanli village, unemployed 29. Musa Bayramov Qarakhanli village, unemployed 30. Kamil Aliyev Qarakhanli village, pupil 31. Novruz Huseynov Khatinli village, unemployed 32. Vahid Piriyev Khatinli village, unemployed 33. Mehman Aliyev Khatinli village, unemployed 34. Aladdin Huseynov Khatinli village, unemployed 35. Shahin Sadiqov Khatinli village, doctor 36. Telman Huseynquliyev Khatinli village, unemployed 37. Murad Aliyev Khatinli village, unemployed 38. Ziya Hasanov Khatinli village, oilman 39. Ali Mammadov Ashagi Qushchu village, cashier 40. Zakir Karimov Ashagi Qushchu village, engineer 41. Qarib Akbarov Ashagi Qushchu village, doctor 42. Arif Qahramanov Qarakhanli village, unemployed 43. Ismayil Ahmadov Bozalqanli village, engineer 44. Elman Huseynquliyev Khatinli village, unemployed 45. Rais Hasanov Khatinli village, tractor driver 46. Sabir Musayev Khatinli village, machine-operator 47. Hasan Sadiqov Khatinli village, pensioner 48. Hasan Abdiyev Khatinli village, pensioner 49. Eltay Huseynov Qarakhanli village, unemployed 50. Xaliq Qahramanov Qarakhanli village, unemployed 51. Misir Aliyev Qarakhanli village, unemployed 52. Firdovsi Ismayilov Qarakhanli village, unemployed 53. Mehman Aliyev Bozalqanli village, unemployed 54. Shahin Abbasquliyev Bozalqanli village, unemployed 55. Qurban Qurbanov Bozalqanli village, unemployed 56. Leyla Hajiyeva Bozalqanl village, unemployed 57. Isa Hajiyev Bozalqanli village, unemployed 58. Toviq Dunyamaliyev Qarakhanli village, unemployed 59. Vazir Adilov Khatinli village, unemployed 60. Huseyn Mammadov Qarakhanli village, unemployed 61. Akif Dunyamaliyev Qarakhanli village, unemployed 62. Vasif Huseynov Qarakhanli village, unemployed 63. Oqtay Ahmadov Qarakhanli village, teacher 64. Kochari Aliyev Bozalqanli village, teacher 65. Panah Qasimov Abubayli village, accountant 66. Sadif Huseynov Bozalqanli village, unemployed 67. Hasan Aliyev Bozalqanli village, welder 68. Jabir Rustamov Representative of the District Executive Authority 69. Nizami Nasirov Representative of the District Executive Authority 3) Minutes Public Consultation Meeting on the TOVUZ BYPASS Project Location: Tovuz town City Hall Date: March 26, 2005 Time: 11:00- 13:00 Agenda: 1. Introduction--General information on the Tovuz bypass Project (Jabir Rustamov, Deputy Head of the Architecture and Construction Department of Tovuz District Executive Power 2. Presentation of Environmental and Socioeconomic Assessment Report and Land Acquisition Plan (S.Mutallimov, Deputy Team Leader of Finnroad Company) 3. Discussion Parteipants: Tovuz Executive Power: Nizami Nasirov, Head of Architecture and Construction Department Jabir Rustamov, Deputy Head of Architecture and Construction Department Finnroad Company: Kari Saari, Project Team Leader Sadiq Mutallimov, Deputy Team Leader Ministry of Environment: Guliyev Rafayel, Head of #2 Gazakh Regional Branch NGOs Ramiz Mustafayev, Chairman of Tovuz Society of Nature Protection Zakir Ibragimov, Environmental Expert, Ganja Business Association Independent Reviewer Bakhtiyar Karimov, Tovuz TV Nasimi Tovuzlu, Editor Tovuz Residents: 78 residents of Tovuz and neighboring villages participated in the Meeting. (See whole list of participants below) 1) Introduction--General information on the TOVUZ BYPASS project. Mr. J. Rustamov opened the meeting. He noted that the World Bank gave credit to the Azerbaijan Government to construct a bypass around Tovuz town. Construction of Tovuz bypass will have a positive impact on the development of national and local economy. The construction of a bypass for Tovuz will relieve its inhabitants from transit traffic, which is the major part of the present traffic load and will improve road safety, reduce nuisance through noise, fumes and dust. Mr. J. Rustamov informed participants that the aim of this Meeting is to inform the public about the results of the Environment, Socioeconomic Assessment and Land Acquisition Plan. Also the target is to make the objectives, goals, and benefits of the proposed project, clear and transparent to the public at large. 2) Presentation of Environmental and Socioeconomic Assessment Report and Land Acquisition Plan Mr. S. Mutallimov made a PowerPoint presentation of the Environmental and Socioeconomic Assessment Report and Land Acquisition Plan, prepared by the Finnroad Company in compliance with environmental legislation and regulations of the Azerbaijan Republic and in compliance with the operational policies of the World Bank. At the recommendations of an Independent Reviewer, a brief Project information was published in the local newspaper "TOVUZ", and distributed among the affected population and meeting participants. As a result, the participants of the meeting got familiar with the content of the prepared Report prior the public consultation meeting. 3) Discussion 1. Zakir Ibragimov, Environmental Expert, Ganja Business Association Question: Who is responsible for the planting of greenery? Answer: The planting of greenery considered in the project, should be carried out by a Contractor. 2. Israyil Ibrakhimov, Land owner, Gakhramanli village Question: Could you please determine location of planned 5 overpasses? Answer: According to the topographic surveys, there are four crossings on the local roads. Construction of overpasses at three crossings is already designed. There is no need to construct an overpass at the fourth crossing, as it is close to the intersection at the end of the highway. 3. Jabir Rustamov, Deputy Head of Architecture and Construction Department Question: Will there be any access roads connecting overpasses to local roads? Answer: Connection to the local roads will be through access roads at the beginning and the end of the highway. 4. Musayev Tofik, Landowner, Bozalganli village Question: What is the basis to determine the land price and will the sowing time of this year affect the prices? Answer: Compensations for land acquisition and caused damages will be paid according to the local legislation. This year sowing will not affect the price of land. 5. Huseynov Alatdin, Landowner, Khatinly village Question: What are the arrangements for safety procedures, and are trade activities along the road side considered? Answer: The road will be constructed according to existing road standards and trade activities along the road should be coordinated with authorities in charge. 6. Sadikhov Hasan, Land owner, Khatinli village Question: When will the affected landowners be known? Answer: The size and owners of the lands will be known during detailed design phase of the Project. 7. Maharramov Mazakhir, Landowner, Bozalganly village Question: What will be the height of the new road? What will be the source of embankment construction material? Answer: The height of the new road depends on the Project design and varies along the road. Embankment material will be delivered from appropriate borrow pits. 8. Samedov Shokhret, Landowner, Khatinli village Question: The prices indicated in the land passports given to the citizens are very low. How will the prices be determined? Answer: The prices will be determined according to the standards specified in the Land Code. 9. Hajiyev Azer, Executive Power Representative, Bozalganli village Question: Will the old third alternative be somehow used? Answer: According to the surveys done by the Project, the third alternative will not be used. 10. Gakhramanov Vasil, Duz-Jirdakhanli Municipality Question: How will the resettlement of trade activities along the road be conducted? Answer: According to the decision of the Cabinet of Ministers of the Azerbaijan Republic, the resettlement of trade activities would be done in the right-of- way. The list of participants Public Consultation, March 26, Tovuz NN Category Name Position Phone Tovuz Executive Authority 1 Architecture and Construction Nizami Nasirov Head of Department 520 5679 Department 2 Jabir Rustamov Senior Expert 395 5447 3 Abulbayli Branch Ibrahimov Ilgam Representative 330 8438 4 Ashagi Gushchu Branch Sadikhov Aslan Representative 351 5505 5 Bozalganly Branch Hajiyev Azer Representative 613 7688 6 Dondar Gushchu Branch Veliyev Zakhid Representative 391 5426 7 Jamilli- Duz Jirdakhan Branch Mammadov Rasim Representative 055 751 7276 8 Qadirly- Jilovdarli Branch Rzayev Gurban Representative 354 6557 9 Qarakhanly Branch lbrahimov Israyil Representative 366 0797 10 Khatinly Branch Mammadov Nuretdin Representative 390 7766 Municipalities 11 Abulbayli Ismayilov Adalet Head 334 5933 12 Ashagi Gushscu Tagiyev Bakhadur Head 13 Bozalganly Tarverdiyev Zakhid Head 616 4777 14 Dondar Gushchu Mirzoyev Vekil Head 15 Jamilli-Duz Jirdakhan Gakhramanov Vasil Head 390 7750 16 Qadirly Aydiyev Yashar Head 17 Jilovdarly Yusifov Samandar Head 18 Qarakhanly Babayev Azer Head 389 7936 19 Khatinly Aleskerov Taptiq Head 363 2636 Organizations 20 Contractor- Finnroad Karri Saari Team Leader 21 Sadiq Mutallimov Deputy Team Leader 223 0552 22 Head of #2 Gazakh Regional 310 5189 Ministry of Environment Guliyev Rafayel Branch 23 NGO-Ganja Business Assosiation Zakir ibragimov Environmental Expert 615 3254 24 NGO-Society of Nature Protection Ramiz Mustafayev Chairman 25 Tovuz TV Nasimi Tovuzlu Head 26 Bakhtiyar Karimov Independent Reviewer Land Owners 27 AbulbaylyVillage Gasimov Panakh Owner 28 Guliyev Gadim 29 Bozalganly Village Mammadov Alikhan Owner 30 Hasanov Asker 31 Pirverdiyev Kamil 32 Maherramov Mahir 33 Gadirov Logman 34 Gadirov Sultan 35 Huseynov Sadif 36 Aliyev Hasan 37 Mammadov Zimirkhan 38 Mekhtiyev Taptiq 39 Maharramov Mazakhir 40 Mammadov Fizuli 5 34 93 41 Aliyev Etibar 42 Aliyev Amir 43 Musaye Yunis 44 Mammadov Hasan 45 Hajiyev Musa 46 Hajiyev isa 47 Hajiyeva Leyla 48 Aliyev Kochary 49 Mammadov Tanriverdy 5 64 59 50 Abbasov Elshad 51 Tarverdiyev Rovshern 52 Huseynov Namiq 53 Aliyev Huseyn 54 Mammadova Zamira 55 Gadirov Logman 56 Gadirov Sultan 57 Gurbanov Gurban 58 Aliyev Mekhman 59 Abbasguliyev Shahin 60 Aliyev Aladdin 61 Ganbarly Musa 62 Mammadaov Makhmud 686 2136 63 Abbasov Elshad 64 Mekhtiyev Bakhtiyar 65 Duz-Jirdakhan Village Abbasob Elman Owner 66 Khatinly Village Adilov Vekil Owner 317 1693 67 Aliyeva Rena 68 Sadigov Hasan 69 Mammadova Flora 70 Allakhverdiyev Novruz 71 Jafarguliyev Asef 72 Adilov Vekil 73 Piriyev Vakhid 74 Gulmammadov Nuretdin 75 Gulmammadov Fazil 76 Huseynguliyev Telman 77 Amrakhov Amrakh 78 Museyibova Leysan 79 Abdiyev Hasan 80 Sadigov Shahin 519 6072 81 Hasanov Ziya 82 Huseynguliyev Elman __82 Aliyev Murad 84 | Piriyev Rakhim 85 Huseynov Alatdin 86 Samedov Shokhret 87 Qarakhanly Village Dunyamaliyev Tofig Owner 88 Dunyamaliyev Arif 89 Dunyamaliyeva Arzu 90 Dunyamaliyev Akif 91 Dunyamaliyev Isa 92 Najafov Mukhtar 93 Najafov Muzaffar 94 Gakhramanov Arif 95 Namazov Mekhman 96 Huseynov Vagif 97 Gakhramanov Khalig 98 Nasirov Yashar 99 Suleymanov Firuddin 100 Nabiyev Sakhib 387 7598 101 Musayev Nazim 102 Mustafayev Mustafa 103 Musayev Jebrayil 104 Huseynova Samira _ Minutes Public Consultation Meeting on TOVUZ BYPASS Project Location: Baku city, Aarhus Public Information Center Date: April 8, 2005 Time: 11:00- 13:00 Agenda: 1. Introduction-General information on the Tovuz bypass Project (Zaur Askerov, Manager of Aarhus Public Information Center) 2. Presentation of Environmental and Socioeconomic Assessment Report and Land Acquisition Plan (S.Mutallimov, Deputy Team Leader of Finnroad Ltd. Company) 3. Discussion Partcipants: Finnroad Company: Sadiq Mutallimov, Project Deputy Team Leader NGOs: Ecolex Samir Isayev- Ecolex, Chairman ETSI TU Yusubov Yashar, Chairman Medjidova Bakhar Karimov Rashad Abuzarli Abdulla Ornithology Society Nigar Agayeva, Expert Electro-Is Rafiq Ildarov, Chairman Telman Yusifov Aarhus Center Zakir Askerov, Manager Huseynov Khayal Independent Reviewer Bakhtiyar Karimov An invitation for public participation and project information about the Meeting was published in the republican newspaper "Ayna-Zerkalo" prior to the meeting on April 6, 2005. Additionally, an invitation and detailed information on prepared report was e-mailed to more than 60 local environmental NGOs. 1) Introduction--General information on the TOVUZ BYPASS project. Mr. Z.Askerov opened the meeting. He noted that according to the World Bank disclosure policy, the results of the Environment Assessment prepared by this project should be presented to the project-affected groups and local non-governmental organizations. In compliance with this policy, the aim of this Meeting is to inform local non- governmental organizations about the results of the Environmental and Socioeconomic Assessment, and the Land Acquisition Plan. Also, the target is to make the objectives, goals, and benefits of the proposed project, clear and transparent to the public at large. 2) Presentation of Environmental and Socioeconomic Assessment Report and Land Acquisition Plan Mr. S. Mutallimov made a PowerPoint presentation of the Environmental and Socioeconomic Assessment Report and the Land Acquisition Plan, prepared by the Finnroad Ltd. Company in accordance with environmental legislation and regulations of the Azerbaijan Republic, and in compliance with the operational policies of the World Bank. According to recommendations of an Independent Reviewer, a brief Project information was disseminated via e-mail to more than 60 local NGOs invited to participate at the meeting. As a result, the core group of local NGOs got familiar with the content of the prepared Report prior to the public consultation meeting. 3) Discussion 1. Samir Isayev- Chairman, Ecolex, Question: Within two types of bridge design which one would have less environmental impact and is considered as preferable? Answer: Due to less excavation works volume of the 'high' profile bridge design as compared to the 'low' profile, and appropriately low price of construction works, the 'high' profile bridge design was selected. 2. Yusubov Yashar, Chairman, ETSI TU Question: The construction of the bypass would cause land acquisition from local population. What are the guarantees that this process would be done fairly and people would be compensated in time? Answer: During the detailed design phase the list of people affected by land acquisition would be finally determined. A special commission with participation of RTSD and local authorities would negotiate the compensation with each affected person individually. 3. Nigar Agayeva, Expert, Ornithology Society Question: Bridge construction may cause soil erosion and river pollution. Both road Alternatives propose trees demolition. Who would be responsible for mitigation of these impacts? Answer: The Environment Management Plan and Monitoring Plan are already prepared. During different phases of construction all involved organization will participate in their realization. 4. Zakir Askerov, Manager, Aarhus Center Question: Who would be responsible for the accommodation of non-local workers and mitigation of environmental impacts of their stay? Answer: Local authorities would approve side location for workers camp location. The Contractor would prepare a detailed plan for a workers camp, where measures on minimization of adverse socio-economic effects would be stipulated. 5. Rafiq Ildarov, Chairman, Electro-Is Question: What is the procedure and guarantee that local population would be hired for construction works? Answer: According to current practice approximately 50-70% of the construction workforce would be local population. The Contractor would consider all local applicants. 6. Telman Yusifov, expert, Electro-is Question: What is the total budget for road construction and how much time it would take? Answer: The total budget would be clarified during the detailed design and is estimated to be between $10-12 million USD. The construction period is planned to be 24 months and to start at the beginning of the year 2006. 7. Medjidova Bakhar, Member ETSI TU Question: Who would be the members of the monitoring group, and how often the monitoring would be done? Answer: All organizations that are involved in the process of road construction, mitigation and state control, are included in the prepared Monitoring Plan. The Plan determines concrete timing for each monitoring procedure. 8. Abuzarli Abdulla, Member ETSI TU Question: The main sources of potable water for Tovuz population are Tovuz Chay and artesian bores. Would the construction of the bridge pollute the river? Answer: Bridge construction works are recommended to be carried out during summer time, when the river has lowest water level. 9. Karimov Rashad, Member ETSI TU Question: During the 2 year construction period, the local population will face with transportation and pedestrians safety problems. Are any mitigation measures considered? Answer: During the road construction temporary bypasses would be built to facilitate normal traffic between settlements and the town, as well as moving farm equipment and/or animals to fields and pastures. 10. Huseynov Khayal, Member Aarhus Center Question: Who would be responsible for the demolition of existing constructions within the future bypass? Answer: During the detailed design phase the final list of objects to be demolished would be clarified. A special commission of RTSD and representatives of the local authority would negotiate the compensation with each affected person individually. Appendix C: Presentation for Public Consultation Meetings Environmental Impact U Assessment in compliance with national requirements / WB requirements 1. Public 111. Environmental Participation Management Programme - detailed design; 11. Assessment of - construction; Alternatives - operation. (alignment & design) IV. Information Disclosure 1 1. Public Participation * to provide information to the affected residents and land owners about - the proposed project and - implementation mechanisms; * to organize fruitful dialogue between civil society and the central executive authorities; * to exchange opinions about the proposed measures; * to improve the project by considering concerns of the public in the further planning process. 2 0 11. Assessment of Alternatives Long-term / permanent impacts on the - human environment; - on the physical / natural environment. Recommendation of a ,preferred alignment' 3 Potential Impacts on the Human * Environment Permanent Impacts Temporary Impacts * Loss of private property . Nuisance through noise, dust and (houses, structures, fumes, material transport on garden etc.); temporary and local roads and * Land aquisition; borrow pit operation; * Noise from traffic; * Nuisance through worker's camps; * Aesthetics, landscape; . Impediment of road safety; * Road safety; * Impairment of local traffic and * Excess soil dumping; access; temporary detours; * Loss of trees; * Impairment of access. 4 Potential impacts on the physical I natural environment * Loss of agricultural land with only little value as a habitat of rare or endangered species of animals or plants; * Soil- and groundwater pollution * Water pollution during bridge construction; * Requirement to dump large volumes of excess soil may cause erosion, siltation of the river; * Alternative 1: loss of planted forest and impairment on ecological functions of remaining stands; * Alternative 2: no further environmental impacts. 5 ,Preferred Solution' Alternative 2 & ,high bridge' over the Tovuz Chay 6 111. Environmental Mitigation Measures in Detailed Design: - Erosion control; * Provision of animal crossings; * Provision of appropriate access between residential and. agricultural areas; * Tree planting between Duz-Jirdahan and Jalilli; * Identification of appropriate sites for the dumping of excess soil in consultation with the MENR; * Elaboration of specifications for environmental safeguard measures during construction 7 Ill. Environmental Management Programme - construction phase - * Definition of contractor's responsibilities for impact avoidance / mitigation (water, soil, air, noise, dust management, material storage and transport, management of worker's / construction camp etc.) * Monitoring programme to assure compliance of operations with national environmental regulations I quality standards -RTSD/EHSU - District offices of the MENR - District offices of the MOH 8 @', IV. Information Disclosure * Brochure in Azeri, explaining the people's entitlements and the procedures for obtaining compensation for land acquisition, temporary disturbances, loss of trees, crops and land for construction sites and recording grievances; * Setting up of a formal grievance redress committee with a representation from the affected people. * Draft EA report will be made available to project-affected groups and local NGOs at a public place; * WB will also make the EA available to the public (e.g. internet). 9 Appendix D: Pictures from the Study Area Picture I Access road to borrow pit 1 in the vicinity of the Esrik Chay; _ | r -J _] View direction south. Picture 2 Borrow pit no 1 Current exploitation under the Shemkir - Gazakh Rehabilitation Project ~: Picture 3 * Area in the first common section of corridors I and 2 between M 1 and irrigation channel; View in direction north. Picture 4 -. 111 -Common section of alternatives 1 and 2 in the east of the .ss.~ fflC- --sq . Q - . Tovuz Chay, where an irrigation channel is crossed; _- g ff View in direction west View in direction northwest Picture 6 Common section of alternatives 1 and 2 approaching -. the proposed bridge site on the Tovuz Chay; approximate direction of alignment after the river crossing in direction north-west -~~~~~~~~~. .5'_- . ~ ~ . . .. Picture 7 Riverbed of the Tovuz Chay, downstream of planned bridge site; View in direction north iz~~~~~~~~T -~~~V L ~ ~ ~ ~ . . Picture 8 Waste dumping in the riverbed of the Tovuz Chay - approximate area of the proposed new bridge site. Picture 9 Common section of alternatives 1 and 2; proposed alignment in the west of the Tovuz Chay; View in direction south-east. Picture 10 Area where alternatives 1 and 2 split into two separate corridors. View in direction north-west. -E; .LBackground left: Dyz Jirdahan Picture 1 1 Orchard in the corridor of alternative 1. View in direction north-west. U Picture 12 Jalilli, houses in the immediate vicinity of the proposed alignment alternative 1. View in direction east. '.- i - } s ~~~~~Picture 13 -I. 3 - ^ ^ Stands of planted Pine in the area for the proposed roundabout/ interchange flyover on alternative 2. View in direction west , ~~Picture 14 Tovuz, existing M 1 in the area for the proposed roundabout / inter-change flyover on alternative 2. View in direction south-east (Duz Jirdahan) F~~~~~~-A- . ~ ~ ~ ~ ~ ~ - - - - .