Road Project: Initial Environmental Exami

Initial Environment Examination

Project No.: 49042-004 March 2020

Tajikistan: Central Asia Regional Economic Cooperation Corridors 2, 5 and 6 (Dushanbe- Kurgonteppa) Road Project

Prepared by: KOCKS Consult GmbH for the Ministry of Transport of the Republic of Tajikistan and the Asian Development Bank.

This initial environment examination report is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature.

In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.

CONTENTS

I. INTRODUCTION ...... 7 A. PROJECT BACKGROUND AND PURPOSE OF THE REPORT ...... 7 B. STUDY AREA AND PROJECT CATEGORIZATION ...... 9 C. METHODOLOGY ...... 10 II. Legal, policy and Administrative Framework ...... 12 A. ENVIRONMENTAL CLEARANCE REQUIREMENTS ...... 12 B. ENVIRONMENTAL STANDARDS ...... 18 III. DESCRIPTION OF THE PROJECT ...... 33 A. OVERVIEW ...... 33 B. TYPE AND CATEGORY OF PROJECT...... 34 C. NEED FOR PROJECT ...... 34 D. PROJECT’S COSTS ...... 34 E. LOCATION ...... 34 F. SIZE OR MAGNITUDE OF OPERATION ...... 39 G. TRAFFIC VOLUME ...... 39 H. PROPOSED SCHEDULE FOR IMPLEMENTATION ...... 40 I. DETAIL OF THE PROJECT ...... 40 J. BRIDGES AND CULVERTS ...... 40 K. DESIGN CHANGES ...... 41 L. QUANTITIES FOR THE PROJECT ...... 48 M. DISPOSAL SITES ...... 48 IV. Alternatives ...... 50 A ALTERNATIVES ...... 50 V. Description of the Environment ...... 54 A. PHYSICAL RESOURCES IN PROJECT AREA ...... 56 B. ECOLOGICAL RESOURCES IN PROJECT AREA ...... 74 C. SOCIOECONOMIC ENVIRONMENT...... 82 VI. ALIGNMENT SHEETS ...... 92 VII. BASELINE MEASUREMENTS ...... 92 A. AIR QUALITY ...... 92 B. WATER QUALITY MEASUREMENTS ...... 92 C. NOISE MEASUREMENTS ...... 92 D. BASELINE MEASUREMENTS FOR THE KORVON MARKET SECTION ...... 92 VIII. ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES ...... 93 A PRE-CONSTRUCTION (DESIGN PHASE) ...... 94 B. CONSTRUCTION PHASE ...... 98 C. OPERATIONAL PHASE...... 111 D. POSITIVE IMPACTS ...... 125 E. CUMULATIVE IMPACTS ...... 126 IX. Environmental Management and Monitoring ...... 127 A. INSTITUTIONAL REQUIREMENTS ...... 127 B. ENVIRONMENTAL MANAGEMENT PLAN ...... 127 C. ENVIRONMENTAL MONITORING PLAN ...... 151 X. STAKEHOLDER CONSULTATION AND INFORMATION DISCLOSURE ...... 162 A. CONSULTATION PROCESS ...... 162 B INFORMATION DISCLOSURE ...... 163 C. GRIEVANCE REDRESS MECHANISM ...... 164 D. IMPLEMENTATION ARRANGEMENTS ...... 169 XI. CONCLUSION ...... 170

Annexes: Annex 1: Public Consultation Meeting Annex 2: Alignment Sheets Annex 3: Comparative Typical Cross Section (Existing+New), and Plan for Korvon Market Annex 4: Minutes of Public Consultation from the Korvon Market Road Section (February 2020) Annex 5: Traffic Management Plan for the Korvon Market Road Section Annex 6: Operational Phase Noise Assessment for the Korvon Market Road Section

LIST OF TABLES

Table 1. National standards and regulations applicable to the Project ...... 19 Table 2. Environmental Standards for Emissions to the Atmosphere ...... 21 Table 3. Environmental Standards for Ambient Air ...... 22 Table 4. Environmental Standards for Water Quality & Discharges to Water ...... 24 Table 5. Drinking Water Standards ...... 26 Table 6. Environmental Standards for Waste ...... 29 Table 7. Environmental Standards for Noise Emissions ...... 30 Table 8. Project Investment Plan ($ million) ...... 34 Table 9. Observed Average Annual Daily Traffic ...... 39 Table 10. Forecast AADT including generated Traffic ...... 39 Table 11. Proposed design changes to the project ...... 41 Table 12. Korvon Market technical details ...... 43 Table 13. List of Bridges, Underpasses, and Pedestrian Overpass ...... 45 Table 14. List of Culverts and Livestock Crossings ...... 46 Table 15. Comparison of Investigated Alternatives within the Mountain Section ...... 52 Table 16. Temperature & Precipitation, by district ...... 60 Table 17. Temperature & Precipitation ...... 61 Table 18. Air Quality Standards (Source: Asian Development Bank. Environmental Profile of Tajikistan. 2000) ...... 67 Table 19. Transboundary Waters in the Basin of the Aral Sea ...... 69 Table 20. Characteristics of the Kofarnigon and Vakhsh Rivers ...... 70 Table 21. Water Quality Standards (Source: State Committee for Statistics. Environmental Protection in Tajikistan: Statistical Summary 1990-2000. 2002 edition (in Russian)) ...... 71 Table 22. Results of Noise Measurements (12 May 2016, Day Time) ...... 73 Table 23. Main Components of Biodiversity in Tajikistan ...... 75 Table 24. Distribution of soil erosion ...... 81 Table 25. Population in the Rayons traversed by the Project road ...... 83 Table 26. Economic Profile of Project Rayons ...... 83 Table 27. Population alongside the Project road ...... 84 Table 28. Poverty on Project Rayons ...... 85 Table 29. Demografic data on Sino district of Dushanbe ...... 86 Table 30. Household Assets and Amenities ...... 89 Table 31. Vehicle crash statistics for the last 15 years for Tajikistan (Source: GAI statistics) ...... 90 Table 32. Noise Impacts on Sensitive Receptors in Obi Shivo (Year 2020 and Year 2030) ...... 117 Table 33. Summary of Environmental Mitigation Measures ...... 129 Table 34. Environmental Monitoring Plan ...... 152 Table 35. Cost Estimate for Phase 1 Mitigation Measures (USD)...... 159 Table 36. Cost Estimate for Korvon market section Mitigation Measures (USD) ...... 160 Table 37. Cost Estimate for Baseline Monitoring (USD) ...... 161 Table 38. Cost Estimate for Baseline Monitoring for the Korvon Market Road Section (USD) ..... 162 Table 39. Consultations with Communities ...... 163

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LIST OF FIGURES

Figure 1. The Project road ...... 35 Figure 2. The Central Asia Regional Economic Cooperation Corridors ...... 36 Figure 3. A satellite image map showing the Korvon market road section ...... 37 Figure 4. A satellite image map showing the distances of commercial buildings from the Korvon market road section (part 1) ...... 38 Figure 5. A satellite image map showing the distances of commercial buildings from the Korvon market road section (part 2) ...... 38 Figure 6. Disposal Site 1. North of village Kahramon ...... 48 Figure 7. Disposal Sites 2, 3, 4, 5 and 6. South of Village Ingichka in Mountain Section ...... 49 Figure 8. Disposal Site 7. South of Dahanakiik...... 50 Figure 9. Initially considered options ...... 51 Figure 10. Chosen alignment mountain section ...... 51 Figure 11. Land use alongside the Project road ...... 55 Figure 12. Geology of the Study Area ...... 57 Figure 13. Seismicity in the Study Area ...... 58 Figure 14. Soils ...... 59 Figure 15. Challenging soil characteristics aggravated with improper drainage give rise to rapid damage to road structures at several locations ...... 59 Figure 16. Climate in Tajikistan ...... 61 Figure 17. Average temperature in the country and project area ...... 62 Figure 18. Wind rose of Dushanbe by seasons ...... 63 Figure 19. Annual Air Temperature Anomalies in Tajikistan (Source: Reaching the Tipping Point: Climate Change in Tajikistan. Oxfam, 2009)...... 64 Figure 20. CO2 emissions in Central Asia (Source: Carbon Dioxide Information Analysis Center as cited at http://mdgs.un.org/) ...... 66 Figure 21. Surface Water Resources in the Study Area ...... 70 Figure 22. Ground Water Resources in the Study Area ...... 72 Figure 23. Noise sensitive receptors ...... 73 Figure 24. Reserved Forest in Tajikistan ...... 77 Figure 25. Distribution of rare animals (Red List of Tajikistan) ...... 79 Figure 26. Desertification in Tajikistan ...... 80 Figure 27. Gully erosion alongside the Project Road ...... 82 Figure 28. Settlements alongside phase 1 of the Project ...... 85 Figure 29. Districts of Dushanbe. Korvon market road section is situated in A.Sino district (1) ...... 87 Figure 30. Mazar at Obikiik (dating is not clear) is located NW of the village Obikiik ...... 91 Figure 31. An example of bridge slope protection ...... 97 Figure 32. Daytime noise levels in Obi Shivo for the year 2020 ...... 113 Figure 33. Night time noise levels in Obi Shivo for the Year 2020 ...... 114 Figure 34. Day time noise levels in Obi Shivo for the Year 2030 ...... 115 Figure 35. Night time noise levels in Obi Shivo for the Year 2030 ...... 116 Figure 36. Receptor Location and Predicted Noise Levels for the Year 2020 (part 1)...... 116 Figure 37. Receptor Location and Predicted Noise Levels for the Year 2020 (part 2)...... 116 Figure 38. Receptor Location and Predicted Noise Levels for the Year 2040 (part 1)...... 116 Figure 39. Receptor Location and Predicted Noise Levels for the Year 2040 (part 2)...... 116 Figure 40. Grievance Redress Process ...... 166

ABBREVIATIONS

ADB - Asian Development Bank AH - Asian Highway Standard AIDS - Acquired immune deficiency syndrome AP - Affected People CAREC - Central Asia Regional Economic Cooperation CS - Construction Supervision CEP - Committee for Environmental Protection under the Government of Tajikistan EA - Executive Agency EMP - Environmental Management Plan FS - Feasibility Study GAI - Road Traffic Police GHG - Green House Gas GoT - Government of Tajikistan GRM Grievance Redress Mechanism HIV - Human Immune Deficiency Virus IEE - Initial Environmental Examination IMF - International Monetary Fund IPPC - Intergovernmental Panel on Climate Change JICA - Japanese International Cooperation Agency KM - Kilometer LAR - Land Acquisition and Resettlement LARP - Land Acquisition and Resettlement Plan masl - meter above sea level MoT - Ministry of Transport NGO - Non-Governmental Organization PAP - Project-Affected Person PPTA - Project Preparatory Technical Assistance RAP - Resettlement Action Plan RoW - Right-of-Way RP - Resettlement Plan SA - Social Assessment SC - Supervision Consultant SES - socio economic survey SPS - Safeguard Policy Statement STD - Sexually Transmitted Disease SSEMP - Site Specific Environmental Management Plan TA - Technical Assistance TOR - Terms of Reference UNFCCC - United Nations Framework Convention on Climate Change USD - United States Dollar VAT - Value Added Tax VOC - Vehicle Operating Cost

EXECUTIVE SUMMARY

1. This report is a revision of the IEE for the CAREC (Central Asia Regional Economic Cooperation) Corridors 2, 5 and 6, Dushanbe to Kurgonteppa road project. The original version of this report was dated for October 2016, and this version has been revised in March 2019. The revision includes: (i) the addition of the upgrade of 1,621 m of the road that passes through Korvon Bazaar and joins the starting point of Dushanbe-Kurganteppa road to this report; (ii) adjustment/relocation of 15 U-turns along the road sections; and (iii) realignment of the road at km18-19.

2. The road forms part of CAREC (Central Asia Regional Economic Cooperation) Corridors 2, 5 and 6. The 83 km long Dushanbe-Kurgonteppa road section has been divided into three phases according to priority. The first phase (Km0+275-33+475) covers approximately 33.2 km of road section from Dushanbe to the south. The start point of this first phase is near the Korvon Market, in the suburbs approximately 10kms south of Dushanbe Centre, 3.65 km to the North of Dushanbe Gate, and the end point is located 8kms before the local town of Chashmasoron (Km41, formerly Obikiik). The second phase (Km33+475-73+050) covers approximately 39.6 km of road section from Phase 1 to Vakhsh River. The first two phases are being funded mainly by ADB. (The third phase covers the remaining 10kms road section from Vakhsh River to Kurgonteppa and is proposed to be funded by JICA).

3. This report is the revised Initial Environmental Examination (IEE) for the project Phase 1 (33.2 km section). The construction works involves widening of the road from two to four lanes over most of the existing road.

4. Although the IEE focuses on Phase 1, it also assesses Phase 2 as an associated facility with a lower level of a detail. The approach to include both phases in this IEE is based on the stipulations in the ADB’s Safeguard Policy Statement (SPS).

5. IEE is required for category B Projects in order to warrant compliance of the Project with the ADB Safeguard Policy Statement (June 2009). As such the IEE provides a road map to the environmental measures needed to prevent and/or mitigate negative environmental effects associated with the development project. The IEE also provides a detailed description of the direct and indirect environmental effects associated with the Project during key periods of work, namely the design, pre-construction, construction and operational phase.

6. The project area is located in a hilly terrain ranging in altitude from 712 to 1240m (within Phase 1). Regarding its surface morphology, the whole 83km road length can be divided from North to South into a rolling section (approximately 14 km), a mountainous section (approximately 25 km) and a flat section (44 km).

7. There are no specially protected natural areas (PAs) in the immediate vicinity of the project area. One strictly protected area – Tigrovaya Balka Natural Reserve is located at the distance of 45 km to the north of Kurgonteppa. The right-of-way of the project road sections in terms of natural zoning runs through two neighboring natural provinces: Hissar (from Dushanbe to Fahrobad Pass) and Vakhsh (from Fahrobad Pass to Kurgonteppa).

8. Phase 1 of the Project road crosses the Kofarnigon River with its associated floodplain. Additional significant structures are the tree rows that are stretching over many parts of the Project road. Among the planted species are pines and cypresses. Where drainage or irrigation channels are running parallel to the Project road, deciduous trees such as elms, planes, poplars and willows

dominate. Steppe turtle populations are among the fauna populating some of the creeks along the road section, which were spotted on the revision field visit in April 2018. They are a vulnerable species and are on the list of rare or endangered animals.

9. The land use alongside the Project road can be divided into three broad main categories comprising urban environment and settlements, agricultural land, and grassland (steppe), which for most of its part is used as pastureland. Most prominent agricultural crops are apples, grapes, cherries, apricots, pistachio and cotton. The land under cultivation is irrigated.

10. Based on the conducted impact analysis, the environmental impacts of the Dushanbe – Kurgonteppa road rehabilitation are evaluated as site specific. Typically, projects upgrading road to four lanes with separation cause split communities, and create obstacles for farmers and villagers in accessing their fields, etc. However, proper design and other mitigation measures will avoid or substantially minimize those impacts while improving road safety.

11. After Project implementation, during operational stage, there will be, however, only very low remaining impacts, mainly because the reconstruction follows the existing alignment and no valuable or protected natural habitats or other valuable environmental structures are significantly impacted after finalization of construction period, neither in their structure nor function. Therefore, the Project is classified as B for environmental impacts, in line with the ADB SPS (2009).

12. An Environmental Management Plan (EMP) and Monitoring Program have been elaborated as part of the IEE. The EMP considers the whole project cycle, namely the design- construction-, and operational- phase of the Project.

13. A number of smaller design changes have also been incorporated to the project since its kick-off. These have been reviewed in more detail in the chapter “Alternatives”. No major impacts that would not be covered by the project’s EMP were anticipated from these changes.

Korvon Market Road Section

14. There are no sensitive receptors such as schools or hospitals, or ecologically sensitive areas along the newly added Korvon Market road section. However, due to the relatively high number of people who move in the vicinity of the road daily and are also considered sensitive receptors, the baseline measurements for noise and air quality need to be obtained.

15. The air quality and noise measurements need to be obtained from km0+050 and km0+550 of the Korvon Market road section, as well as asphalt plant and aggregate crusher. Furthermore, noise measurements need to be obtained from the same locations as the air quality measurements. Noise measurements have been made in November 2018 from this location for this report. The rationale for selecting these locations is that the start of the section is where the few residential houses along the section are and at km0+550 is the main entrance point for the market and hence the busiest section.

16. There are no water crossings along the road, so obtaining a baseline measurement for water quality is not needed.

17. No significant impacts on the natural environment are expected from the rehabilitation of the Korvon Market road section. Most impacts are expected related to temporary disturbance of the traffic in the vicinity of the Korvon Market. Noise, vibration and air quality impacts are expected during the construction phase. However, all of the impacts are likely to be temporary.

I. INTRODUCTION

A. Project Background and Purpose of the Report 18. The project will support the government’s program to progressively improve the road by (i) expanding its width from two to four lanes, to address the impending capacity constraints; (ii) improving its surface condition by structural overlays of the existing pavement and construction of new pavements, to address the condition constraints; and (iii) providing well-designed safety facilities to address the existing road safety deficiencies. The project will also serve to take stock, draw lessons and analyze the institutional gaps on road safety and road asset management with the view to incrementally strengthening MOT’s capacities on these aspects. This approach will support a policy dialogue that will run parallel with the progressive improvement of the road and will be closely coordinated with other development partners active in the transport sector.

19. The 83 km long Dushanbe-Kurgonteppa road section has been divided into three phases according to priority. The first phase (Km0+275-33+475) covers approximately 33.2 km of road section from Dushanbe to the south. The start point of this first phase is near the Korvon Market, in the suburbs approximately 5kms south of Dushanbe Centre and 3.65 km to the North of Dushanbe Gate, and the end point is located 8kms before the local town of Chashmasoron (Km41, formerly Obikiik). The second phase (Km33+475-73+050) covers approximately 39.6 km of road section from Phase 1 to Vakhsh river. The first two phases are being funded mainly by ADB. (The third phase covers the remaining 10kms road section from Vakhsh River to Kurgonteppa and is proposed to be funded by JICA).

20. ADB contracted the Kocks Consult GmbH; Germany in cooperation with State Unitary Enterprise "Research, Design and Survey Institute" Tajikistan in December 2015 as a consultant for the PPTA and consequently for preparation of all documents which are required according to the ToR.

21. This is the Initial Environmental Examination (IEE) report. The IEE is required for category B Projects in order to warrant compliance of the Project with the ADB Safeguard Policy Statement (June 2009). As such the IEE provides a road map to the environmental measures needed to prevent and/or mitigate negative environmental effects associated with the development project. The IEE also provides a detailed description of the direct and indirect environmental effects associated with the Project during key periods of work, namely the design, pre-construction, construction and operational phases.

22. In detail the IEE (i) identifies and analyzes all significant impacts; (ii) describes their extent, duration and severity; (iii) formulates the required mitigation and monitoring measures and presents it all in the form of an Environmental Management Plan (EMP) and Monitoring Program.

23. This IEE comprehensively covers the Phase 1 of the Project Road. The Phase 2 is covered as an associated facility (with lesser details). The IEE for the Phase 2 will be prepared based on this IEE. The approach to include both phases in this IEE is based on the stipulations in the Safeguard Policy Statement (SPS) of ADB. Following appendix 1 Phase 2 needs to be interpreted as an associated facility to Phase 1 and there will be cumulative impacts from future development of the Project. Therefore, the scope of this IEE was defined as environmental assessment of Phase 1, and assessment of cumulative, and induced impacts of the whole road (Phases 1 and 2).

24. Work on the original version of the IEE started in March 2016 and concluded in October 2016. The work for the first revision to include the Korvon market road section started in March

2018 and concluded in May 2018. The second revision to include the finalized design for the Korvon market, the 15 U-turn locations, and the realignment at km 18-19 was done in March 2019. In the following background information on the Republic of Tajikistan, the Project and the environmental baseline conditions within the Project's area of influence are given.

25. The Republic of Tajikistan (herein referred to as Tajikistan) is a landlocked, mountainous country with formidable geographic barriers that seriously constrain its ability to effectively participate in international trade. Its development efforts are further hampered by inadequate physical infrastructure, which is in need of investment and regular maintenance. Tajikistan is surrounded by China, the Kyrgyz Republic, Uzbekistan and Afghanistan. The population of Tajikistan has reached 8,161.0 thousand people in 2013. Population density is 57.2 persons / km².

26. Dushanbe, the capital of Tajikistan, is the country’s political and economic hub with a population of 775,800 in 2013 which is about 9.5% share of the whole Tajikistan. Population density in Dushanbe is high and shows 7,758.0 persons / km².

27. Kurgonteppa, the southern endpoint of the Project road, is one of the largest cities in the province of Khatlon. The province borders with Afghanistan in the South and is susceptible to the influence of the current conditions in Afghanistan. It also has a high poverty rate.

28. The Project road forms the northern part of the Dushanbe-Nihzny Pyani road which by connecting Dushanbe and the province of Khatlon to Afghanistan, is one of the most significant international transport corridors in the country. Particularly since the opening of the Nihzny Pyani Bridge at the border with Afghanistan traffic volumes on the Project road have considerably increased and contributed much to its current state of deterioration of pavement conditions.

29. Taking the above described aspects of the Dushanbe to Kurgonteppa road together it becomes obvious that its rehabilitation/reconstruction is of urgent need.

30. The Project alignment is expected to follow the existing road alignment, with the possible exception of limited realignments to improve geometric characteristics, elimination of safety hazards and to avoid areas subject to severe soil erosion or unstable slopes. Based on the results of the conducted economic and traffic analysis it was decided that the road shall be designed to cater for 4 lanes over its whole length.

31. The existing cross section includes four lanes only within the initial section of the road, from the starting point of the road at Korvon Market to Dushanbe gate. The rest of the existing RoW includes only 2 lanes and widening of the RoW and the road’s cross section is therefore required over nearly the whole Project length.

32. Alternative options for the Phase 1 have been discussed in Chapter IV of this IEE report.

33. The benefit of the proposed project will be improved connectivity and access to markets. The outcome of the project will be efficient movement of freight and passenger traffic along the Dushanbe – Kurgonteppa road. After implementation of both phases the project outputs will be: (i) 83 km of reconstructed road from Dushanbe to Kurgonteppa, (ii) strengthened road asset management system, and (iii) improved road safety.

34. Upgrading of the additional Korvon market road segment will enable easy traffic flow through the bazaar area and reduce traffic bottlenecks at the points where traffic joins

Kurganteppa road or turns left towards Dushanbe’s suburbs. Traffic safety will be significantly improved, and accidents reduced, especially when the traffic from Bazaar joins busy Dushanbe- Kurganteppa road.

35. There are no sensitive receptors such as schools or health facilities along the Korvon market road section, but the bazaar has a lot of people moving around in the area who are also considered as sensitive receptors. This is why air quality and noise measurements should be obtained from the area prior to the start of the construction works.

36. Altogether 15 U-turn locations were included to the design to enable smoother traffic flow. Instead of choosing wider longer medians, the design will include U-turns with width of minimum 6m, to reduce land requirement and other impacts. This also lowers the potential environmental impacts associated with the change.

37. The locations for the U-turns are: Km 2+95, 11+80, 27+80, 55+40, 75+ 80, 128+00,132+40, 167+00, 170+40, 223+60, 229+60, 225+50, 263+80, 314+20, and 320+40. None of these areas pose environmental risks which wouldn’t be managed well within the existing EMP.

38. Lastly, the changes include straightening the sharp re-entrant bend in the existing road at km18-19, which involves raising the embankment, reinforcing the higher 'downstream' side by a gabion revetment facing (anchored back into the embankment with geogrid), across the valley which the road crosses. This is expected to produce minimal environmental impacts as the area does not contain any creeks or streams, or naturally valuable assets. The existing EMP covers adequate mitigation measures for inclusion of the realignment as such.

B. Study Area and Project Categorization 39. For purposes of establishing the environmental conditions, the overview of regional data is followed by the description at the project level if data is available. For purposes of the impact assessment it needs to be distinguished in between the core impact area and the wider zone of influence.

40. The core impact area is subject to direct physical encroachment which usually results in the physical loss of structures, such as human properties (kiosks, fences, crops etc.) or natural structures such as topsoil, trees, shrubs and biotopes. Other impacts refer to negative interferences which do not cause the loss of structures but nevertheless cause the reduction of environmental quality. Examples are the negative effects of noise emissions, the effects of emissions of pollutants or the occurrence of increased erosion due to malfunctioning of culverts, lack of retention basins or other. A detailed description of the impacts is given in the chapter on impacts and mitigation measures. An envelope of 200 meters wide on each side of the project road over its entire length is identified as the core impact area. The road sections where sensitive receptors are present, such as schools, hospitals or other places where people congregate are given particular attention so that ample mitigation is formulated. In phase 1 of the Project no school, kindergarten, mosque or hospital are located closer than 50 m to the future Project corridor’s edge. This applies also to the Korvon Market road section. For road sections that cross rivers, the impact assessment is expanded to cover the identified continuous extent of any ecologically important habitats / features along the Project Corridor. There are no water crossings along the newly added Korvon Market road section. In addition, the core impact area needs to be widened at certain locations to consider all ancillary facilities occurring outside the 200 m corridor such as borrow pits and quarries.

41. Only small changes are expected to the impacted area from the inclusion of the U-turns and the realignment at km18-19. The locations where the impact area increases are not environmentally sensitive and hence no significant impacts are expected from the change.

42. In contrast the wider zone of influence includes the wider geographical area that is influenced by the project due to better access and more efficient transport connections. This wider zone of influence is subject to indirect and positive impacts.

43. The magnitude of environmental impacts of the Dushanbe – Kurgonteppa road rehabilitation is evaluated as site specific. Typically, projects upgrading road to Category 1 road with separation cause split communities, and create obstacles for farmers and villagers in accessing their fields, etc. However, proper design and other mitigation measures allow avoiding or minimizing those impacts and improve road safety.

44. After Project implementation, during operational stage, there will be however only very low remaining impacts, mainly because the reconstruction follows the existing alignment and no valuable or protected natural habitats or other valuable environmental structures are significantly impacted after finalization of construction period, neither in their structure nor function. Therefore, the Project was classified as environmentally category B. This classification is in line with the ADB SPS in which a category B Project is defined as follows: “A proposed project is classified as category B if its potential adverse environmental impacts are less adverse than those of category A projects. These impacts are site-specific, few if any of them are irreversible, and in most cases mitigation measures can be designed more readily than for category A projects. An initial environmental examination is required.”

C. Methodology 45. The project’s environmental and social assessment needs to comply with both the legal requirements of Tajikistan and the ADB safeguard policies. Consequently, the methodology used for the preparation of this IEE report is based on the ADB Safeguard Policy Statement (2009) and the existing Tajikistan’s environmental and social legislation and permitting procedure.

46. Although this IEE focuses on Phase 1, it also assesses Phase 2 as an associated facility with a lower level of a detail. The approach to include both phases in this IEE is based on the stipulations in the ADB’s Safeguard Policy Statement (SPS). Following Appendix 1 Phase 2 needs to be interpreted as an associated facility to Phase 1 and there will be cumulative impacts from future development of the Project. Therefore, the scope of this IEE was defined as a detailed environmental assessment of Phase 1, and assessment of cumulative, and induced impacts of the whole road (Phases 1 and 2).

47. The Project area was visited for surveying of baseline data many times by the international and national consultants during the time period from March to May 2016. Additional visits have been conducted in 2017 and 2018, with the latest one in April 2018. In addition, consultation meetings were conducted on the basis of Jamoats for all the 19 villages potentially affected by the Project. The purpose of the consultation was to inform people about the project, to receive their feedback and to incorporate their comments and concerns as far as technically feasible. Details on the conducted consultations are given in the LARP document. The consultations were on social and environmental issues. For purpose of obtaining environmental information from Project affected people and stakeholders a questionnaire was used as a guidance tool. Data and information obtained during the consultations have been included where appropriate. Additional background data and information was obtained from published and unpublished sources, e.g., on: climate, topography, geology and soils, natural resources flora and fauna, agriculture, and

socio-economic data. After finalization of the draft IEE report an additional public consultation meeting which included a presentation of the results of the environmental and social assessment was held in the conference room of the Ministry of Transport (MoT) on July 12, 2016.

48. For establishing of baseline conditions, noise measurements were conducted alongside the Dushanbe urban section North of Dushanbe gate and within settlements. In addition, noise measurements were made from the Korvon Market road section in November 2018. Air Quality measurements were not made yet for the Korvon market road section, so they need to obtain before the start of the potential works. The results of the measurements were compared with the standards of Tajikistan. During construction period there will be a continuous monitoring of noise and vibration, air and water quality as reflected in the Environmental Monitoring Program, which is part of this IEE report. Noise monitoring for the newly added Korvon market section has also been included to the Environmental Monitoring Program.

49. Noise measurements were carried out near the Korvon Market road section in November 2018. The results of the measurements that were carried out during daytime at 14:30-15:00, were 67,1 dB, which below the standards for commercial areas. The duration of the noise monitoring was done in three consecutive snapshots, with a duration of 10 minutes each. The value above is the average result based on these values. It is recommended that new noise measurements are carried out prior to the start of the construction works to establish a baseline, as there is a long time period between the baseline measurement made for this report and the potential start of the works.

II. LEGAL, POLICY AND ADMINISTRATIVE FRAMEWORK

50. This section presents an overview of the policy/legislative framework as well as the environmental assessment guidelines of the Republic of Tajikistan that apply to the proposed project. The section also identifies relevant ADB Safeguard Policies that will be applied in the project.

A. Environmental Clearance Requirements 51. According to ADB’s Guidelines and Environmental Assessment Requirements of Infrastructure Projects, an IEE will be presented to both the Government of Republic of Tajikistan and ADB. According to initial environmental assessment the project road has been qualified as category “B”.

1. Government Environmental Laws, Regulations and Guidelines

Legislation

52. Tajikistan has a well-developed environmental legal and regulatory framework. Current environmental legislation in Tajikistan includes statutory acts and laws on the following topics: (i) Protection of the environment; (ii) ecological audit and monitoring; (iii) protection of flora and fauna; (iv) environmental information and education; (v) soil, water and air quality; (vi) biological safety; (vii) human health and safety; and (viii) waste and chemicals management. These laws, along with the regulations approved by the Government of Tajikistan (GoT) create a favorable legal framework for environmental protection and for the use and protection of the country’s natural resources. They also enforce the rights of any citizen for environmental safety, organic products, eco-friendly environment, access to environmental information, possibility of investing (moral, material and financial) to improve the ecological situation in the country.

53. Environmental legislation in the Tajik Republic includes the Constitution, codes and laws on air quality, noise, mineral resources, land management, forests, health and safety, waste and chemicals management. The Tajikistan Framework Environment Law was adopted in 1993 it was enacted in 1994 and amended sequentially in 1996, 1997, 2002, 2004 and 2007. Then in 2011 it was replaced by new law. The Water Code was adopted in 2000 (amended in 2008, 2009, 2011 and 2012), the Land Code in 1996 (amended in 1999, 2001, 2004, 2006 and 2011, twice in 2008 and 2012) and the Forest Code in 1993 (amended twice in 1997 and 2008).

54. Other important environmental legal acts include:

 The Law on Hydro-meteorological Activity (No. 86 as of December 2, 2002);  The Law on Production and Safe Handling of Pesticides (No. 1 as of April 22, 2003);  The Law on Protection and Use of Flora (No. 31 as of May 17, 2004);  The Law on Protection of the Population and Territories from Emergency Situations of Natural and Manmade Origin (No. 53 as of 15 July 2004);  The Law on Biological Safety (No. 88 as of March 1, 2005);  The Law on Animal World Conservation and Use (No. 354 as of January 5, 2008);  The Law on Soils Conservation (No. 555 as of October 16, 2009);  The Law on Subsoils (No. 983 as of July 20, 1994, wording as of RT Laws No. 120 as of November 4, 1995, No. 351 as of January 5, 2008, No. 471 as of December 31, 2008 and No. 663 as of December 29, 2010);  The Law on Potable Water and Drinking Water Supply (No. 670 as of December 29, 2010);

 The Law on Environmental Education (No. 673 as of December 29, 2010);  The Law on Environmental Information (No. 705 as of March 25, 2011);  The Law on Environmental Monitoring (No. 707 as of March 25, 2011);  The Law on Environmental Audit (No. 785 as of December 26, 2011);  The Law on Specially Protected Natural Areas (No. 786 as of December 26, 2011);  The Law on Use of Renewable Energy Sources (No. 857 as of January 12, 2012);  The Law on Food Safety (No. 890 as of August 1, 2012);  The Law on Atmospheric Air Protection (No. 915 as of December 28, 2012);  The Law on Pastures (No. 951 as of March 19, 2013);  The Law on Biological Management and Production (No. 1001 as of July 22, 2013);  The Law on Radioactive Waste Management (No. 1002 as of July 22, 2013);  The Law on Ensuring Sanitary and Epidemiologic Safety of Population (No. 49 as of December 8, 2003, wording as of RT Laws No. 441 as of October 6, 2008, No. 481 as of December 31, 2008, No. 793 as of December 26, 2011 and No. 1010 as of 22.07.2013);  The Law on Energy Conservation and Efficiency (No. 1018 as of September 19, 2013);  The Law on Fishing and Protection of Fishery Resources (No. 1021 as of September 19, 2013).  The Law on Energy Saving (No. 524 as of February 6, 2002);  The Law on Industrial and Domestic Waste (No. 44, as of May 10, 2002, wording of the Republic of Tajikistan Law No. 736 as of July 28, 2011); and  The Law on Ensuring of Environmental Safety of the Road Transport (No. 1214 as of August 8, 2015).

International legal instruments

55. The Republic of Tajikistan is party to a number of international environmental treaties including:

 Vienna Convention for the Protection of the Ozone Layer, 1996 and updated by: o Protocol on Substances that Deplete the Ozone Layer (Montreal), 1998; o London Amendments to Montreal Protocol on Ozone Depleting Substances, 1998; o Copenhagen Amendments to Montreal Protocol on Ozone Depleting Substances, 2009; o Montreal Amendments to Montreal Protocol on Ozone Depleting Substances, 2009; o Beijing Amendments to Montreal Protocol on Ozone Depleting Substances, 2009.

 UN Convention to Combat Desertification (CCD), 1997.

 UN Convention on Biological Diversity (CBD), 1997; Related updates to CBD are: o Cartagena Protocol on Biosafety to the Convention on Biological Diversity, 2004. o Nagoya Protocol on Access to Genetic Resources and the Fair and Equitable Sharing of Benefits Arising from their Utilization to the Convention on Biological Diversity, signed in 2011 and ratified in 2013.

 Ramsar Convention (joined 2000);

 Bonn Convention on the Conservation of Migratory Species of Wild Animals (joined 2001); A related update is: o Bukhara Deer Memorandum, 2002.

 UN Framework Convention on Climate Change, 1998; A related update is: o Kyoto Protocol, accessed on December 29, 2008, and entered into force on March 29, 2009.

 Stockholm Convention on Persistent Organic Pollutants (ratified 2007); Related updates: o 2009 amendments listing 9 new POPs, August 26, 2010; o 2011 amendment listing endosulfan, October 27, 2012; and o 2013 amendment listing HBCD, November 26, 2014.

 Aarhus Convention (joined 2001); A related update is: o Kiev Protocol on Pollutant Release and Transfer Registers to the Convention on Access to Information, on May 21, 2003.

 Convention on International Trade in Endangered Species of Wild Fauna and Flora (CITES), 2016.

 UNESCO Convention Concerning the Protection of the World Cultural and Natural Heritage (joined 1992).

Environmental Assessment

56. There are two laws in the country that stipulate all aspects of the EA: (a) Law on Environment Protection; and (b) Law on Ecological Expertise. The Chapter V, Articles 35-39 of the Law on Environment Protection (2011), introduces the concept of state ecological review (literally, state ecological expertise1 – SEE) that seeks to examine the compliance of proposed activities and projects with the requirements of environmental legislation and standards and ecological security of the society. The mentioned laws stipulate the mandatory cross-sectoral nature of SEE, which shall be scientifically justified, comprehensive, and objective and which shall lead to conclusions in accordance with the law. SEE precedes decision-making about activities that may have a negative impact on the environment. Financing of programs and projects is allowed only after a positive SEE finding, or conclusion, has been issued.

57. The following activities and projects are subject to state ecological review:

a. draft state programs, pre-planning, pre-project, and design documentation for economic development; b. regional and sectoral development programs; c. spatial and urban planning, development, and design; d. environmental programs and projects; e. construction and reconstruction of various types of facilities irrespective of their ownership; f. draft environmental quality standards and other normative, technology, and methodological documentation that regulates economic activities; g. existing enterprises and economic entities.

58. The laws stipulate that all types of economic and other activities shall be implemented in accordance with existing environmental standards and norms and shall have sufficient environmental protection and mitigation measures to prevent and avoid pollution and enhance

1 State Ecological Expertise means both the department (institution) within the Committee for Environmental Protection and the process of review as well.

environmental quality. The EA studies analyzing the short- and long-term environmental, genetic, economic, and demographic impacts and consequences shall be evaluated prior to making decisions on the allocation, construction, or reconstruction of facilities, irrespective of their ownership. If these requirements are violated, construction will be terminated until necessary improvements are made, as prescribed by the GoT and/or other duly authorized control bodies, such as sanitary, geological, and public safety agencies.

59. An EIA is a component of the SEE, as set out in the 2011 Environmental Protection Law and in the 2012 Law on State Ecological Expertise, which comprises both the department within the Committee for Environmental and the process as well. Conducting the EIA is the responsibility of the project proponent. The State Ecological Review2 - which comprises the process component only - for all investment projects is the responsibility of the GoT Committee for Environmental Protection (CEP) and its regional offices. Furthermore, according to the 2012 Law on State Ecological Expertise, all civil works, including rehabilitation ones, should be assessed for their environmental impacts and the proposed mitigation measures should be reviewed and monitored by the CEP.

60. According to the 2012 Law on Ecological Expertise, ecological expertise is intended to prevent negative impacts on the environment as a result of a proposed activity, forecast impacts from activities that are not considered as necessarily damaging to the environment and create databases on the state of the environment and knowledge about human impact on the environment.

61. This Law on Ecological Expertise and the Law on Environment Protection envisage two types of ecological expertise – State ecological expertise and public ecological expertise, which are not given equal importance. While State ecological expertise is a prerequisite for beginning any activity that may have an adverse environmental impact, public ecological expertise becomes binding only after its results have been approved by a State ecological expertise body.

62. The State Ecological Expertise is authorized to invite leading scientists and qualified outside specialists to participate in the review. Approval should be issued within 30 days, unless the project developer agrees to an extension, and remains valid for two years, if the decision is positive. For very complicated projects the term of consideration and approval can be extended till 60 days.

63. According to the Law on SEE the public ecological expertise of economic activities or other activities implementation of which can negatively impact the environment of population which live in relevant area can be carried out by any public organization and citizen. They have right to send the proposals to the responsible government bodies concerning environmental issues of implementation planned activities; to receive information on results of conducted state ecological expertise from relevant responsible bodies. The materials reflecting the public expertise delivered to the experts‘ commission should be taken into consideration under preparation of conclusion of state ecological expertise and decision making on realization of expertise object. The public ecological expertise is carried out under the state registration of application of public organization. The registration can be done by local executive authorities (for 7 days) in place where the expertise activities are planned. The public organizations which are

2 State Ecological Review which is also commonly referred as State Environmental Review means the process only.

organizing this expertise, should inform the population of initiation of expertise and then on its results.

64. The legal and regulatory system for the EIAs also include:

 Procedure of Environmental Impact Assessment (adopted by the Resolution of the Government of the Republic of Tajikistan No. 509 as of 01.08.2014).  Procedure to implement State Ecological Expertise (approved by the Resolution of the Government of the Republic of Tajikistan No. 697 as of December 3, 2012).  Guidelines on the composition and order of development of content and structure of the documentation to be submitted for review (SEE), as well as coordination and approval of all projected budget or investment estimations, design drawings or documentation that must be developed in coordination with the SEE3, buildings and structures and EIA chapters, Strategic Environmental Assessment SEA and feasibility documents; and  List of objects and types of activity for which preparation of documentation on Environment Impact Assessment is mandatory (adopted by the Resolution of the Government of the Republic of Tajikistan No. 253 as of June 3, 2013).

65. The elaborated existing normative legal base is intended for determination of legal basis for implementation of projects and their compliance with state requirements for environmental protection and mitigation of environmental impact.

66. In the Republic of Tajikistan, the organizations with most responsibility for environmental monitoring and management currently are the Committee for Environmental Protection (CEP) under the Government of the Republic of Tajikistan (GoT), the Sanitary Inspectorate of the Ministry of Health, the Inspectorate for Industrial Safety and the Mining Inspectorate. An environmental licensing system exists in relation to handling hazardous waste and mineral extraction. An environmental permitting system regulates the use of natural resources.

67. The Environmental Protection Law states that a SEE should be conducted by the CEP, which is designated as a duly authorized state environmental protection body. The CEP has a comprehensive mandate that includes policy formulation and inspection duties. The CEP has divisions at oblast (region), city and rayon (district) level, in the form of Departments of Environmental Protection (DEPs), within the Hukumat (local administration) at each city or rayon.

Public Participation

68. Article 12 of the Environment Protection Law proclaims the right of citizens to live in a favorable environment and to be protected from negative environmental impacts. Citizens also have the right to environmental information (Article 13), as well as to participate in developing, adopting, and implementing decisions related to environmental impacts (Article 13). The latter is assured by public discussion of drafts of environmentally important decisions and public ecological reviews. Public representative bodies have an obligation to take into consideration citizens‘ comments and suggestions.

3 All projected budget or investment estimations, design drawings or documentation must be developed in coordination with the SEE.

Licenses

69. Licenses are legal instruments to regulate certain potentially hazardous activities where minimal qualifications and strict adherence to rules are required to ensure that they are carried out efficiently, safely and do not result in potentially very significant and irreparable damage to the environment and human health .In particular, licenses are required for handling hazardous waste; for activities in industrial safety, sources of ionizing radiation, production and handling of pesticides and other agrochemicals. They are issued by the relevant industry regulator (ministry or committee) or an entity to which it has delegated such right. Licensing is also used to ensure the most efficient and sustainable use of natural resources. For example, licenses are required for prospecting, collecting or extracting mineral resources (borrow areas), or for constructing underground facilities not related to mining.

Environmental Permits

70. Permits are meant to ensure the sustainable use of natural resources. There are two types of permits: (a) permits to use natural resources; and, (b) permits for emissions or discharges. The natural resources use permits allow their holders to take a certain number or amount of a particular natural resource within a defined territory and time period. They are issued both to individuals (e.g. to hunt a particular species of animal or harvest particular factories) and to organizations (e.g. permits to extract ground or surface water for a particular use). By law, permits are needed for any commercial use of any resource. The authority that issues the permit and the legislation (government resolution) that applies depend on the resource. Permits to discharge polluted matter are issued by the relevant inspectorate (e.g. previous State Water Inspectorate or State Air Inspectorate – now departments) of the local state environmental protection committees to industrial or agricultural enterprises and municipal utilities that release by-products into the environment. The permits allow releasing a certain amount of polluted matter (gases, liquids, solid waste) into the environment. The permits are normally granted for one year and indicate the maximum allowed concentration of the pollutants in the released matter, the maximum volume of the polluted matter and the pollutants allowed.

State Environmental Program 2009-2019

71. The Program, approved in 2009, obligates ministries and offices, heads of administrations and mayors of cities to improve environmental conditions and ensure sustainable development of the country during the period of economic transition. It calls for adoption of modern environmental standards for water, air, soil, solid waste, toxic wastes, and noise control, based on maximum permissible amounts. Standards are to be supplemented by discharge permits. The Program is accompanied by broad ecological zoning, dividing the country into ten zones (Syr-Darya, Northern Turkestan, Zeravshan, Gissar, Vaksh, Dangarin, Khulbak-Kulyak-Tchube, Karategin-Baldzhuan - Shurobad, Garm-Muksu-Balandkiik, and Badakshan).

2. ADB Safeguards

72. As noted previously the Dushanbe to Kurgonteppa road has been classified as category “B” for Environmental Assessment. The categorization was carried out based on ADB's Safeguard Policy Statement (2009). Because the Project is environmentally categorized as B, an IEE is required. An initial step in determining a project’s environmental category is to prepare a Rapid Environmental Assessment (REA) screening checklist, considering the type, size, and location of the proposed project. A preliminary REA for the Dushanbe to Kurgonteppa road had already been prepared in 2015 at the project's concept stage. Considering the new alignment considerations

which among others included the new starting point (3.382 km North of Dushanbe gate) and the widening to 4 lanes over the whole Project length the REA was updated and resubmitted by the consultant to ADB on April 30th, 2018. A project is classified as one of the following four environmental categories:

 Category A: Projects with potential for significant adverse environmental impacts. An environmental impact assessment and a summary EIA (SEIA) are required to address significant impacts.  Category B: Projects judged to have some adverse environmental impacts, but of lesser degree and/or significance than those for category A projects. An initial environmental examination and a summary IEE are required to determine whether or not significant environmental impacts warranting an EIA are likely. If an EIA is not needed, the IEE is regarded as the final environmental assessment report.  Category C: Projects unlikely to have adverse environmental impacts. No EIA or IEE is required, although environmental implications are still reviewed.  Category FI: Projects are classified as category FI if they involve a credit line through a financial intermediary or an equity investment in a financial intermediary. The financial intermediary must apply an environmental management system, unless all subprojects will result in insignificant impacts.

73. Public consultation meetings on social and environmental issues were carried out in May and June 2016 in the following villages: Dahanakiik, Obi-Shifo, Lohur and Chimteppa. Minutes were taken and are attached to this report.

74. Additional public consultations were held in March 2018 at the Korvon market. Minutes were taken, and they are attached to this report.

75. The IEE report is to be submitted to the Committee for Environmental Protection under the Government of Tajikistan to obtain the SEE (State Ecological Expertise) for the Project.

B. Environmental Standards 76. Environmental quality standards in Tajikistan are based on GOST, SNiP and SanPiN. GOST (Tajiki: ГОСТ) refers to a set of technical standards maintained by the Euro-Asian Council for Standardization, Metrology and Certification (EASC), a regional standards organization operating under the auspices of the Commonwealth of Independent States (CIS). SNiP mean Technical Standards (Tajiki: СНИП) - a building code, a set of rules that specify the minimum standards for constructed objects such as buildings and nonbuilding structures. SanPiN (Tajiki: Коидахо ва меъёрхои санитари) are sanitary rules and norms (standards).

77. Environmental quality standards in Tajikistan ensure both MPC (Tajiki: ПДК) and MPE (Tajiki: ПДВ). The maximum permissible concentration (MPC) is approved by law hygienic standard. Under MPC refers to a concentration of chemical elements and their compounds in the environment, which in everyday impact for a long time on the human body does not lead to pathological changes or diseases established modern research methods in any time of life of present and future generations. The maximum permissible (or allowable) emissions (MPE) is standard of maximum permissible emissions of harmful substances (pollutants) into the air, which is set for a stationary source of air pollution in accordance with technical standards for emissions and background air pollution. It provides non-exceeding of the hygiene and environmental air quality standards, limits (critical) loads on ecological systems and other environmental regulations requirements.

78. The Table 1. National standards and regulations applicable to the Project below gives an overview of the National Standards and regulations that are applicable to the Project.

Table 1. National standards and regulations applicable to the Project

# Title - National Standards - GOSTs 1. 31431―2011. Protection of nature. Air. Set of Maximum Permissible Emissions (MPE). 29 November 2011 2. 31434―2011 Protection of nature. Air. Determination of parameters of efficiency of dust collection systems. 29 November 2011 3. IEC 61241-0―2011 Electrical equipment used at areas containing flammable dust. Part 0. General requirements. 29 November 2011 4. GOST 17.0.0.01-76 (ST SEV 1364-78) (in edition of 1987) System of standards for environmental protection and improvement of natural resources usage. General provisions 5. General provisions GOST 17.0.0.04-80 (1998) Protection of nature. Environmental passport (certificate) of industrial facility. General provisions 6. GOST R ISO14001-98 Environmental management systems. Requirements and guidelines. 7. GOST 17.0.0.02-79 (1980) Protection of nature. Provision of metrological control of air, surface water and soils pollution. 8. GOST 17.1.1.01-77 (ST SEV 3544-82) Usage and protection of water. General terms and definitions. 9. GOST 17.2.1.01- 76 Classification of emissions (content). 10. GOST 12.1.014-84 (1996) SSBT. Air at workplace. Methodology of measuring of pollutants concentration using indication tubes. 11. GOST 12.1.005-88 (1991) SSBT. General sanitary and hygiene requirements to air at workplace. 12. GOST 17.2.2.05-97 Norms and methods of emissions measuring containing spent diesel gases, tractors and self-propelled agricultural machines. 13. GOST 21393-75 Diesel motorcars. Exhaust gas opacity. Norms and methods of measurement. 14. GOST 17.2.2.03-77 Concentration of carbon monoxide at exhaust gases of motorcars with gasoline engines. Norms and measurements methodology. 15. GOST 17.2.2.03-87 Norms and methods of measurements of carbon monoxide at exhaust gases of motorcars with gasoline engines. 16. GOST 17.4.2.01-81 Nomenclature of sanitary condition parameters 17. GOST 17.4.1.02-83 Classification of chemical substances for monitoring of contamination. 18. GOST 12.1.003-83 (1991) SSBT. Noise. General safety requirements 19. GOST 12.1.023-80 (1996) SSBT. Noise. Methods of threshold noise levels for stationary machinery. 20. GOST 12.1.029-80 (1996) SSBT. Means and methods of noise protection. Classification. 21. GOST 12.1.036-81 (1996) SSBT. Noise. Allowable levels of noise within residential and public buildings.

# Title - National Standards - GOSTs 22. GOST 12.1.007-76 (1999) SSBT. Harmful substances. Classification and general safety requirements. 23. GOST 12.4.119-82 SSBT. Means of respiratory PPE. Methods of protective features assessment for aerosols. 24. GOST 12.4.125-83 (1985) SSBT. Means of collective protective equipment from mechanical factors. Classification. Sanitary norms and regulations (SanPins) 25. SanPiN 2.1.4.559-96 Drinking water. Hygienic requirements to the quality of water from centralized systems of drinking water supply. Quality control 26. СН 2.2.4/2.1.8.562-96 Noise at working places, indoors of residential and public buildings and the territories of residential areas

79. In the following tables a synopsis is given on the specific standards for air quality, water, waste and noise emissions in Tajikistan. In addition, the standards are compared with international guidelines and standards. In general, it can be concluded that the Tadjik system of environmental standards is well developed and for the purpose of the present Project it is in line with the requirements of IFIs. It was therefore decided to use the Tajik standards as the reference in the present Project.

Table 2. Environmental Standards for Emissions to the Atmosphere

National Standards / Requirements Adopted Project Standard Rationale

Topic Tajikistan IFC Environmental, Health, IFC Environmental, and Safety General Guidelines Health, and Safety (or IFC PS) Guidelines for Onshore Oil and Gas Development

Emissions of Ozone No relevant numeric No relevant numeric No relevant numeric Consistent with applicable Good practice Depleting standard standard (Although ‘no new standard. international conventions apply the Substances systems or processes should principle that the will be no be installed using CFCs, utilisation of ozone depleting halons, 1,1,1-trichloroethane, substances (halons, PCBs, CFCs, carbon tetrachloride, methyl HCFCs) bromide or HBFCs’). and IFC

GHG emissions No relevant numeric No relevant numeric Numeric standards do not Most relevant standard standard apply.

GHG will be quantified and reported annually if >25,000 tonnes CO2 equivalent per year are expected (as per IFC PS3, 2012)

Table 3. Environmental Standards for Ambient Air

National Standards / IFC/World Bank Guidelines / General IFC Environmental, Health, Adopted Project Standard Rationale Requirements Standards and Safety Guidelines (Wastewater (mg/m3)/ supplementary and ambient air quality) standards are marked blue Tajikistan standards4,

Air Quality - mg/m3: Where set, national air quality Emission concentrations as per mg/m3: Tajik Human standards apply. If no national General EHS Guidelines, and: standard population PM 0.15 PM 0.15 standards are set, then apply 3 supplemen protection (at H2S: 5 mg/Nm NO 0.06 WHO standards NO 0.06 ted by receptors) WHO guidelines, μg/m3: WHO NO2 0.04 NO2 0.04 where PM2.5 10 (1 yr) necessary SO2 0.05 SO2 0.05 PM2.5 25 (24 h) to achieve Ammonia 0.06 CO 3.00 most PM10 20 (1 yr) comprehen

Benzopyrene 0.1 PM10 50 (24 h) Ammonia 0.06 sive suite5 Benzene 0.1 Ozone 100 (8 h) Benzopyrene 0.1

Acetone 0.35 NO2 40 (1 yr) Benzene 0.1 Petrol 1.5 NO2 200 (1 hr) Acetone 0.35 SO2 20 (24 h) V2O5 0.002 Petrol 1.5 SO2 500 (10 min) Vinyl acetate 0.15 V2O5 0.002 HCl 0.2 Vinyl acetate 0.15 HF 0.005 HCl 0.2

Fe2O3 0.04 HF 0.005

HNO3 0.4 Fe2O3 0.04

H2SO4 0.1 HNO3 0.4

Xylol 0.2 H2SO4 0.1 Manganese and its oxides Xylol 0.2 0.001 Manganese and its oxides Copper oxides 0.002 0.001

4 Annex 3 to Procedure of Environmental Impact Assessment accepted by Resolution No 464 of the Government of the Republic of Tajikistan dated 3 October 2006 5 The IFC cites WHO ambient air quality guidelines typically apply only in jurisdictions where there are no national standards in place.

Magnesia 0.05 Copper oxides 0.002 Nickel oxide 0.001 Magnesia 0.05

Inorganic dust (SiO2 70 %) Nickel oxide 0.001 0.05 Inorganic dust (SiO2 70 %) SiO2 = 70 % - 20 % 0.1 0.05

SiO2 is less than 20 % 0.15 SiO2 = 70 % - 20 % 0.1

Lead and its compounds SiO2 is less than 20 % 0.15 0.0003 Lead and its compounds Lead sulfur 0.001 0.0003

Hydrogen sulfide, H2S 0.008 Lead sulfur 0.001

Turpentine 1 Hydrogen sulfide, H2S 0.008 Ethyl alcohol (ethanol) 5.0 Turpentine 1 Butyl alcohol (butanol) 0.1 Ethyl alcohol (ethanol) 5.0 Propane alcohol (propanol) 0.3 Butyl alcohol (butanol) 0.1 Methyl alcohol (methanol) 0.5 Propane alcohol (propanol) 0.3 Styrene 0.003 Methyl alcohol (methanol) 0.5 Soot 0.05 Styrene 0.003 CO 3.0 Soot 0.05 Phenol 0.01 Phenol 0.01 Formaldehyde 0.003 Formaldehyde 0.003 Fluoride (HF, SiF4) 0/05 Fluoride (HF, SiF4) 0/05 Freon ( all brands ) 10 Freon ( all brands ) 10 Chromium trioxide 0.0015 Chromium trioxide 0.0015 Chlorine 0.03 Chlorine 0.03 ZnO 0.05 ZnO 0.05 Ethylene oxide 0.03 Ethylene oxide 0.03

Table 4. Environmental Standards for Water Quality & Discharges to Water 6

National Standards / Requirements IFC/World Bank Guidelines / Standards Adopted Project Rationale Topic Tajikistan IFC Environmental, Health, and Safety General Standard Guidelines

Discharge to List of MPC quality of water at surface Temperature of wastewater prior to discharge does pH 6.5-8.5 Tajik MPC as most surface water: water bodies (Requirements to water not result in an increase greater than 3°C of ambient BOD 30 stringent standard quality in fishery water bodies)7 temperature at the edge of a scientifically established supplemented by Effluent water COD 125 pH 6.5-8.5 mixing zone which considers ambient water quality, IFC where needed receiving water use and assimilative capacity among Total Nitrogen 10 for comprehensive Aluminium (Al) 0.04 other considerations. Total Phosphorus 2 suite Iron (Fe) 0.1 For treated sanitary wastewater: TSS 50 Cadmium (Cd) 0.005 pH 6-9 Total Coliform bacteria Copper (Cu) 0.001 BOD 30 400/100 ml Nickel (Ni) 0.01 COD 125 Aluminium (Al) 0.04 Lead (Pb) 0.006 Total nitrogen 10 Iron (Fe) 0.1 Zinc (Zn) 0.01 Total Phosphorus 2 Cadmium (Cd) 0.005 +6 Chromium (Cr ) 0.02 Oil and grease 10 Copper (Cu) 0.001 3+ Chromium (Cr ) 0.07 TSS 50 Nickel (Ni) 0.01 Oil and petrochemicals 0.05 Total coliform bacteria 400/100ml Lead (Pb) 0.006 Arsenic (As) 0.05 Zinc (Zn) 0.01 Calcium (Ca) 180 Chromium (Cr+6) 0.02 2- Silicon (SiO3 ) 1.0 Chromium (Cr3+) 0.07 Oil and petrochemicals 0.05 Arsenic (As) 0.05 Calcium (Ca) 180

6 For drinking water see 0. 7 Annex 3 to Procedure of Environmental Impact Assessment accepted by Resolution No 464 of the Government of the Republic of Tajikistan dated 3 October 2006 ..

National Standards / Requirements IFC/World Bank Guidelines / Standards Adopted Project Rationale Topic Tajikistan IFC Environmental, Health, and Safety General Standard Guidelines

2- Silicon (SiO3 ) 1.0

Water quality - List of MPC above (mg/l) No numeric standards Tajik MPC for surface Tajik as only freshwater water bodies relevant

Table 5. Drinking Water Standards

The project has set numeric standards for the following waters:

DRINKING WATER GENERAL ANALYSIS CONTENT AND LIMITS

Tajikistan WHO EU Standard3 Project Standard 8 Parameter Units Standard5) Standard (mg/l unless stated otherwise) Physical Quality pH --- 6-9 6–9 6.5-9.5 TS 6-9 Total Dissolved Solids mg/l 1000 --- TS 1000 Hardness Mg-eqv/l 7.0 --- TS 7.0 EMF Acceptable to TS (formasine) Turbidity 1.5 --- consumers and no 1.5 or mg/l (caoline) abnormal change Inorganic Chemical Quality Aluminium (Al) mg/l 0.5 --- 0.2 EU 0.2

Ammonium ion (NH4) mg/l --- 0.5 EU 0.5 Antimony (Sb) mg/l 0.05 0.02 0.005 EU 0.005 Arsenic (As total) mg/l 0.05 0.01 0.01 EU 0.01 Barium (Ba) mg/l 0.7 --- TS 0.7 Beryllium (Be) mg/l ------TS 1.0 WHO Boron (B) mg/l 0.5 0.5 Cadmium (Cd) mg/l 0.001 0.003 0.005 TS 0.001 Chloride ion (Cl-) mg/l 350 --- 250 EU 250 0.3-0.5 (free) --- TS 0.3-0.5 (free) Chlorine (Cl) mg/l 5 0.8-1.2 (bounded) 0.8-1.2 (bounded) Chromium (Cr+6) 0.05 0.05 TS 0.05 mg/l 0.05 (Cr+3) 0.5 0.5

8 Project standard represents most stringent for each parameter

DRINKING WATER GENERAL ANALYSIS CONTENT AND LIMITS

Tajikistan WHO EU Standard3 Project Standard 8 Parameter Units Standard5) Standard (mg/l unless stated otherwise) Copper (Cu) mg/l 1.0 2 2.0 TS 1.0 Cyanide (CN) mg/l 0.07 0.05 EU 0.05 Fluoride ion (F=) mg/l 1.5 1.5 EU 1.5

Hydrogen Sulfide (H2S) mg/l ------TS Iron (Fe) mg/l 0.3 --- 0.2 EU 0.2 Lead (Pb total) mg/l 0.03 0.02 0.01 EU 0.01 Manganese (Mn) mg/l 0.4 0.05 EU 0.05 Mercury (Hg) mg/l 0.001 0.001 EU 0.001 Molybdenum (Mo) mg/l 0.07 --- WHO 0.07 Nickel (Ni) mg/l 0.1 0.02 0.02 EU 0.02 - Nitrate ion (as NO3 ) mg/l 45 50 50 TS 45 - Nitrite ion (as NO2 ) mg/l 3 or 0.2 --- TS 3.0 2+ Phosphate ion (PO4 ) mg/l 3.5 ------TS 3.5 Selenium (Se) mg/l 0.01 0.01 TS 0.01 Silicon (Si) mg/l 10 ------TS 10 Silver (Ag) mg/l ------TS 0.05 Sodium (Na) mg/l --- 200 TS 200 2+ Sulphate ion (SO4 ) mg/l 500 --- 250 EU 250 Strontium (Sr) mg/l ------TS --- Uranium (U) mg/l 0.015 --- WHO 0.015 Vinyl Chloride WHO mg/l 0.0003 0.0005 0.0003 (C2H3Cl / H2C) Zinc (Zn) mg/l 5.0 ------5.0 Other quality parameters Petrochemicals mg/l 0.1 0.1-5 TS 0.1 Surfactants (anionic) mg/l 0.5 ---- TS 0.5 COD mg/l ---- 150-400 EU 150-400

DRINKING WATER GENERAL ANALYSIS CONTENT AND LIMITS

Tajikistan WHO EU Standard3 Project Standard 8 Parameter Units Standard5) Standard (mg/l unless stated otherwise) Permanganate oxizability mg/l 5 ---- TS 5 Specific electrical ---- TS 2x10-3 2x10-3 conductivity

Note: 1. This table shows upper limit values, unless indicated otherwise as a range or lower limit value. 2. This table does not include organic chemicals, detergents, pesticides or disinfection by-products. Refer to WHO Guidelines for Drinking Water Quality for Chemical Lists and Guideline Values, the most stringent of which will also form the project standard. 3. EU Council Directive 98/83/EC of 3rd November 1998 4. EU Standard for radioactivity expressed as Tritium 100 Bq/l with a total indicative dose of 0.1 mSv/year 5. SanPin 2.1.4.1074-01.

6. **) – for climatic region III

Table 6. Environmental Standards for Waste

Topic Tajikistan Standards / IFC Environmental, Health, Adopted Project Standard Rationale Requirements and Safety General Guidelines

Waste treatment No numeric standards stated in No relevant numeric standard. No relevant numeric standard. All waste produced must and disposal the source documents. be handled and disposed of in (onshore) All waste produced must be handled and disposed of in accordance with national accordance with national law law on waste of on waste of production and production and consumption. consumption.

Secondary No numeric standards stated in Secondary containment (SC) is No relevant numeric standard. IFC Environmental, containment of the source documents. included wherever liquid wastes Health, and Safety are stored in volumes greater General Guidelines liquid wastes No numeric standards stated in Tajik legislation. than 220 litres. The available Secondary containment volume of SC should be at least (SC) is included 110% of the largest storage wherever liquid wastes container, or 25% of the total are stored in volumes storage capacity (whichever is greater than 220 litres. greater). The available volume of SC should be at least 110% of the largest storage container, or 25% of the total storage capacity (whichever is greater).

Table 7. Environmental Standards for Noise Emissions

National Standards / Requirements International Guidelines / Standards Adopted Project Topic Tajikistan9 IFC Environmental, Health, and Safety Rationale Standard General Guidelines

Night time noise Noise emissions at the night time (23:00-07:00) Noise emissions should not exceed the Tajik standards Most stringent and limits for human should not exceed the following levels (SanPin following levels or result in a maximum apply with night provides more 2.2.4/2.1.8.562-96): increase in background levels of 3 dB at the time defined as comprehensive protection  Inside residential and public buildings: nearest receptor location off-site: 22:00 – 07:00 in measurement criteria line with IFC EHS – Hospital and sanatorium’s wards, and operating General Guidelines. rooms: 25 dB(A); Outdoor: Residential; institutional, educational: Exception 1: IFC – Residential rooms in apartments, rest houses, Night time (22:00-07:00): 45 dB(A) standard will prevail boarding houses, houses for the elderly and from 22.00 to 23.00 disabled, sleeping rooms in kindergartens, and residential schools: 30 dB(A); Industrial, commercial: Exception 2: areas adjoining hotels and – Rooms in hotels and hostels: 35 dB(A); Night time (22:00-07:00): 70 dB(A) dorms where IFC  In residential and other areas: standard is more stringent 45 dB (A) – Recreational areas immediately adjoining hospital buildings and health centres: 35 dB(A) – Areas immediately adjoining residential buildings, policlinics, dispensary, rest houses, homes for the elderly and disabled, kindergartens, schools and other educational institutions, libraries; 45 dB(A); – Areas immediately adjoining hotel and dormitory’s buildings: 50 dB (A)

9 According to International Sanitary Norms adopted by CIS countries (SanPin 2.2.4/2.1.8.562-96)

National Standards / Requirements International Guidelines / Standards Adopted Project Topic Tajikistan9 IFC Environmental, Health, and Safety Rationale Standard General Guidelines

Day time noise Noise emissions at the day time (07:00-23.00) should Noise emissions should not exceed the Tajik standards with Most stringent and limits for human not exceed the following levels (SanPin following levels or result in a maximum daytime defined as provides more 2.2.4/2.1.8.562-96): increase in background levels of 3 dB at the 07:00 22:00 in comprehensive protection –  Inside residential and public buildings: nearest receptor location off-site: line with IFC EHS measurement criteria Outdoor General guidelines. – Hospital and sanatorium’s wards, and operating Exception: areas rooms: 35 dB(A); Residential.; institutional, educational.: adjoining hotels and Daytime (07:00-22:00): 55 dB(A) – Consultation rooms of policlinics, ambulant clinics, dorms where IFC dispensers, hospitals, and sanatoria 35 dB(A). Industrial, commercial: standard is more Night time (22:00-07:00): 70 dB(A). stringent 55 dB (A) – Classrooms, teachers’ common room, school and other educational organization’s auditoriums conference halls, and public reading rooms 40 dB(A). – Residential rooms in apartments, rest houses, boarding houses, houses for the elderly and disabled, sleeping rooms in kindergartens, and residential schools: 40 dB(A); – Rooms in hotels and hostels: 45 dB(A); – Halls of cafes, restaurants, eating rooms: 55 dB(A); – Shops trade halls, passenger halls in airports and stations, consumer services centres: 60 dB(A);  In residential and other areas: – Recreational areas immediately adjoining hospital buildings and health centres: 45 dB(A) – Areas immediately adjoining residential buildings, policlinics, dispensary, rest houses, homes for the elderly and disabled, kindergartens, schools and other educational institutions, libraries: 55 dB(A);

National Standards / Requirements International Guidelines / Standards Adopted Project Topic Tajikistan9 IFC Environmental, Health, and Safety Rationale Standard General Guidelines

– Areas immediately adjoining hotel and dormitory’s buildings: 60 dB (A) – Rest areas at the territory of hospitals and sanatoria 35 dB (A) – Recreation areas at the territory of micro-districts, and residential areas, rest houses, houses for the elderly and disabled, children's playgrounds in kindergartens, schools and other educational institutions: 45 dB (A)

Vibration Standards In Tajikistan, there are no state standards for vibration. However, vibration levels will be monitored during construction phase within settlements. Baseline levels will be established before construction starts.

III. DESCRIPTION OF THE PROJECT

A. Overview 80. CAREC 2020 will seek to improve industrial competitiveness through transport connectivity, and development of economic corridors. Developing the economic corridors can help diversify the region’s industries and make them competitive through technology, logistics, and other business support services. The project road is part of CAREC transport corridors. The impact of the project will be enhanced regional integration and inclusive economic growth in Tajikistan.

81. The government has requested ADB assistance to improve portions of CAREC corridors 2, 5, and 6 by upgrading the 83.6 km Dushanbe–Kurgonteppa road, for which ADB has programmed two projects (Phase 1 and Phase 2) in 2016 and 2018 as was presented in the Tajikistan country operations business plan, 2016–2018. The first Phase will focus on improving an approximately 34.6 km section of the road from Dushanbe to Chashmasoron, hereinafter referred to as the project road.

82. The outcome of the project will be improved efficiency and safer movement of goods and people on selected sections of the Dushanbe to Kurgonteppa road. The outputs of the project will be:

I. improved road conditions, facilities, and safety along and in the vicinity of the project road; II. strengthened institutional capacity of MOT regarding financial management, road safety, and road asset management; and III. completed procurement readiness for the next section of the road to be improved, from Chashmasoron to Kurgonteppa.

83. Output I is physical and will include 3 components:

a. About 34.6 km of road designed to a 100 km/h standard with an average international roughness index of less than 2 m/km

b. Adequate road safety feature installed and functional on the project road

c. At least 600 households in the vicinity of the project road connected to solar power backup solutions. The project will introduce clean energy technologies—such as solar street lighting and solar-based backup systems—to enhance power reliability and efficiency along the project road. This will contribute to improved living standards in the villages along the project road, and to reduced carbon dioxide emissions.

84. Conditions of the existing road can be described as follows. The main important damages and deficiencies of the existing Project road refer to the deteriorated pavement conditions and inadequate road markings and traffic signs. Guardrails on high embankments and alongside steep valleys in mountainous sections are lacking which is a serious safety issue. In addition, drainage problems occur because of malfunctioning of the existing facilities. The JICA report dated November 2015 provides quantitative data on the existing road regarding pavement conditions, bridges, culverts and traffic safety facilities.

B. Type and Category of Project 85. The proposed Project, to which this IEE is addressed, will upgrade an approximately 34.6 kilometers road section between Dushanbe and Chashmasoron, improve facilities and road safety along this road, strengthen institutional capacities of the Ministry of Transport (MOT) and relevant project stakeholders, and complete advance procurement action for the next section of the road to be improved. The project is categorized as Category “B” for environment as it is described in the chapter “Introduction” under the head “Study Area and Project Categorization”. Therefore, an IEE was prepared for Phase 1 and Phase 2 as an associated facility.

C. Need for Project 86. The Dushanbe – Kurgonteppa road is the most important transport corridor from Dushanbe to the South and further to Afghanistan. Traffic, especially heavy traffic will significantly increase within the next decade. Considering the already described deficiencies of the Project road, especially with regard to traffic safety and by also considering the future increase of traffic the reconstruction of the Project road including its widening to four lanes is urgently needed.

D. Project’s Costs

87. The original project was estimated to cost $96.4 million as detailed below. The addition of the Korvon market road section to the plan will also incur additional costs on top the ones listed below in the Table 8.

Table 8. Project Investment Plan ($ million)

Item Amount A. Base Costs 1. Civil works 73.3 2. Equipment 1.9 3. Land acquisition and resettlement 0.8 4. Consulting services 4.7 5. Incremental administrative expenses 0.5 Subtotal (A) 81.2 B. Contingencies 12.5 C. Financing Charges During Implementation 2.7 Total (A+B+C) 96.4 Source: ADB’s estimates

E. Location 88. The Dushanbe – Kurgonteppa road starts in Dushanbe, 5.003 km North of Dushanbe gate, near the Korvon market. The road crosses the Kofarnigon River and runs south through the districts of Rudaki, Khuroson, A. Djami and Bukhtar. Before crossing the Vakhsh River the Project road bends to a southeastern direction until it reaches its endpoint in Kurgonteppa. The following map provides an overview.

Figure 1. The Project road

89. The road section is part of the Central Asia Regional Economic Cooperation (CAREC) transport corridor as can be seen in the following map.

Figure 2. The Central Asia Regional Economic Cooperation Corridors

Korvon Market Road Section

90. A satellite image map of the newly added Korvon market road section is presented below. The road is 1,621 m long, and the physical and environmental features surrounding the road can be seen from the map. The road section hosts mainly commercial activities, and there are residential areas behind the commercial buildings, approximately 250 meters from the road, with the market buildings acting as a natural noise barrier. The commercial buildings are situated within less than 10 meters from the Korvon market road section at their closest.

91. The area consists of commercial facilities, with the Korvon market are situated on the right side of the project road. After the commercial area ends, there is fields to both sides of the road until it connects with the starting point of the Dushanbe-Kurgonteppa road project. There are several small coniferous trees within the divider of the road, which have been planted there for decorations. The figures below also present the measured distances from the buildings to the road.

Figure 3. A satellite image map showing the Korvon market road section

Figure 4. A satellite image map showing the distances of commercial buildings from the Korvon market road section (part 1)

Figure 5. A satellite image map showing the distances of commercial buildings from the Korvon market road section (part 2)

F. Size or Magnitude of Operation 92. The Phases 1 and 2 of the Project involves the reconstruction inclusive widening to 4 lanes of the 83.6 km road section from Dushanbe – Kurgonteppa. The construction works involves widening of the cross section from 2 to 4 lanes for most of the road. The Project will involve a number of associated activities such as utilization of borrow areas, operation of asphalt plants and aggregate crusher, establishment of contractor’s worker camps and storage sites, etc.

G. Traffic Volume

93. Traffic growth forecasts have been developed with regard to the existing traffic volumes on the project road, as revealed by the traffic surveys, and anticipated national and regional economic development.

94. The Phase 1 of project road was further divided into six homogeneous sub-sections in terms of traffic volume and composition between significant settlements, terrain type and junctions. For the purposes of preliminary geometric and structural design, and the evaluation of economic benefits, the volume and composition of current and future traffic needs to be known. To achieve the objectives of the traffic study following traffic surveys were used JICA report “Data Collection Survey on a Road between Dushanbe and Kurgan-Tyube in Republic of Tajikistan, November 2015” confirmed with manual counting done by Kocks Consult in March 2016.

95. The six homogenous subsections in terms of traffic characteristics are shown in the following Table 9.

Table 9. Observed Average Annual Daily Traffic Section ID Name of the Section AADT 2015 0 The additional Korvon market road section - 1 Km 0 to Dushanbe Gate (km 3+382) 17,280 2 Dushanbe Gate to Yangikhayot (km 11+156) 10,547 3 Yangikhayot to start of mountainous section (km 13+571) 10,547 4 Mountainous section up to km 21+511 7,176 5 End of mountainous section to end of rolling section (km 27+511) 7,176 6 End of rolling section for 2.2km flat (km 33+200) 7,176 AADT = Annual Average Daily Traffic, ID = identification, km = kilometer Source: JICA (2015) validated with additional manual traffic counts.

96. Future traffic was estimated for a 25-year period between 2016 and 2040. The growth rate for normal traffic was based on available GDP forecasts. Forecast AADT including generated Traffic is presented in the Table 10 below.

Table 10. Forecast AADT including generated Traffic Section ID 2020 2025 2030 2035 2040 1 21,806 26,763 31,233 35,326 39,150 2–3 13,302 16,315 19,036 21,528 23,855 4–6 9,052 11,106 12,959 14,656 16,241 AADT = annual average daily traffic. Source: JICA (2015) and Asian Development Bank estimates.

97. Based on the traffic forecasts, the Dushanbe – Kurgonteppa road section was designed as a Class 1 road according to Asian Highway Standards.

H. Proposed Schedule for Implementation 98. The schedule for the construction activities has not been decided at the time of preparation of this report.

I. Detail of the Project 99. The following details on the Project refer to the Phase 1 only, the 34.8 km from Dushanbe to the South. Details for the Phase 2 will only be developed after the FS for phase 1 is finalized.

100. The completed road will have two carriageways each with two traffic lanes 3.5m wide, separated by a median typically 3m wide in rural areas and narrower where the road passes through villages and difficult mountain terrain. This complies with the Tajikistan standard for roads of this category, and with Asian Highway standards. Since the existing two-lane road will reach capacity within five years, the proposed two carriageway four lane configuration is appropriate. The project road alignment will follow the existing road alignment, because of terrain considerations and also to minimize land acquisition, with some adjustments to horizontal and vertical alignments to meet the required standards. The design speed will typically be 100 km per hour, which is appropriate for a road of this class in the terrain through which it passes.

101. The completed road will have a flexible pavement with asphaltic concrete surfacing. The pavement structure has been designed using appropriate design methods based on the traffic projected to use the road over a 20-year period following project completion, from 2019 to 2038, assuming two asphaltic concrete overlays during this period to provide the additional strength required for traffic loading for the latter part of the road’s service life. The road design considers the severe weather conditions that the road will experience, which range from high temperatures in summer to below freezing with heavy snowfalls in winter. Relevant disaster risks and climate change adaptation and mitigation measures have also been factored into the design (drainage structures, slope stability, and solar street lighting).

102. The road design has considered road safety to international standards. The design will be subjected to detailed road safety audits before construction commences, during construction and prior to final acceptance of the completed road. The road design also reflects consultations with communities living adjacent to the road, as a result of which several underpasses for people, livestock and agriculture, pedestrian crossings with appropriate warning devices, and other community-relevant facilities, will be provided.

103. There is one overpass for pedestrian crossing designed in Obi Shivo at km 6+500. This overpass also allows school children to safely cross the Project road.

104. Underpasses are designed at km 8+500, 19+630, 22+180 and 24+710. In addition, livestock crossings are designed at km 6+920, 31+810 and 33+730. The complete list of bridges, culverts, underpasses and livestock crossings is given in the below tables under the heading bridges and culverts.

J. Bridges and Culverts 105. The Phase 1 of the Project entails the reconstruction of 5 bridges, 8 Box Culverts and 41 Culverts. The most significant bridges are the following: at km 1+795 the road crosses an irrigation

channel. The existing bridge will be rehabilitated (bridge number 1). At km 4+730 – 5+025 (Length 295 m) the Project crosses the Kofarnigon river (bridge number 2 + 2a). The existing bridge will be rehabilitated. In addition, a new bridge will be constructed on the left side, parallel to the existing bridge. At km 6+694 the road crosses a channel within Obi Shivo (bridge number 2.1). The existing bridge culvert will be removed, and a new bridge constructed. At km 9+825 the existing bridge will be rehabilitated (bridge number 3).

K. Design Changes 106. There have been a number of design changes in the project since the kick-off of the project. The design changes are presented in more detail in the Table 11 below.

Table 11. Proposed design changes to the project SN Proposed Design Changes 1 Realignment from LHS to RHS, from Km 19+500 - 26+500 -5 (Errors in benchmarks and original design, additional design costs due 2 Contractor’s Claims 1 to instructed changes, unsuitable material for embankments) Realignment from Km 17+500 - 19+500 including high embankment from Km 18+340 3 – 18+460 Relocation and amendment of U-turns, as required by Traffic Police (13 No., from Km 0+275 - 4 26+500) 5 Change of cut slope angle from 8V:1H to 2V:1H with 2m berms at 6m vertical spacing Km 9+500 - 10+200 Tubek Interchange : Additional ramps and lanes required by Traffic Police 6 to make clover leaf junction Relocation and amendment of U-turns, as required by Traffic Police (2 No. At Km 3+600 - 7 4+800 (may be replaced by Traffic lights at Km 4+170 (Gissar Junction), and 2 No. at Km31- 32) Additional capping layer due to lack of existing gravel material under subbase in cut areas, and 8 for new fill areas (150,000m3 @ 5.34) Additional suitable fill (assumed 150mm average across whole site), for replacement, and/or for raising road level, in very poor (heaving weak saturated soils / old dumped materials / high 9 ground water table / springs etc.) original ground below embankments and/or subgrade in cut areas (where not due to Contractor‘s negligence) (75,000m3 @ 3.47) Additional 100mm fill below capping layer in cut areas, to achieve 95% compaction (50,000m3 10 @ 3.47) 11 Additional 550mm common excavation for the above three items (275,000m3 @ 1.83) Contractor‘s claim for additional 550mm excavation for the above three items, to be classified 12 as BOQ Item 402.30 Unsuitable Excavation (275,000m3 @ (6.70-1.83)). (Note: a Protocol has been made on site for this change as instructed by PIU but is not yet formally issued). 13 Km4+170LHS Traffic Police Post (Gissar Junction) 14 Increased utility relocation costs Km 8+700 - 9+500 LHS+RHS - Subgrade drainage system and 1m raising of road level due to 15 high groundwater level. 16 Extended General Items including Engineers Facilities 17 Other item changes (due to instructions or ‚natural‘ uninstructed changes e.g. differing ground levels) 18 Km 4+727 - 5+026 Bridge 2 (Kafarnigan River) – possible river training works 19 Km 0+275 - 3+660 LHS+RHS - Additional footpath (2.25m wide) 20 Stone Mastic Asphalt (SMA) instead of original Marshall Asphalt

SN Proposed Design Changes 21 Proposed Korvon Market Road Improvement (1.6kms, 6 lane)

107. Many of the proposed design changes do not involve substantial modifications, and none of them are likely to pose substantial risks from the environmental point of view. The below paragraphs present brief overview and an analysis on each of the relevant design changes.

108. In addition to the design changes presented in the Table 14, additional financing for a component on clean energy and energy efficiency technologies have also been introduced to the project. A separate addendum to the IEE has been prepared for this purpose, which outlines the background, content, environmental implications, and how these will be managed regarding the component.

109. Realignment from LHS to RHS, from Km 19+500 - 26+500: The realignment will be done in an area that is lined mostly by agricultural fields. The area is highly disturbed by human activities and no valuable ecological assets are found there. There are also no natural drainage channels that will be disturbed due to the realignment. The provisions of the current environmental management plan are adequate to deal with the realignment.

110. Realignment from Km 17+500 - 19+500 including high embankment from Km 18+340 – 18+460: The realignment will be done in a fairly hilly area. No valuable ecological assets were found from the area. The contractor must refrain from blocking any natural drainage channels or dumping the extra excavated material that will be produced in to drains. These provisions are already included in the EMP of the project, so the realignment is not expected to cause additional environmental impacts.

111. Relocation and amendment of U-turns, as required by Traffic Police (13 No., from Km 0+275 - 26+500); and Relocation and amendment of U-turns, as required by Traffic Police (2 No. At Km 3+600 - 4+800 (may be replaced by Traffic lights at Km 4+170 (Gissar Junction), and 2 No. at Km31-32): The U-turns take fairly small additional area of land and no ecologically valuable assets were found from the sites where they are located. Therefore, this design change is not expected to produce additional impacts.

112. Km 9+500 - 10+200 Tubek Interchange : Additional ramps and lanes required by Traffic Police to make clover leaf junction: This is a relatively large design change. However, the area where the additional ramps and lanes are being built is lined with agricultural fields. No ecological assets are in danger with the design change. The current EMP will suffice in mitigating any impacts originating from this design change.

113. Km4+170LHS Traffic Police Post (Gissar Junction): This is a relatively minor change and no particular additional impacts are expected from this addition to the design, which would not be covered by the provisions of the current EMP.

114. Km 4+727 - 5+026 Bridge 2 (Kafarnigan River) – possible river training works: This will be a positive change to the design as it will enable reducing the potential damage produced by the river flow on the bridge structures. No adverse impacts are expected from this change which would not already be covered by the EMP of the project.

115. Km 0+275 - 3+660 LHS+RHS - Additional footpath (2.25m wide): This change does not pose any significant new environmental impacts as the area required is fairly small and it will be built in conjunction with the existing road. Any environmental impacts that are expected from this design change are covered by the existing EMP.

Korvon Market Road Section

116. Proposed Korvon Market Road Improvement (1.8km, 6 lane): This is the most major addition to the existing design. The road section starts at an urban setting and runs next to the Korvon market before joining the Dushanbe-Kurgonteppa road. The IEE was amended with the Korvon market road section in May 2018, and the addition of the road section has been dealt with in a lengthy manner in this report.

117. The Korvon market road section addition to the project requires an update regarding several issues. The Korvon market specific impacts have been addressed by including a separate Environmental Management Plan for the section. Some of the most critical requirements are proper traffic management (a draft traffic management plan included as Annex 5), disturbance to utilities, and nuisance / disturbance to market users from the construction phase impacts. Hence, the existing SSEMP wll either be updated or a new SSEMP prepared to cover the Korovon Market section.

118. The technical details for the proposed Korvon market road section are shown in the Table 12 below. The typical cross-section schemes are shown in Annex 3.

Table 12. Korvon Market technical details

Project Name of indicators and design Before According to № development solutions reconstruction the project пп. task 1 2 3 4 5 Street category Highway of city Highway of city Highway of city 1 significance significance significance 2 Length, km 1,850 1,850 1,850 Street width, m According to the 3 40,0-53,0 40,0-53,0 project Number of carriageways, m 4 2 2 2 Width of each carriageway, m According to the 5 2 х 8,5 project 2 х (7,0+6,0) Number of lanes in both directions According to the 6 4 6 project Width of center dividing strip According to the 7 5,0 3,0 - 5,0 project 8 Lane Width, m 3,5 3,5 3,5 9 Type of pavement capital capital Capital Type of pavement course Asphalt Asphalt Asphalt 10 concrete concrete concrete Coverage area, including m2: According to the 11 a) roadway 88799 project 49646

b) driveways 2532,0 919,0 c) accesses to houses 75,0 The area of sidewalks, m2 According to the 12 13663,0 14102,0 project Type of sidewalks pavement asphalt artificial paving artificial paving 13 concrete, stones stones cement Stripping of topsoil, м3 14 - - 2 150,00

15 Common Excavation - - 47 045,70

16 Embankments - - 4 095,00 17 Capping layer - - 13 889,20 18 Subgrade preparation Type 1, м2 - - 59 075,00 Planting trees (chestnut 6 years and 19 others under the project), no. - - 1 119,00 Traffic safety (layout of road signs and the layout is markings) compiled in determined by 20 no markup accordance with the project GOST 52289- 2004

Table 13. List of Bridges, Underpasses, and Pedestrian Overpass

Name of Spans Type of

** ** Road ** Note tion Km Km tion obstacles (m) Superstructure

Area (m²) Area

Width (m) (m) Width

Length (m) (m) Length

Bridge No. No. Bridge

Loca

Type of Work Work of Type

B-1 1+795 Channel R 1x14,1 pre-cast segments 14,8 27,3 404,0 Rehabilitation of the existing bridge

B-2 4+875 Kafirnigan River R 9x33 pre-cast segments 298,9 15,4 4.603,0 Rehabilitation of the existing bridge

B-2a 4+875 Kafirnigan River N 9x33 pre-cast segments 298,9 12,25 3.663,0 New parallel bridge on the LHS

B-2.1 6+650 Pedestrian Bridge N 1x27 steel construction Additional bridge

Removal of existing box culvert, B-2.2 6+694 Obi Shur River N 1x15 pre-cast segments 16,1 23,5 378,3 New Bridge in the same place

Kurgonteppa Road Phase I B-2.3 8+500 Earth Rural Road N 1x6 RC slab in-situ Additional bridge

–

-Lyaur- Removal of existing bridge, B-3 9+825 АЗС N 1x33 pre-cast segments 33,9 22,5 762,8 Isanbay New Bridge in the same place

B-3.1 19+630 Earth Rural Road N 1x6 RC slab in-situ Additional bridge

Dushanbe

B-3.2 22+180 Earth Rural Road N 1x6 RC slab in-situ Additional bridge

B-3.3 24+710 Earth Rural Road N 1x6 RC slab in-situ Additional bridge

Abbreviations

N New bridge construction R Rehabilitation of existing bridge

Table 14. List of Culverts and Livestock Crossings

Name of No. of Road Proposed activities

** ** ** **

Km obstacles Opening

Location

Area (m²)

Width (m)

Height (m)

Length (m) Length (m)

Culvert No.

Type of Work TypeWork of

Removal of existing culvert, KBC-01 6+694 Channel R 3 25,00 3x 4,0 2,50 345,00 replaced by a new Bridge No. 2.2 at the same place KBC- Livestock 6+920 N 1 Additional Box culvert 01a Crossing

KBC-02 7+756 Ravine R 1 58,00 2,50 2,00 168,20 Rehabilitation of the existing culvert

KBC-03 8+417 Ravine R 2 61,00 2x 4,0 2,50 561,20 Rehabilitation of the existing culvert

KBC- Removal of existing bridge B-4, 10+752 Dry Valley N 1 40,00 4,00 2,50 184,00 03a new Box culvert 4x2,5 m, L=ca.40 m Removal of existing culvert and KBC-04 11+890 Channel N 1 23,50 4,00 2,00 108,00 replaced by a new Box culvert 4x2m

Kurgonteppa Road

Phase I

– KBC-05 12+220 Channel R 1 35,00 2,50 2,00 112,00 Rehabilitation of the existing culvert

KBC- Removal of existing bridge B-5, 20+420 Ravine N 1 35,00 4,00 2,50 161,00 06a new Box culvert 4x2,5 m, L=ca.35 m

Dushanbe Removal of existing culvert and KBC-08 24+013 Ravine N 1 30,00 5,00 2,50 174,00 replaced by a new Box culvert 5x2,5m Removal of existing culvert, KBC-09 24+495 Ravine N 1 30,00 5,00 2,50 174,00 replaced by a new Box culvert 5x2,5m KBC- Livestock 31+810 N 1 Additional Box culvert 09a Crossing KBC- Removal of existing culvert and 32+952 Channel N 1 22,50 4,00 2,50 104,00 09a replaced by a new Box culvert 4x2,5m KBC- Removal of existing culvert and A 384 33+660 Canyon N 1 60,00 4,00 2,50 276,00 09b replace by a new Box culvert 4x2,5m

Dushanbe -

Kurgontepp

Name of No. of Road Proposed activities

** ** ** **

Km obstacles Opening

Location

Area (m²)

Width (m)

Height (m)

Length (m) Length (m)

Culvert No.

Type of Work TypeWork of

KBC- Livestock Removal of existing bridge B-6, 33+730 N 2 35,00 2x 4,0 2,50 322,00 09c Crossing new Box culvert 2x 4x2,5 m, L=ca.35 m Removal of existing culvert, KBC-10 34+284 Ravine N 3 35,00 3x 4,0 2,50 483,00 replaced by a new Box culvert 3x 4x2,5 Removal of existing culvert, KBC-11 35+990 Ravine 0 0 0 0 0 0 not necessary (new road center line and new ravine bed) Removal of existing culvert, KBC-12 36+166 Ravine 0 0 0 0 0 0 not necessary (new road center line and new ravine bed)

L. Quantities for the project 119. The quantities for cut and fill material are approximately:

a. Cut: 1,715,000 m3 (65,000 m3 comes from the Korvon market section) b. Fill: 700,000 m3 (5,000 m3 comes from the Korvon market section) M. Disposal Sites 120. As can be seen in the above figures approximately 1,715,000 m³ of surplus material will be generated by the Project which needs to be safely disposed. The identified potential areas for deposition of surplus material are shown in the below figures. The identified sites have been agreed with the Ecological Department, Land Use System and Rudaki District Authority. Additional mitigation measures to be adhered by the contractor are described under the headline “Earthworks” in the chapter “Impacts and Mitigation Measures”.

Figure 6. Disposal Site 1. North of village Kahramon

Figure 7. Disposal Sites 2, 3, 4, 5 and 6. South of Village Ingichka in Mountain Section

Figure 8. Disposal Site 7. South of Dahanakiik

121. Korvon market section. No new disposal sites will be arranged for the disposal of surplus material to be generated during the works on Korvon market road section.

IV. ALTERNATIVES

A Alternatives 122. As already described above the chosen alignment remains on the existing alignment over nearly the whole Phase 1. However, in order to reduce the environmental and social impacts and also in order to improve driving comfort and safety on the new road various alternatives were considered. There are two possible kinds of alternatives. The first one is spatially very small scale and refers to shifting of the centerline, either to the right or to the left side. This is in order to reduce impact on nearby social and environmental assets by extending from 2 to 4 lanes to the opposite side of the respective structures. This was done in cooperation with the design team and social and environmental planners as an iterative process aiming at avoiding and minimizing potential impacts as far as technically feasible.

123. The second alternatives refer to the mountain section of the Phase 1 several spatial options were considered in the feasibility stage of the Project. The below Figure 9 provides an overview of the initially considered 3 spatial options.

Figure 9. Initially considered options

124. Further analysis revealed that neither the tunnel (Option 1) nor the proposed offline section (Option 3) were feasible. Therefore Option 2 was chosen but with some major changes in order to be able to construct the new alignment whilst keeping the existing road open to traffic. The chosen alignment is shown in the Figure 10 below (source Google earth).

Figure 10. Chosen alignment mountain section

125. The following Table 15 provides an overview of the compared variants according to various criteria, including environmental and social assessment criteria:

Table 15. Comparison of Investigated Alternatives within the Mountain Section Investigated Option Advantages Disadvantages Environmental Social and Impacts Resettlement Impacts Option 1 (Tunnel) Specific Environmental High costs. Estimated costs Potential impact on No impacts on social Advantages: $25.00/m². Total costs ground water. Would and Resettlement From environmental point of §40,000,000.00. Therefore not need to be determined. Criteria expected. view the tunnel would have the feasible. following advantages: In addition suitable disposal sites for surplus Avoidance of any disruption of material would need to animal migration pattern. be identified. No loss of topsoil. Option 2 (rehabilitation Fill kept to a minimum. Road closed for considerable Potentially high erosion No impacts on social of existing road) period during construction. rates including landslide and Resettlement Utilisation of some of the due to very deep cut Criteria expected. existing pavement. Road slope exceeds maximum slopes. permitted gradient for long Specific Environmental sections Mitigation measures for Advantages: slope stability and Very deep (>45 m) cutting for drainage required to No new disruption of nearly 600 m minimize risk of erosion landscape or animal migration and landslide. pattern. Higher earthwork volumes will increase construction duration Environmentally suitable sites for disposal of Large quantities of spoil to surplus material need to dispose of be identified.

Additional long bridge (260 m) across deep valley (cost $7 million)

Winter maintenance of very deep cutting will be problematic

Investigated Option Advantages Disadvantages Environmental Social and Impacts Resettlement Impacts Option 3 (Offline Road kept open during Deep cutting (>25 m) for over New disruption of Potential impact on section) construction period. 350 m. landscape and animal Socioeconomic migration pattern. Environment and Design in accordance with the Two high (30 m) embankments Resettlement. standards. (cost $3 million).

Fill / cut quantities closely in balance.

Winter maintenance easier. Chosen Alignment During construction time the The modified option 2 avoids Due to short realignment No impacts on social (Improved Option 2) existing road is kept open to road closure during construction. section there is only and Resettlement traffic. No significant disadvantages minor disruption of Criteria expected. identified. landscape and animal migration pattern as compared to option 3.

Korvon Market Road Section

126. The main purpose for adding the Korvon market road to the project is to serve the market visitors. This is why there is no need to analyze alternative routes for the Korvon market road section. The only alternative to the adding the Korvon market road section would be no-project alternative. However, the potential environmental impacts of the Korvon market road section upgrade are manageable and therefore there is no reason why the section should not be upgraded from an environmental point of view.

127. In terms of social impacts, the investigated alternatives 1 and 2 are equal because none of the alternatives encroaches into significant private or public assets. There might be impacts for option 3 because state owned agriculturally used land is traversed. Regarding environmental impacts the “option 2” and the chosen alignment (option 2 modified) rank as the best options. Remaining on the existing alignment would have the disadvantage that the road needs to be closed during considerable time of construction. In addition, huge quantities of spoil would be generated that need to be safely disposed. Therefore, it can be concluded that the chosen alignment is the best compromise. It traverses some agricultural land and grassland (steppe) adjacent to the existing road. There is no encroachment in environmentally significant structures and the chosen option is therefore environmentally uncritical.

128. The “no Project” option implies that the existing road from Dushanbe to Kurgonteppa will not be improved and that the road would be left in its present state as characterized by the damages and deficiencies described under headline “III Project Description” which consist of deteriorated pavement conditions and inadequate road markings and traffic signs. In addition, guardrails on high embankments and alongside steep valleys in mountainous sections are lacking which is a serious safety issue. The main deficiency however refers to the present road category which is a two-lane road and is not catered to the forecasted traffic development which only can be safely and efficiently handled by a Category 1 four lane road. Therefore, the “no project” alternative cannot be considered as a serious option.

V. DESCRIPTION OF THE ENVIRONMENT

129. In general, the study area is located in a hilly terrain ranging in altitude from 400 to 1000 m. Regarding its surface morphology it can broadly be divided from North to South into a rolling section which starts at km 0 and ends at km 14, a mountainous section which starts at km 14 and ends at km 21, a further rolling section from km 21 to km 27 and a second mountainous section from km 27 to km 39 and a flat section ranging from km 39 to the end of the Project (Phase 1 and Phase 2) in Kurgonteppa. In term of physical and biological environment there are only few environmentally significant structures located along the Project road, the most important ones being the Kofarnigon and Vakhsh Rivers and their associated floodplains. In addition, several smaller water courses are crossed.

130. Korvon market road section. The newly added Korvon market road section is located on a flat terrain in a mostly urban setting. The first 1,1 km of the road section include commercial buildings lined on both sides of the road. The commercial buildings include the Korvon market, restaurants, shops, etc. Most of the building are 1 to 2 stories high. There is a divider in the center of the road, which has a line of small trees within it. After the commercial buildings end, there is a line of small trees on the right side of the road up until the end of the Korvon market road section, as well as within the divider. There are no water crossings along the road or sensitive receptors

such as schools, hospitals, mosques, etc. There are residential areas behind the commercial buildings, approximately 250 meters from the road.

131. The newly added U-turns are located fairly evenly along the whole road section. The environment varies therefore from each location to another in a similar manner as it varies throughout the whole road section. None of the locations contain environmentally sensitive areas which might be affected due to the addition of the U-turn.

132. The realignment at km18-19 is located on a hilly section of the road. Trees are absent from the location, as are streams or creeks as well. The environment consists mainly of grassy hill slopes with no environmentally sensitive receptors to be affected.

133. Additional significant structures are the tree rows that are stretching over many parts of the Project road. Among the planted species are pines and cypresses. Where drainage or irrigation channels are running parallel to the Project road deciduous trees such as elms, planes, poplars and willows dominate.

134. In terms of human environment an important concern which arose during initial consultation meetings are the cemeteries located along the Project road within Khurason District close to the village of Obikiik. Following initial consultations people are concerned about potential encroachment of the project road. As a mitigation measure any road widening is proposed to be carried out on the opposite side of the cemeteries. The design needs to consider this in order to avoid any impact on the cemeteries as far as it is technically feasible. The cemeteries are located in Design Phase 2 of the Project.

135. The land use alongside the Project road can be divided into three broad main categories comprising urban environment and settlements, agricultural land and grassland (steppe) which for most of its part is used as pastureland. Most prominent agricultural crops are apples, grapes, cherries, apricots, pistachio and cotton. The land under cultivation is irrigated. The following map which is taken from the JICA report (2015) provides a general overview of the land use characteristics in the vicinity of the Project area.

Figure 11. Land use alongside the Project road

136. In the following an overview is given on the physical, biological and socioeconomic conditions in the project area.

A. Physical Resources in Project Area

1. Topography

137. The topography of Tajikistan is very diverse. Mountains occupy around 93% of Tajikistan. The main elements of Tajikistan’s geography are the following: the Kuramin Mountain Range and the Mogoltau Mountains, Fergana Depression, Hissar-Alai Mountains (the South Tian Shan), the depressed area in southwestern Tajikistan (Tajik depression), and Pamir. Altitudes range from 300 to 7495 meters above sea level. The recent relief of Tajikistan is the result of activities of alpine tectonic movements of the earth surface as well as the denudation process. The majority plain territories of the country are the broad areas of river valleys or the vast depressions between the mountains. Most of the country‘s population is concentrated in these particular areas along with the main fields of industrial production and agricultural potential of the county.

138. The topography of the study area can be divided from North to South into a rolling section, a mountainous section and a flat section.

2. Geology and Seismicity

139. Geologically, the study area belongs to the Tajik depression. Prevailing sediments are of late Mesozoic and early Cenozoic age. Within the river valleys of the Kofarnigon and Vakhsh Rivers alluvial deposits prevail. The prevailing sediments are soft and mostly unconsolidated. This makes the slopes susceptible to landslides, particularly in sections with high relief energy (mountainous part of the road). During consultation meeting in Obikiik it was reported by the Deputy chairman of the Khurason District that only few years ago after heavy precipitation a serious mudflow destroyed a settlement south of Obikiik. Houses were under mud and many cattle died. Houses of people needed to be removed and rebuilt at a save place.

140. For purpose of description of the geological characteristics of the study area the geological map of scale 1:500000 has been chosen in the figure below.

141. The alignment starts from the southern rim of Dushanbe in Upper Quaternary deposits made of sand, gravel and loams. Further on the road crosses river Kofarnigon and its floodplain which is of Holocene age and presented by fluvial deposits of sand, sandy loams, bench gravels and loams. Then the alignment crosses a rolling area of combined Palaeogene, and Cretaceous deposits presented by clays, chalky clays, limestones, plasters, dolomite and conglomerates. Further crosses spurs of ridge Aktau combined also Cretaceous and Palaeogene breeds, places blocked Middle Quaternary deposits, presented loess-like loams, bench gravels, loess. Then the road line goes down on a terrace of the river Vakhsh, combined Upper Quaternary deposits presented by sand, bench gravels and loams. Further road crosses also a channel of the river Vakhsh combined by modern deposits by the presented sand, sandy loams, bench gravels and loams. The route line comes to an end at the northwest termination of Kurgonteppa located on terrace above flood-plain combined Upper Quaternary deposits by presented sand, bench gravels and loams.

Figure 12. Geology of the Study Area

142. The Dushanbe to Kurgonteppa road is located within a seismic active zone. There are many active faults in Tajikistan and large-scale earthquakes have occurred five times in the past, large one has not occurred after 1998. Earthquakes are the most dangerous and unpredictable hazards that can happen to the Project road. The initial part of the alignment, including Korvon market road section, crosses a zone of the Iljaksky deep fault, capable to generate earthquakes with magnitude to 7.5 and to cause tremors to 9 degree. The road most part passes in a zone possible 8- and 7-degree tremors as shown in the Figure 13 below.

Figure 13. Seismicity in the Study Area

3. Soils

143. Regarding the soils there is a distinguished gradient from the more humid Northern part of the study area to the very dry southern part.

144. Within its initial stretch the Project road traverses light-grey soils shown in the figure below. Further to the south the alignment is crossing spurs of the Aktau ridge. There the grey soils are replaced by carbonate and mountain brown soils. Going down to the valley of the river Vakhsh the road line takes place again on grey soils from dark to light.

145. The soils of the study area are highly productive and much of the area is used for agricultural use. In the dry southern part of the Project area agricultural use is however only possible when soils are irrigated.

146. Soil erosion is a major environmental concern throughout the Republic of Tajikistan due to seismic activity, steep slopes, the fragility of the soils and human activities such as inappropriate livestock management, the removal of protective vegetative cover and poor water management practices.

147. Korvon market road section. The project area is situated in flat in the west of Dushanbe (at a height of 841m) within the city. Soils in the area of Dushanbe are light-brown and carbonate, which are typical of plains formed on loess deposits, are characterized by low organic matter content and fine texture and are suitable for agriculture.

Figure 14. Soils

148. As described in the Geotechnical Report most of the soils in the study area evolved from loess sediments. Loess consists of fine silty sand. Loess soils and sediments are firm and stable when dry, and can be stable even when cut vertical, but are readily collapsible and erodible when saturated with water. Therefore, the road’s drainage system is of major concern as it is shown in the below photographs.

Figure 15. Challenging soil characteristics aggravated with improper drainage give rise to rapid damage to road structures at several locations

149. The existing project road is aligned over flat, rolling and mountainous terrain. The road sections over flat and rolling terrain are fairly stable and do not need special attention regarding slope instability, except for the drainage managements. A part of the road in the mountainous section of the project is to be newly aligned to achieve a satisfactory allowable longitudinal gradient which at present is higher than allowable in existing road. Due to the nature of topography the new alignment consists of high embankments over narrow valleys and steep cuts to maintain

an allowable road gradient. Based on the above described soil characteristics of the Project area utmost care need to be taken not to dump cut material over the valley slope and disturb the fragile slopes, unless a retaining structure is provided beforehand at the bottom of the valley.

150. In order to prevent gully erosion, the final valley slope attained shall be covered with fast surface covering (spreading) grass or turf. Any concentrated water flow over any valley slope must be avoided. Hill slopes for the new road shall be cut to almost vertical as dry soil slopes are fairly stable. In case the height of cut is greater than 6m, a series of 6m high cuts with 2 to 3m wide benches in between the cuts shall be provided. It is also suggested that there is a distance of minimum 3m between the edge of road formation and the foot of high cut hill slopes for the safety of the road.

4. Climate

151. Tajikistan’s location in the middle of Eurasia, its remoteness from oceans and seas and vicinity to deserts predefine its climate which can be characterized as continental, with considerable seasonal and daily fluctuations in temperature and humidity. The country‘s very complicated relief structure, with huge variations in elevation, creates unique local climates with great temperature differences.

152. The climate in the central and south-west regions of Tajikistan where the Project is located is characterized by climate, with rather hot summers and relatively mild winters. The cold period lasts 90-120 days, the warm period – 275-235 days. 75-85% of annual sum of precipitations happens from December to May. The climate might affect the construction season in the Project area which can be limited between February and December. Table 16 and Figure 16 indicate the average temperature and precipitation levels by districts.

Table 16. Temperature & Precipitation, by district

Avg. High Avg. Low Avg. Annual Annual District Month Temperature Temperature Temperature Precipitation January 15-200С –3,50С Dushanbe 14.6 0С 250-653 mm July 35-400С 12-170С January 20-220С –3,30С Rudaki 16.3 0С 175-541 mm July 35-400С 18-200С January 22-250С –3,50С Khuroson 16.5 0С 150-686 mm July 40-420С 18-200С January 22-250С –2,20С A. Djami 17,5 0С 50-193 mm July 40-450С 22-280С January 22-250С –2,00С Bokhtar 17,6 0С 50-194 mm July 40-450С 20-250С January 22-250С –2,00С Kurgonteppa 17,6 0С 50-194 mm July 40-450С 20-250С Source: Tajikistan National Agency for Hydrometeorology

Figure 16. Climate in Tajikistan

Korvon Market Road Section

153. The proposed Korvon market road section climate follows the climate patterns in Dushanbe. The climate of Dushanbe is also characterized by features of the "urban climate" typical of southern cities with hot dry summers and unstable mild winters. The average annual temperature is 14.1 °C (see Table 17 and Figure 17 below).

Table 17. Temperature & Precipitation Month Average Temperature0C Average Average number of monthly precipitation, days with Minimum Maximum mm precipitation January -2.4 7.1 75 20.8 February -0.8 9.6 83 14 March 4.4 15.1 135 17.4 April 9.8 21.8 115 16.4 May 13.1 26.8 73 13.3 June 16.8 33 6 6

July 18.4 35.7 4 2.4 August 16.1 34.4 1 1.5 September 11.4 29.9 4 1.3 October 7.1 23.2 35 7 November 3.4 16.5 47 9.2 December 0.3 10.1 66 11.6

Figure 17. Average temperature in the country and project area

154. Dushanbe features a climate with strong continental climate influences. The summers are hot and dry, and the winters are chilly, but not very cold. The climate is damper than other Central Asian capitals, with an average annual rainfall over 500 millimeters as moist air is funneled by the surrounding valley during the winter and spring. Winters are not as cold as further north owing to the shielding of the city by mountains from extremely cold air from Siberia. January 2008 was particularly cold, and the temperature dropped to −22 °C.

155. The southern slopes of the Hissar Range and the whole Gissar Valley, where Dushanbe is located, are well protected from northern cold invasions. This determines the soft warm winters with an unstable snow cover. The coldest month is January. The average air temperature of the winter months ranges from 2 to 4 °C. In abnormally cold years, air temperature can drop to - 27 ° C.

156. The spring in Dushanbe is accompanied by the precipitation of heavy rainfall with thunder and hail. For the spring are characteristic late frosts on soil and in the air, which bring great harm to blossoming orchards and vegetable crops. Summer in Dushanbe is hot and dry. In July, the

average daily air temperature is 27 °C, in the daytime it rises to 36 °C, annually the highest air temperature is 40 °C, and in some years the absolute maximum can reach 43 ° C. The absence of wind leads to the fact that the continuous duration of the haze reaches several days.

157. In autumn, dry, clear, warm weather prevails in Dushanbe. The air temperature on average is 15-20° C per day. In November, the air temperature drops to 9 ° C, but in the daytime it's still quite warm (16-20 ° C). For the autumn period, Dushanbe has the largest daily amplitude of air temperature, which is 18.5 °C.

158. Precipitation throughout the year is uneven. The annual precipitation is about 630 mm, of them during the cold period (from November to March) is about 390 mm, in the warm period is 240 mm. Precipitation falls mainly in the form of rain, in winter - in the form of rain and wet snow. A stable snow cover in 90% of winters is absent, On the average for a year 25-27 days are marked with a snow cover.

159. Dushanbe is characterized by a predominance of mountain pentane winds. On average, the north and north-easterly wind prevails over the year, with north-east winds prevailing in the spring and winter, and in the summer - north, west and north-west – see Figure 18 below.

Figure 18. Wind rose of Dushanbe by seasons

Climate Change

160. Climate change has been identified as an increasing threat to the environment in Tajikistan. The greatest concern has been an increase in air temperature, which has serious implications for its glaciers and water resources. Ground air temperatures are increasing in most districts and high-altitude zones. The biggest increase of annual mean temperature has been at Dangara at 1.2°C and Dushanbe at 1.0°C over a 65- year period. In mountainous areas, 1.0- 1.2°C was observed in Khovaling, Faizabad and Iskashim. However, Figure 19 below indicates moderate changes in the area around the Project Road except its sections adjoining to Dushanbe. There has also been an increase of the number of days maximum temperatures have reached 40°C or over. There has been an increase in east and south - east (warm) winds, and a decrease in west and south - west (cold) winds. Thunderstorms and hailstorms, both associated with cold fronts, have decreased.

161. According to projections, climate change and its consequences like extreme temperatures, isolated anomalous rainfall and natural disasters will continue to have serious impacts on road infrastructure. However new road infrastructure such as tunnels, improved alignments and pavements will considerably reduce travel time and consequently fuel consumption, which in turn will lead to reduced emissions and increased road safety as well as improved transport communication between the regions and remote districts of the country.

Figure 19. Annual Air Temperature Anomalies in Tajikistan (Source: Reaching the Tipping Point: Climate Change in Tajikistan. Oxfam, 2009)

162. Droughts will likely be more intense and frequent in the future. One of the worst droughts was in 2001 where, in the lowland arid region of the Amu Darya River Basin (e.g. Karakalpakstan), access to water was halved. According to the IPCC (2007) - the projected decrease in mean precipitation in Central Asia will be accompanied by an increase in the frequency of very dry spring, summer and autumn seasons. Changes in seasonality and amount of water flows from river systems are likely to occur due to climate change. Changes in runoff of river basins could have a significant effect on the power output of hydropower generating countries like Tajikistan, which is the third highest producer in the world10. Currently about 98% of the electricity in Tajikistan is generated from hydropower11. This source of energy produces a minimum level of carbon dioxide and has a great potential for development and growth. Therefore, energy consumption could increase and still result in a smaller demand for other sources of energy. Also, neighboring countries could use electricity from Tajikistan to reduce their carbon footprint.

163. Since 2010, coal mining has increased as a measure to address the seasonal energy deficits and as a substitute for gas imports, which are often problematic. This coping strategy might result in an increase in carbon dioxide emissions in the near future. From an environmental point of view this option is not ideal, however the country's acute energy deficit, coupled with population growth, slow the pace of development and consequently the capacity to eliminate poverty.

164. In order to implement the UNFCCC commitments and strengthen climate protection and adaptation measures, to date Tajikistan has produced three National Communications on climate change. Tajikistan is one of the pioneers in the preparation of a National Action Plan for climate change mitigation (2003) within its territory. This plan includes adaptation measures many of which are being implemented and recommendations on updating the National Action Plan are currently being developed.

165. Currently Tajikistan’s contribution to Carbon Dioxide emissions in Central Asia is negligible12. See Figure 20 below. Despite the fact that the country does not have quantitative UNFCCC commitments on the reduction of emissions, the current level of emissions as compared to 1990 have reduced by one third, mainly due to the collapse of the Soviet Union and structural changes resulting from the transition to a market economy and independence. During the last decade, the level of carbon dioxide has remained quite stable, however in the current decade an increase of emissions is expected.

166. Since the late 1990s to the present, agriculture has been the main source of GHG emissions. Considering the low level of mechanization, underfeeding of livestock, and limited use of fertilizers, emissions from the agriculture sector of Tajikistan are lower than in the other countries of Asia and Europe. Opportunities for any considerable reduction of carbon footprint in agriculture are therefore limited, while the measures in other economic subsectors are more promising, especially in energy and industry.

10 Impacts, Vulnerabilities and Adaptation, Fourth Assessment Report, IPCC, 2007 11 On the average. For example in 2013 99.5% of energy was generated from hydropower. 12 According to the last inventory of GHG emissions (2004-2010) and as confirmed by international sources, the level of absolute and per capita emissions in Tajikistan remains the lowest in Central Asia. GHG emission was less than 28 thousand metric tons in 2011, i.e. twice less than Kyrgyzstan and almost 100 times less than Kazakhstan.

167. In CO2 equivalent, the contribution of greenhouse gases from the Energy sector for different years was between 14% and 67% of total emissions for the corresponding year. In 2010 GHG emissions in the energy sector was 1.2 million tons or <10% than the emissions in 1990. During the same year, the International Energy Agency estimated that energy emissions in Tajikistan reached 2.8 million tons per year13. The difference occurs because of the lack of balance between supply and demand, and also due to different calculation and registration methods.

Figure 20. CO2 emissions in Central Asia (Source: Carbon Dioxide Information Analysis Center as cited at http://mdgs.un.org/)

13 http://www.iea.org/statistics/statisticssearch/report/?country=TAJIKISTAN&product=indicators&year=2010

Air quality

168. The Project Road traverses relatively flat and low-mountainous landscape interspersed with small villages clinging to the ROW. As such there is relatively little industrial activity that may produce air quality impacts. One of the main sources of air pollution in the region relates to the burning of fossil fuels for heating, cooking and power within the urban areas, although this impact is being reduced as more portions of the population become powered by hydroelectricity from Tajikistan’s vast hydro resources. The other main source of emissions in the ROW is from vehicle movements which can be classified in two categories; emissions from the combustion engines, and dust related impacts from the movement of vehicles.

169. Emissions from the combustion of fuel, at present rates, are relatively low due to the low volume of traffic on the road. It can be noted that Tajikistan’s contribution to Carbon Dioxide emissions in Central Asia is negligible, thus indicating that any increase in emissions from vehicles operating on the rehabilitated road is unlikely to be a significant contributor to CO2 emissions in the region.

170. Some sections of the road have degraded to an extent that little asphalt remains on such places of the road, thereby vehicle movement create high volumes of dust, especially within the dry summer months. Tajikistan has a set of air quality standards; they are indicated by Table 18.

Table 18. Air Quality Standards (Source: Asian Development Bank. Environmental Profile of Tajikistan. 2000) ## Pollutant Tajikistan Standard14 mg / m3 1. Particulate Matter 0.150 2. Nitrogen Oxide (NO) 0.060 3. Nitrogen Dioxide (NO2) 0.040 4. Sulphur Dioxide (SO2) 0.050 5. Carbon Dioxide 3.000 6. Ammonium 171. 0.200

Korvon Market Road Section

172. The air quality along the Korvon market road section is similar to the Dushanbe city in general. Dushanbe is the largest city in Tajikistan. Main stationary sources of air pollution in Dushanbe are Dushanbe cement plant, Dushanbe heat (thermal) power plant, Dushanbe refrigerator plant, Dushanbe reinforcing steel factory, airport, and other enterprises and mobile air pollution sources. There is no regular instrumental air quality data are available in Dushanbe.

173. No sources of industrial air emissions were noted within the project area. The main sources of other emissions to air can be classified as:

14 Based on the Russian standard GN 2.1.5.1338-03 on maximum allowable (permissible) concentrations for pollutants in the outdoor air of populated areas.

 Vehicle engine emissions; and

 Dust, including that generated from the movement of vehicles.

174. The main emissions from the combustion of fuel in vehicle engines include Nitrogen Oxides (NOx), Carbon Monoxide (CO), Volatile Organic Compounds (VOCs), Carbon Dioxide (CO2) and Particulate Matter (PM). At present rates, these emissions levels are relatively low when compared regionally.

175. Coal plays a major role in air pollution in Dushanbe. The volumes of its consumption in the city, and throughout the republic, as a whole, are large. There are 468 industrial enterprises in the capital of Tajikistan. Dushanbe-2 CHP runs on coal and consumes up to 50% of all coal mined in Tajikistan. The daily coal consumption at the CHPP is 6 thousand tons.

176. The second largest coal producer is Dushanbe Cement Plant. In 2013, due to problems with the supply of natural gas from Uzbekistan, the plant was converted to coal. The plant produces 180 thousand tons of cement and consumes 72 thousand tons of coal per year. The management of the plant wants to increase cement production - the design capacity of the enterprise is 1 million tons per year - this means a significant increase in coal consumption.

177. Harmful emissions of industrial enterprises polluting the air in Dushanbe, according to the Agency for Statistics under the President of the Republic of Tajikistan, doubled from 2010 to 2015 and amounted to almost 4.5 thousand tons per year.

178. Status of air quality in February 2020 (source: www.meteo.tj). In the central part of the air basin of the city of Dushanbe, there was a slight increase in the average daily concentration of carbon monoxide (CO) from 1.15 to 1.27 ppm, sulfur dioxide (SO2) from 0.16 to 0.76 ppm, nitrogen dioxide (NO2) from 0.4 to 0.65 ppm, nitric oxide (NO) from 0.08 to 0.43 ppm. As mentioned before, ambient air quality monitoring will be carried out for the road section before the construction works start.

5. Water Resources

179. Tajikistan is rich in water resources. It is necessary to note that mountains of Central Asia occupying 20% of the total area of the Aral Sea basin (350 thousand sq. km) gives 90% of surface runoff. The rivers of Tajikistan are important sources of fresh water for the Aral Sea. The glaciers and permanent snow feed the rivers of the Aral Sea basin with over 115 km³ of water a year. The major rivers are the Syr Darya (total length 2,400 km), which flows for 195 km across the Fergana Valley in the north, the Zaravshan, which runs through central Tajikistan, and the Kofarnigon, Vakhsh and Panj rivers, all of which together all of which together drain more than three fourths of Tajikistan‘s territory and form Amu Darya. On average, 51.2 km³ of water is formed on the territory of Tajikistan which comprise around 44 % of annual water flow of the Aral Sea basin rivers: in the basin of Amu Darya River - 50.5 km3 and Syr Darya River - 0.7 km³. The total catchment area of these rivers (with tributaries) in Tajikistan is estimated being over 120,000 km².

Table 19. Transboundary Waters in the Basin of the Aral Sea15 Basin/sub-basin(s) Catchment area (km²) Recipient Riparian countries Amu Darya16 612,000 Aral Sea AF, KG, TJ, UZ, TM - Surkhan Darya 13,500 Amu Darya TJ, UZ - Kofarnigon 11,590 Amu Darya TJ, UZ - Vakhsh 39,100 Amu Darya KG, TJ - Pyanj 113,500 Amu Darya AF, TJ -- Pamir17 10,000 Panj AF, TJ -- Bartang18 24,700 Panj AF, TJ Syr Darya19 782,600 Aral Sea KZ, KG, TJ, UZ - Naryn20 59,900 Syr Darya KG, UZ - Kara Darya 28,630 Syr Darya KG, UZ - Chirchik 14,240 Syr Darya KZ, KG, UZ -- Chatkal 7,110 Chirchik KG, UZ Zaravshan21 41,800 Desert sink TJ, UZ

180. Tajikistan’s water resources mainly arise owing to glacier melting and precipitation. Total surface water reserves in Tajikistan’s glaciers and snowfields are estimated at 550 km³. Many of them are located in the basins of high-mountain rivers (such as Obihingou, Gunt, and Muksu) as well as in other areas. Glaciers and snowfields occupy about 6% of country’s territory. Over 1,300 lakes contain 44 km³ of water, including 20 km³ of surface fresh water and 24 km³ of saltwater. Their total area is about 705 km².

181. The Project Road, including Korvon market road section, is located within Kofarnigon and Vakhsh River basins. The following map shows the surface water resources with regard to the study area. The most prominent surface waters are the Rivers Kofarnigon and Vakhsh.

15 Source: http://www.unece.org/fileadmin/DAM/env/water/blanks/assessment/aral.pdf 16 Estimation: While some literature sources quote a basin area of up to 612,000 km2, the water divide can only be correctly established in the mountainous part of the basin (309,000 km2); therefore many hydrologists refrain from giving figures for the total basin area. 17 No exact figure. Some hydrologists give various figures from 5,000 km2 to 10,000 km2. 18 https://ru.wikipedia.org/wiki/%D0%91%D0%B0%D1%80%D1%82%D0%B0%D0%BD%D0%B3 19 Estimation: Some literature sources quote a basin area of up to 782,600 km2. As with the Amu Darya, the water divide can only be correctly established in the mountainous part of the basin. Thus, many hydrologists do not give a figure for the total basin area but state that 142,200 km2 of the basin area is upstream of the point where the river leaves the Fergana Valley. 20 Estimation: The literature gives various figures for the size of the catchment area, from 58,370 km2 to 59,900 km2. 21 Estimation: Due the sheer impossibility of determining the size of the catchment area, many hydrologists simply give a figure of 17,700 km2 for the mountain part of the catchment area. https://www.unece.org/fileadmin/DAM/env/water/publications/assessment/Russian/G_PartIV_Chapter3_R u.pdf

Figure 21. Surface Water Resources in the Study Area

182. Both rivers have a hydrological regime that is particularly influenced by snow and glacier melting. The basic characteristics of the Kofarnigon and Vakhsh river are shown in the Table 20 below.

Table 20. Characteristics of the Kofarnigon and Vakhsh Rivers

Catchment River fall, Average annual № River Length, km area, km2 m flow, m3/s 1 Kofarnigon 11700 386 2270 155 2 Vakhsh 39100 691 4350 618

5.1 Water quality

183. The Vakhsh River’s feeding is snowfield/glacier melting and precipitation (snow-rain), flood - in period from February to June, maximum runoff is in June. The Kofarnigon River’s feeding is precipitation and snowfield-glacier melting, flood - in period from February to June, maximum runoff is in June. Water mineralization is about 500-800 mg / L in the high water and 800-1000 mg / L in the low water period, the composition of water is calcium sulfate.

184. Tajikistan has also water quality standards for surface watercourses with selected parameters as indicated by Table 21 below.

Table 21. Water Quality Standards (Source: State Committee for Statistics. Environmental Protection in Tajikistan: Statistical Summary 1990-2000. 2002 edition (in Russian)) # Parameter Limit Value Winter 4.0 mg/liter 1. Oxygen – Summer – 6.0 mg/liter 2. Salt ammonium 0.5 mg/liter 3. BOD 3.0 4. Oil and petrochemicals 0.05 5. Iron 0.05 6. Copper 0.001 7. Zink 0.01 8. Phenols 0.001 9. Chlorides 300 10. Sulphates 100 11. Calcium 180 12. Potassium 50 13. Suspended Matter 1000

185. For more details please see chapter “environmental standards”.

186. According to the National Geoscience Database of Tajikistan, both the Vakhsh and Kofarnigon rivers are subjects to pollution from industry and settlements, including BOD, antimony and mercury. This is a likely influencing factor for the water quality baseline measurements.

187. Baseline data on water quality will be measured in the Kofarnigon and Vakhsh rivers as well as the smaller natural water courses and irrigation channels that are crossed by the Project road. The measurements will serve as baseline indicators during the construction stage. Parameters for measurement are indicated in the alignment sheets and in the chapter "baseline measurements".

188. The Korvon market road section of the Dushanbe-Kurganteppa road is situated far from the Kafirnigan river.

5.2 Ground Water

189. Ground water level is varying from low levels within a range of 1 meter to 5 meters below ground in the river floodplain of Kofarnigon River to very deep levels up to 20 m. There are no wells in the project area of phase 1 of the Project. Along the Korvon market road section (included to the map below in blue) the ground water level is mainly 10-20 meters, excluding a small section at the end of the road where it is 1-5 meters (Figure 22).

190. By chemical composition, the ground waters of the Kofarnihon river valley are hydrocarbonate-sulphate calcium-magnesium with mineralization of 0.2-0.7 g/l. The total hardness is 6-8.85 mg-Eq, carbonate - 5-7.3 mg-Eq. In relation to concrete structures, groundwater is predominantly non-aggressive. Groundwater alluvial deposits have a mixed type of feeding. Sources of groundwater recharge are infiltrated waters from riverbeds, irrigation canals and precipitation infiltration. Inflow from the mountain framing is negligible.

Figure 22. Ground Water Resources in the Study Area

7. Noise

191. Existing ambient noise levels within the Project road corridor are attributable to vehicular traffic, construction and quarrying operations. Sensitive receptors concerning noise emissions are schools, hospitals mosques or other social infrastructure facilities. They are located within the settlements alongside the Project road. Within Phase 1 of the Project road no school, kindergarten, hospital or mosque are located closer than 50 m to the Project’s Row. This is illustrated in the below aerial overview showing Obi Shivo village at km 6.5. Obi Shivo is the only village that is traversed by the Project road within phase 1 of the Project.

Figure 23. Noise sensitive receptors

192. Noise level standards in Tajikistan are shown in the chapter on environmental standards.

193. Baseline measurements for noise at identified sensitive hotspots and sensitive receptors need to be measured before construction activities start. The respective locations are indicated in the Table 22 below. The table also depicts the results of the field surveys noise measurements that were conducted.

Table 22. Results of Noise Measurements (12 May 2016, Day Time) Noise Standards in dB Latest Baseline Location (IFC Standards monitoring indices applicable in Tajikistan) indices No 2 Nov,

07.00-23.00 23.00-07.00 2018 [date] (daytime) The newly added Korvon market road section 1. Korvon market entrance, km0+550 70 70 67 12 May, No Location 07.00-23.00 23.00-07.00 2016 [date] (daytime) Phase 1: Dushanbe-Kurgonteppa road 1. Turn, km 00+00 75 75 45 2. Dushanbe gate, km 03+200 75 75 52 3. Bridge Kofarnigon, km 04+200 75 75 40 4. Obi Shifo vil., km 05+700 55 45 47

Noise Standards in dB Latest Baseline Location (IFC Standards monitoring indices applicable in Tajikistan) indices No 2 Nov,

07.00-23.00 23.00-07.00 2018 [date] (daytime) 5. Obi Shifo vil., cafe, km 05+900 55 45 41 6. Obi Shifo vil., bridge, km 06+100 55 45 59 7. Field, km 10+00 75 75 53 8. Before the pass, km 16+900 75 75 40 9. Roadside cafe, km 29+400 75 75 45 10. Dahanakiik vil., bridge, km 34+500 55 45 40 11. Obikiik town, center, km 38+500 55 45 55 12. Gardens, km 41+500 75 75 60 13. Gardens, km 42+500 75 75 60 14. Uyali town, entrance, km 57+400 75 75 46 15. Uyali town, bazar, km 58+300 75 75 55 16. Bridge Vakhsh, km 68+800 75 75 50 17. Kurgonteppa town, end, km 77+400 75 75 55

Noise Standards (daytime-nighttime): 55-45 dBA (max) - Residential area

70-70 dBA (max) - Commercial area 70-70 dBA (max) - Industrial area 50-40 dBA (max) - Hospitals 55-55 dBA (max) - Schools, Library

B. Ecological Resources in Project Area 194. Natural ecosystems are the single reliable source of environmental stability in the world. At the same time, the impact of anthropogenic activity on ecosystems is becoming the main reason for climate change, loss of biodiversity, and desertification/land degradation. Control of environmental risks requires a strong environmental policy, improved coordination of government structures, civil and business society representatives.

195. Changeable mountain climatic conditions and hard natural historical processes promoted formation of a unique biological diversity in Tajikistan. The annual average sunshine level varies from 2090 to 3160 hours, the average air temperature varying from +17°C and higher in the south of the country to -7°C and lower in the Pamirs. The highest temperature is in July, while the lowest is in January. The most severe climate is observed in the Eastern Pamirs, where the annual average temperature is from -1 to -6ºC. The absolute minimum is at the Bulunkul Lake -63°C. In hot deserts of southern Tajikistan and in cold high-mountain deserts of the Eastern Pamirs, the annual average precipitation level varies from 70 to 160 mm, the maximum being in Central Tajikistan, sometimes exceeding 2000 mm a year. The mountain landscapes of Tajikistan contain 0.66% of the animal world and 1.8% – plant diversity, including wild relatives of domestic animals and cultivated plants.

Table 23. Main Components of Biodiversity in Tajikistan22 Component Importance Ecosystems 12 types Types of vegetation 20 types Flora 9 771 species Wild relatives of cultivated plants 1 000 species Endemic plants 1 132 species Plants listed in the Red Data Book of Tajikistan 226 species Agricultural crops 500 varieties Fauna 13 531 species Endemic animals 800 species Animals listed in the Red Data Book of Tajikistan 162 species Domestic animals 30 breeds

196. Forests only take up 3% (412,000 ha) of the land area of the country, however they still play an important role in the conservation of biodiversity and genetic resources as well as in atmospheric carbon absorption. In addition, the forests are a natural protection for human settlements against floods, avalanches, and soil erosion. They also regulate the water balance and microclimate.

197. Almost all forests in Tajikistan belong to the state and are considered to be Group 1 forests. Forest management activities are directed at conservation and the improvement of forest conditions. Primarily, there is an open juniper forest prevailing at 1,500-3,200 m. above sea level. Pistachio trees, well accustomed to the hot dry climate, are mostly found in southern Tajikistan at an elevation of 600-1,400 m. Walnut forests are characteristic of Central Tajikistan at 1,000-1,200 m. above sea level and are known by their specific requirements for soil and climatic conditions. Part of the forest belt consists in maple forests with fragmentary poplars, willows, birch trees, buckthorn, saxaul and various shrubs.

198. The environment of the project road sections is consisting mostly of agricultural land, grassland, pasture and settlements. There are no specially protected natural areas (PAs) in the immediate vicinity of the project area. One protected area – Tigrovaya Balka Natural Reserve is located at the distance of 45 km to the north of Kurgonteppa: that is why it can be concluded that no protected area is in the vicinity of the Project road. The right-of-way of the project road sections in terms of natural zoning runs through two neighboring natural provinces: Hissar (from Dushanbe to pass Fahrobad) and Vakhsh (from pass to Kurgonteppa).

199. Korvon market road section. There are no significant ecological resources,

200. no protected areas or parks occur along the proposed Korvon market road section. The nearest protected area is the Almasy species management area, which is located at the distance about 60 km north-east from this project site, and the Shirkent Historical Nature Park – at the distance about 55 km north-west.

22 First National Report on Biodiversity Conservation and National Biodiversity Strategy and Action Plan, 2003

1. Flora

201. Hissar province has quite rich vegetation and the area of the road falls under the belt of ephemeral plants. First of all, it is bluegrasses and sedges, the road also crosses the habitat of Caucasian skeleton, pistachio, almond, and hawthorn. Over the past 50-60 years, these habitats are severely degraded and heavily modified by human. There is artificial planting of ash, poplar, willow, elm, plane tree, and so on, as well as farmland. Mulberry groves (Morus alba, White Mulberry) are common within the vicinity of the study area.

202. For vegetation Vakhsh Valley can be attributed to the desert and steppe (300-800 m above sea level) belt and the low-mountain (800-1300m) belt, as well as the river valley belt. Vakhsh River with its tributaries forms here three floodplain terraces. Surrounding hills and mountains are low and ranges on average reach heights of 1.000-1.500 masl (highest peak of Mundy-tau is 2.227 masl). The natural vegetation consists of short meadow grass and sedges as well as other ephemeral vegetation23, in some places are growing almonds and pistachios. Natural vegetation now is severely destroyed or almost altered by the influence of anthropogenic factors. Vakhsh valley is the most significant region of Tajikistan for agricultural cultivation with its greatest share of cotton.

203. Across the road the most common plant species are the following: bluegrass (Poa bulbosa), sedge (Carex pachystilis), astragalus (Astrogalus), wormwood (Artemisia scotina), calligonum (Calligomm griseum), Circassian (Salsola richteri), medusahead (Thaeniatherum asperum), maple (Acer lactum), Walnut (Inglana regia), wild almonds (Amygdalus bucharica), apple (Pirus malus), cherry (Prunus divaricata), plum (Mahaleb), willow (Salix), birch (Betula alba), also found poplar, and juniper (Juniperus polycarpos) on the slopes.

204. Ephemeral vegetation occupies the foot of the Hissar and Turkestan ranges. They can be found mainly at autumn and winter pastures. The vegetation here is very low, its mass is small, but it is great eaten by all kinds of animals. The taller wheatgrass is used as hayfields or pastures. In this area also large plants of the family Apiaceae are common (Feruls, Prangos), rhubarb (Rheum ribes) and ram (Polygonum polymorphum) can be found.

205. In the area adjoining to the Project road grow some rare and endangered plant species such as Weisia papillosissima Lasar, Stroganovia Tolmaczoyii Junuss, Crocus korolkowii, Allium suworowii, Tulipa praestans, Tulipa tubergeniana and Anemone bucharica. However, all of them grow on the hill and low-mountain slopes and the Project road will not affect them.

206. The Vakhsh Valley has a rather long history of human settlement featuring agricultural development with industrial activity, and this is true of the Project corridor. As such, within the immediate vicinity of the Project Road very little flora is present. Most vegetation in the Project Area now occurs in agricultural land and gardens, growing fruits, vegetables, and cereals. Both introduced and local species and varieties are used. Besides homes and private plots, in many portions of the road land immediately adjoining the road is used for vegetable growing, cereals and orchards. Either side of the road, rows of trees has been planted. Most are young (from 5 to 10 years in age) and some of them between 20 and 30 years in age approximately. Around 80%

23 Community of small mesophytic herbaceous plants, which vegetate in the winter and spring seasons and drying in summer. In the lowlands of Tajikistan is dominated by species such as Bluegrass (Poa bulbosa) and Desert Sedge (Carex pachystilis). Above the foothills there are wheat grass and barley Piliferous bulbous.

are ornamental species, primarily poplar (Populus) species, willow, fir-tree, pine and acacia species which make up around 50% of the total. The remaining 20% are fruit trees, including apples, walnut and mulberry.

207. Korvon market road section. Urban vegetation includes ornamental trees and shrubs.

Figure 24. Type of vegetation along the Korvon marker road section

208. No important, rare, endangered, or protected species of flora are found within or in the vicinity of the road during this study. Please see Figure 24 below.

Figure 24. Reserved Forest in Tajikistan

2. Fauna

209. Fauna of Tajikistan is characterized by the great genetic diversity. Mountain fauna is richer than that of the plain and contains a substantial number of European-Siberian and East-Asian elements. The fauna of the hot, lowland deserts contains plenty of Indo-Himalaya, Ethiopian, and Mediterranean species.

210. In terms of zoogeographic zoning the entire length of the Project road falls under the Tajik zoogeographical site. This site is characterized by an abundance of representatives of all classes of vertebrates. This area is home to two species of amphibians, 40 species of reptiles, 186 species of birds and 45 species of mammals. The most common species here are:

Amphibians - Gray Toad (Bufo bufo) and Marsh Frog (Rana ridibunda); Reptiles - Gecko, Turkestan and Steppe Agama, Viper, Cobra, East Boa (Eryx miliaris), Steppe Turtle, Glass-lizard (Pseudopus apodus) and Blindworm (Anguis fragilis); Rare and endangered species included in Red Data Book are cobra and steppe turtle. Birds - Kestrel, Buzzard, Griffon Vulture, Rock Pigeon, Indian (Acridotheres tristis) and Pink (Sturnus or Pastor roseus) Starlings, Black-chest and Barn Sparrows, European Bee- eater, Roller, Crested Bird, Magpie, Black Check, Shrike, Long-tailed Shrike, and Barn Swallow; Rare birds such as Partridge, Shahin, Egyptian vulture, Golden Eagle, Saker and Pheasant are seen in this area. Due to their mobility they rarely fall into the car accidents. Mammals - Wolf, Fox, Porcupine (Hystrix), Tolai Hare (Lepus tolai), Turkestan Rat, Wood Mouse, Vole (Microtus), Gerbils (Gerbillus), Long-eared Bat, Horseshoe Bat, Pipistrelle (Pipistrellus pipistrellus), Long-eared Hedgehog et al. Rare and endangered species such as Porcupine, Vormela peregusna, Wild cat and Striped hyena may occasionally cross the road. Fish - There are 52 species of fish in Tajikistan, including acclimatized and accidentally imported, and about 85% of them are inhabitants of the Aral Sea basin. The greatest number of species of fish belong to the carp family - Cirprinidae (23), the second largest number of species is Cobitidae, also known as the True loaches (11), the third - Sturgeons - Accipenseridae (5), and the rest of the family are represented each by one or two species. The most typical fish species in Tajikistan are: Amudarya trout, Marina, Turkestan catfish, carp, Aral and Turkestan barbel, catfish and others; weeds (non-target) species - gudgeon, mosquito fish, and numerous loaches. Special protection measures are needed to organize in the upper reaches of the rivers Vakhsh and Kofarnigon at the time of spawning of Amudarya trout (Salmo trutta axianis). Insects - Among rare and endangered insects which could be found in the vicinity of the road are following: arboreal mantis, Empusa pennicornis Pallas, Carabus tadzhikistanus, Nola elaeagni. All of them might live near the road and may occasionally pass the road.

211. There are habitats for the steppe turtles within or in the vicinity of the project road, and more specifically near a dumping site at approximately km14. No important, rare, endangered, or protected species or habitats were found within the Project Corridor during the initial IEE study (see Figure 25 below), and the steppe turtles were spotted by the international environmental specialist during a visit in April 2018. It is recommended to install Information boards on all extinct, rare and endangered species for the population awareness raising. This instrument might be an efficient and cost-effective additional method for conservation of endangered and rare animals.

Figure 25. Distribution of rare animals (Red List of Tajikistan)

3. Desertification

212. Since the 1930s there has been intensive reclamation of foothill and floodplain valleys to increase the area of arable land in Tajikistan but up to 100 thousand ha of floodplain, pistachio, and partially broad-leaved forests were destroyed in the process. During the economic and energy crises in 1990s juniper forests, which are difficult to reforest, were cut down. Deforestation and animal grazing in forest areas have had a negative impact on the quality and diversity of forests and the natural regeneration of forests have practically stopped.

213. Pasture makes up 80% of agricultural land and is mainly found in the Khatlon region and the DRS. Pasture stocking today is lower than during the Soviet period 25 years ago and the condition of pastures is not adequate. In the east of the Pamir the condition of the teresken (Eurotea) pastures has become critical. Here, due to a lack of energy sources, people have started a massive uprooting of teresken that is a valuable animal fodder, and this has resulted in the desertification of highland pastures. In other districts cattle often graze near human settlements, thus local pastures have become overgrazed and degraded. More than half of the natural pastures in the country are in the highlands at altitudes varying from 1,700-2,000 to 3,500 masl.

214. The causes of land degradation are multiple, complex, and vary across Tajikistan’s regions, but to a greater extent deterioration and exhaustion of land resources is the result of admittedly incorrect and destructive agricultural practices, overgrazing, deforestation and cutting down of bushes, forest degradation. Main active factors are wind and water erosion.

215. While natural factors contribute to soil erosion, unsustainable human behavior accelerates the process to an intolerable degree: it is estimated that 97% of agricultural land in Tajikistan has some level of erosion. Land degradation caused from erosion due to overgrazing is estimated to affect approximately 3 million hectares, or 85% of pastures (Asian Development Bank, 2004). In addition, excessive use of pesticides and fertilizers has resulted in the contamination of soil and waterways.

Figure 26. Desertification in Tajikistan

216. The erosive processes are especially active in the foothill regions where poorly cemented sandstones, loess like loams, and similar rock predominate lending themselves to washing out and wind erosion. The two main factors underlying the process of soils degradation in Tajikistan are water erosion and gully erosion. However, anthropogenic factors accentuate the erosive processes through intensive development of agriculture on slopes and unsustainable cultivation practices.

217. The incidence and causes of soil degradation vary across the country, depending on natural features, climate and land use. In the south of mostly low hills there are small sites of the unfixed sand and zones of strong degradation (e.g. in Karadum and Kumjalolkum). Above these zones there are semi-fixed sands and areas of weak and medium degradation. Among the sandy massifs there are raised areas, which are strongly subjected to water erosion. In the limits of Yavan, Gozimalik, Vakhsh and other districts there are sites of different degrees of erosion, mainly caused by water. In the limits of irrigated zones, a wide variety of erosion processes are at work. On the slopes of the mountain ranges (Babatag, Aktau, Karatau), a number of sites face water erosion to varying degrees. See Table 24 below.

Table 24. Distribution of soil erosion24 Administrative Degree of erosion (%) districts and Non- Weakly Middle Strongly Very Common provinces eroded eroded eroded eroded strongly area eroded Kurgonteppa group 3.2 18.8 51.8 18.0 8.2 96.8 of districts Kulyab group of 2.0 14.0 43.0 26.4 14.6 98.0 districts Sughd province 2.8 4.5 58.6 22.0 12.1 97.2 Hissar group of 4.3 9.4 40.2 31.5 14.6 95.7 districts Garm group of 0.5 4.2 35.1 32.9 27.3 99.5 districts GBAO – 4.2 32.8 37.8 25.4 100

218. Tajikistan’s widespread land degradation will increase the sensitivity of the land to climate change impacts, while the implications of climate change for the agriculture sector and the role of the Sustainable Land Management can play in climate change adaptation are considered to be highly significant for Tajikistan25.

219. Within the Project Area soil erosion is resulting in significant impacts to the Project Road. Figure 27 shows an example of existing erosion impacts.

24 ADB TA 5941-REG: Combating Desertification in Asia. Tajikistan Country Situation paper (CSP) prepared by Shiv Saigal, 2003. 25 Pilot Program for Climate Resilience (PPCR). Wolfgramm et al (2011).

Figure 27. Gully erosion alongside the Project Road

C. Socioeconomic Environment

220. This Chapter presents the findings on the major socio-economic characteristics of the affected Project communities. The chapter is based on information received from the Jamoat’s Key-Informants, country statistical data and data collected through the socio-economic surveys and census undertaken in the Project area. The main objective of the SES and census surveys is to understand the existing socio-economic environment and vulnerability of affected people in the Project area, to use the data for preparation of the LARP budget and to identify groups and persons who may need an additional support due to the Project impact.

Profile of the Project Area

221. Tajikistan is a Central Asian country bordering Afghanistan, China, Kyrgyzstan and Uzbekistan. According to the census 2008, the country population was 7,373,800. However, the estimation of population in 2015 amounts to 8,610,000 people. Tajikistan is divided into 4 regions and capital Dushanbe: Sughd, Khatlon, Gorno-Badakhshan and Region of Republican Subordination. Each region is divided into several districts (Rayons) which are subdivided into the village-level self-governing administrative units – Jamoats. There are 58 Rayons and 368 Jamoats in Tajikistan.

222. The Phase 1, which is 34.8 km long, traverses through two Rayons: Rudaki and Khurason with five affected Jamoats. Rayon Rudaki has 462,000 people living in 190 villages and 69,800 households. Rayon Khurason has 106,216 inhabitants living 85 villages and in 8,242 households. Out of 275 villages in two Rayons traversed by the Project road, 19 villages are located in the Project corridor. The following tables present demographic and economic profile of the Project Rayons and villages located in the Project corridor.

Table 25. Population in the Rayons traversed by the Project road

No of No of No of Rayon Population Male Female affected households villages villages Rudaki 462,000 233,800 228,200 69,800 190 10 Khurason 106,216 53,263 52,853 8,242 85 9 Dushanbe 807,200 418,800 383,900 128,000 - - Korvon Market Road 2,000 N/A N/A N/A - - Section Total 570,216 287,063 281,053 206,042 275 19 *estimated based on mean HH size

223. The major economic activities in the Project Rayons are agriculture and animal husbandry. Wheat is the major cash-crop in the area cultivated on 20,397 hectares, following by pastures and fallow land. Fruit production is widely spread in the area with almost 5,000 hectares under grape, apples, cherries, apricots and other fruits (Table 26).

224. Animal husbandry is widespread in the Project area. Almost each household having some land, also have some livestock. Animals raised in the area include cattle, sheep, goats and horses. The Rayons’ statistics shows that there are 169,053 sheep and goats, 99,281 cattle and 5,393 horses in these two Rayons.

225. Nevertheless, reported poverty is acutely present in the region. Partial de-monetization of the economy, the growing internationalization of the labor market, increasing reliance on non- market forms of production and inter-household transfers all mean that the calculation of household incomes and expenditures involves a complex mix of in-cash, in-kind, official, unofficial and informal payments (Falkingham, 1999b).26

Table 26. Economic Profile of Project Rayons

Other Sheep/ Wheat Grape Cotton Orchards Horses Cows Rayon (pasture goats (ha) (ha) (ha) (ha) (No) (No) etc. (No) Rudaki 15,493 723 496 1,745 9,716 1,859 98,208 66,379 Khurason 4,904 895 0 1,390 13,884 5,393 70,845 32,902 Total 20,397 1,618 496 3,135 23,600 7,252 169,053 99,281 Source: Rayons’ and Jamoats’ statistics

226. There are 53,483 people in 19 villages located in the Project corridor. In total, there are 28,050 males and 25,433 females living in 8,959 households. The affected villages’ population ranges from 380 people in Chashmasor to 8,405 people in Gulbuta. Three largest villages, Gulbuta, Somonien, Chimtepa and Gulparvar belong to Rudaki Rayon which is closer to Dushanbe. The below Table 27 provides a synopsis of the population in the villages alongside the phase 1 of the Project road.

26 A Profile of Poverty in Tajikistan, Jane Falkingham, https://core.ac.uk/download/files/67/93913.pdf

227. The Korvon market road section has approximately 2,000 people living in the vicinity, but not directly next to the road.

Table 27. Population alongside the Project road

Village along the No of Rayon Jamoat Population Male Female Project Households Road

Obishifo 3.406 1.732 1.674 480 Chugultepa Navbunyod 2.751 1.511 1.240 502

Tubek 3.212 1.625 1.587 402

Lohur Hayoti nav 1.642 830 812 243

Alabaytal 862 436 426 140 Rudaki Gulparvar 6.866 4.054 2.812 1.429

Kahramon 2.152 1.151 1.001 398

Chimtepa Chimtepa 6.912 3.539 3.373 808 Gulbuta 8.405 4.286 4.119 1.564

Somonien 7.772 3.979 3.793 1.687

Fahroobod 1.874 960 914 242

Vahdat 2.757 1.423 1.334 386 Fahroobod Hisorobod 1.143 607 536 150 Somoniyon 835 420 415 119 Khuroson Bohoriston 681 373 308 90 Chashmasor 380 193 187 52 Daganakiik 1.279 670 609 175 Chasmasor 417 203 214 69 Galoobod Navbunyod 137 58 79 23

Total 53.483 28.050 25.433 8.959

The below map shows the villages that occur alongside the Project road in section 1.

Figure 28. Settlements alongside phase 1 of the Project

228. There are 3,516 poor households in two Project Rayons. Out of this, around 10% live in 19 Project villages. Ten affected villages in Rudaki Rayon villages have 123 poor households, while nine villages in Khurason Rayon have 230 poor households. The data on poor households headed by a woman were not available for most of the Project villages. Analysis of available data for six Rudaki villages shows that 51.5% of poor households are headed by a woman.

Table 28. Poverty on Project Rayons No of poor HH in No of poor HH in Gender Rayons Project villages Rudaki 2,891 123 Khurason 625 230 Total 3,516 353

229. The economic data on Project villages reflect the data at the Rayons’ level. The major economic activities in all Project villages are agriculture, orchards and animal husbandry. The nineteen villages have 2,378 hectares under wheat and 5 hectares under cotton. The land area of 6,812 hectares is mostly grazing land. Fruit trees, such as apples, cherries, sower cherries,

apricot and peaches are mostly found in the Project villages. There are 2,364 hectares of fruit trees in the Project villages and 454 hectares of grapes.

230. Animal husbandry is widely spread in the village households. There are 12,312 sheep and goats and 10,797 cattle. Some households have a couple of horses as they are not commonly kept in the area. In total, there are 337 horses in 19 Project villages.

Korvon Market Road Section

231. The Korvon section is located in Sino district of Dushanbe. The city is served by Dushanbe International Airport which has regularly scheduled flights to major cities in Russia, Central Asia, as well as Dubai, Frankfurt, Istanbul amongst others. Tajikistan's principal railways are in the southern region and connect Dushanbe with the industrial areas of the Gissar and Vakhsh valleys and with Uzbekistan, Turkmenistan, Kazakhstan and Russia.

232. The Dushanbe trolley bus system operates public buses in the city. Automobiles are the main form of transportation in the country and as of 2019 many highway and tunnel construction projects are underway or have recently been completed.

233. More than 100 industrial enterprises were put into operation in the capital, which produced about 60 types of items including looms, refrigerators, cotton and silk fabrics, hydro-equipment for agricultural machinery, knitwear, apparel, leather goods, and many other goods.

234. Dushanbe is the capital city of Tajikistan with the population number of 846 thousand people officially residing on its territory; while the actual population (including migrants) is estimated to be around one million people.

235. The population density is 6,581 people/km². More than 10% of the country's population lives in Dushanbe. Population of Dushanbe is relatively young with the growth rate of 1.8% and labor force accounting for 62%. In addition to its current population, a rapidly growing construction sector in Dushanbe makes it attractive to returning skilled migrants.

236. The City’s territory is administratively divided into four districts: Shohmansur, Firdavsi, Ismoili Somoni and Sino, with the latter covering the largest territory and population.

Table 29. Demographic data on Sino district of Dushanbe

No. District of Territory (km2) Population Density of population (people/km2) Dushanbe Sino 39.08 326,000 8,341.9

Figure 29. Districts of Dushanbe. Korvon market road section is situated in A.Sino district (1) 237. The growth rate was 2.19% per year. The average density was 51.3 people per square kilometer, but the population was concentrated heavily in the western, southwestern, and northwestern regions. The level of poverty is quite high in the rural areas: in 2009, the poverty headcount ratio living on US$1.25 per day was 6.6% as determined by the World Bank’s atlas method; for the same year, the UNDP Human Development report reported 22%. Poverty is multidimensional as it touches the three sectors of education, health, and living standards, implying that there is severe deprivation in these three dimensions.

238. With regard to gender, females with secondary education are at least at 93.2 % compared to males at 85.8%, at the national level for those 25 years and older. The population of Dushanbe city made up of ethnic Tajiks, Uzbeks, Russians and others (2.4%).

239. Men proportion in population of Dushanbe is higher than that women (52.2% to 47.8%), and compared with the national average (50.6% to 49.4%), this may be due to the fact that men they work in the capital and leave families in rural areas, where living conditions are often more favorable for families, as there is a farm, a garden and livestock. In Dushanbe, young people under the age of 30 make up 63% in the republic: 64%. The number of working age (15-64 years) in Dushanbe is 69% (by country: 62%), while the labor force is less than 50% of this age group. The working-age population currently stands at about 2.5 million people. In 2018, only 55 thousand citizens received official unemployment status. The official unemployment rate in Tajikistan is 2.1% at the end of 2017 and, therefore, very low. This is mainly due to the fact that the majority of the unemployed are not registered (about 1 million). The working population is outside the country for work. On this basis, the actual unemployment rate may be much higher.

240. The City Master Plan (up to 2040) envisaged further expansion of the city mainly to the south to add 18,000 ha by 2025 and 25,000 ha by 2040; expansion will include territories of Hissar, Rudaki and Varzob districts adjacent to the City. Infrastructure development plans supporting ambitious Master Plan are yet to be developed.

Key Facilities and Infrastructure

241. Each Project Jamoat (local authority), has a mostly combined primary and secondary school, mosque, health-post and shops and small businesses along the central village road. Some villages are distant from the road, but their lands are located along the Project road. Other services such as hospitals, larger markets and administrative services are based in Jamoats’ and Rayon centers.

242. Electricity is available in all project villages. However, during the dry seasons when the production of electricity is lower, the villages get the electricity supply for a couple of hours a day.

243. Piped water is available in some villages mostly those closer to Dushanbe, while other villages rely on wells, collection of rainwater in basins and cisterns and purchasing water for the daily usage. Consequently, only 6 households have a hot-water system in the house as the piped water is not everywhere available. Only one surveyed household has an in-house flush toilet while all other have a latrine. There is no wastewater treatment in any of the Project villages.

244. Every surveyed household has a TV set and 48 households own a satellite dish. Computer and internet are not widely used in the villages, but the mobile phone is used in around 96% of surveyed households. Only 14 households have a computer and 3 have the internet connection. Other facilities, such refrigerator and electric stove are amenities in 72.86% and 71.43% of surveyed households respectively. Considering that the piped water is not widely available, washing machines are found in 40% of the households. The air conditioner is available in 18.57% of the households and almost a half of the surveyed households (48.57%), have a car. Other assets listed are some agriculture machinery and a couple of minivans and motorbikes. The below Table 30 provides a synopsis.

Table 30. Household Assets and Amenities Items No of households % Latrine 69 98.57 Piped water in house 6 8.57 Hot water system 6 8.57 TV 70 100.00 Satellite dish 48 68.57 Computer 14 20.00 Internet 3 4.29 Items No of households % Mobile phone 67 95.71 Refrigerator 51 72.86 Washing machine 28 40.00 Electric stove 50 71.43 Air conditioner 13 18.57 Motorbike 4 5.71 Car 34 48.57 Mini van 2 2.86 Agriculture machinery 6 8.57

245. Out of 70 surveyed households, 63 households own 63.5 hectares of land. On average, individual land holding ranges around 1 ha. Around two thirds of the land is dry and one third irrigated land. Mostly cultivated are wheat, maze, vegetables and grape and apples. There are 14 hectares of pastureland. Forty-three households have some animals. Mostly, people have cows, sheep, goats and chicken.

Gender, Ethnicity and Religion

246. There are 329 (50.23%) females and 326 (49.77%) males in the surveyed sample. The number of male-headed households amounts to 82.86% of all household heads, while 17.14% of surveyed households are headed by a woman.

247. Out of the total number of surveyed households, Tajiks are the largest group with 57 households (81.43%), followed by 8 (11.43%) Uzbeks’ households and 5 (7.14%) of others. All households are Muslims.

4. Transport and Traffic accidents

248. Well-functioning transport sector is crucial to the Republic of Tajikistan because of the mountainous terrain of the land locked country. It is important from many different aspects, including economic, social, and political.

249. The development of the transport sector is very important for landlocked Republic of Tajikistan as it will help ensure a cost-effective access to regional and domestic markets. It will also help generate employment and provide services throughout the country.

250. This review process clarified that there are massive improvements required regarding the road safety situation and high casualty numbers in the Republic of Tajikistan. However, there are a number of initiatives that have already been undertaken.

251. Current and past statistics for traffic accidents are in detail given in the road safety report. The following Table 31 provides an overview.

Table 31. Vehicle crash statistics for the last 15 years for Tajikistan (Source: GAI statistics)

Number of Year Crashes Deaths Injured vehicles 2001 231336 1373 395 1557 2002 220391 1388 414 1625 2003 218677 1379 421 1621 2004 222972 1402 415 1556 2005 231762 1725 483 2037 2006 246411 1479 435 1740 2007 268018 1775 468 2046 2008 304219 1674 497 1935 2009 337425 1666 482 1924 2010 357869 1574 411 1748 2011 369818 1401 438 1592 2012 374598 1381 442 1527 2013 395868 1466 472 1605 2014 423303 1514 446 1726

5. Cultural and Historical Sites

252. No historically or culturally significant sites have been identified along the road sections during this study. However, the Consultant visited Institute of History, Archeology and Ethnography under the Academy of Sciences of Tajikistan (Institute) to verify these issues. The Consultant was informed that along the Project road are located several ancient cemeteries (mazars) and settlements which might be considered as historical and cultural heritage. This information needs to be verified by further joint field study together with the PIU RR and the Institute.

253. Settlement Halkadzhar (IV-VI centuries AD) is located in 1.5 km to the NW of the village of the same name. It is located on the edge of the terrace of the left bank of the river Vakhsh. From the east the settlement is limited by the steep coastal cliffs, to the south and south-west by deep artificial canyon (which was dug during the road construction), to the west it is limited by deep ravine. This site is most important as it is located in close vicinity of the Project road. Please see pictures below.

Figure 30. Mazar at Obikiik (dating is not clear) is located NW of the village Obikiik

Korvon Market Road Section

254. There are no historical and archaeological areas of significance within the area of the Korvon market road section. However, the project regions have a rich cultural heritage. Archaeologists have found evidence of settlements in the region dating more than 2,000 years old. As such, the protocol defined in SPS, 2009 will be triggered when there are chance finds of items of archaeological and historical significance.

VI. ALIGNMENT SHEETS

255. The Alignment Sheets in the Annex 2 provide an overview of environmental hotspots and sensitive receptors alongside the Project road.

VII. BASELINE MEASUREMENTS

A. Air Quality 256. Air measurements need to be conducted at the locations indicated in the Site-Specific Environmental Management Plan (SSEMP). Locations for air quality measurements include sensitive receptors and activities that cause significant air quality impacts. This includes at least near the asphalt plant and the aggregate crusher. Baseline measurements are to be taken prior to construction start. Then regular monitoring measurements required during construction phase will be conducted.

B. Water Quality Measurements 257. Water quality measurements will be conducted for water quality in the Kofarnigon River and the River that is crossed in Obi Shivo for the first phase of the Project prior to construction start. Then regular monitoring measurements during construction phase of the Project will be conducted, as per the SSEMP.

C. Noise Measurements 258. Noise measurements need to be conducted at the locations indicated in the SSEMP. Locations for noise measurements include sensitive receptors and activities that cause significant noise impacts. Baseline measurements are to be taken prior to construction start. Then regular monitoring measurements during construction phase will be conducted, as per the SSEMP. Initial measurements were undertaken during the conducted site surveys.

259. The noise measurements carried out during this report preparation were presented in table 22.

D. Baseline Measurements for the Korvon Market Section 260. There are no sensitive receptors, such as schools or hospitals, along the newly added Korvon Market road section. However, due to the relatively high number of people who move in the vicinity of the road daily, the baseline measurements for air quality (Dust, SO2, NOx, CO) need to be obtained from km0+050 and km0+550 of the Korvon Market road section, as well as the asphalt plant and aggregate crusher. Furthermore, noise measurements need to be obtained from the same location as the air quality measurements. The justification for obtaining the air quality and noise measurements from the above location, is that the location host entrance to the biggest commercial facilities, which is the most sensitive part of the Korvon market road for air pollutants and noise. There are no water crossings along the Korvon market road, so obtaining a baseline measurement for water quality is not needed.

VIII. ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

261. Based on the results of the conducted field surveys and environmental assessment, the project’s environmental impacts were identified and described, and suitable mitigation measures prepared. The Project involves the reconstruction and widening of an existing road. Over most part of its length widening of the existing cross section will be required, which at certain sections will result in significant social and environmental interferences during construction stage, and, if not properly mitigated, during operation stage. There will however remain only low impacts once the Project has been finalized. This is because the road reconstruction scheme follows the existing alignment over most of its length. No valuable or protected natural habitats or other valuable environmental structures are significantly impacted after finalization of construction period, neither in their structure nor function. The only exception are the steppe turtles, whose habitat must be protected.

262. This environmental assessment covers the entire length of the Project Road. This chapter is, however, more specific for the Phase 1 of the Project (34.8 km from Dushanbe to the South). The approach to include both phases was taken because Phase 2 needs to be interpreted as an associated facility to Phase 1 and there will be cumulative impacts from future development of the Project. For impact assessment an envelope of 200 meters wide on each side of the project road over its entire length is identified as the core impact area. The road sections where sensitive receptors are present, such as schools, hospitals or other places where people congregate are given particular attention so that ample mitigation is formulated. In Phase 1 of the Project no school, kindergarten, mosque or hospital are located closer than 50 m to the future Project corridor’s edge. For road sections that cross rivers, the impact assessment is expanded to cover the identified continuous extent of any ecologically important habitats / features along the Project Corridor. In addition, the core impact area needs to be widened at certain locations to consider all ancillary facilities occurring outside the 200 m corridor such as borrow pits and quarries. This is the case for the Kofarnigon river (Phase 1) and the Vaksh river (Phase 2). Both riverbeds are proposed for material extraction.

263. For the Korvon market road section, the distance of the buildings along the commercial building section ranges from approximately 5 meters to 35 meters. After the commercial buildings end, the nearest buildings (not residential) are approximately 80 meters away from the edge of the road.

264. Main impacts refer to the human environment, particularly because loss of building and other structures, mainly within the village of Obi Shifo and also due to noise emissions, emissions of pollutants and vibrations within the traversed settlements especially when the Project road runs close to sensitive receptors such as schools, hospitals, mosques, bazars or other. In phase 1 of the Project no school, kindergarten, mosque or hospital are located closer than 50 m to the future Project corridor’s edge. In summary main impact categories arise from the following activities: (i) construction works within or close to settlements result in loss of trees and building structures, noise impacts, emission of pollutants to air and vibration which is especially of concern when the Project road comes close to sensitive receptors, (ii) site clearance activities result in loss of topsoil and vegetation structures, (ii) aggregate sourcing, crushing of aggregates and asphalt plant operation may have severe impacts in case of unsuitable site selection or management. Additional impacts refer to iii) impacts from bridge rehabilitation, (v) potential impacts on surface waters and potential impacts on natural habitats and biodiversity. In the following chapters the impacts and mitigation measures are described. They have been divided into pre-construction

phase (design phase), construction phase, and operation phase impacts. The chapter is structured according to activities.

A PRE-CONSTRUCTION (DESIGN PHASE)

1. Road alignment within ecologically sensitive areas

Impacts

265. There are no ecologically significant structures along the project road. Some planted tree lines line the southern end of the road, but no valuable or endangered species are around. The whole length of the road has already been significantly disturbed by human activities. The noise, air quality, water quality and other impacts will be temporary in nature and covered by the current EMP. The sections below explain these findings in more detail.

266. There are no legally protected areas alongside the project road and only few structures of local environmental significance to be considered during the design stage. For phase 1 of the Project these are described in the following.

267. Crossings of the Kofarnigon (Phase 1), Dahanakiik and Vaksh (Phase 2) rivers and their associated floodplain. Potential impacts refer to possible oil spills from old or badly maintained vehicles, but also large-scale water pollution may occur in case of severe casualties (e.g. if there is an accident of an oil transporting truck). Such casualties could have impacts on aquatic fauna and also pollute the crops in the irrigated fields.

268. Encroachment into valuable roadside vegetation structures. As shown in alignment sheet number 7 road trees and shrubs in dense stands extend over a stretch of about 1 km before the road is traversing alongside the village of Yangikhayot on the left-hand side. Tree species are mainly elms (Ulmus spec.) and willows (Salix spec.) Adjacent to the road are irrigation channels and small wetlands with reed (Phragmites australis). Due to widening to 4 lanes tree losses cannot be prevented.

269. Additional potential impacts on the trees may include compaction of soil over the roots of the tree, alteration of ground levels besides the tree stem foot (fill up of more than 30 cm of tree stem area damages the tree), covering the soil around the tree with impervious material, release of materials that are toxic to the trees, or physical severance of the root system.

Korvon Market Road Section

270. The additional Korvon market road section does not cross or travel close to protected or ecologically sensitive areas and therefore no mitigation measures are required in this respect. 1119 trees are planned to be planted at this road section. This can be considered as positive impact of the project.

Mitigation Measures

271. In order to minimize risks to the ecologically valuable river floodplains a solid drainage system will be designed. In principle, the infiltration of surface run-off water into the slopes and in

grass ditches is aimed at. Surplus water is evacuated to the nearest natural waterway. Drainage installations are designed in a way to allow for easy maintenance and operation.

272. Tree losses that cannot be prevented will be compensated by new tree plantings at the respective locations alongside the Project road. Plantations shall be executed after technical works have been completed. Plantations shall be restricted to spring (March - April) and/or autumn (October). Locations for planting are within the new RoW at the locations where tree losses occurred. Therefore, no additional land acquisition for tree planting is required. However, the design will avoid tree losses as far as technically feasible by adjusting the roads center line. Tree losses on private land are compensated within scope of work of the Resettlement Action Plan (RAP). Suitable species for roadside planting are cypresses and pines. If irrigation channels are running alongside the road, then species requiring more moisture such as walnut (Juglans regia), maple (Acer negundo), elm (Ulmus carpinifolia), poplar (Populus alba), willows (Salix alba), and robinia (Robinia pseudoacacia) should be planted.

273. Additional mitigation of impacts to trees can be done through refraining from storing construction material and other heavy equipment which could compact the soil near the roots, using only organic material at the tree stem zone for potential fill up, or fencing the area around the trees during construction works near the trees.

Korvon Market Road Section

274. The above mitigation measures are sufficient also for the addition of the Korvon market road section.

2. Road alignment dissecting cattle crossings

275. Alongside the project road pastureland and livestock keeping (cattle, sheep) is a prominent land use. Consequently, project affected people having their pastureland within the roads vicinity request that this issue is considered in the Project design and animal underpasses shall be designed. The issue was raised during the consultation meetings that took place. There are regular migrations occurring using existing passages. The issue is that the existing passages are not considered to be safe and the extension of the road from 2 to 4 lanes poses an additional barrier to the migrations.

Korvon Market Road Section

276. There are no cattle crossings along the Korvon market road section and therefore no mitigation measures need to be developed.

Mitigation Measures

277. In total 5 animal crossings were requested for the Phase 1 of the Project which runs along 19 villages. The location of the 5 animal crossings were indicated by the Road Department of the Jamoats are at the following chainages (Road Department Chainage, not project chainage): Km 18+500, Km 31+200, Km 34+000, Km 43+600, Km 48+400. The facilities already exist but need to be upgraded. The crossing at km 43+600 is an old railway bridge. All other crossings are underpasses.

278. Some of the crossings need to be enlarged to also cater for crossing of agricultural machinery.

279. Depending on the situation and if it is not possible to design cattle underpasses, other mitigation measures will be specified as appropriate. Possible mitigation measures would be the provision of warning signs in accordance with relevant road safety standards. In addition, reflectors may be provided on trees in the critical sections and the road fenced near pastures.

Korvon Market Road Section

280. No cattle crossings related mitigation measures are needed for the Korvon market road section.

3 Project road traversing the village of Obi Shivo and Korvon Market

281. The project is not expected to have significant negative socio-economic impacts. The rehabilitation of the road will be done using the existing alignment. However, due to the widening of the cross section there will be need for encroachment into private and public building structures and assets.

Korvon Market Road Section

282. Reconstruction of the Korvon market road section involves widening of the road to 6 lanes, which means that some encroachment to additional land is expected. There are no ecologically significant structures along the Korvon Market so the environmental impacts from this are expected to be minimal.

Mitigation Measure

283. The resettlement Specialist will prepare a LARP which is covering the assessment of loss and the compensation procedure.

Korvon Market Road Section

284. The resettlement Specialist will also prepare a LARP for the Korvon market road section, which is covering the assessment of loss and the compensation procedure.

4. Bridge/Culvert Rehabilitation

285. The bridge works will have potential environmental impacts that need mitigation, but the impacts of culvert works can be neglected as minimal.

286. Culvert replacement will contribute to sustainable functioning of the irrigation systems alongside the project road sections. Without replacement of the culverts the local irrigation system might be damaged.

287. Regarding the bridge rehabilitation, clear distinction needs to be made between impacts of bridges that are subject to only rehabilitation and bridges that require partial or total reconstruction. For example: (i) bridges needing only rehabilitation and are in fair condition; (ii) bridges needing widening or partial reconstruction but which have enough loadbearing capacity

are in satisfactory to poor condition; and (iii) bridges which need reconstruction for lack of loadbearing capacity are in poor condition. Bridges for rehabilitation may require corrosion treatment for rusted reinforcement structures, which can cause severe water pollution.

288. The largest bridge in Phase 1 is the one over the Kofarnigon river. The bridge still has enough bearing capacity but need to be reconstructed because of cross section widening. The existing bridge over Kofarnigon River will be rehabilitated. To the left side a new bridge will be reconstructed.

Korvon Market Road Section

289. There are no bridges along the Korvon market road section.

Mitigation Measures

290. The lower parts of the bridge embankment have to be protected against erosion. This will be done using protection plates to prevent the erosion process. Detailed design of the respective protection measure is presented in the technical design documentation for the respective bridges. An example of bridge slope protection is presented in the below Figure 31.

Figure 31. An example of bridge slope protection

Korvon Market Road Section

291. No bridge related mitigation measures are needed along the Korvon market road section.

B. CONSTRUCTION PHASE

1. Impacts due to site clearance activities

292. Site preparation and clearance includes stripping and temporary storage of topsoil. If topsoil is not properly managed it can lead to erosion, siltation, obstruction of water courses and drainage, and loss of topsoil fertility. The associated impacts to site preparation and clearance activities are expected to be spatially limited to small strips alongside the already existing road. It includes the remove of vegetation within the construction corridor.

Korvon Market Road Section

293. The impacts as described above are also similar to the Korvon market section. The below mitigation measures cover both sections.

Mitigation Measures

294. The removed topsoil will be stored for re-use and long-term stockpiles of topsoil will be protected against erosion. This will be done for example through sowing fast growing vegetation such as grass on the stockpiles.

295. To ensure proper soil management the contractor will submit a soil management plan prior to commencing this operation. This plan will include measures for minimizing water and wind erosion, measures to minimize loss of fertility in topsoil, timeframes, haul routes, disposal sites, and a re-cultivation plan in case of new borrow pits need to be opened. It will describe the mitigation measures to be taken from the beginning of the project until final disposal of spoil materials. Upon completion of the project, the contractor shall provide spoils stockpiles with grass cover.

Korvon Market Road Section

296. No specific arrangements differing from the ones above are needed for the Korvon market section.

2. Break up of old pavement layers and asphalt

297. The breaking up of the old pavement and asphalt layer will cause noise emissions, air emissions and vibrations. In addition a significant amount of spoil will be generated which will be reused in the subbase for the new pavement.

298. Air quality impacts, noise and vibration are temporary. Sources include construction machinery, dust generated from construction works, haul roads, exposed soils, and material stock piles. Noise is temporary and results from operating construction machines. Vibration is caused by operating of construction machinery and hauling of materials.

299. No additional impacts are expected also regarding the U-turns, and the realignment at km18-19.

Korvon Market Road Section

300. The expected impacts are similar to the Korvon market section as well.

Mitigation Measures

301. Within settlements, of particular concern is the village of Obi Shifo a monitoring program will be established for the construction stage. The mitigation measures and parameters to be monitored are indicated in the Environmental Management Plan and the Environmental Monitoring Program.

302. The Korvon market road section is also of importance regarding air quality, noise, and vibration impacts due to the multitude of buildings and people next to the road. The mitigation and monitoring measures have been included into the respective programs.

303. For purpose of spoil reduction, it is proposed to recycle construction materials. Recycled material from the existing pavement and special recycling techniques shall be used in the reconstruction of the new pavement layers. The cost effectiveness of reconstruction measures could be enhanced greatly by the application of recycled pavement materials. Recycling options include hot mix recycling (HMR) with/without new materials and cold mixing recycling with/without new materials.

304. Recycled material will be used to the largest extent feasible to reduce the volume of spoils that needs to be disposed of.

305. Prior to commencing the activities, the contractor will submit a waste management plan indicating detailed management of the waste produced in the project, including proper waste disposal sites.

Korvon Market Road Section

306. No specific arrangements differing from the ones above are needed for the Korvon market section.

3. Impacts due to earthworks

307. Particularly within the mountainous section of the road a significant number of earthworks need to be conducted. The quantities for cut and fill for the 34.8 km section are as follows: fill (695,000 m³) and cut (1,650,000 m3). Therefore, the project will generate approximately 1,000,000 m³ of surplus spoil.

Korvon Market Road Section

308. Additional earthworks are produced by the Korvon market road section, but the mitigation measures outlined below are sufficient to cover those works.

309. The additional quantities brought by the Korvon market section are 65,000 m3 of cut and 5,000 m3 of fill.

310. These are not significant amounts compared to the total project amounts, but still a fair amount of spoil which needs to managed responsibly

Mitigation Measures

311. Temporary storage of surplus spoil shall be close to the excavation area preferably on barren land without any wooden vegetation.

312. For final disposal of surplus spoil suitable sites have been identified which are shown in chapter “III Description of the Project” under the headline “L Disposal Sites”. The identified sites have been agreed with the Ecological Department, Land Use System and Rudaki District Authority.

313. The contractor shall dispose the surplus material within the identified sites by adhering to the following measures for impact mitigation and erosion protection:

314. Any stockpile of disposed surplus material will be allocated at least 100 m distance from any water course and no woody vegetation shall be filled up or cut. Height of stockpiles will not exceed 3 m. For purpose of erosion protection fast growing vegetation, e.g. grass species, shall be sown for stabilizing the disposed material.

Korvon Market Road Section

315. No specific arrangements differing from the ones above are needed for the Korvon market section.

4. Reconstruction of new pavement inclusive widening of existing road

316. The reconstruction activities cause air quality impacts, noise and vibration. The impacts are temporarily restricted to the construction phase. Sources include construction machinery, dust generated from construction works, haul roads, exposed soils, and material stockpiles. Noise is temporary and results from operating construction machines. Vibration is caused by operating of construction machinery and hauling of materials.

317. The impacts on soil originate from the surface sealing due to the road widening, compaction of soil, site preparation and clearance, and improper storage of spoil material.

318. Compaction of soil on especially agricultural land can lead to degradation of its fertility. There are agricultural lands along the length of both project road sections.

Korvon Market Road Section

319. The expected impacts are similar to the Korvon market section as well.

Mitigation Measures

320. To prevent soil compaction the contractor shall limit the use of heavy machinery to the existing RoW especially in the vicinity of agricultural land.

321. The following mitigation measures will be implemented by the contractor to reduce emission levels of construction equipment: (i) maintenance of construction equipment in good

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condition and avoiding, as much as possible, idling of engines; (ii) banning of the use of machinery or equipment that cause excessive pollution (e.g., visible smoke); (iii) the contractor should utilize construction machinery with low emission levels.

322. Settlements next to the project road will be exposed to some degree of vibration, but it will be insignificant to settlements more than 50 m away from the road. Vibration along the Korvon Market road section might be an issue and vibration management and monitoring have therefore been added to the EMP and the environmental monitoring plan.

323. Negative effects of noise are mitigated by limiting construction work to 06.00 am - 9.00 pm within 500 m of settlements, and by limiting hauling traffic through settlements. A limit for maximum noise of 70 dB(A) is set and strictly enforced in the vicinity of sensitive receptors within settlements. In addition the following measures need to be implemented: Noise control at source (using less noisier equipment, mufflers, dampeners, enclosures, proper maintenance of equipment, providing training to operators, etc.), noise control at path (using natural structures with screening properties and acoustic barriers).

324. Construction stage monitoring is conducted for air quality, noise and vibrations as described in the EMP.

325. A Vibration Management Plan needs to be prepared before the works on the road section commence.

Korvon Market Road Section

326. No specific arrangements differing from the ones above are needed for the Korvon market section.

327. A Vibration Management Plan needs to be prepared before the works on the Korvon market road section commence. This is of utmost importance to ensure the potential damage to nearby structures is mitigated.

5. Impacts from borrow areas and spoil dumping areas

328. The impacts related to establishment of borrow pits are largely dependent on the need for opening new pits. The proposed borrow area for Phase 1 of the Project is in Kofarnigon riverbed. The borrow area is already in operation and therefore environmental impacts concerning potential disfigurement of landscape, vegetation losses and damage to access roads are kept to a minimum.

329. The proposed borrow area in Kofarnigon Riverbed is located close to the Project road at about km 3.3 about 1km to the left of the Project road. The investigations and previous test results indicate that the naturally occurring granular material in the project area is in most cases suitable for fill, capping and sub-base construction but requires in most cases further processing (crushing and screening). The impacts from utilizing borrow areas include siltation or obstruction of water ways and dust emissions from hauling of materials.

330. If borrow activities within the riverbed come closer than 1 km to the bridge over the Kofarnigon river there is the potential risk that due to changes in hydrology the bridge foundations might be impacted because of erosion processes in the channel bed.

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331. According to the map on ground water resources in the study area, which is shown in the figure below, the ground water level where the proposed borrow area is located is ranging between 1 and 5 m below ground. In addition, the upper layers are mainly gravel and sand and highly permeable which makes the ground water susceptible to pollution. An additional potential impact refers to the possible change of the direction of ground water flow within vicinity of the extraction site.

Korvon Market Road Section

332. No significant additional impacts from borrow areas and spoil dumping areas are expected due to the Korvon market road section and the mitigation measures list below apply also to the Korvon market road section. If new borrow areas are to be opened due to the Korvon market road section, these need to follow the mitigation measures outlined in the EMP as well as the relevant legislation for permitting.

Mitigation Measures

333. The contractor will refrain from storing material near surface waters to prevent siltation or obstruction of water ways.

334. The contractor will wet the unpaved routes which go next to settlements to suppress dust pollution when hauling material from borrow pits and provide covers for the load of all hauling vehicles to prevent dust pollution. Also wetting the aggregate load reduces potential dust emissions. The contractor will submit a Site Specific EMP which addresses also site-specific dust reduction measures, including transportation and post-closure rehabilitation of borrow sites.

335. The access to the selected borrow area in Kofarnigon Riverbed is via the project road. The contractor must include mitigation measures for dust pollution by the settlements along the way. The hauling traffic should be carried out only between 6.00 am and 9.00 pm.

336. For purpose of protection of bridge foundations from erosion processes due to changed hydrology any borrow activities with the Kofarnigon riverbed shall not be closer to the bridge foundations than 1 km.

337. In order to avoid any ground water pollution, the used machinery needs to be in good technical condition and properly maintained, so that no leakages of oil or any other pollutants may occur. In addition, before starting material extraction the contractor will need to obtain the environmental permit from the CEP which may also include provisions for landscaping measures after finalization of the extraction activities.

Korvon Market Road Section

338. In case new borrow areas need to be opened for the Korvon market road section, the mitigation measures outlined above should apply. However, no specific arrangements differing from the ones above are needed for the Korvon market section regarding spoil dumping and borrow areas operation.

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6. Asphalt Plants and Aggregate Crushers

339. Impacts from asphalt plants include pollutant and odor emissions, possible water pollution from bitumen spills, and safety risks. The impacts can be minimized by acquiring the needed asphalt from an existing asphalt plant. In case a new asphalt plant must be set up, certain provision and mitigation measures have to be taken.

340. Air quality impacts are temporary. Sources include construction machinery, fugitive emissions from asphalt plants, aggregate crushers, and dust generated from construction works, haul roads, exposed soils, and material stockpiles. Noise is temporary and results from operating construction machines. Vibration is caused by operating of construction machinery and hauling of materials.

341. Aggregate crushers produce noise and dust emissions, and they require certain mitigation measures.

342. In road rehabilitation the most severe possible water quality impact could come from spilled bitumen or any petroleum products used to thin it with. Bitumen is stored in drums which may leak, or which are often punctured during handling after long periods (more than 6 months in the elements) of storage.

Korvon Market Road Section

343. No additional impacts from borrow asphalt plants and aggregate crushers are expected due to the Korvon market road section. If a new asphalt plant will be opened for the Korvon market road section, this needs to be done in accordance with the provisions of the EMP as well as the relevant legislation for permitting and management of the site.

Mitigation Measures

344. To ensure minimal impacts on settlements and productive land, the asphalt plants and aggregate crushers must be located downwind of settlements at a distance of 1000 meters or more.

345. Bitumen will not be allowed to enter either running or dry streambeds and nor can be disposed of in ditches or small waste disposal sites prepared by the contractor. Bitumen storage and mixing areas must be protected against spills and all contaminated soil must be properly handled. Storage areas should be lined with impermeable layer to mitigate impacts of potential spills. As a minimum, these areas must be designed so, that any spills can be immediately contained and cleaned up.

346. The contractor shall have provisions for spill and fire protection equipment and shall submit an emergency response plan (in case of spills, accidents, fires and the like) prior to operation of the plant, and asphalt plants shall not be located close to plantations and productive land.

347. Bitumen storage and mixing areas must be protected against spills and all contaminated soil must be properly handled according to legal environmental requirements. Such storage areas must be contained so that any spills can be immediately contained and cleaned up.

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348. Prior to commencing operation of the asphalt plant, the contractor must receive all relevant permissions and the site selection for the asphalt plant and aggregate crusher must be approved by Construction Supervision Consultant.

349. Both, asphalt plant and aggregate crusher are sources of emission of noise, vibrations and air pollutants. Therefore, regular monitoring measurements shall be conducted at these facilities as described in the monitoring table of the EMP.

Korvon Market Road Section

350. In case new asphalt plants and aggregate crushers need to be opened for the Korvon market road section, the mitigation measures outlined above should apply. However, no specific arrangements differing from the ones above are needed for the Korvon market section regarding asphalt plants and aggregate crushers.

7. Bridge Reconstruction Works

351. The Phase 1 of the road crosses the Kofarnigon River. In addition, within Obi Shifo an irrigation channel is crossed by a culvert.

352. Potential impacts include the generation of turbidity and siltation including change of surface hydrology in the water body by increased sediment load, and pollution of these water ways.

353. The impacts of stockpiling of topsoil and material are mitigated by storing the material at a safe distance from nearby surface waters and by providing for long term stockpiles a grass cover. These mitigation measures prevent also the impacts of increased sediment load on surface hydrology. Settlement ponds must be implemented to places where construction activities come near the natural water courses.

354. When construction activities are being carried out on or in the vicinity of watercourses improper handling and storage of materials (concrete, asphalt, lubricants, fuels, solvents) may pose the risk of water contamination. In addition, embankments and construction materials (fill, sand and gravel) are subject to wash out with rainwater. Oil and grease concentrations in surface waters will increase especially if oil leaks from engines are not properly controlled.

355. Within the floodplain of the Kofarnigon River the ground water table is shallow, ranging in between 1 and 5 meters below ground.

356. Possible impact on water quality of surface waters refers to the rivers that are crossed by the Project road. There is the potential risk of leakage of hazardous substances such as oil into the shallow ground water during bridge construction activities.

Korvon Market Road Section

357. There are no bridges along the Korvon market road section.

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Mitigation Measures

358. Appropriate mitigation measures must be taken for ground and surface water protection, such as regular maintenance of the construction equipment to prevent oil leaks, in addition chemicals and oil will be stored in secure, impermeable, and bunded area far away from surface waters.

359. Water quality monitoring shall be conducted during construction stage for the following parameters: pH, dissolved oxygen, sulfate (mg/l), NH4-N (mg/l) and oil products. Reference measurements shall be conducted prior to construction start, monitoring measurements shall than be conducted during construction stage on a quarterly basis. At Kofarnigon River the monitoring locations shall be 500 m up- and downstream the bridge. Within the irrigation channel that is crossed in Obi Shivo the location for water sampling shall be 100 m up- and downstream the bridge.

360. Chemicals used for possible bridge corrosion treatment are especially hazardous for water ways and the treatment requires special provisions for preventing chemicals reaching the water. When carrying out corrosion treatment the contractor needs to present a method statement on this.

361. The bridge reconstruction debris has to be removed in an environmentally safe manner and the costs of environmental measures have to be included in the unit costs of the contractor.

362. The contractor shall submit a method statement or plan for the execution of bridge construction works including measures that will be undertaken to address adverse environmental impacts such as erosion of river embankment and siltation of watercourses that may result from such activities. The plan shall be submitted to the Construction Supervision and PIU.

363. Therefore, storage of any hazardous construction material needs to be on sealed surfaces only in order to prevent leakages into the groundwater.

Korvon Market Road Section

364. No bridge related mitigation measures are needed along the Korvon market road section.

8. Operation of Working Camps

365. To mitigate the construction camp related impacts, the contractor shall arrange the facilities, services, and water supply of the work camp so that it won’t compete on the same resources with nearby communities. The contractor shall also employ, to the largest extent feasible, people from the local communities to the workforce. Local communities will also be preferred, to largest extent feasible, when employing people for the tree planting works, drainage cleaning, and other suitable tasks.

366. Impacts produced by workers camps are manifold and include generation of solid and liquid waste, equipment maintenance related pollutants spills, potential spills from stored materials (chemicals, fuels, etc.), competition for water resources with local needs, and health and safety risks to workers and locals, including risk of HIV / AIDS and other STD’s.

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367. Construction worksites may place stresses on resources and infrastructure of nearby communities. This may lead to friction between local residents and the temporary workers.

368. In addition, construction camps are likely to have public health impacts. There will be a potential for diseases to be transmitted, exacerbated by inadequate health and safety practices. Therefore, the contractor will be required to recruit a health, and safety specialist to address such concerns in the work sites. The specialist shall also liaise/work with the nearby communities when it is necessary for mitigation of health and safety concerns.

Korvon Market Road Section

369. No additional impacts from operation of working camps are expected due to the Korvon market road section to the ones described above.

Mitigation Measures

370. Prior to construction works, the contractor shall provide a comprehensive Site Specific EMP covering the aspects that are described in the chapter "Environmental Management Plan".

371. The camp shall not be set up on top of a ground water area, nor near any surface water areas.

372. Prior to commencing operation, the contractor shall indicate proper sources of drinking and construction water which won’t compete with local needs. This will be done together with local authorities.

373. For health and safety protection of workers and adjacent communities the following shall be provided: (i) Adequate health care facilities (including first aid facilities) within construction sites; (ii) 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; (iii) Personal protection equipment for workers, such as safety boots, helmets, gloves, protective clothing, goggles, and ear protection in accordance with legal legislation; (iv) Clean drinking water to all workers; (v) Adequate protection to the general public, including safety barriers and marking of hazardous areas; (vi) Safe access across the construction site to people whose settlements and access are temporarily severed by road construction; (vii) Adequate drainage throughout the camps so that stagnant water bodies and puddles do not form; (viii) Sanitary latrines and garbage bins in construction site, which will be periodically cleared by the contractors to prevent outbreak of diseases.

374. Where feasible the contractor will arrange the temporary integration of waste collection from work sites into existing waste collection systems and disposal facilities of nearby communities. This shall be taken into consideration when deciding the place for the camp.

375. The contractor shall hire a qualified health and safety expert who will provide safety training to the staff according to the requirements of the individual workplace. Prior to the commencement of works, the work site personnel shall be instructed about safety rules for the handling and storage of hazardous substances (fuel, oil, lubricants, bitumen, paint etc.) and also the cleaning of the equipment. In preparation of this the contractor shall establish a short list of materials to be used (by quality and quantity) and provide a rough concept explaining the training / briefing that shall be provided for the construction personnel.

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376. The contractor shall provide information to workers, encouraging changes in individual’s personal behavior and encouraging the use of preventive measures. The goal of the information is to reduce the risk of HIV / STD transmission among construction workers, camp support staff and local communities.

377. Contractors’ conformity with contract procedures and specifications during construction will be carefully monitored. Contractors will be made to follow standard construction practices, monitored and supervised by construction supervision consultants employed under the Project.

Korvon Market Road Section

378. In case new work camp needs to be opened for the Korvon market road section, the mitigation measures outlined above should apply. However, no specific arrangements differing from the ones above are needed for the Korvon market section regarding work camp operation areas operation.

9. Traffic Impacts

379. Traffic impacts of the road rehabilitation project will include disturbance of traffic along the road sections. Intensity of the vehicle movement is about 14500 vehicles per day.

380. Transport of potentially hazardous or toxic materials on the road poses a risk to the local population. Impacts in case of an accident which causes a spill may include pollution of surface water or ground water through leaching.

Korvon Market Road Section

381. The traffic impacts will be high in the Korvon market road section, and a traffic management plan needs to be prepared and account for the special arrangements that are needed to ensure smooth flow of traffic through the section. The framework Traffic Management Plan (TMP) has been added as Annex 5 of this report.

Mitigation Measures

382. Prior to commencing operations, the contractor shall submit a traffic management plan to local traffic authorities and provide information to the public about the scope and schedule of construction activities and expected disruptions and access restrictions.

383. During the construction work the contractor will arrange for adequate traffic flow around construction areas.

384. The contractor shall enhance traffic safety by providing adequate signalization, lighting, traffic safety signs, barriers and flag persons for traffic control. Adequate training shall be provided to the workers on traffic control prior to commencing operations.

385. The contractor shall include action plan to mitigate impacts from transport of hazardous and toxic materials to the traffic emergency response plan for the operation phase of the road.

Korvon Market Road Section

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386. Traffic management plan for the Korvon market road section should be developed and disclosed to the public through public consultation.

9. Noise Impacts

387. Noise impacts are expected to originate from the construction activities, hauling traffic, etc. These can have adverse effects on the health of the construction workers or on the sensitive receptors along the project road.

388. Especially night-time noise may impede sleep and cause physical symptoms within the sensitive receptors if not mitigated in a proper manner.

389. Working around noisy machinery is an occupational hazard and the use of noise protection gear should be enforced.

390. According to the Federal Highway Administration the typical maximum noise levels from construction equipment within 50 feet (approx. 15 meters) of the source vary between a range of 55 dBA and 95 dBA, with mean value being 83.1 dBA and the mode 85 dBA. These values are expected to represent the values that the population along the road will be subjected at times during the road construction phase.

Korvon Market Road Section

391. With these values the maximum noise levels will inevitably exceed the IFC standards along the Korvon market road section. These values can be brought to a compliance with the standards only by using mobile noise barriers, which can reduce the noise levels experienced up to 30 dBA.

392. The Contractor should set up mobile noise barriers along the Korvon market road section during the construction work in order to reduce the noise nuisance from the works. There should be the possibility to set up at least 100 meters length of 3 meters high portable noise barriers to separate the area of works and the nearby market goers. The costing for this has been included to the table on costs of environmental mitigation of the Korvon market road section.

Mitigation Measures

393. The night-time noise impacts should be mitigated by avoiding construction work during night-time near sensitive receptors. This applies especially to the areas which are in the vicinity of residential areas.

Korvon Market Road Section

394. The contractor needs to use professional mobile noise dampening barriers with dampening effect of at least 20 dBA in their specifications. The barriers need to be set up everywhere along the Korvon market road section, where road construction activities are taking place in order to bring the noise levels to a compliance with the IFC standards. The use of such barriers has been added as a requirement to the EMP of the Korvon market road section.

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395. Night-time work will be explicitly forbidden around the Korvon market road section. Also, all hauling activities related to the Korvon market road section must not be carried out in the nighttime as many of the hauling routes traverse residential areas.

396. The construction workers need to be provided with proper PPE as well as guidance on the importance of using the protective gear.

9. Air Quality Impacts

397. Air quality impacts arise from the use of machinery, dustiness of roads, hauling of materials, etc.

398. Asphalt plant is the single most important source of harmful gases, while hauling traffic and aggregate crushers contribute significantly to dust levels.

399. Harmful gases can cause respiratory illnesses, as well as nuisance from odors for the population being affected. Dust levels aggravate the respiratory systems of the persons subjected to it. All of the air quality impacts are manageable with proper precaution measures as well as proper planning of locations for the machinery and hauling routes.

Korvon Market Road Section

400. The Korvon market is frequented by many people, including vendors and market goers, on a daily basis. Dust particles that become airborne can persist in the air for hours or longer. The dispersal of dust and especially the smallest and most harmful particles is likely to reach the whole width of the road if no mitigation options are in place.

Mitigation Measures

401. As mentioned earlier, the asphalt plants and aggregate crushers must be located downwind of settlements at a distance of 1000 meters or more. These should also be equipped with adequate stack heights in order to ensure the pollutants will not settle in the vicinity of the plant and disperse properly.

402. Hauling trucks should avoid residential areas when possible and the hauling routes as well as the project road needs to be watered during dry times for dust suppression.

403. Dust suppression needs to be carried out regularly during dry times. Watering of the construction area and the hauling trucks should be done whenever there is dust visible.

Korvon Market Road Section

404. The Korvon market road section poses clear risks regarding air quality impacts and the EMP provisions have been made adequate for managing the impacts. The impacts include especially dust suppression for protecting the market goers in the area.

10. Impacts on Utilities

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405. These impacts can include disruption to power lines, water pipes and other utilities, which may cause harm to the communities who are potentially cut off from these services. These are the potential consequence if proper precautions are not made during the construction process.

406. In case of accidents where utilities are accidentally disrupted, the contractor needs to work to minimize the damage and correct the situation as soon as possible.

Korvon Market Road Section

407. No additional impacts regarding impacts on utilities are expected due to the Korvon market road section compared to the ones described above.

Mitigation Measures

408. The affected people will be consulted during project implementation to make the project contractors aware of any significant issues that may be resulting from disruption of utilities.

409. People should be informed in advance of any power cuts that are expected and the duration of the cut will be made clear in order that they can plan around the lack of power.

410. In case any utilities are disrupted, the contractor will be liable to replace the utilities in questions immediately and provide for example water through water trucks to the communities that have lost their access to water, as far as feasible.

Korvon Market Road Section

411. No specific arrangements differing from the ones above are needed for the Korvon market section regarding impacts on utilities.

11. Impacts on Worker and Community Health and Safety

412. Road construction work includes several health and safety hazards which can cause severe bodily harm if not mitigated. These hazards are related among others to work at heights, traffic accidents, work with heavy machinery, work with fire, working in noisy environments, etc.

413. The communities are also a subject to health and safety risks from the road works. These include disturbance to utilities, traffic accidents, alteration of available routes, children playing in the borrow areas or other constructions sites, etc.

414. These impacts can have serious effects if neglected and therefore need to be mitigated appropriately in the EMP.

Korvon Market Road Section

415. In addition to the impacts described above, the traffic arrangements require special attention on the Korvon market road section. A Traffic Management Plan (TMP) has therefore been prepared for this IEE study and it is attached as Annex 5.

Mitigation Measures

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416. For health and safety protection of workers and adjacent communities adequate health care facilities (including first aid facilities) must be provided within construction sites. In addition, 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 is of utmost importance.

417. Personal protection equipment must be provided for workers, such as safety boots, helmets, gloves, protective clothing, goggles, and ear protection in accordance with legal legislation and the use of PPE must be monitored and enforced. The contractor is responsible for the use of PPE at the construction sites.

418. Clean drinking water should be made available to all workers.

419. Adequate protection must be organized to the general public, including safety barriers and marking of hazardous areas. Safe access across the construction site must be given to people whose settlements and access are temporarily severed by road construction.

420. Adequate drainage should be built throughout the camps so that stagnant water bodies and puddles do not form.

421. Sanitary latrines and garbage bins must be available in the construction site, which will be periodically cleared by the contractors to prevent outbreak of diseases. Where feasible the contractor will arrange the temporary integration of waste collection from work sites into existing waste collection systems and disposal facilities of nearby communities.

Korvon Market Road Section

422. No specific arrangements differing from the ones above are needed for the Korvon market section regarding impacts on worker and community health and safety.

C. OPERATIONAL PHASE

1. Population and Communities

Potential impacts

423. Settlement patterns. No significant changes in settlement patterns are anticipated as a result of proposed road upgrading.

424. Community impacts. Potential community-level impacts can include economic enhancement, split communities, bypassed loss of roadside community business and social activities, impacts on current mode of transportation, impacts related to culture shock, and conversion to higher value land users.

 Split communities. As the project will upgrade the road from 2 to 4 lane with separation it can cause split communities, and create obstacles for farmers and villagers in accessing their fields, etc.

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 Impacts on Current Modes of Transport. As the project will upgrade the road category to the one with higher speed limit it can impede road crossings, restrict parking of informal public transport vehicles and reduce the attractiveness of current transport modes such as cartage.

 Impacts on Bypassed Communities. No bypasses are included in the project.

 Impacts on Tourism. The project could a positive impact on the tourism potential of the areas served by the improved roadways.

 Impacts Related to Culture Shock. Rapid exposure of isolated communities to increased communication and contact with the outside world may lead to significant community impacts referred to as “culture shock”. No significant impacts of this nature are anticipated as a result of the project.

Korvon Market Road Section

425. The impacts for the Korvon market section regarding impacts on population and communities are similar to the ones described above.

Mitigation Measures

426. In order to preserve the cohesion of the community the project design will make provisions for improved crossings and alternative crossings such as intersections, overpasses, and at grade crossings.

Korvon Market Road Section

427. No specific arrangements differing from the ones above are needed for the Korvon market section regarding impacts on population and communities.

2. Traffic impacts

428. The proposed project will result in better road condition, increased speed of vehicles, and the increase of traffic volumes along the Dushanbe – Kurgonteppa road. This will lead to such impacts as elevated emissions and noise levels, and increased risk of accidents with possible result in spilled pollutants. As described in the environmental baseline chapter the only village traversed by the Project road within Phase 1 is Obi Shivo. In order to assess noise impacts during operational Phase noise levels within Obi Shivo were calculated by using the software “Sound Plan” for the expected opening year 2020 and in addition for the year 2030. The calculation was conducted for day and nighttime. The results are shown in the below maps.

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Figure 32. Daytime noise levels in Obi Shivo for the year 2020

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Figure 33. Nighttime noise levels in Obi Shivo for the Year 2020

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Figure 34. Day time noise levels in Obi Shivo for the Year 2030

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Figure 35. Nighttime noise levels in Obi Shivo for the Year 2030

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429. The above maps show the contour lines for different noise levels in dB (A). Based on the type of the respective noise affected building the classification of a measured noise level will differ. A value that is considered as “high impact” for a hospital can be still considered “low impact” for a manufactory shop. Therefore, calculated noise impacts shown in the above maps were analyzed with regard to the identified sensitive receptors in Obi Shivo. The results are shown in the below Table 32.

Table 32. Noise Impacts on Sensitive Receptors in Obi Shivo (Year 2020 and Year 2030)

Day time Nighttime

Sensitive Noise Standard Noise Level Noise Standard Noise Level Receptor (max) 2020 (est.) (max) 2020 (est.)

School 55 dB (A) 52,5 dB (A) 45 dB (A) n/a

Medical Center 55 dB (A) 51,5 dB (A) 45 dB (A) n/a (para 292)

Mosque 55 dB (A) 44,7 dB (A) 45 dB (A) 37,7 dB (A)

Day time Nighttime

Sensitive Noise Standard Noise Level Noise Standard Noise Level Receptor (max) 2030 (est.) (max) 2030 (est.)

School 55 dB (A) 54,0 dB (A) 45 dB (A) n/a

Medical Center 55 dB (A) 53,0 dB (A) 45 dB (A) n/a (para 292)

Mosque 55 dB (A) 46,2 dB (A) 45 dB (A) 39,0 dB (A)

430. According to “SanPin 2.2.4/2.1.8.562-96” noise emissions at the daytime (07:00-23.00) for areas immediately surrounding schools and other educational institutions should not exceed 55 dB (A). According to the conducted noise forecast these standards are met.

431. The medical center needs to be classified as a policlinic with ambulant treatment only. Therefore, according to SanPin 2.2.4/2.1.8.562-96 noise emissions at the daytime (07:00-23.00) should not exceed 55 dB (A). This level will be met according to the conducted noise calculation for the years 2020 and 2030. For the nighttime the standard is 45 dB (A). Because the policlinic has no bedrooms and also because there are no patients at night, the night standards are not considered to be a critical issue for the medical center.

432. Based on the results of the noise forecast, it is recommended to monitor the future traffic volumes and consider installation of noise protected windows in the school building, the medical center, and residential buildings where appropriate.

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433. Other alternatives such as acoustic screens and tree belts were also considered but were not found suitable under the given conditions in Obi Shivo. Acoustic screens usually are not installed within urban areas or villages due to the damaging effect they have on the overall appearance of the scenery. Vegetation belts only have a limited effect on noise reduction. Especially under the given conditions within the village of Obi Shivo the available space is too narrow to establish a noise reducing vegetation belt. Therefore, the option “noise protected windows” is preferred.

434. There is a clear potential for noise related impacts along the Korvon market road section. There will be a need to organize temporary noise barriers to the site during the construction works in order to mitigate noise impacts.

435. Road safety features such as speed control signs, proper road markings, streetlights, pedestrian crossing, livestock crossings and other visual means must be provided to the road.

Korvon Market Road Section

436. The noise modelling and planning software SoundPLAN essential, Version 4.0, was used for the development of predictive noise models for the Korvon market road section. SoundPLAN is a widely used environmental noise modelling and prediction software developed by SoundPLAN GmbH, Germany. The road noise sources, and sound propagation model included in the analysis follow German guideline RLS-90 for road traffic noise predictions.

437. RLS-90 is an effective calculation model, able to determine the noise rating level of road traffic. The RLS-90 model shows a good correlation between the measured and projected noise levels proving to be an adequate tool for road traffic noise prediction. The model requires an input of data regarding the average hourly traffic flow, separated into heavy and light vehicles, the average speed for each group, the dimension, geometry and type of the road and of any natural and artificial obstacles. This model also takes into account the main features which influence the propagation of noise, such as obstacles, vegetation, air absorption, reflections and diffraction. In particular it makes possible to verify the noise reduction produced by barriers and takes into account also the reflections produced by the opposite screens.

438. Terrain points from the design drawings are imported into SoundPLAN to create a Digital Terrain Model (DTM). The DGM is a digital representation of the ground surface and used in the calculation of the noise level at any receiver point.

439. Traffic noise increases with traffic volume and the proportion of heavy vehicles. Traffic for the base year 2020 were provided. Traffic growth rates for the future year 2040 were utilized from the Dushanbe – Kurgonteppa Road Project. The used traffic data for the noise modelling for the project road are shown in Table 33. Traffic Forecasts in AADT below.

Table 33. Traffic Forecasts in AADT

AADT Year Cars Trucks Total 2020 19,461 5370 24,831 2040 35,932 9,562 45,494

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440. Existing traffic count data from manual classified traffic counts carried out in 2020 have been analyzed to identify the peak hour for daytime and nighttime traffic. The hourly traffic data used for the noise modelling are shown in Table 34. Traffic Data 2020 and Table 35. Traffic Data 2040 below.

Table 34. Traffic Data 2020

Year: 2020 Day time Nighttime Light vehicles per hour 1,618 206 Trucks per hour 481 57 Total per hour 2,099 263

Table 35. Traffic Data 2040

Year: 2033 Day time Nighttime Light vehicles per hour 2,635 301 Trucks per hour 686 81 Total per hour 3,321 382

441. The lowest traffic noise for a typical traffic mix occurs at about 30 km/h. Increasing average vehicle speed above this increases traffic noise. Estimated operating speeds are used to predict road traffic noise levels and based on the road characteristic of the designed road. The vehicle speeds used in the noise modelling are 40 km/h for cars and trucks, as the road pass through a very busy settled areas with shops and markets along the road.

442. The road alignment and terrain elevation are imported in SoundPLAN from the topographical survey and road design. Based on the imported terrain and design data a Digital Terrain Model (DTM) were created, which is a representation the topographical reality. Roads are considered as line elements. For the noise calculation, the place of emission is in the middle of the outer lanes in accordance with RLS-90. The gradient of the project road (rate of climb/decent) is evaluated by SoundPLAN based on the set of coordinates from the road design. The slope of the road influences vehicle noise. As slope increases, engine noise increases because engines need to work harder.

443. The road noise prediction consists of the project road alignment and forecasted further traffic data. Noise levels for the base year 2020 and 2040 (after 20 years from the base line) were calculated and compared to the relevant criteria. The results of the noise prediction at the selected receptors are presented in Table 36 below.

444. Although the traffic noise levels at some receptors exceed the desirable level of 55 dB(A) in daytime and 45 dB(A) in nighttime in accordance to IFC standard, it should be noted that the increase of the noise levels between the base year 2020 and the reference year 2040 will be less than 3 dB(A) and therefore no additional noise abatement measures are required for the Korvon market road section during the operational phase of the project.

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Table 36. Results of Korvon Market Road Section Noise Modelling

Permissible Predicted Requirement of Noise Level Noise Level Predicted additional noise IFC 2020 Noise Level Difference protection Guidelines (Baseline) in 2040 in dB(A) Noise Level measures based No Recep dB(A) dB(A) Floor 2020-2040 on the 3 dB(A) Remarks . tors LAeq LAeq LAeq LAeq LAeq LAeq in dB(A) Rule between Base Year and day night day day day night Reference Year time time time time time time day night 2040 0+190 Ground Ground-floor is 1 RHS, 70 70 75.8 66.6 78.3 69.1 2.5 2.5 no -floor commercial used Shop 1. Floor 55 45 75.7 66.5 78.2 69.0 2.5 2.5 no 0+480 Ground Ground-floor is 2 LHS, 70 70 70.2 61.0 72.7 63.5 2.5 2.5 no -floor commercial used Shop 1. Floor 55 45 71.2 62.0 73.7 64.5 2.5 2.5 no 2. Floor 55 45 71.5 62.3 74.1 64.8 2.6 2.5 no 0+530 RHS, Ground Market, commercial 3 70 70 72.5 63.2 75.0 65.8 2.5 2.6 no Korvo -floor used n City 1. Floor 55 45 72.5 63.3 75.0 65.8 2.5 2.5 no 2. Floor 55 45 72.4 63.2 74.9 65.7 2.5 2.5 no 3. Floor 55 45 72.3 63.1 74.8 65.6 2.5 2.5 no 0+910 Ground Ground-floor is 4 LHS, 70 70 72.1 62.9 74.6 65.4 2.5 2.5 no -floor commercial used Shop 1. Floor 55 45 72.3 63.0 74.8 65.5 2.5 2.5 no 2. Floor 55 45 72.2 63.0 74.7 65.5 2.5 2.5 no 1+100 Ground 5 55 45 62.8 53.5 65.3 56.0 2.5 2.5 no LHS -floor 1. Floor 55 45 63.6 54.4 66.1 56.9 2.5 2.5 no 2. Floor 55 45 65.8 56.6 68.3 59.1 2.5 2.5 no 3. Floor 55 45 68.1 58.9 70.6 61.4 2.5 2.5 no 4. Floor 55 45 69.7 60.5 72.2 63.0 2.5 2.5 no 5. Floor 55 45 69.9 60.6 72.4 63.1 2.5 2.5 no

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Figure 36. Receptor Location and Predicted Noise Levels for the Year 2020 (part 1)

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Figure 377. Receptor Location and Predicted Noise Levels for the Year 2020 (part 2)

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Figure 388. Receptor Location and Predicted Noise Levels for the Year 2040 (part 1)

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Figure 39. Receptor Location and Predicted Noise Levels for the Year 2040 (part 2)

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A thorough noise impact assessment for the operational phase for the project has been carried out for the Korvon market road section. This has been presented as Annex 6 of this report.

3. Damages to Drainage and Erosion

445. Damaged drainage can result in damage to local irrigation systems, and erosion can have adverse effect on the road. There is clear potential for damage along the Dushanbe-Kurgonteppa road if mitigation measures are not carried out.

Korvon Market Road Section

446. Impacts to drainage patterns and erosion are expected to be minimal along the Korvon market road section. This is due to the fact that the natural drainage patterns have been already disturbed within the area and the drainage is now done through built drainage infrastructure. Relatively low erosion potential comes from the absence of slopes from the Korvon market section.

Mitigation Measures

447. These damages will be mitigated by conducting routine monitoring of drainage and erosion at least twice a year. In case there are any damages identified these have to be repaired. Warranty from the side of the contractor is for 1 year. After this year maintenance and repair, if required have to be done MoT.

Korvon Market Road Section

448. No specific arrangements differing from the ones above are needed for the Korvon market section regarding impacts on drainage and erosion.

D. Positive Impacts

449. There are many positive impacts associated with the Project. Main positive impacts refer to accessibility, regional cooperation and community impacts.

1. Accessibility and Regional Cooperation

450. The improvement of the Dushanbe – Kurgonteppa road is extremely important for a landlocked country such as Tajikistan It provides access to domestic and regional markets. It will help provide services throughout the country and generation of employment is also enhanced. In addition, it is the most important direct surface link between Dushanbe and Afghanistan.

Korvon Market Road Section

451. No additional significant impacts on accessibility and regional cooperation are expected from the Korvon market road section.

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2. Community Impacts

452. Proposed improvements in the road carrying capacity and surface condition are expected to facilitate movement of people, produce, and products along these established travel corridors. Local residents will benefit from easier access to the marketplace and improved traffic safety. Manufacturers and processors will benefit from more reliable transportation links between suppliers of raw materials and major markets both within and outside the immediate area. Consumers may be able to more readily access these markets to obtain goods that were previously unobtainable or prohibitively expensive. Within the project area many agricultural households cultivate fruits and vegetables for sale in local markets. The project road is crucial for transporting these products to market where they can be sold to consumers. The project will help alleviate poverty by facilitating transport of produce to more distant markets where grower can receive higher prices.

Korvon Market Road Section

453. The reconstruction of the road around the Korvon market should enable smoother flow of traffic in and out of the market.

E. Cumulative Impacts 454. Cumulative impacts can be described as the combined changes of environment that are the result, not only of a single project, but of all human activities, past, present and future (as far as it is foreseeable) in the study area. Hence cumulative impact assessment requires the assessment of the combined effects resulting from implementation of Phase 1 and Phase 2 together, including all the ancillary facilities such as temporary diversions, access roads, borrow areas and disposal sites for surplus material. It thus integrates the identified impacts of Phase 1 and Phase 2 and analyses the social and environmental implications regarding the area of influence when both Project components are considered together.

455. As an example, the impacts associated with the implementation of contractor’s yard are assessed. Cumulative impacts may arise regarding the potential spread and increase of transmissible diseases due to a significantly larger workforce within the Project area of influence.

456. There are also positive cumulative impacts when considering both Project phases and their ancillary facilities like increased spending capacity.

457. In general, it can be concluded that most of the identified Phase 1 specific impacts, positive and negative, will aggravate when assessed together. This is because additive, multiplicative and synergetic effects might occur.

Korvon Market Road Section

458. No additional significant impacts regarding the cumulative impacts are expected from the Korvon market road section.

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IX. ENVIRONMENTAL MANAGEMENT AND MONITORING

A. INSTITUTIONAL REQUIREMENTS

459. The EMP included in this IEE together with the Site Specific EMP that need to be prepared by the contractor provide the overall Project environmental management framework.

460. The Site Specific EMP must be submitted within 30 days of the contract award and Preconstruction and Construction cannot commence until the Site Specific EMP is approved by the MoT and the Engineer.

461. The Bid Documents for the potential Contractor(s) shall contain two sections relating to environmental issues, firstly a basic clause indicating that the Contractor will be responsible for following the requirements of this IEE EMP and that he should prepare his own Site Specific EMP for the Project. Secondly, the EMP of the IEE shall be repeated in its entirety as an Annex to the Bid Documents so as the bidder is aware of his environmental requirements under the Project (both Pre-construction, Detailed Design and Construction) and help him put costs to his proposal (such as costs for noise monitoring, etc.).

462. The Contract Documents should follow a broadly similar pattern to the Bid Documents. It is not considered necessary to repeat the mitigation measures. The Contract should specify that the Contractor(s) is responsible for implementation of the EMP via his Site-Specific EMP. Again, the EMP should be included at an Annex to the Contract so the Contractor(s) is liable for any non- conformance with the EMP, and thereby this IEE.

463. The Contractor(s) will be responsible for the preparation of the Site-Specific EMP. For the Korvon market section separate SSEMP to be prepared by Contractor. The preparation of the Site Specific EMP requires a qualified environmental person. The work will need to be fully compliant with the EMP and will need to be prepared within 30 days of Contract award.

464. During the Construction phase the Contractor must retain the expertise of an Environmental Officer (EO) to update the SSEMP and to oversee and report on the operation throughout the contract period. The EO should be full-time member of contractor’s staff.

465. The Construction Supervision Consultant team will include a national and international Environmental Specialist to ensure that the Contractor is compliant with his environmental obligations. Specifically, the Engineer should be responsible for preparing a monthly environmental report outlining the Contractors environmental performance during that period. The national specialist shall be engaged on a full-time basis to undertake day to day monitoring of the contractor’s activities. He will be assisted by the International specialist who will provide intermittent inputs.

B. Environmental Management Plan 466. The EMP describes the various measures proposed under this Project, which were designed to avoid, mitigate, or compensate the adverse environmental impacts that may result from the Project. As such the EMP considers all phases of the Project cycle, namely the detailed design, construction and operational phases of the Project.

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467. To ensure that the proposed mitigation measures will be carried out by the contractors during the construction stage, the design consultant will clearly set out in the tender and contract documents the contractor’s obligation to undertake the respective environmental mitigation measures.

468. The EMP consists of two tables. Table 37 summarizes the environmental mitigation measures, and Table 38 describes the environmental monitoring requirements. At the end is a statement which includes the timeframes and responsibilities for carrying out the environmental monitoring.

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Table 37. Summary of Environmental Mitigation Measures

MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity / Location Potential Impact Mitigation measures Institutional Responsibility Implement Monitor DETAILED DESIGN PHASE Road alignment in areas of In some cases, tree losses that cannot Any tree losses are compensated by new Design PIU tree plantations. There is a be prevented. Main species are pines, plantations in the amount of 1:5. Consultant considerable number of tree cypresses, elms, poplars, willows and losses involved. robinia. Plantations shall be conducted after technical works have been completed. Planting time shall be restricted to spring (March till April) and/or autumn (September till October).

Locations for tree plantings are within the existing Right of Way (RoW) at the locations where tree losses occur.

Trees to be planted shall have the following parameters: 1,5 – 2 m height, age 5 – 6 years. Distance in between individual trees shall be 6 – 8 m. Species: pines, cypresses, elms, poplars, willows, walnuts and robinia

Rehabilitation and/or Potential damage to local irrigation In the course of the road rehabilitation all Design PIU replacement of existing system if new culverts should not be existing culverts will be replaced. All culverts are Consultant culverts, implementation of sufficiently dimensioned or in case that sufficiently dimensioned in order to prevent any new culverts? not all existing culverts should be damages or blockages to the existing local rehabilitated in the course of the road irrigation systems. rehabilitation. Reconstruction of bridge over Potential water erosion processes at Design of erosion protection measures at lower Design PIU Kofarnigon River bridge and river embankments. parts of bridge embankments. Prefabricated Consultant concrete protection plates prevent erosion processes at the lower and lateral parts of bridge and river embankments. Detailed design of the respective protection measure is drafted in the technical design documentation for the respective bridges.

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity / Location Potential Impact Mitigation measures Institutional Responsibility Implement Monitor Road traversing through Obi- Project road is traversing village of Obi- The chosen alignment and cross section will Executive PIU Shifo village in Rudaki district Shifo in Rudaki district. Current cross aim on reducing the loss of building structures Agency of section is too narrow for 4 lanes. If as far as technically feasible. the PIU standard cross section is implemented than there is encroachment in Loss of structures that cannot be prevented will environmental structures and private be compensated according to the LARP. and social property assets (tree losses, masonry retaining wall, private yards, building structures). Trees are pines and poplars. Road traversing alongside a Loss of nesting sites of various bird Design consultant will investigate possibility of Design PIU cut slope of soft species as for instance the rose widening the cross section to the opposite site. consultant unconsolidated material starling, barn sparrow and Indian If this is not possible the construction works at which serves as a nesting starling this section shall consider nesting season. site for various bird species. Road traversing cattle Accidents because of collision with Design of cattle crossings or improvement of Design PIU crossings cattle safety of existing crossings. Consultant

KORVON MARKET ROAD SECTION Road alignment in areas of Tree losses cannot be prevented along Any tree losses are compensated by new Design PIU tree plantations. There is a the Korvon market road section. The plantations in the amount of 1 to 5. Consultant considerable number of tree species include mostly decorative losses involved. species. Plantations shall be conducted after technical works have been completed. Planting time shall be restricted to spring (March till April) and/or autumn (September till October).

Locations for tree plantings are within the existing Right of Way (RoW) at the locations where tree losses occur, if possible.

Trees to be planted shall have the following parameters: 1,5 – 2 m height, age 5 – 6 years. Distance in between individual trees shall be 6 – 8 m.

Species: pines, cypresses, elms, poplars, willows, walnuts and robinia

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity / Location Potential Impact Mitigation measures Institutional Responsibility Implement Monitor Rehabilitation and/or Potential damage to the road and In the course of the road rehabilitation all Design PIU replacement of existing nearby properties if new culverts should existing culverts will be replaced. All culverts are Consultant culverts, implementation of not be sufficiently dimensioned or in sufficiently dimensioned in order to prevent any new culverts? case that not all existing culverts should damages or blockages to the existing local be rehabilitated in the course of the irrigation systems. road rehabilitation. CONSTRUCTION PHASE Topsoil preservation Loss of topsoil. Removing of topsoil occurring within site Contractor Construction clearing corridor. Topsoil shall be removed and supervision (CS) stored for reuse. Long-term stockpiles of topsoil will immediately be protected to prevent erosion or loss of fertility. For erosion protection it will be sawn with a fast-growing vegetation, e. g. grass Disposal areas for stockpiling Loss of valuable ecological structures if No agricultural area or river floodplain shall be Contractor Construction demolished pieces of the selected disposal sites are not selected as disposal site. Minimum distance to supervision (CS) structures, surplus soil, carefully selected. any watercourses must be at least 100 m. pieces of asphalt pavements Disposal sites shall be preferably on barren land etc. without any wooden vegetation. Road alignment in areas of Tree losses due to embankment fill. A maximum fill up of the tree stem area of 30 Contractor Construction tree plantations. cm can be accepted. Fill up material in the tree supervision (CS) Embankment filling of the tree stem area has to be organic soil. stem area. A filling up of more than 30 cm will damage the tree. In this case cutting can’t be prevented and a new tree is to be planted as a compensation measure at the respective location within the existing RoW.

Species to be planted are pines, cypresses, elms, poplars, willows, walnuts and robinia

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity / Location Potential Impact Mitigation measures Institutional Responsibility Implement Monitor Bottom of embankment of Potential damaging of trees during Implementation of a temporary vegetation Contractor Construction designed road lying very construction activities protection fence during construction activities. supervision (CS) close to tree rows Construction activities nearby Possible alteration of surface water Implementation of settlement ponds at locations Contractor Construction valuable surface waters, in hydrology resulting in increased where construction site comes close to natural supervision (CS) particular Kofarnigon and sediment by increased soil erosion at watercourses to retain sediments and mitigate Dahanakiik River construction site possible impacts on water hydrology. Oil and solid waste management need to be described in the SSEMP and consider these sensitive receptors (rivers and their floodplains). No campsite is allowed near river floodplains.

Operation of borrow areas Potential disfigurement of landscape, The proposed borrow area in Kofarnigon is Contractor Construction and quarries vegetation losses and damage to already in operation. Therefore, environmental supervision access roads impacts concerning potential disfigurement of (CS), PIU landscape, vegetation losses and damage to Increased dust emission access roads are kept to a minimum.

Siltation and obstruction of surface Wet aggregates and/or provide cover on haul waters trucks to minimize dust emission and material spillage. Locate stockpiles away from surface waters.

Prior to start material extraction the contractor submits his SSEMP through the Construction Supervisor (CS) to the Executing agency of the PIU indicating the location of the proposed extraction site as well as rehabilitation measures and implementation schedule for the borrow areas and access roads. Rehabilitation measures may not be necessary for borrow areas still in operation after road works have finished. The SSEMP needs to address the sensitive issues of avoidance of transportation through residential areas as far as technically feasible and closure rehabilitation.

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity / Location Potential Impact Mitigation measures Institutional Responsibility Implement Monitor Operation of aggregate Increased dust emission and noise Careful site selection of aggregate crusher in Contractor Construction crusher emission order not to interfere with any sensitive receptor. supervision Distance to next settlement and residential (CS), PIU. houses at least 1000 m downwind. Site selection for aggregate crusher has to be approved by the PIU. Operation of asphalt plant Odor emission and safety risks Asphalt plants shall be 1000 m downwind from Contractor Construction any settlements and residential houses. supervision (CS), Executing Provide spill and fire protection equipment and agency of PIU. submit an emergency response plan (in case of spills, accidents, fires and the like) to the authority in responsibility prior to operation of the plant.

Secure official approval for installation and operation of asphalt plants from MoT.

Water pollution due to spilled bitumen Bitumen will not be allowed to enter either Contractor Construction running or dry streambeds nor shall it be supervision (CS) disposed of in ditches or small waste disposal sites prepared by the contractor.

Bitumen storage and mixing areas must be protected against spills and all contaminated soil must be properly handled according to legal environmental requirements. Such storage areas must be contained so that any spills can be immediately contained and cleaned up. Site selection, site Potential soil and water pollution The contractor shall submit documents for Contractor Construction preparation and operation of approval (short statement and site plan in supervision contractor’s yard appropriate scale) which indicate: (CS); Safeguard  Site location, surface area required and Department in layout of the work camp. The layout plan IPIG of MoTC shall also contain details of the proposed measures to address adverse environmental impacts resulting from its installation.  Sewage management plan for provision of sanitary latrines and proper sewage

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity / Location Potential Impact Mitigation measures Institutional Responsibility Implement Monitor collection and disposal system to prevent pollution of watercourses;  Waste management plan covering provision of garbage tons, regular collection and disposal in a hygienic manner, as well as proposed disposal sites for various types of wastes (e.g., domestic waste, used tires, etc.) consistent with appropriate regulations;  Description and layout of equipment maintenance areas and lubricant and fuel storage facilities including distance from water sources and irrigation facilities. Storage facilities for fuels and chemicals will be located away from watercourses. Such facilities will be bounded and provided with impermeable lining to contain spillage and prevent soil and water contamination. Prior to the commencement of works the site installations shall be inspected for approval.

The selected site will not be on top of ground water area or near surface waters. Competition for water resources Prior to establishment of the work camps, Contractor Construction conduct consultations with local authorities to supervision (CS) identify sources of water that will not compete with the local population.

Site selection, site Health and safety risks to workers and For health and safety protection of workers and Contractor Construction preparation and operation of adjacent communities adjacent communities the following shall be supervision contractor’s yard provided: (CS); PIU (continuation)  adequate health care facilities (including first aid facilities) within construction sites;  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;  personal protection equipment for workers, such as safety boots, helmets, gloves, protective clothing, goggles, and ear

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity / Location Potential Impact Mitigation measures Institutional Responsibility Implement Monitor protection in accordance with legal legislation;  clean drinking water to all workers;  adequate protection to the general public, including safety barriers and marking of hazardous areas;  safe access across the construction site to people whose settlements and access are temporarily severed by road construction;  adequate drainage throughout the camps so that stagnant water bodies and puddles do not form;  sanitary latrines and garbage bins in construction site, which will be periodically cleared by the contractors to prevent outbreak of diseases. Where feasible the contractor will arrange the temporary integration of waste collection from work sites into existing waste collection systems and disposal facilities of nearby communities;

Work site operation / Worker’s health and soil / water The contractor shall hire a qualified health and Contractor Construction Operation of equipment pollution safety expert who will provide safety training to supervision maintenance and fuel storage the staff according to the requirements of the (CS); EA of PIU. areas individual workplace. Prior to the commencement of works, the work site personnel shall be instructed about safety rules for the handling and storage of hazardous substances (fuel, oil, lubricants, bitumen, paint etc.) and also the cleaning of the equipment. In preparation of this the contractor shall establish a short list of materials to be used (by quality and quantity) and provide a rough concept explaining the training / briefing that shall be provided for the construction personnel.

Locate storage facilities for fuels and chemicals away from watercourses. Such facilities will be bounded and provided with impermeable lining

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity / Location Potential Impact Mitigation measures Institutional Responsibility Implement Monitor to contain spillage and prevent soil and water contamination.

Store and dispose waste/used oil consistent with environmental legal requirements.

Work site restoration: After completion of construction works the contractor shall execute all works necessary to restore the sites to their original state (removal and proper disposal of all materials, wastes, installations, surface modeling if necessary, spreading and leveling of stored topsoil). Operation of construction Road construction projects bear a high Providing information to workers, encouraging Contractor Construction camp potential risk to affect local communities changes in individual’s personal behavior and supervision and the health and well-being of those encouraging the use of preventive measures. (CS), Ministry of that live in or near to the temporary The goal of the information is to reduce the risk Health work camps by supporting the spread of of HIV / STD transmission among construction STD and HIV/AIDS. In addition, the workers, camp support staff and local transport sector itself actually helps the communities. epidemic, as infrastructure and associated transport services give people and infections mobility. Earth works and various Loss of topsoil Topsoil shall be removed and reused to cover Contractor Construction construction activities areas where excess materials will be dumped supervision (CS) and on road embankments. In addition, a soil management plan shall be provided detailing measures to be undertaken to minimize effects of wind and water erosion on stockpiles, measures to minimize loss of fertility of topsoil, timeframes, haul routes and disposal sites. Earth works and various Siltation of surface waters and/or impact Mostly all excavated material will be reused. In Contractor Construction construction activities on soils due to improper disposal of addition, the reclaimed asphalt pavement will be supervision (CS) (continuation) excess materials recycled for the construction of new pavement. Thus, potential impacts due to the need for disposal of excess material will be kept to a minimum.

Competition for water resources Conduct consultation with local authorities to Contractor Construction identify sources of water (for spraying and other supervision (CS)

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity / Location Potential Impact Mitigation measures Institutional Responsibility Implement Monitor construction requirements) that will not compete with the local population. Air pollution due to exhaust emission The contractor will maintain construction Contractor Construction from the operation of construction equipment to good standard and avoid, as much supervision (CS) machinery as possible, idling of engines. Banning of the use of machinery or equipment that cause excessive pollution (e.g., visible smoke).

Disturbance of adjacent settlements due Restrict work between 06.00 am to 9.00 pm Contractor Construction to elevated noise levels within 500m of the settlements. In addition, a supervision (CS) limit of 70 dBA will be set in the vicinity of the construction site and strictly followed. In addition the following measures need to be implemented: Noise control at source (using less noisier equipment, mufflers, dampeners, enclosures, proper maintenance of equipment, providing training to operators, etc.), noise control at path (using natural structures with screening properties and acoustic barriers). Soil compaction due to operation of Confine operation of heavy equipment within the Contractor Construction heavy equipment corridor that is absolutely necessary for the road supervision (CS) construction to avoid soil compaction and encroachment into agricultural used land close to the road. Earth works and various Traffic impairment Submit a traffic management plan to local traffic Contractor Construction construction activities authorities prior to mobilization. supervision (continuation) (CS), EA of PIU. Provide information to the public about the scope and schedule of construction activities and expected disruptions and access restrictions

Allow for adequate traffic flow around construction areas.

Provide adequate signalization, appropriate lighting, well - designed traffic safety signs, barriers and flag persons for traffic control.

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity / Location Potential Impact Mitigation measures Institutional Responsibility Implement Monitor Within settlements, Dislocation or involuntary resettlement Resettlement Specialist will issue LARP EA of PIU EA of PIU encroachment into private of people. covering assessment of loss and compensation and residential land procedure. Within settlements, Loss of businesses and income of Resettlement Specialist will issue LARP EA of PIU EA of PIU encroachment on business people operating their business within covering assessment of loss and compensation assets and / or Disturbance the existing RoW procedure. In addition the following mitigation to business, people, activities measures shall be implemented: and socio-cultural resources due to construction work Inform all residents and businesses about the nature and duration of work well in advance so that they can make necessary preparations Limit dust by removing waste soil quickly; by covering and watering stockpiles, and covering soil with tarpaulins when carried on trucks

Increasing workforce and use appropriate equipment to complete the work in minimum time in the important areas

Avoid construction work in sensitive times like festivals near religious places Within settlements Loss of wealth and property of poor Resettlement Specialist will issue LARP EA of PIU EA of PIU disproportionate people. Poor and vulnerable covering assessment of loss and compensation encroachment on poor households might be affected. procedure. people's assets. Construction activities in Damage to infrastructure, supply cuts of Measures will be ensured in engineering Contractor Construction close vicinity to existing infrastructure services. designing to avoid any disturbance to the supervision infrastructure such as water existing infrastructure. (CS); PIU supply pipes and other facilities, wastewater Prior to construction start the respective service discharge facilities, electricity agencies shall be informed about the lines etc. construction work. Coordinate with respective agencies and provide prior information to the public in case of any required disruption in services during construction

Rehabilitation works within Noise exceeding applicable noise For sensitive receptors such as schools and Contractor Construction villages settlements and standards. Vibrations may result in hospitals applicable noise standards shall be supervision along sensitive receptors damage to local infrastructure, including complied with as far as technically feasible by (CS); PIU.

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity / Location Potential Impact Mitigation measures Institutional Responsibility Implement Monitor such as schools and private property and local (haulage) means of noise measurements and in case of hospitals. roads. exceed of standards, ascribe of time restrictions for construction activities between 6 am and 6 In phase 1 of the project no mosque, pm. school, kindergarten or hospital is located closer than 50 m to the road For potential damages to local infrastructure, corridor. including private property and local (haulage) roads, compensation procedures will have to be established prior to the beginning of construction and approved by the engineer.

In addition, grievance redress procedures shall be put in place to facilitate communication between the contractor and potentially affected people. In addition, haul routes and construction site access roads should be discussed and jointly approved between the contractor and local officials to minimize the risk of conflicts. Construction activities close Potential Impact on Community Health a. The community members will be advised on Contractor Construction to building structures, and Safety road safety with the key messages reinforced supervision particularly within village of with communities throughout construction. (CS); PIU. Obi Shivo, close to bazars and gasoline stations. b. Clear signs will be placed at construction Aggregate extraction. sites including borrow pits, in view of the public, Haulage of aggregates and warning people of potential dangers such as construction equipment. moving vehicles, hazardous materials and excavation and raising awareness on safety issues.

c. Heavy machinery will not be used after day light and all such equipment will be returned to its overnight storage area/position before night.

d. All sites including storage areas will be made secure, prohibiting access by members of the public by fencing when appropriate.

e. Install barriers to keep pedestrians away from hazardous areas such as constructions sites and excavation sites.

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity / Location Potential Impact Mitigation measures Institutional Responsibility Implement Monitor

f. Install signage at the periphery of the construction site advising road users that construction is in progress.

g. Strictly impose speed limits on construction vehicles along residential areas and where other sensitive receptors such as schools, medical places and other populated areas located.

h. Provide security personnel in hazardous areas to restrict public access.

j. If necessary, provide safe passageways for pedestrians crossing the construction site and for people whose access has been disrupted due to construction woks. Utilities Provision Potential impact on community health a. The affected people will be consulted during Contractor Construction and safety project implementation and will make the project supervision All sites where utilities will be contractors aware of any significant issues (CS); PIU. interrupted resulting from loss of electricity. b. People will be informed in advance of any power cuts and the duration of the cut will be made clear in order that they can plan around the lack of power. c. In case any utilities are disrupted, the contractor will be liable to replace the utilities in questions immediately and provide for example water through water trucks to the communities that have lost their access to water, as far as feasible. Traffic Management. Potential impact on community health a. Implement a traffic management plan that will Contractor Construction and safety set out how access along the project road will supervision All construction sites be maintained safely during construction. (CS); PIU.

b. Provide clear signs to guide road users and advise them on changes to road priorities in order to make their journey as smooth as possible and to ensure road safety as

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity / Location Potential Impact Mitigation measures Institutional Responsibility Implement Monitor unanticipated changes e.g. change of lane, will be avoided.

c. Ensure access in areas to be closed temporarily by providing temporary/alternative access. Possible damage to Community Health and Safety impacts a. Immediately repair and/or compensate for Contractor Construction properties and community any damage caused by construction works and supervision facilities. Construction sites. activities to existing communities and their (CS); PIU. property and facilities b. Maintain access roads used for transport of construction materials and other construction related activities are maintained to ensure that they remain in at least in their pre-project condition for the duration of the project. KORVON MARKET ROAD SECTION Topsoil preservation Loss of topsoil. Removing of topsoil occurring within site Contractor Construction clearing corridor. Topsoil shall be removed and supervision (CS) stored for reuse. Long-term stockpiles of topsoil will immediately be protected to prevent erosion or loss of fertility. For erosion protection it will be sawn with a fast-growing vegetation, e. g. grass Disposal areas for stockpiling Loss of valuable ecological structures if No agricultural area or river floodplain shall be Contractor Construction demolished pieces of the selected disposal sites are not selected as disposal site. Minimum distance to supervision (CS) structures, surplus soil, carefully selected. any watercourses must be at least 100 m. pieces of asphalt pavements Disposal sites shall be preferably on barren land etc. without any wooden vegetation. Road alignment in areas of Tree losses due to embankment fill. A maximum fill up of the tree stem area of 30 Contractor Construction tree plantations. cm can be accepted. Fill up material in the tree supervision (CS) Embankment filling of the tree stem area has to be organic soil. stem area. A filling up of more than 30 cm will damage the tree. In this case cutting can’t be prevented and a new tree is to be planted as a compensation measure at the respective location within the existing RoW.

Species to be planted are pines, chesnut, elms, poplars, willows and robinia

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity / Location Potential Impact Mitigation measures Institutional Responsibility Implement Monitor

Plantings shall be conducted after technical works have been completed. Planting time shall be restricted to spring (March till April) and/or autumn (September till October). Quality of newly to be planted trees shall be 16 to 18 cm of stem circumference in 1 m height. Operation of borrow areas Potential disfigurement of landscape, The proposed borrow area in Kofarnigon is Contractor Construction and quarries in case new one vegetation losses and damage to already in operation. Therefore, environmental supervision needs to be opened for the access roads impacts concerning potential disfigurement of (CS), PIU Korvon market road section landscape, vegetation losses and damage to works. Increased dust emission access roads are kept to a minimum.

Siltation and obstruction of surface Wet aggregates and/or provide cover on haul waters trucks to minimize dust emission and material spillage. Locate stockpiles away from surface waters.

Operation of aggregate Increased dust emission and noise Careful site selection of aggregate crusher in Contractor Construction crusher emission order not to interfere with any sensitive receptor. supervision Distance to next settlement and residential (CS), PIU. houses at least 1000 m downwind. Site selection for aggregate crusher has to be approved by the PIU. Operation of asphalt plant Odor emission and safety risks Asphalt plants shall be 1000 m downwind from Contractor Construction any settlements and residential houses. supervision

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity / Location Potential Impact Mitigation measures Institutional Responsibility Implement Monitor (CS), Executing Provide spill and fire protection equipment and agency of PIU. submit an emergency response plan (in case of spills, accidents, fires and the like) to the authority in responsibility prior to operation of the plant.

Secure official approval for installation and operation of asphalt plants from MoT.

Bitumen storage and mixing areas must be protected against spills and all contaminated soil must be properly handled according to legal environmental requirements. Such storage areas must be contained so that any spills can be immediately contained and cleaned up. Site selection, site Potential soil and water pollution The contractor shall submit documents for Contractor Construction preparation and operation of approval (short statement and site plan in supervision contractor’s yard appropriate scale) which indicate: (CS); Safeguard  Site location, surface area required and Department in layout of the work camp. The layout plan PIURR of MoTC shall also contain details of the proposed measures to address adverse environmental impacts resulting from its installation.  Sewage management plan for provision of sanitary latrines and proper sewage collection and disposal system to prevent pollution of watercourses;  Waste management plan covering provision of garbage tons, regular collection and disposal in a hygienic manner, as well as proposed disposal sites for various types of wastes (e.g., domestic waste, used tires,

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity / Location Potential Impact Mitigation measures Institutional Responsibility Implement Monitor etc.) consistent with appropriate regulations;  Description and layout of equipment maintenance areas and lubricant and fuel storage facilities including distance from water sources and irrigation facilities. Storage facilities for fuels and chemicals will be located away from watercourses. Such facilities will be bounded and provided with impermeable lining to contain spillage and prevent soil and water contamination. Prior to the commencement of works the site installations shall be inspected for approval.

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity / Location Potential Impact Mitigation measures Institutional Responsibility Implement Monitor  safe access across the construction site to people whose settlements and access are temporarily severed by road construction;  adequate drainage throughout the camps so that stagnant water bodies and puddles do not form;  sanitary latrines and garbage bins in construction site, which will be periodically cleared by the contractors to prevent outbreak of diseases. Where feasible the contractor will arrange the temporary integration of waste collection from work sites into existing waste collection systems and disposal facilities of nearby communities;

Locate storage facilities for fuels and chemicals away from watercourses. Such facilities will be bounded and provided with impermeable lining to contain spillage and prevent soil and water contamination.

Store and dispose waste/used oil consistent with environmental legal requirements.

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity / Location Potential Impact Mitigation measures Institutional Responsibility Implement Monitor Work site restoration: After completion of construction works the contractor shall execute all works necessary to restore the sites to their original state (removal and proper disposal of all materials, wastes, installations, surface modeling if necessary, spreading and leveling of stored topsoil). Operation of construction Road construction projects bear a high Providing information to workers, encouraging Contractor Construction camp potential risk to affect local communities changes in individual’s personal behavior and supervision and the health and well-being of those encouraging the use of preventive measures. (CS), Ministry of that live in or near to the temporary The goal of the information is to reduce the risk Health work camps by supporting the spread of of HIV / STD transmission among construction STD and HIV/AIDS. In addition, the workers, camp support staff and local transport sector itself actually helps the communities. epidemic, as infrastructure and associated transport services give people and infections mobility. Earth works and various Loss of topsoil Topsoil shall be removed and reused to cover Contractor Construction construction activities areas where excess materials will be dumped supervision (CS) and on road embankments. In addition, a soil management plan shall be provided detailing measures to be undertaken to minimize effects of wind and water erosion on stockpiles, measures to minimize loss of fertility of topsoil, timeframes, haul routes and disposal sites. Earth works and various Siltation of surface waters and/or impact Mostly all excavated material will be reused. In Contractor Construction construction activities on soils due to improper disposal of addition, the reclaimed asphalt pavement will be supervision (CS) (continuation) excess materials recycled for the construction of new pavement. Thus, potential impacts due to the need for disposal of excess material will be kept to a minimum.

Competition for water resources Conduct consultation with local authorities to Contractor Construction identify sources of water (for spraying and other supervision (CS) construction requirements) that will not compete with the local population. Air pollution due to exhaust emission The contractor will maintain construction Contractor Construction from the operation of construction equipment to good standard and avoid, as much supervision (CS) machinery as possible, idling of engines. Banning of the

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity / Location Potential Impact Mitigation measures Institutional Responsibility Implement Monitor use of machinery or equipment that cause excessive pollution (e.g., visible smoke).

Disturbance of adjacent settlements due Restrict work between 06.00 am to 9.00 pm. In Contractor Construction to elevated noise levels and vibration addition, a limit of 70 dBA will be set in the supervision (CS) vicinity of the construction site and strictly followed. In addition the following measures need to be implemented: Noise control at source (using less noisier equipment, mufflers, dampeners, enclosures, proper maintenance of equipment, providing training to operators, etc.), noise control at path (using natural structures with screening properties and acoustic barriers).

The contractor needs to use mobile noise protection barriers that have a dampening effect of at least 20 dBA during the construction work along the Korvon market.

The contractor needs to prepare a vibration management plan for the Korvon Market road section where they outline among others how to prevent and minimize damage to the properties next to the road. Soil compaction due to operation of Confine operation of heavy equipment within the Contractor Construction heavy equipment corridor that is absolutely necessary for the road supervision (CS) construction to avoid soil compaction and encroachment into agricultural used land close to the road. Earth works and various Traffic impairment Submit a traffic management plan to local traffic Contractor Construction construction activities authorities prior to mobilization. supervision (continuation) (CS), EA of PIU. Provide information to the public about the scope and schedule of construction activities and expected disruptions and access restrictions

Allow for adequate traffic flow around construction areas.

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity / Location Potential Impact Mitigation measures Institutional Responsibility Implement Monitor Provide adequate signalization, appropriate lighting, well - designed traffic safety signs, barriers and flag persons for traffic control. Encroachment on business Loss of businesses and income of Resettlement Specialist will issue LARP EA of PIU EA of PIU assets and / or Disturbance people operating their business within covering assessment of loss and compensation to business, people, activities the existing RoW procedure. In addition the following mitigation and socio-cultural resources measures shall be implemented: due to construction work Inform all residents and businesses about the nature and duration of work well in advance so that they can make necessary preparations Limit dust by removing waste soil quickly; by covering and watering stockpiles, and covering soil with tarpaulins when carried on trucks

Increasing workforce and use appropriate equipment to complete the work in minimum time in the important areas

Avoid construction work in sensitive times like festivals near religious places Disproportionate Loss of wealth and property of poor Resettlement Specialist will issue LARP EA of PIU EA of PIU encroachment on poor people. Poor and vulnerable covering assessment of loss and compensation people's assets. households might be affected. procedure. Construction activities in Damage to infrastructure, supply cuts of Measures will be ensured in engineering Contractor Construction close vicinity to existing infrastructure services. designing to avoid any disturbance to the supervision infrastructure such as water existing infrastructure. (CS); PIU supply pipes and other facilities, wastewater Prior to construction start the respective service discharge facilities, electricity agencies shall be informed about the lines etc. construction work. Coordinate with respective agencies and provide prior information to the public in case of any required disruption in services during construction

Utilities Provision Potential impact on community health a. The affected people will be consulted during Contractor Construction and safety project implementation and will make the project supervision All sites where utilities will be contractors aware of any significant issues (CS); PIU. interrupted resulting from loss of electricity.

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity / Location Potential Impact Mitigation measures Institutional Responsibility Implement Monitor b. People will be informed in advance of any power cuts and the duration of the cut will be made clear in order that they can plan around the lack of power. Traffic Management. Potential impact on community health a. Implement a traffic management plan that will Contractor Construction and safety set out how access along the project road will supervision All construction sites be maintained safely during construction. (CS); PIU.

b. Provide clear signs to guide road users and advise them on changes to road priorities in order to make their journey as smooth as possible and to ensure road safety as unanticipated changes e.g. change of lane, will be avoided.

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity / Location Potential Impact Mitigation measures Institutional Responsibility Implement Monitor Increased traffic volumes and Increased risk of accidents with possible Spill-contingency plan PIU PIU higher vehicle speeds spills of harmful substances A contingency plan or emergency response plan is a set of procedures to be followed to minimize the effects of an abnormal event on the Project roads, such as a spill of oil, fuel or other substances that may harm drinking water resources or have adverse effects on the natural balance of sensitive areas. Additional measures to mitigate risk of accidents and spill of harmful substances are speed control and weight stations. Damaged drainage or Harmful environmental impacts resulting Routine monitoring of drainage and erosion EA in PIU EA in PIU uncontrolled erosion. from damaged drainage or uncontrolled control at least twice a year. erosion. KORVON MARKET ROAD SECTION Increased traffic flow Elevated levels of gaseous and noise Integrate in the engineering design safety Design Construction emissions due to increased traffic. features such as speed control signs, proper Consultants Supervision (CS) In addition, increased pedestrian vs. road markings, streetlights, pedestrian crossing, vehicle accidents due to traffic volume and other visual means. and higher speed as a result of improved road design Based on the operational phase noise levels that are expected, prepare noise mitigation measures to ensure the market goers and vendors are protected during the operational phase of the project. Damaged drainage or Harmful environmental impacts resulting Routine monitoring of drainage and erosion EA in PIU EA in PIU uncontrolled erosion. from damaged drainage or uncontrolled control at least twice a year. erosion.

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469. Prior to construction works, the contractor shall provide a comprehensive Site Specific EMP covering the following aspects:

 Dust management which shall include schedule for spraying on hauling and access roads to construction site and details of the equipment to be used  Layout of the work camp and details of the proposed measures to address adverse environmental impacts resulting from its installation  Sewage management including provision of sanitary latrines and proper sewage collection and disposal system to prevent pollution of watercourses  Waste management covering provision of garbage bins, regular collection and disposal in a hygienic manner, as well as proposed disposal sites for various types of wastes (e.g., domestic waste, used tires, etc.) consistent with appropriate regulations  Description and layout of equipment maintenance areas and lubricant and fuel storage facilities including distance from water sources and irrigation facilities. Storage facilities for fuels and chemicals will be located away from watercourses. Such facilities will be bounded and provided with impermeable lining to contain spillage and prevent soil and water contamination  Soil Management Plan detailing measures to be undertaken to minimize effects of wind and water erosion on stockpiles of topsoil and excess materials, measures to minimize loss of fertility of topsoil, timeframes, haul routes and disposal sites for excess materials.  Emergency response plan (in case of spills, accidents, fires and the like) prior to operation of the asphalt plant  Method statement or plan for the execution of bridge construction works including measures that will be undertaken to address adverse environmental impacts such as erosion of river embankment and siltation of watercourses that may result from such activities

470. The Site Specific EMP shall be submitted by the contractor for approval to the Construction Supervision Consultant

471. The same as above applies to the Korvon market road section.

C. Environmental Monitoring Plan 472. Environmental monitoring is an important aspect of environmental management during construction and operation stages of the project to safeguard the protection of environment. During construction, environmental monitoring will ensure the protection of embankment from potential soil erosion, borrow pits restoration, quarry activities, location of work sites, material storages, asphalt plants, community relations, and safety provisions. During operation, air, noise, and surface water quality monitoring will be important parameter of the monitoring program.

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473. The parameters to be monitored are outlined in the following plan. The client shall supervise the road project regularly, and submit quarterly reports based on the monitoring data and laboratory analysis report. The costing for both the original project plan and the Korvon market road section are presented in the tables below.

Table 38. Environmental Monitoring Plan

Issue What Where How When Institutional parameter is to be is the parameter to be Is the parameter to be is the parameter to be responsibility monitored? monitored monitored? monitored? Frequency

Construction stage Water quality in surface pH, dissolved Downs and upstream Measurement either Baseline measurements before SC (Supervision waters (rivers). For phase 1 oxygen, oil where the Project road directly in river water with construction activities Consultant) and this refers to Kofarnigon products, turbidity, crosses the rivers. For a suitable measurement commence. Then EA of PIU. river and the irrigation total suspended Kofarnigon river 500 m and device or sample taking measurements on a quarterly channel in Obi Shifo. solids, conductivity, for the irrigation channel in and measurement in a basis during construction stage. temperature, lead Obi Shifo 50 m up and certified laboratory downstream the existing bridge. Noise Measurement of Locations for noise By means of portable During construction activities to SC (Supervision Consultant). Rehabilitation works within noise and measurements are within noise / vibration monitor the impacts. settlements at locations vibrations- the village of Obi Shifo, measurement device where the Project road runs between km 6+000 and 6+500 (one measurement Establishment of baseline close to sensitive receptors conditions before construction such as schools, hospitals, at 6+000, 6+250 and 6+500 respectively). start. Then monitoring mosques, bazars or other measurements on a quarterly sensitive socioeconomic basis during construction stage. infrastructure.

Air quality deterioration Dust, noise, SO2, Locations for air quality By means of suitable Prior to construction and during SC (Supervision NOx, CO measurements are within portable measurement construction activities. Consultant). the village of Obi Shifo, device between km 6+00 and 6+500 (one measurement Establishment of baseline at 6+000, 6+250 and conditions before construction 6+500 respectively). In start. Then monitoring addition, there need to be measurements on a quarterly air quality measurements basis during construction stage. near the asphalt plant and the aggregate crusher.

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Issue What Where How When Institutional parameter is to be is the parameter to be Is the parameter to be is the parameter to be responsibility monitored? monitored monitored? monitored? Frequency

Potential tree losses Trees located At respective tree Inspections; observation. During construction phase. Construction because tree stem area is within the newly locations. An embankment fill of up Supervision subject to embankment designed to 30 cm at the bottom of (CS) filling. embankment. the tree stem area can be accepted. A filling up of more than 30 cm will damage the tree and cutting will be necessary. Decision is to be made by the construction supervision engineer. Topsoil preservation Stockpiling and Job site Inspections; observation Upon preparation of the Construction means of construction site, after stockpiling Supervision (CS protection and after completion of works on shoulders Equipment servicing and Prevention of Contractor’s yard Inspections; observations Unannounced inspections during Construction fueling spilling of oil and construction Supervision fuel (CS) Worker’s safety and Official approval for Job site and worker’s camp Inspection; interviews; Weekly site visits by the hired Construction health worker’s camp; comparisons with the Health and safety expert. Supervision (CS) Availability of Contractor’s method statement appropriate Unannounced inspections during personal protective construction and upon complaint. equipment; Organization of traffic on the construction site

Provision of safety training to the staff according to the requirements of the individual workplace Worker’s education on Has relevant To be determined by To be determined by After beginning of works and at Construction AIDS and STD education been assigned Construction assigned Construction appropriate intervals throughout Supervision provided? Supervision Supervision construction (CS)

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Issue What Where How When Institutional parameter is to be is the parameter to be Is the parameter to be is the parameter to be responsibility monitored? monitored monitored? monitored? Frequency

Material supply Possession of Asphalt plant Inspection Before work begins Construction Asphalt plant official approval or Supervision valid operation (CS) license Borrow areas Possession of Sand and gravel borrow pit Inspection Before work begins Construction official approval or and / or quarry Supervision valid operation (CS) license Unannounced Material transport Are the truck loads Job site / haul routes Supervision Construction Asphalt inspections Supervision covered or wetted? during work Compliance with (CS) Stone the Contractor’s Job site / haul routes Supervision Unannounced inspections during Construction method statement spot checks work Supervision (restricted working (CS) Sand and gravel hours; haul routes) Job site / haul routes Supervision Unannounced inspections during Construction dust suppression work Supervision methods where (CS) required Surface water protection Contractor’s Bridges and Culverts Inspection Unannounced inspections during Construction compliance with his bridge and culvert works Supervision approved method (CS) statement Air pollution from At site Measurement at asphalt Unannounced inspections during Construction Exhaust fumes, improper maintenance of and crushing plants. construction works Supervision (CS equipment Regular check certificate dust Asphalt plant and of vehicles and equipment

Machinery

Planting of new roadside Regular monitoring At locations of new planted Replanting of trees that Monitoring to be conducted in Contractor 1st trees and control of trees have died autumn so as to allow for Year / EA of PIU successful growth replacement of failures in the of new planted subsequent trees Year(s) Korvon Market Road Section

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Issue What Where How When Institutional parameter is to be is the parameter to be Is the parameter to be is the parameter to be responsibility monitored? monitored monitored? monitored? Frequency

Noise Measurement of Noise monitoring for the By means of portable During construction activities to SC (Supervision noise and Korvon market section will noise / vibration monitor the impacts. Consultant). Rehabilitation works vibrations- causing noise impacts be done at km0+050 and measurement device km0+550, as well as the Establishment of baseline asphalt plant and conditions before construction aggregate crusher. start. Then monitoring measurements on a quarterly basis during construction stage. Air quality deterioration Dust, noise, SO2, Location for monitoring By means of suitable Prior to construction and during SC (Supervision NOx, CO near the Korvon market will portable measurement construction activities. Consultant). be the start of the section device at km0+050 and km0+550 Establishment of baseline at the entrance of the conditions before construction market, as well as the start. Then monitoring asphalt plant and measurements on a quarterly aggregate crusher. basis during construction stage. Tree losses Trees located At respective tree Inspections; observation. During construction phase. Construction within the newly locations. An embankment fill of up Supervision designed road to 30 cm at the bottom of (CS) the tree stem area can be accepted. A filling up of more than 30 cm will damage the tree and cutting will be necessary. Decision is to be made by the construction supervision engineer. Topsoil preservation Stockpiling and Job site Inspections; observation Upon preparation of the Construction means of construction site, after stockpiling Supervision (CS protection and after completion of works on shoulders Equipment servicing and Prevention of Contractor’s yard Inspections; observations Unannounced inspections during Construction fueling spilling of oil and construction Supervision fuel (CS)

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Issue What Where How When Institutional parameter is to be is the parameter to be Is the parameter to be is the parameter to be responsibility monitored? monitored monitored? monitored? Frequency

Worker’s safety and Official approval for Job site and worker’s camp Inspection; interviews; Weekly site visits by the hired Construction health worker’s camp; comparisons with the Health and safety expert. Supervision Availability of Contractor’s method (CS) appropriate statement personal protective Unannounced inspections during equipment; construction and upon complaint. Organization of traffic on the construction site

Provision of safety training to the staff according to the requirements of the individual workplace

Worker’s education on Has relevant To be determined by To be determined by After beginning of works and at Construction AIDS and STD education been assigned Construction assigned Construction appropriate intervals throughout Supervision provided? Supervision Supervision construction (CS) Material supply Possession of Asphalt plant Inspection Before work begins Construction Asphalt plant official approval or Supervision valid operation (CS) license Borrow areas Possession of Sand and gravel borrow pit Inspection Before work begins Construction official approval or and / or quarry Supervision valid operation (CS) license

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Issue What Where How When Institutional parameter is to be is the parameter to be Is the parameter to be is the parameter to be responsibility monitored? monitored monitored? monitored? Frequency

Material transport Are the truck loads Job site / haul routes Supervision Unannounced inspections during Construction Asphalt covered or wetted? work Supervision Compliance with (CS) the Contractor’s method statement (restricted working hours; haul routes) dust suppression methods where required Stone Job site / haul routes Supervision Unannounced inspections during Construction spot checks work Supervision (CS) Sand and gravel Job site / haul routes Supervision Unannounced inspections during Construction work Supervision (CS) Air pollution from At site Measurement at asphalt Unannounced inspections during Construction Exhaust fumes, improper maintenance of and crushing plants. construction works Supervision (CS equipment Regular check certificate dust of vehicles and equipment Asphalt plant and

Machinery

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Issue What Where How When Institutional parameter is to be is the parameter to be Is the parameter to be is the parameter to be responsibility monitored? monitored monitored? monitored? Frequency

Increased road kills of Road kills of Along the new road Keep records of accidents. Throughout the Year MoT animals due to higher animals In the case that accident traffic loads and vehicle hot spots with large speeds mammals are identified, appropriate protective measures shall be elaborated (e.g. reflectors / local fencing, warning signs, speed reductions etc.) Increased traffic volumes Accidents that Along the new road Counting of accidents Throughout the Year MoT may increase possible cause spills of spills of harmful harmful substances substances Damaged drainage or Leakages in Culverts and drainage Documentation Throughout the Year MoT uncontrolled erosion drainage system facilities and damages due to erosion Possible exceedance of Noise level At school and medical By means of portable In the opening year 2020. In MoT noise standards at school center in Obi Shivo noise measurement device subsequent years until 2030 one building in Obi Shivo and measurement per year. nearby residential houses based on the conducted noise modelling Korvon Market Road Section Increased traffic volumes Accidents that Along the new road Counting of accidents Throughout the Year MoT may increase possible cause spills of spills of harmful harmful substances substances Damaged drainage or Leakages in Culverts and drainage Documentation Throughout the Year MoT uncontrolled erosion drainage system facilities and damages due to erosion .

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Table 39. Cost Estimate for Phase 1 Mitigation Measures (USD)

Description Unit Quantity Rate USD Amount USD Protection of Environment Planting, maintenance and watering (during construction Pieces 4200 22.00 92,400,00 stage) of trees on the road side as explained in the EMP. Section 1 Protection of trees during the construction activities. l.s. 1.000,00 Preparation of Site Specific EMP L.s. 10.000,00 Clearing of Construction Included in civil engineering Corridor. l.s. works Removal and Storage of Included in civil engineering Topsoil. l.s. works Protection of Water Included in civil engineering Resources. l.s. works Management of Solid Waste Included in civil engineering and Sewage Waste from the l.s. works Construction Camp. Potential restoration of Work Included in civil engineering and Storage Sites, Quarries l.s. works and Borrow Pits, Construction Site Roads. Dust suppression measures during dry period (water L.s. Daily during dry 5.000,00 15.000,00 spraying) summer period (3 periods) Securing of Storage and Included in civil engineering Equipment Maintenance l.s. works Areas. Contractor’s Safeguard 60.000,00 Specialist month 30 2.000 Supervision Consultant’s 16 (includes 48.000,00 National Safeguard month one-month 3.000 Specialist training) Supervision Consultant’s 6 20.000 120.000,00 International Safeguard month Specialist HIV / AIDS Seminar Every 4 9 1.000 9.000,00 months during constructi on time Noise protected windows l.s. 500 m² 100 USD 50,000,00 (double glass windows). Estimate per m² Delivery and installation. in m² Total 405.400,00

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Table 40. Cost Estimate for Korvon market section Mitigation Measures (USD)

Activity Item Number of Units / Unit Cost estimate / Responsibility cost /US$ US$ Pre-construction SSEMP and its SSEMP and Included in Project - Contractor associated plans associated plans Construction costs Incorporation of Item in Bid Included in Detailed Design - PIURR (MoT) Environmental Items Document Budget. into Bid Documents Obtain relevant Permits Included in Project - Contractor permits Construction costs Total Pre- $0 construction costs Construction Standard site Septic Tanks Included in Project - Contractor management Construction costs Additional Spill Kits 5 / US$200 1000 Contractor environmental Bunds for fuel and Included in Project - Contractor measures oil storage Construction costs Waste containers Included in Project - Contractor Construction costs Waste Storage Included in Project - Contractor areas Construction costs Waste collection Included in Project - Contractor and disposal Construction costs Storage areas for Included in Project - Contractor hazardous materials Construction costs

Drainage (including Included in Project - Contractor oil and grease Construction costs interceptors) Vehicle washing bay Included in Project - Contractor Construction costs Fire safety Included in Project - Contractor Construction costs PPE Included in Project - Contractor Construction costs Impervious hard Included in Project - Contractor standing (for Construction costs maintenance yards, bitumen storage, etc.) First aid facilities Included in Project - Contractor Construction costs

Fencing around site 1 / $500 $500 Contractor

Water sprinklers Lump sum $4200 Contractor Dust control Included in Project - Contractor measures Construction costs Tarpaulins Included in Project - Contractor Construction costs Portable noise 50 USD per square meter, 3 $30000 Contractor barrier materials, meters height and 200 excluding the meters length installation for 200

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Activity Item Number of Units / Unit Cost estimate / Responsibility cost /US$ US$ meters of total barriers (height 3 m) Soil erosion Labor and Included in Project Budget - Contractor measures maintenance Planting of trees Planting, $35 per 1/ tree $39165 Contractor maintenance and $35/1119 trees watering (during construction stage) of trees on the roadside Training & Safety Training Included in Project Budget - Contractor Awareness HIV/AIDS Training 1 / US$1,000 1,000 Independent Programs Contractor Toolbox Training Included in Project Budget - Contractor Construction Included in Project Budget - Contractor orientation meetings Periodic meetings Included in Project Budget - Contractor with stakeholders Clean-up/restoration Labor, waste Included in Project Budget - Contractor of construction disposal sites. Environmental Staff Contractors EO 6 / US$ 1,500 9,000 Contractor Contractors H&S 6 / US$ 1,000 6,000 Contractor Specialist Supervision 3 / US$ 2,000 6,000 Engineer (CSC) Consultant’s National Safeguard Specialist Supervision 1 / US$ 20,000 20,000 Engineer (CSC) Consultant’s International Safeguard Specialist Total Construction US$116 865 Costs

Table 41. Cost Estimate for Baseline Monitoring (USD)

Description Unit Quantity Rate USD Amount USD Baseline Monitoring Noise Monitoring. Baseline Number 78: measurement. Than quarterly 100,00 7.800,00 measurements over 6 locations multiplied by 13. construction time in Obi-Shifo. (1 baseline measurement and 12 construction period measurements) Vibration Monitoring over Number. construction period, As above 100,00 7.800,00 Dust and air pollutants Number 117: measurement over As above plus one 150,00 17.550,00 construction period Location additional point in the Obi-Shifo, Asphalt plant and Korvon market road, asphalt aggregate crasher plant and aggregate crusher measurements =

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Description Unit Quantity Rate USD Amount USD Water Quality Monitoring in Number 20 Kofarnigon River and Creek in (baseline measurements 200,00 4.000,00 Obi Shifo and quarterly measurements during bridge construction) Total 37.150,00 Total Env. Cost EMP plus 442.450,00 Monitoring

Table 42. Cost Estimate for Baseline Monitoring for the Korvon Market Road Section (USD)

Description Unit Quantity Rate USD Amount USD Baseline Monitoring Noise/Vibration Monitoring. Number Baseline measurement. 2 locations 78,00 468 Quarterly measurements 1 baseline plus over the whole measurements every construction time. These quarter at both locations. should be at least three snapshots of 10 minutes each. Dust and air pollutants Number Two points in the Korvon measurement over market road, one - asphalt $150,00/5 3000 construction period plant and one - aggregate times/4 locations crusher measurements. The duration should be at least 1 hour, carried out during the construction works at mid-day to close out the effect of the early morning or late afternoon rush hour. Total $3468

X. STAKEHOLDER CONSULTATION AND INFORMATION DISCLOSURE

A. Consultation Process 474. The IEE process for the Dushanbe – Kurgonteppa road rehabilitation project includes stakeholder participation and consultation to help MoT to achieve public acceptance of the project. The purpose of the Public Consultation is 1) inform people about the project, 2) receive a feedback, 3) incorporate all relevant views of affected people and other stakeholders into decision making, such as project design, mitigation measures, etc. According to the SPS of ADB the Public Consultation begins early in the project preparation stage and is carried out on an ongoing basis throughout the project cycle”. Consequently, starting from the initial project stage consultations were conducted in all project affected villages. People were invited on Jamoat basis. All chairmen of Project affected Jamoats were contacted and invitation of all Project affected people in the villages arranged. In addition, an official Public Consultation meeting was held in the MoT on July

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12, 2016. Hence 2 rounds of consultations took place: 1-st scoping consultations with communities and second presentation of the environmental assessment.

475. During the consultation meetings the Project and the potentially occurring environmental and social impacts including possible mitigation measures were explained. The consultations were held on May 26, 2016 in village Dahanakiik (Rayon Khurason), on May 27, 2016 in village Obi Shifo (Rayon Rudaki) , on May 31, 2016 in village Lohur (Rayon Rudaki), on June 2, 2016 at the Fuel Station in Jamoat Fahrobad (Rayon Khuroson) and on June 3, 2016 in village Chimteppa (Rayon Rudaki). Additional consultation for the revision of this IEE were held on March 28, 2018 at the Korvon market area. After the Project presentation there was a question session in which Project affected people could raise their concerns. All people in the villages were invited to make sure that vulnerable groups are included. The concerns raised during the consultations are documented in the Minutes of meeting which are attached as annex “Public Consultation Meeting” to this report. As far as technically feasible people’s concerns are considered in the Project design. One particular concern referred to connectivity and animal crossings. The issue is considered in the design and described in the chapter on impacts and mitigation measures.

476. The following consultations have been conducted (Table 43). MoM of the consultations are attached.

Table 43. Consultations with Communities No of participants No Date Location (Jamoat/Rayon) Males Females Total 1 26.05.2016 Dahanakiik (Khurason Rayon) 26 28 54 2 27.05.2016 Chorgulteppa (Rudaki Rayon) 47 6 53 3 31.05.2016 Lohur (Rudaki Rayon) 19 1 20 4 01.06.2016 Fahroobod (Khurason Rayon) 18 0 18 5 03.06.2016 Chimteppa (Rudaki Rayon) 18 8 26 6 28.03.2018 Korvon market 25 3 28 Total 153 46 199

477. After finalization of the draft IEE report an official public consultation meeting was arranged on July 12, 2016 in the conference meeting room of the MoT. Minutes of Meeting are attached in the annex. All representatives of project affected villages and Relevant NGO’s, Ministries and Institutes potentially involved in the Project were invited.

478. Consultations on Korvon market section works were conducted in March 2018 in the conference meeting room of the MoT, and again in February 2020. Minutes of the first Meeting are attached in the Annex 1 and the second meeting as Annex 4. Entrepreneurs of the trading points of "Korvon" market, leaseholders and hired workers, NGO’s, Ministries and Institutes potentially involved in the Project were invited. An update consultation will be held before the start of construction.

B Information Disclosure 479. MOT will make the environmental assessment and other environment-related documents available in accordance with Tajikistan’s and ADB requirements for disclosure. Timing for disclosure is scheduled immediately after obtaining of the SEE (State Ecological Expertise) m which is the clearance (environmental permit) from the State Agency of Environmental Protection.

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480. After finalization the IEE reports documenting the mitigation measures and consultation process will be submitted to MoT and ADB and will be disclosed on ADB website.

C. Grievance Redress Mechanism

1 Objectives

481. The scope of the GRM addresses issues related to involuntary resettlement, social and environmental performance, and information disclosure.

482. The LARP includes in its scope the establishment of a responsive, readily accessible and culturally appropriate grievance redress mechanism (GRM) capable of receiving and facilitating the resolution of affected persons’ concerns and grievances related to the project. There is one GRM which applies to social, resettlement and environmental concerns of project affected people and stakeholders. The GRM is a formalized way for the PIURR to identify and resolve concerns regarding environmental and social issues including DPs’ grievances. It offers stakeholders and DPs a forum to voice their concerns, seek clarifications to their queries, or register complaints related to the Project’s performance.

483. Any stakeholders and the DPs will have the right to file complaints and/or queries on any aspect of the Project, including environment, land acquisition and resettlement. Under the adopted grievance mechanism, the DPs may appeal any decision, practice or activity related to the Project. All possible avenues will be made available to the DPs to voice their grievances. The PIURR will ensure that grievances and complaints on any aspect of the project are addressed in a timely and effective manner.

484. The fundamental objectives of the Grievance Redress Mechanism are:

 To reach mutually agreed solutions satisfactory to both, the Project and the DPs, and to resolve any grievances locally, in consultation with the aggrieved party;  To facilitate the smooth implementation of the LARP, particularly to cut down on lengthy litigation processes and prevent delays in Project implementation;  To facilitate the development process at the local level, while maintaining transparency as well as to establish accountability to the affected people.  To consider raised concerns and complaints on environmental issues as far as it is technically feasible;

485. The MOT issued a letter No 516 on 20 May 2016, requiring the establishment and development of the GRM at the jamoat (sub-district) level. (Annex 5-1 of the LARP document) The Grievance Redress Committees (GRC) are established at the jamoats at each Project district and the PIURR levels. The GRCs include the following institutions and their representatives:

 Rayon jamoat's chairman or person authorized by jamoat (raisi mahala);  Land planning engineer  The jamoat chairman (focal point to accept and register grievances);  Rayon's State Committee on Land Use and Geodesy;  Rayon's architecture department;  State executive authority/ deputy head of district.

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486. All grievances related to the Project will be addressed with the participation of the PIURR, Consultant and Contractor’s representatives. In more complex cases, representatives of other authorized institutions will be invited. The GRM covers issues related to social, environmental and other safeguard issues under the ADB SPS 2009 and applicable laws of Tajikistan.

487. The PIURR members of the GRCs include:

 Chief Engineer  Social safeguard specialist  Environmental safeguard specialist  MoT lawyer  Other specialists as necessary

488. There are five Grievance Redress Committees at the jamoat level - one in each Project jamoat and one at the central level. A Focal Person (FP) is appointed at each Project jamoat and at the PIURR. The PIURR FPs participated in all consultations with communities and shared their contact details with participants for questions related to the Project and in the event of grievances for the entire duration of the Project, including the preparation and implementation of the LARP.

489. The GRCs will function for the duration of the project implementation. The PIURR and the PPTA Consultant conducted training for members of five GRC at the jamoat’s level. (Annex 5-2 in the LARP document).

2 Grievance Resolution Process

490. Grievances can be lodged with the Focal Person at the jamoat’s GRC. The jamoat’s FP, in consultations with the PIURR safeguard specialist, will screen the grievance for eligibility. If eligible, the jamoat’s FP will organize a meeting of the Grievance Redress Committee (GRC). The PIURR representatives will be informed and invited to the meeting.

491. The complaint registered with the GRM should be reviewed, addressed and a decision made on its relevancy to the Project within 14 calendar days of lodgment. If the case is complex or requires more detailed investigation (e.g. inspection by technical experts or legal opinion from the state or certified private entities) the complaint review period may be extended to 30 calendar days or more, if necessary. In such cases, written notification should be sent to the complainant explaining the reasons for extension, describing the process and indicating the expected dates for the delivery of the results of the revision.

492. All supporting documents such as, photographs, related certificates and legal and technical expert opinions, if required, should be prepared, reviewed and assessed. Once the complaint is resolved, the GRC will organize a complaint closure meeting, where the complainant confirms the closure of the complaint. The PIURR representative will oversee the resolution of the complaint.

493. If the complaint is found to be invalid, the GRC formulates a response and sends a written letter to the complainant, explaining the reasons for the rejection. The complainant may lodge the case in the local court or at the ADB Accountability Mechanism at any time of the grievance process. The GRM at the Project level does not impede the access of DPs to the ADB Accountability Mechanism (AM) or to the country’s judicial or administrative remedies. All

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complaints and resolutions will be properly documented by the PIURR and made available for review, monitoring and evaluation purposes.

494. If DPs want to register a complaint with the ADB AM, the Focal Person will provide the complainants the following contact information:

 National Social Safeguards Focal Point  Resident Mission of Asian Development Bank in Republic of Tajikistan  45 Sovetskaya Street, Dushanbe. Tajikistan  Tel: 992 372 210558 and/or  Special Project Facilitator Asian Development Bank  Email: to be access from www.adb.org/site/accountability-mechanism/contacts  Fax number: (63-2) 636-2490

495. When the grievance is forwarded to ADB (TJRM), ADB will contact PIU/MoT to review the case and suggest the resolution at the project level. In case of complex issues and not reaching an agreement, the case will be logged to the AM of ADB. All reports on the GRM decisions and evidences will be included.

496. All efforts will be made to settle issues at the Project level. All complaints and resolutions will be properly documented by the PIURR and made available for review, monitoring and evaluation purposes. PIU safeguard specialist keeps regular contact and will have a database for the whole project grievances cases including status of grievances. This report will be regularly included in monthly project progress reports.

497. The grievance redress process is shown in the Figure 40 below.

Complex cases (additional 14 days for resolution) Grievance addressed

Complaint settled

Jamoat GRC resolution (14 Grievance addressed days)

FP registered the complaint Court of Law ADB AM

Complainant

Figure 40. Grievance Redress Process

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498. GRM proceedings may need one or more meetings for each complaint and may require field investigations by specific technical or valuation experts. Grievance cases shared by more than one complainant may be held together as a single case.

499. For appeals lodged directly to the MoT, the FP at PIURR will review the case together with the respective GRC at jamoat level and attempt to find a resolution together with the aggrieved person.

500. At each level of appeal, the GRC will be assisted, as required, by the professional capacity needed to solve specific cases. This may include among others:

 Jamoat and/or hukumat representatives  Rayon land committee  Representatives of the State Agency for Architecture  The State Committee for Land Management and Geodesy (SCLMG)Ministry of Architecture  State Agency for Environment and Forestry  State Unitary Enterprise for Housing and Communal Services  Technical expertise from professional engineers  Other specialized organizations as necessary Duties of GRC Members Focal Point (FP) 501. Once the FP receives a written notification of a complaint s/he will:

 Based on the simple screening procedure, asses the grievance and determine if the grievance is eligible for the GRM; if eligible, register the grievance in the complaint’s logbook;  Wright a grievance summary to be signed by the complainant and the FP indicating name of the complainant, date and place of presentation of complaint, description of complaint and supporting documents, if any;  Send the complaint summary to all members of the local level GRC;  Convey requests and enquiries of the complainants to PIURR/MOT and to the other members of the GRC at the local level;  Organize a grievance redress meeting;  Maintain records of each meeting and each communication between the FP/GRC and the complainants;  Participate at appeal cases at all levels;  Ensure the administrative and organizational support for GRC members.

Supervision Consultant Resettlement Specialist 502. Once notified of a complaint and invited the FP to a grievance meeting the Consultant will:

 Participate to all grievance meetings, provide opinions and analysis;  Accompany eventual assessment/valuation specialists in the field,  Provide other GRC members as relevant with opinion and suggestion for resolution to be reflected in the final meeting report.

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GRC Chairperson / Head/Deputy of PIURR of MoT 503. Once notified that a complainant has lodged an appeal case at the central level, the GRC chairperson will:

 Review the local level GRC decision;  Invite the GRC members to the meeting;  Chair the GRC meetings and ensure that the minutes of the meeting are taken and shared with all relevant parties;  Inform the aggrieved person of the GRC’s decision;  Ensure the administrative and organizational support for GRC members to work;  Support the decision made by the GRC and follow up to ensure action is taken.

PIURR Project Coordinator 504. Once notified that a complainant has lodged an appeal case at central level project coordinator will:

 Participate in all grievance redress meetings at jamoat and central level, provide opinions and analysis;  Ensure that records at jamoat GRC are maintained;  Request additional assessment/valuation specialists’ opinions and accompany them in the field if needed;  Request that the chairperson organizes meetings, as necessary;  Ensure a proper PIURR Complaint Register is maintained.

Representatives of the PIURR Safeguards Unit 505. Once notified that a complainant has lodged at the central level, the representatives of the PIURR safeguard and technical unit will:

 Participate in GRC meetings at local and central level;  Prepare the chronology of events to understand the sequence of developments prompting the complaint;  Provide opinion on resettlement impacts claimed by the claimant;  Request that the chairperson organizes meetings, as necessary;  Maintain communication between the GRC and the complainants. Technical Experts 506. When requested by the PIURR to provide a technical expertise for the assessment of an impact claimed by the complainant, the relevant expert will:

 Examine the case, perform relevant tests or an investigation;  Prepare a short report based on the results of the examination completed;  Recommend if further or additional legal opinion or expertise is needed to make a judgment on the substance of the case.

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4 GRC Complaint Register, Records and Documentation

507. The PIURR of the MoT will maintain the complaint register. This will include a record of all complaints for regular monitoring of grievances and results of services performed by the GRCs for periodic review by the ADB. A sample of the GRC Grievance Registration Form can be found in Annex 5-2 of the LARP document.

D. Implementation Arrangements 508. The overall responsibility for implementation of the Project lies at the GoT. The relevant organizational entity for the project implementation is the Execute Agency of the PIU which is part of the MoT.

509. MoF (Ministry of Finance) is the responsible government body for coordination with ADB and other donors for foreign assistance.

510. Environmental permitting and monitoring of Project implementation is within the responsibility of the State Ecological Review Committee and its regional offices. Furthermore, according to the 2012 Law on State Ecological Expertise, all civil works, including rehabilitation ones, should be assessed for their environmental impacts and the proposed mitigation measures should be reviewed and monitored by the CEP (Committee for Environmental Protection under the Government of Tajikistan).

511. Responsibilities for the implementation of the environmental mitigation measures and monitoring measures during construction phase, including Korvon market section, will be taken over by the Supervision Consultant who will report to the PIU on a regular basis.

512. The tender and contract documents will clearly set out the contractor’s obligations to undertake environmental mitigation measures set out in the Environmental Management Plan.

513. PIU will monitor and measure the progress of implementation of the EMP. In this regard semiannual monitoring reports during construction stage will be prepared by the Construction Supervision Consultant and submitted to within 1 month after the reporting period.

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XI. CONCLUSION

514. The revised IEE has been prepared for the Phase 1 (34.8 km) of 83.6 km long road section from Dushanbe to Kurgonteppa, which includes the original section of approximately 33 km and the additional Korvon market section of 1.6 km. The road forms part of CAREC (Central Asia Regional Economic Cooperation) corridors 2, 5 and 6.

515. The 83.8 km long road section was divided into two phases according to priority. The Phase 1 covers 34.8 km of road section from Dushanbe to the village Chashmasoron. The Phase 2 covers the remaining road section until Kurgonteppa.

516. IEE is required for category B Projects in order to warrant compliance of the Project with the ADB Safeguard Policy Statement (June 2009). As such the IEE provides a road map to the environmental measures needed to prevent and/or mitigate negative environmental effects associated with the development project. The IEE also provides a detailed description of the direct and indirect environmental effects associated with the Project during key periods of work, namely the design, construction and operational phase.

517. Based on the IEE Environmental impacts of the Dushanbe – Kurgonteppa road rehabilitation are evaluated as medium. This is because there will be widening of cross section required over nearly the whole Project length which will result in significant social and environmental interferences during pre-construction and construction stage. After Project implementation, during operational stage, there will be however only very low remaining impacts, mainly because the reconstruction follows the existing alignment and no valuable or protected natural habitats or other valuable environmental structures are significantly impacted after finalization of construction period, neither in their structure nor function.

518. The addition of the new section crossing Korvon market will produce some new environmental impacts (like public nuisance, disturbance to utilities during earthworks, etc.) during construction phase. The section does not contain ecologically valuable assets, and there are no sensitive receptors such as schools or hospitals, but there are a lot of pedestrian traffic from market goers and vendors along the section. The adversity of these impacts will be minimized through implementation of Environmental Management Plan and monitoring requirements.

519. The Consultant has included the new monitoring requirements and budgeting into the Environmental Monitoring Program. The IEE now fully covers the Phase 1 and Korvon market road sections.

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Annex 1 Minutes of the Public Consultations

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Minutes of the Public Consultation Meeting under the CAREC Corridors 2, 5 and 6 Road Project (Dushanbe-Kurgonteppa)

Date: May 27, 2016 Place of meeting: village Obi-Shifo in Jamoat Chorgulchashma, Rayon Rudaki Meeting started: 09.00 Meeting ended: 11.50

Attended: PIURR/MOT Mr. Sherali Resettlement Specialist

Consultant «KOCKS CONSULT GMBH» Dragica Veselinovich International Resettlement Specialist/Sociologist Mahbuba Abdullaeva National Resettlement Specialist/Sociologist Team of interviewers Bakhtiyor Begmuradov National Environmental Specialist

Local Community (List is to be prepared by socio team).

Agenda: Presentation on Dushanbe-Kurgonteppa Road Rehabilitation Project

Sherali and Dragica made a presentation on Dushanbe-Kurgonteppa Road Rehabilitation Project to the local community (residents of Chorgulchashma Jamoat). The presentation covered the following issues: 1) who is going to finance the project implementation, 2) who will implement the project, 3) ADB policy, 4) economic and social benefits of the project 5) environmental impacts’ mitigation measures. Also, people were explained about the Grievance Redress Mechanism to be applied towards APs and others having any relation to the project implementation. Sherali also informed on measures to be taken to reduce the environmental impacts. He explained that before commencement of construction works all households located along the road will be examined and their technical condition will be recorded in order to avoid complains during and after completion of construction works. And to avoid any losses it is recommended by the Government to stop any development activities including construction, rehabilitation or trees planting in right- of-way of the Dushanbe- Kurgonteppa road rehabilitation project since April 2016.

To enhance environmental awareness among the people Consultant’s Environmental Specialist have distributed information leaflets containing information on environmental (extinct and rare species of flora and fauna, specially protected natural areas etc.), historical and archaeological monuments in right-of-way of the Dushanbe- Kurgonteppa road rehabilitation project. Along with this leaflet the project brochure and other relevant documents were distributed to stakeholders.

Upon completion of the presentation local residents asked a few questions. The focus was on how road safety measures would be implemented.

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customers. Thus, we will minimize economical loss of physical and legal entities doing business. Construction works will cause only temporary inconveniences due to hard access to those complexes. The amount of compensation will be determined additionally during the activity of the resettlement commission, during preparation of the detailed design. The commission will thoroughly study each case/facility under impact of the project. All loses including undrawn profit will be compensated at least on average basis.

Question: How will be compensated the land plots, buildings or trade outlets if they have not any documentation? Dragica: Owners of such properties will get so called reconstructive compensations. I.e. the compensation for reconstruction will be determined by the resettlement commission on individual basis.

Question: What are additional opportunities for earning additional profit by local people during rehabilitation works? Sherali: Additional opportunities for local people are: the contractor will hire local workers, will rent office/accommodations/construction equipment/trucks/vehicles, workers will be required to buy goods and foodstuffs, they will use services of local people, etc.

Question: Will be the subways or overhead passages for pedestrians and/or cattle, drainage system constructed? Dragica: For the moment it is not clear will be the subways or overhead passages for pedestrians and/or cattle constructed or not in your place. If such facility will be planned, they will be then maintained by local governments. It is clear that the project includes construction of sidewalks, channels and drainage chutes.

Question: When will the construction start and how long will it last? Sherali: It is expected that construction works will start in late autumn this year or early next year after completion and approval of the detailed design and after selection of the contractor. Total project implementation period is approximately three years.

Question: What is the width of the designed road? Sherali: Designed width of the roadway including shoulders is up to 29 meters. Total width within the Right of Way is 50 meters each side. During the road construction works the culverts which are in bad conditions will be replaced. After replacement, the old ones will be handed over to local authorities.

Then Dragica explained that there would be the Grievance Redress Mechanism to be implemented within the frameworks of the Project. This mechanism would facilitate and speed up the feedback with the public.

The consultation with villagers, local official and government representatives in village Obi-Shifo of Chorgulchashma Jamoat did not reveal any potential environmental issues or significant

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impacts that might result from the Project works.

At the end of the meeting Sherali thanked the participants for taking part in the public consultation meeting and expressed hope for successful cooperation in the course of the project implementation.

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Minutes of the Public Consultation Meeting under the CAREC Corridors 2, 5 and 6 Road Project (Dushanbe-Kurgonteppa)

Date: May 31, 2016 Place of meeting: village Lohur in Jamoat Lohur, Rayon Rudaki Meeting started: 08.00 Meeting ended: 10.30

Presented: Consultant «KOCKS CONSULT GMBH» Dragica Veselinovich International Resettlement Specialist/Sociologist Team of interviewers Bakhtiyor Begmuradov National Environmental Specialist

Local Community (List is to be prepared by socio team).

Agenda: Presentation on Dushanbe-Kurgonteppa Road Rehabilitation Project

Dragica made a presentation on Dushanbe-Kurgonteppa Road Rehabilitation Project to the local community (residents of Lohur Jamoat). The presentation covered the following issues: 1) who is going to finance the project implementation, 2) who will implement the project, 3) ADB policy, 4) economic and social benefits of the project 5) environmental impacts’ mitigation measures. Also, people were explained about the Grievance Redress Mechanism to be applied towards APs and others having any relation to the project implementation. This mechanism would facilitate and speed up the feedback with the public. She also informed on measures to be taken to reduce the environmental impacts. She explained that before commencement of construction works all households located along the road will be examined and their technical condition will be recorded in order to avoid complains during and after completion of construction works. And to avoid any losses it is recommended by the Government to stop any development activities including construction, rehabilitation or trees planting in right-of-way of the Dushanbe- Kurgonteppa road rehabilitation project since April 2016.

Upon completion of the presentation local residents asked a few questions. The focus was on how road safety measures would be implemented.

Question: What will happen to the trade outlets occurred within the project implementation zone? What will be the amount of compensation? Dragica: All kiosks and other facilities built in a light construction will be temporary shifted from the construction site and returned back or constructed new one upon completion of the project. Capital structures most likely will be removed. Big trade facilities will be provided with access roads. Construction of the road will be arranged in the way not to close the access to the customers. Thus, we will minimize economical loss of physical and legal entities doing business. Construction works will cause only temporary inconveniences due to hard access to those complexes. The amount of compensation will be determined additionally during the activity of the

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resettlement commission, during preparation of the detailed design. The commission will thoroughly study each case/facility under impact of the project. All loses including undrawn profit will be compensated at least on average basis.

Question: When will the construction start and how long will it last? Dragica: It is expected that construction works will start in late autumn this year or early next year after completion and approval of the detailed design and after selection of the contractor. Total project implementation period is approximately three years.

Question: What is the width of the designed road? Dragica: Designed width of the roadway including shoulders is up to 29 meters. Total width within the Right of Way is 50 meters each side. During the road construction works the culverts which are in bad conditions will be replaced. After replacement, the old ones will be handed over to local authorities. The consultation with villagers, local official and government representatives in Jamoat Lohur did not reveal any potential environmental issues or significant impacts that might result from the Project works.

At the end of the meeting Dragica thanked the participants for taking part in the public consultation meeting and expressed hope for successful cooperation in the course of the project implementation.

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Minutes of the Public Consultation Meeting under the CAREC Corridors 2, 5 and 6 Road Project (Dushanbe-Kurgonteppa)

Date: June 2, 2016 Place of meeting: Fuel station in Jamoat Fahrobod, Rayon Khuroson Meeting started: 09.15 Meeting ended: 12.00

Presented: Consultant «KOCKS CONSULT GMBH» Dragica Veselinovich International Resettlement Specialist/Sociologist Mahbuba Abdullaeva National Resettlement Specialist/Sociologist Team of interviewers Bakhtiyor Begmuradov National Environmental Specialist

Local Community (List is to be prepared by socio team).

Agenda: Presentation on Dushanbe-Kurgonteppa Road Rehabilitation Project

Dragica made a presentation on Dushanbe-Kurgonteppa Road Rehabilitation Project to the local community (residents of Fahrobod Jamoat and entrepreneurs). The presentation covered the following issues: 1) who is going to finance the project implementation, 2) who will implement the project, 3) ADB policy, 4) economic and social benefits of the project 5) environmental impacts’ mitigation measures. Also, people were explained about the Grievance Redress Mechanism to be applied towards APs and others having any relation to the project implementation. This mechanism would facilitate and speed up the feedback with the public. She also informed on measures to be taken to reduce the environmental impacts. She explained that before commencement of construction works all households located along the road will be examined and their technical condition will be recorded in order to avoid complains during and after completion of construction works. And to avoid any losses it is recommended by the Government to stop any development activities including construction, rehabilitation or trees planting in right- of-way of the Dushanbe- Kurgonteppa road rehabilitation project since April 2016.

Upon completion of the presentation local residents asked a few questions. The focus was on how road safety measures would be implemented.

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complexes. The amount of compensation will be determined additionally during the activity of the resettlement commission, during preparation of the detailed design. The commission will thoroughly study each case/facility under impact of the project. All loses including undrawn profit will be compensated at least on average basis. Question: How will be compensated the land plots, buildings or trade outlets if they have not any documentation? Dragica: Owners of such properties will get so called reconstructive compensations. I.e. the compensation for reconstruction will be determined by the resettlement commission on individual basis. All kind of property will be compensated.

Question: How will be compensated the land plots and property which belong to army? Dragica: Owner of such properties is state, i.e. government of Tajikistan. In such cases as army the project will not compensate any losses. GoT must determine how to restore damaged army property.

Question: How the issue on cut plantations will be solved? Dragica: First the owners of the trees to be cut will be identified. Upon implementation of the project all cut trees will be rehabilitated or compensated. The contractor will be responsible for plantation and watering the trees during a year upon completion of construction works with following handing them over to owners or local authority. Only local and drought-resistant species of trees and bushes would be planted. Question: Will be the subways or overhead passages for pedestrians and/or cattle, drainage system constructed? Dragica: For the moment it is not clear will be the subways or overhead passages for pedestrians and/or cattle constructed or not in your place. If such facility will be planned, they will be then maintained by local governments. It is clear that the project includes construction of sidewalks, channels and drainage chutes.

The consultation with villagers, local official and government representatives in Jamoat Fahrobod did not reveal any potential environmental issues or significant impacts that might result from the Project works.

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Minutes of the Public Consultation Meeting under the CAREC Corridors 2, 5 and 6 Road Project (Dushanbe-Kurgonteppa)

Date: June 3, 2016 Place of meeting: village Chimteppa in Jamoat Chimteppa, Rayon Rudaki Meeting started: 09.00 Meeting ended: 11.00

Presented: PIURR/MOT Project Manager Resettlement Specialist

Consultant «KOCKS CONSULT GMBH» Dragica Veselinovich International Resettlement Specialist/Sociologist Mahbuba Abdullaeva National Resettlement Specialist/Sociologist Team of interviewers Jurgen Meyer International Environmental Specialist Bakhtiyor Begmuradov National Environmental Specialist

Local Community (List is to be prepared by socio team).

Agenda: Presentation on Dushanbe-Kurgonteppa Road Rehabilitation Project

Eraj and Dragica made a presentation on Dushanbe-Kurgonteppa Road Rehabilitation Project to the local community (residents of Chimteppa Jamoat). The presentation covered the following issues: 1) who is going to finance the project implementation, 2) who will implement the project, 3) ADB policy, 4) economic and social benefits of the project 5) environmental impacts’ mitigation measures. Also, people were explained about the Grievance Redress Mechanism to be applied towards APs and others having any relation to the project implementation.

Then Eraj explained that there would be the Grievance Redress Mechanism to be implemented within the frameworks of the Project. This mechanism would facilitate and speed up the feedback with the public. He also informed on measures to be taken to reduce the environmental impacts. He explained that before commencement of construction works all households located along the road will be examined and their technical condition will be recorded in order to avoid complains during and after completion of construction works. And to avoid any losses it is recommended by the Government to stop any development activities including construction, rehabilitation or trees planting in right-of-way of the Dushanbe- Kurgonteppa road rehabilitation project since April 2016. Eraj informed participants on compensation mechanism in details, including compensation for property (land, buildings and facilities), for crops and trees, for yield, for lost profit etc.

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this leaflet the project brochure and other relevant documents were distributed to stakeholders.

Upon completion of the presentation local residents asked a few questions. The focus was on how road safety measures would be implemented.

Question: What will be the amount of compensation? Dragica: The amount of compensation will be determined additionally during the activity of the resettlement commission, during preparation of the detailed design. The commission will thoroughly study each case/facility under impact of the project. Eraj: All kiosks and other facilities built in a light construction will be temporary shifted from the construction site and returned back or constructed new one upon completion of the project. Capital structures most likely will be removed. Big trade facilities will be provided with access roads. Construction of the road will be arranged in the way not to close the access to the customers. Thus, we will minimize economical loss of physical and legal entities doing business. Construction works will cause only temporary inconveniences due to hard access to those complexes. All loses including undrawn profit will be compensated at least on average basis.

Question: What are additional opportunities for earning additional profit by local people during rehabilitation works? Eraj: Additional opportunities for local people are: the contractor will hire local workers, will rent office/accommodations/construction equipment/trucks/vehicles, workers will be required to buy goods and foodstuffs, they will use services of local people, etc.

The consultation with villagers, local official and government representatives in village Chimteppa of Chimteppa Jamoat did not reveal any potential environmental issues or significant impacts that might result from the Project works.

At the end of the meeting Eraj thanked the participants for taking part in the public consultation meeting and expressed hope for successful cooperation in the course of the project implementation.

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Minutes of the Public Consultation Meeting

under the CAREC Corridors 2, 5 and 6 Road Project (Dushanbe-Kurgonteppa)

Date: May 26, 2016 Place of meeting: village Dahanakiik in Jamoat Galoabad, Rayon Khuroson Meeting started: 09.00 Meeting ended: 11.50

Presented: PIURR/MOT Project Manager Resettlement Specialist

Local Community (List is to be prepared by socio team).

Agenda: Presentation on Dushanbe-Kurgonteppa Road Rehabilitation Project

Eraj and Dragica made a presentation on Dushanbe-Kurgonteppa Road Rehabilitation Project to the local community (residents of Galaobod Jamoat). The presentation covered the following issues: 1) who is going to finance the project implementation, 2) who will implement the project, 3) ADB policy, 4) economic and social benefits of the project 5) environmental impacts’ mitigation measures. Also, people were explained about the Grievance Redress Mechanism to be applied towards APs and others having any relation to the project implementation.

Upon completion of the presentation local residents asked a few questions. The focus was on how road safety measures would be implemented.

Question: When will the construction start and how long will it last? Who is the contractor?

Eraj: It is expected that construction works will start in late autumn this year or early next year after completion and approval of the detailed design and after selection of the contractor. Total project implementation period is approximately three years. The contractor will be selected based on results of the tender. It could be both local and foreign company.

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Question: What will be the amount of compensation?

Dragica: The amount of compensation will be determined additionally during the activity of the resettlement commission, during preparation of the detailed design. The commission will thoroughly study each case/facility under impact of the project.

Question: What will happen to the trade outlets occurred within the project implementation zone?

Eraj: All kiosks and other facilities built in a light construction will be temporary shifted from the construction site and returned back or constructed new one upon completion of the project. Capital structures most likely will be removed. Big trade facilities will be provided with access roads. Construction of the road will be arranged in the way not to close the access to the customers. Thus, we will minimize economical loss of physical and legal entities doing business. Construction works will cause only temporary inconveniences due to hard access to those complexes. All loses including undrawn profit will be compensated at least on average basis.

Question: How will be compensated the land plots, buildings or trade outlets if they have not any documentation?

Dragica: Owners of such properties will get so called reconstructive compensations. I.e. the compensation for reconstruction will be determined by the resettlement commission on individual basis.

Question: How will the issue on cut plantations be solved?

Dragica: First the owners of the trees to be cut will be identified. Upon implementation of the project all cut trees will be rehabilitated or compensated. The contractor will be responsible for plantation and watering the trees during a year upon completion of construction works with following handing them over to owners or local authority. Only local and drought-resistant species of trees and bushes would be planted.

Question: What are additional opportunities for earning additional profit by local people during rehabilitation works?

Eraj: Additional opportunities for local people are: the contractor will hire local workers, will rent office/accommodations/construction equipment/trucks/vehicles, workers will be required to buy goods and foodstuffs, they will use services of local people, etc.

Question: Will be the subways or overhead passages for pedestrians and/or cattle, drainage system constructed?

Dragica: For the moment it is not clear will be the subways or overhead passages for pedestrians and/or cattle constructed or not in your place. If such facility will be planned, they will be then maintained by local governments. It is clear that the project includes construction of sidewalks, channels and drainage chutes.

Question: What is the width of the designed road?

Eraj: Designed width of the roadway including shoulders is up to 29 meters. Total width within the

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Right of Way is 50 meters. During the road construction works the culverts which are in bad conditions will be replaced. After replacement, the old ones will be handed over to local authorities.

The consultation with villagers, local official and government representatives in village Dahanakiik of Galoabad Jamoat did not reveal any potential environmental issues or significant impacts that might result from the Project works.

At the end of the meeting Eraj thanked the participants for taking part in the public consultation meeting and expressed hope for successful cooperation in the course of the project implementation.

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Minutes of the National Public Consultation under the CAREC Corridors 2, 5 and 6 Road Project (Dushanbe-Kurgonteppa)

Date: July 12, 2016 Place of meeting: Conference Hall of the Ministry of Transport, Dushanbe Meeting started: 14.30 Meeting ended: 16.50

Presented: PIURR/MOT Ghoibnazar Boronov Engineer/Project Manager

Consultant «KOCKS CONSULT GMBH» Jurgen Meyer International Environmental Specialist Dragica Veselinovich International Resettlement Specialist/Sociologist Bakhtiyor Begmuradov National Environmental Specialist Nozigul Davlatbekova Interpreter/Administrative Assistant

Stakeholders (scanned attendance list is attached).

Agenda: • Presentations of phase 1 of the Project with main focus on the environmental and social assessment. Presentations were by means of power point.

• Question time and discussion

One week before the meeting the Summary IEE for phase 1 of the Project in Russian and English were prepared and disseminated (electronic version). Hard copies of the Summary IEE together with presentations were distributed to participants. Jurgen and Dragica made two separate Power Point presentations on Dushanbe-Kurgonteppa Road Rehabilitation Project to the project key stakeholders.

The main information shared with the participants: - Information about the Project - Information about required and completed Project related activities - Information on the cut-off-day - ADB SPS 2009 and legal requirements of the Republic of Tajikistan - Objectives of the Environmental and Social Assessment - Process of drafting of the IEE and EMP and its further implementation - Resettlement Action Plan - Grievance Redress Mechanism; - Environmental issues related to the Project - Examples of environmental impacts’ mitigation measures - Importance of active involvement and the vital role of the local authorities (Hukumats and Jamoats), civil society organizations and other interested parties Upon completion of the presentation stakeholders asked a few questions. The focus was on how road safety and environmental impacts mitigation measures would be implemented. The main questions related to the environmental issues along the whole Project road were handled by the environmental specialists and were as follows:

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- When will the construction start? - How many trees to be removed? - Any endangered or important species or habitats are identified alongside the Project road? - Did you consider the animal passes as we told you during the consultations in Jamoats? - When the IEE report will be submitted to the State Environmental Review (Expertise)? - When will the second phase of the Project start? - How long it will take to finish the whole road? - What are differences of proposed cross section for flat and mountainous terrains? - Will local people be employed at the construction? The questions related to the physical works and involuntary resettlement will be presented in the LARP report.

At the end of the meeting Jurgen and Dragica thanked the stakeholders for taking part in the public consultation meeting and expressed hope for successful cooperation in the course of the project implementation.

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Minutes of the Korvon market Public Consultation under the CAREC Corridors 2, 5 and 6 Road Project (Dushanbe-Kurgonteppa)

Date: March 28, 2018 Place of meeting: Conference Hall of the Ministry of Transport, Dushanbe

Participants:

1. Entrepreneurs of the trading points of "Korvon" market, leaseholders and hired workers; 2. Grievance redress committee; 3. Representatives of the Project Implementation Unit for Road Rehabilitation 4. Other interested persons

Agenda:

1. In the public consultation was provided the detail information regarding the Improvement Project of Dushanbe-Kurgonteppa Road phase I, the road section of the Korvon market; 2. The Grievance redress mechanism and Committee; 3. Other unplanned issues

During the public consultation along with other subjected issues, additional information was provided regarding the mechanism of estimation of buildings and structures, households and determining their value, if any.

There was conducted explanatory work about the project, the financing Bank, the ADB Safeguard Policy Statement and the Resettlement Action Plan and was provided the consultation on essence of land acquisition, physical and economic resettlement, as well as the rights and responsibilities of the population, especially affected persons. At the same time, more detailed information on the mechanism for determining the value of buildings and structures, fruit trees and their livelihoods were presented. Each person was given information about the value of the buildings and structures identified by the SUE "On Evaluation", and their questions were answered with satisfaction. The following were asked by the AP from the Working Group members: ______Question : 1. How long is the road which will be enhanced? Question: 2. How would you construct the car parking? Question:3. Will you have some measures which will enable activities of the existing car parking during the construction works? Question: 4 Is the underground pedestrian crossing planned by the design? Question: 5. Does any actions provided for road safety during the construction works? Question: 6. What is the construction period?

Answer:1. The length of the existing road of the Korvon market is 1650 m. The road will be enhanced within the line of the existing line. There will not be land acquisition and resettlement during the implementation of this project. Answer: 2. The construction of the car parking will be implemented under this project. Answer: 3 All measures will be taken to enable activities of the Korvon market and existing car parking during the construction works. Answer: 4 The underground and overpass pedestrian crossing are not provided in the design. Answer: 5 Of course, all necessary measurement will be taken to ensure the road safety during the construction works. Answer: 6 The construction period is 3 years. But the “Korvon” road section will be completed as soon as possible.

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Annex 2: ALIGNMENT SHEETS

The following alignment sheets provide an overview of environmentally hotspots and sensitive receptors alongside the Project road with reference to the Project chainage. The alignment sheets serve as a base for the following impact analysis.

No. Location KM Issue / Picture baseline parameters / additional remarks Section 1 of Project road (Dushanbe to km 34.800) 0 Korvon Km - The road section passes through the extremely Visual field market to 1.621- busy Korvon Market. Korvon has around 8,750 observations Km0+000 0+000 sales outlets and around 11,000 employed persons. were carried out In addition, a sizeable number of occasional street during 23rd and sellers (see photographs below) add to the vibrant 24th of April 2018, Bazaar’s daily life. The noise levels are typical for and 2nd of urban environment and implementing the project November, 2018, should improve the traffic flow in the area, which may compensate some of the noise increase that is expected from traffic increase. The same applies also to air quality impacts. Carrying out noise and air quality measurements are proposed due to the high density of population flowing through the area. The proposed noise and air quality monitoring points are suggested at the busiest sections along the market (coordinates: 38.506759, 68.756066).

1 Dushanbe Km Existing road cross section is already 4 lane. Noise urban 0+000 - Residential houses are alongside the Project road, measurements section 3.382 but distance is sufficient to exclude any negative were conducted north of interferences due to high noise levels. Alongside during field Dushanbe the Project road there are tree rows (mostly survey on May gate cypresses). The cross section already caters 4 lane 12, 2016. and no tree cutting is required in this section. Measurement

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No. Location KM Issue / Picture baseline parameters / additional remarks results see above table 22.

2 Village of Km Project road is running alongside the village of Issues Chimteppa 3.700 Chimteppa. Consultation meeting in Chimteppa considered in the took place on May 3, 2016 at 09:00. No direct LARP impact on villagers due to noise, vibration and air emissions expected due to sufficient distance of houses to road. Compensation because encroachment in private land.

3 Borrow Km Material extraction from Kofarnigon river bed. Potential impacts area in 3.900 Preferably the extraction site should be located to ground water floodplain upstream the bridge. This is for reason of protection and surface of of bridge foundation. In addition the extraction side waters. Prior to Kofarnigon shall have a distance of at least 500 m to the new start extraction River bridge. activities

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No. Location KM Issue / Picture baseline parameters / additional remarks approved licence required from CEP. Monitoring during construction stage.

3 River Km Crossing of Kofarnigon River and its associated Water quality Kofarnigon 4.500 floodplain. measurement approxi 500 m upstream mately and 500 m 1000 m downstream the to the existing bridge for left side purpose of of the baseline Project establishment. road Parameters pH, dissolved oxygen, sulfate (mg/l), NH4-N (mg/l) and oil products.

4 Aggregate Km 3.5, Material processing, crushing of aggregates and Potential impacts processing approxi sieving. It is recommended to select site for regarding noise mately aggregate crusher close to borrow area. and air 700 m emissions, mainly to the dust. left side of the Baseline Project measurement road (dust, air quality) before construction stage commences. Than regular monitoring.

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No. Location KM Issue / Picture baseline parameters / additional remarks 5 Sensitive KM Project road is traversing village of Obi-Shifo in Mitigation and hotspot. 5.800 Rudaki district. Current cross section is too narrow compensation Village Obi- for 4 lanes. If standard cross section is measures Shifo implemented than there is encroachment in required. Tree village in structures and private and social property assets losses need to be Rudaki (tree losses, masonry retaining wall, private yards, compensated by district. building structures). Trees are pines and poplars. new plantings.

Private assets will be compensated according to LARP.

6 Continuatio Km Continuation of the situation as already described Private assets will n 6.500 above. Additional different tree species (Salix spec., be compensated Sensitive Robinia pseudacacia, Ailanthus spec.) and building according to hotspot. structures (kiosks). For project section 1 the LARP. Village Obi- traverse of Obi-Shifo is the most critical stretch Shifo within settlement area. Baseline village in measurement for Rudaki air emissions, district. noise and vibrations before construction start. Than regular measurement during construction.

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No. Location KM Issue / Picture baseline parameters / additional remarks 7 Roadside vegetation over a section of about 1 km Quantity of tree before the road is traversing alongside the village of losses needs to Hayoti Nav on the left. Tree species are Elms and be established. willows. Adjacent to the road are irrigation channels and small wetlands with reed (Phragmites Losses will be australis). Due to widening to 4 lanes tree losses compensated by cannot be prevented. new plantings.

8 Mountain Km 16 One of the alternatives considered is the elocation The distance to section of road to the right. In this case blasting will the next lying probably be required. isolated building is approximately 800 m. There is no densely populated area or significant settlement within the perimeter of 3 km.

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No. Location KM Issue / Picture baseline parameters / additional remarks 9 Existing Potential disruption of existing animal migration For Phase 1 of animal pattern the Project road 5 migration animal crossings were proposed during consultation meetings. Safe animal crossings will be included in the technical design.

11 Mountain Km 29 Cut slope made of soft unconsolidated material. Construction section Holes in steep slope serve as a nesting site for works at this various species of birds, as for instance the rose section shall starling, barn sparrow and Indian starling. consider nesting season.

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No. Location KM Issue / Picture baseline parameters / additional remarks Section 2 of Project road 12 Dahanakiik Bridge crossing Dahanakiik River. Construction Water quality River works should be conducted during summer – measurement autumn when water level is low. 100 m upstream and 100 m downstream the existing bridge for purpose of baseline establishment. Than regular monitoring during constriction stage. Parameters as indicated above for River Kofarnigon.

13 Dahanakiik It may be required to use an additional source for In case it is River and material extraction due to long distance haulage required to use adjacent from Kofarnigon and Vakhsh river respectively. this additional slopes Boulders and bedrock slopes at Dahnikiik river are aggregate considered to be a suitable source for aggregates source, all required licences and approvals need to be obtained. Approval from CEP required.

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No. Location KM Issue / Picture baseline parameters / additional remarks 14 Obikiik Within Obikiik potential impacts due to noise and air Bypass option is emissions during construction and operational considered for stage. Potential vibration impacts on nearby Obikiik. The building structures during construction stage. investigation of this alternative is part of section 2 of the Project.

15 South of There are cemeteries located along the Project Part of section 2 Obikiik road within Khurason District close to the village of of the Project Obikiik. Following initial consultations people are concerned about potential encroachment of the project road Part of phase 2 of the Project. As a mitigation measure any road widening is proposed to be carried out on the opposite side of the cemeteries. The design needs to consider this in order to avoid any impact on the cemeteries as far as it is technically feasible.

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No. Location KM Issue / Picture baseline parameters / additional remarks 16 South of Traverse of extensive orchards south of Obikiik. Part of phase 2 of Obikiik over Considering the higher traffic volumes in the future the Project a stretch of it is proposed as a mitigation measure to plant approximat roadside trees and shrubs. Besides its aesthetical e 5 km value these plantations will reduce emission of pollutants on land for food production.

17 River. Crossing of river. Construction works should be Part of phase 2 of Approximat conducted during summer – autumn when water the Project e 1.5 km level is low. before traversing alongside the village Mekhnat

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No. Location KM Issue / Picture baseline parameters / additional remarks 18 Entrance to Irrigation channel. Water quality monitoring is Water quality Uyali town proposed during construction stage. monitoring during construction phase.

Parameters pH, dissolved oxygen, sulfate (mg/l), NH4-N (mg/l) and oil products.

18 Uyali Town Sensitive hotspot. Within Uyali town centre. Bazar Baseline and shopping area adjacent to Project road. measurement and Monitoring of Noise, Air Pollutants and Vibration required during construction phase.

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No. Location KM Issue / Picture baseline parameters / additional remarks 19 South of Planted tree row (Pines) along both sides of the Tree losses need Uyali Project road south of Uyali. Due to the widening of to be the cross-section tree cuts cannot be prevented. compensated by new plantings.

20 Vakhsh Crossing of Vakhsh River and its associated Baseline River floodplain. measurement for water quality 500m up- and downstream the new bridge during construction phase. Parameter as for River Kofarnigon.

21 Vakhsh Material extraction from Vakhsh river floodplain. Prior to start River extraction Borrow area is already in operation. Borrow areas activities upstream the new Vakhsh bridge shall give priority approved licence to borrow areas downstream. This is for reason of required from protection of bridge foundation. CEP. Monitoring during construction phase.

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No. Location KM Issue / Picture baseline parameters / additional remarks 22 Vakhsh Facilities for aggregate crushing nearby extraction Part of phase 2 of River valley site in Vakhsh river floodplain. It is recommended to Project. try to use these facilities.

23 Kurgontepp End of Project road in Kurgonteppa. Sensitive Baseline a hotspot. measurement and monitoring of noise, air pollution and vibration during construction phase. Part of Phase 2 of Project.

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Annex 3: COMPARATIVE TYPICAL CROSS SECTION (EXISTING+NEW), AND PLAN FOR KORVON MARKET

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Annex 4: MINUTES OF PUBLIC CONSULTATION FROM THE KORVON MARKET ROAD SECTION (FEBRUARY 2020)

« 24 »__February_ 2018 “Korvon” Market Rudaki district

Participants:

1. Owners of sales points of “Korvon” market, tenants and employees; 2. Working Group on Grievance Redress; 3. Representatives of the Project Implementation Unit; 4. Other interested persons.

Agenda:

1. Extensive public consultation on the Rehabilitation and Reconstruction of the Dushanbe-Bokhtar Road Project, Phase 1 the road section of “Korvon” market. 2. Environmental and Social Policy of ADB (Resettlement); 3. The Grievances Redress Mechanism 4. Other issues not foreseen.

During the consultation by the market Administration was noted that according to the General plan of "Market Development", the reconstruction of the Korvon market is planned in early April of this year. In this regard, the market Director has asked to cooperate with the market administration during the road reconstruction with the market administration for temporary access road for traders, customers and carriages.

There was conducted explanatory work about the project, the financing Bank, the ADB Safeguard Policy Statement and the Resettlement Action Plan, and was provided the consultation on essence of land acquisition, environmental issues, physical and economic resettlement, as well as the rights and responsibilities of the population, especially affected persons.

At the same time, stakeholders were provided with detailed information on the mechanism of determining the value of buildings and constructions, period of construction and the technical parameters of the design. The participants asked the following questions:

Question 1: is the access to the trading points taken into account during the construction period? Answer: During the construction works, with coordination to the market Administration the temporary access road for traders, customers and carriages will be provided to the trading points. Also, should be noted that during construction, construction work will only be on one side. on the other side of the road, traffic will be provided with the provision of a traffic controller. Question 2: The market currently consists of 7 gates. According the new design of the market, it should be 10 gates. Please include 3 new gates in the design and the road signs should be installed for these gates too. Answer: will be provided. Question 3. How long is the construction period? Answer: the construction will complete by August 2020. Question 4. When is the market construction expected? Answer: in beginning of April of this year. Question 5. Is the market and road construction planned at the same time? Answer: The road construction is planned on March and the market construction expected by April. 205

___ Question 6. After reconstruction how many lines will be provided? Answer: 2 lines with 3.5 width for general use and one additional special line for public transportation. ___ Question 7. Will the market parking be constructed under the road project? Answer: the market parking constructed mill be implemented by the market. The following table was filled in by the participants.

We, the undersigning have participated in the public consultation and got the useful information regarding the project, ADB Safeguard Policy Statement (environmental and resettlement issue) and the Grievance redress mechanism.

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Photos from the Public Consultation with the Stakeholders of “Korvon” market

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Annex 5: TRAFFIC MANAGEMENT PLAN FOR THE KORVON MARKET ROAD SECTION

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Annex 6: OPERATIONAL PHASE NOISE ASSESSMENT FOR THE KORVON MARKET ROAD SECTION

KORVON MARKET ROAD REHABILITATION

TRAFFIC NOISE ASSESSMENT

INTRODUCTION

This noise impact assessment was prepared for the reconstruction of the Korvon Market road section. The road that passes through Korvon Market and joins the starting point of Dushanbe- Kurgonteppa road. Reconstruction of this road segment will enable easy traffic flow through the market area and reduce traffic bottlenecks at the points where traffic joins Kurgonteppa road or turns left towards Dushanbe suburbs.

The noise study will be part of the overall impact assessment process and supplements the EIA (Environmental Impact Assessment).

Some of the most pervasive sources of noise in the environment come from transportation systems. Traffic noise is a dominant noise source in urban and rural environments accounting for about 80 % of total noise pollution.

Traffic noise has a variety of adverse impacts on human health. Community noise, including traffic noise, is already recognized as a serious public health problem by the World Health Organization, WHO. 

An increase in traffic volumes, vehicle speeds, or the amount of heavy trucks will increase traffic noise levels. Therefore, an assessment has been undertaken to determine future traffic noise levels at sensitive receptors located adjacent to the project roads.

PROJECT DESCRIPTION

The road section starts at an urban setting and runs next to the Korvon market before joining the Dushanbe-Kurgonteppa road. The technical details for the proposed Korvon market road section are shown in Table 1 below.

Table 1 Technical Details of Korvon Market Road Name of indicators and design Before reconstruction According to the project solutions Street category Highway of city significance Highway of city significance Length, km 1,850 1,850 Street width, m 40,0-53,0 40,0-53,0 Number of carriageways, m 2 2 Width of each carriageway, m 2 х 8,5 2 х (7,0+6,0) Width of center dividing strip 5,0 3,0 - 5,0 Lane Width, m 3,5 3,5 Type of pavement capital Capital Type of pavement course Asphalt concrete Asphalt concrete

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Fig. 1: Typical Road Cross-Section

The below map provides an overview of the Project road.

Fig. 2: Project Overview Map

HUMAN RESPONSE TO CHANGE IN NOISE LEVELS

Doubling sound energy results in a 3-dB increase in sound. However, given a sound level change measured with precise instrumentation, the subjective human perception of a doubling of loudness will usually be different then what is measured.

Under controlled conditions in an acoustical laboratory, the trained, healthy human ear is able to discern 1-dB changes in sound levels. In typical noisy environments, changes in noise of 1 to 2 dB are generally not perceptible. However, it is widely accepted that people are able to begin to detect sound level increases of 3 dB in typical noisy environments. Further, a 5-dB increase is generally perceived as a distinctly noticeable increase, and a 10-dB increase is generally perceived as a doubling of loudness. Therefore, a doubling of sound energy (e.g., doubling the volume of road traffic) that would result in a 3-dB increase in sound would generally be perceived as barely detectable.

Table 2 Change in Decibel Level and Perceived Changes in Loudness Change in dB(A) Perceived Changes in Loudness ± 1 dB(A) Not Noticeable ± 3 dB(A) Threshold of Perception ± 5 dB(A) Noticeable Change ± 10dB(A) Twice (Half) as Loud ± 20 dB(A) Four Time (One Fourth) as Loud Source: A Guide to Noise Control in Minnesota

TRAFFIC NOISE CRITERIA

Tajikistan’s noise quality standards based on International Sanitary Norms adopted by CIS countries (SanPin 2.2.4/2.1.8.562-96) and in general equivalent to World Bank EHS / IFC standards.

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Table 3 Tajikistan Noise Standards Area Day time limits Nighttime limits in dBA in dBA Residential area 55 45 Commercial area 60 50 Hospitals 35 25 Schools, Library 45 45 Hotels, etc. 60 50

In general, it can be concluded that the Tadjik system of environmental standards is well developed, but the IFC standard for noise is more stringent and therefore the guideline of the International Finance Corporation (IFC) is used for assessing the impacts of noise. This guideline provides criteria and guidance for noise control from a development beyond the property boundaries.

The criteria of the IFC guidelines specifies that noise levels measured at noise receptors must not be 3 dB(A) greater than the background noise levels or exceed 55 dB(A) during the day or 45 dB(A) during the night in residential areas and 70 dB(A) in commercial areas.

Table 4 Noise Level Guidelines One Hour LAeq (dBA) Receptor Day time Nighttime 07:00 – 22:00 22:00 – 07:00 Residential; institutional; 55 45 educational Industrial; commercial 70 70 Note: For acceptable indoor noise levels for residential, institutional, and educational settings refer to WHO, 1999 Source: IFC, EHS Guidelines, Noise Management

RECEPTOR SELECTION

Receptor locations are selected to reflect changes in traffic noise levels as a result of changes in traffic volumes, speed, composition (trucks and cars), and road alignment (horizontal and vertical). Selected receptors present a typical receptor category in the study area and the noise assessment of these receptors is assignable to adjacent buildings and areas with similar conditions.

The receptors in the study area were identified through interpretation of topographical survey data and site inspections. Each receptor has been assigned a unique identifier for modelling and reporting purposes.

NOISE BASELINE

Noise level calculation for the predicted traffic volumes of year 2020 will serve as baseline. The calculated predicted day and nighttime noise levels for the year 2018 are shown in Table 11, Results of Noise Modelling.

ROAD TRAFFIC NOISE CALCULATION AND PREDICTION MODEL

The noise modelling and planning software SoundPLAN essential, Version 4.0, was used for the development of predictive noise models for the project. SoundPLAN is a widely used environmental noise modelling and prediction software developed by SoundPLAN GmbH, Germany. The road noise sources, and sound propagation model included in the analysis follow German guideline RLS-90 for road traffic noise predictions.

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RLS-90 is an effective calculation model, able to determine the noise rating level of road traffic. The RLS-90 model shows a good correlation between the measured and projected noise levels proving to be an adequate tool for road traffic noise prediction. The model requires an input of data regarding the average hourly traffic flow, separated into heavy and light vehicles, the average speed for each group, the dimension, geometry and type of the road and of any natural and artificial obstacles. This model also takes into account the main features which influence the propagation of noise, such as obstacles, vegetation, air absorption, reflections and diffraction. In particular it makes possible to verify the noise reduction produced by barriers and takes into account also the reflections produced by the opposite screens.

Terrain points from the design drawings are imported into SoundPLAN to create a Digital Terrain Model (DTM). The DGM is a digital representation of the ground surface and used in the calculation of the noise level at any receiver point.

The methodology adopted for the noise prediction is briefly summarized in the following Figure 3.

Fig. 3: Methodology Adopted for Traffic Noise Prediction

Road Traffic Data

Traffic noise increases with traffic volume and the proportion of heavy vehicles. Traffic for the base year 2020 were provided. Traffic growth rates for the future year 2040 were utilized from the Dushanbe – Kurgonteppa Road Project. The used traffic data for the noise modelling for the project road are shown in Table 5 below.

Table 5 Traffic Forecasts in AADT AADT Year Cars Trucks Total 2020 19,461 5370 24,831 2040 35,932 9,562 45,494

Since the noise impacts are calculated during the one-hour period where the worst-case noise levels occur, the peak hour traffic volumes for day and night time have been deviated from the forecasted traffic volumes based on the hourly distribution of the traffic established during the traffic counts.

According to the IFC Guidelines daytime is defined between 07:00 and 22:00 and nighttime between 22:00 and 07:00. Existing traffic count data from manual classified traffic counts carried out in 2020 have been analyzed to identify the peak hour for daytime and nighttime traffic. The hourly traffic data used for the noise modelling is shown in Tables 6 and 7.

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Table 6 Traffic Data 2020 Year: 2020 Day time Nighttime Light vehicles per hour 1,618 206 Trucks per hour 481 57 Total per hour 2,099 263

Table 7 Traffic Data 2040 Year: 2033 Day time Nighttime Light vehicles per hour 2,635 301 Trucks per hour 686 81 Total per hour 3,321 382

Vehicle Speed

The lowest traffic noise for a typical traffic mix occurs at about 30 km/h. Increasing average vehicle speed above this increases traffic noise. Estimated operating speeds are used to predict road traffic noise levels and based on the road characteristic of the designed road. The vehicle speeds used in the noise modelling are 40 km/h for cars and trucks, as the road pass through a very busy settled areas with shops and markets along the road.

Road Surface

Different road surfaces generate different noise levels from tires. The difference in noise emission (correction) between road surface types in accordance to RLS-90 is shown in the Table below.

Table 8 Noise emission correction values for different road surface types Road Surface Surface Correction dB(A) for Permitted Speeds 30 km/h 40 km/h > 50 km/h > 60 km/h* Non-grooved mastic asphalt, asphalt 0 0 0 0 concrete, or stone mastic asphalt Concrete or grooved mastic asphalt 1.0 1.5 2.0 2.0 Block pavement with smooth surface 2.0 2.5 3.0 3.0 Other block pavements 3.0 4.5 6.0 6.0 Concrete with metal broom treatment n/a n/a n/a 1.0 Concrete with smooth texture (burlap cloth) n/a n/a n/a -2.0 Asphalt concrete < 0/11 and stone mastic asphalt 0/8 & 0/11 aggregate size without n/a n/a n/a -2.0 chipping Porous asphalt with more than 15% voids and n/a n/a n/a -4.0 0/11 aggregate size Porous asphalt with more than 15% voids and n/a n/a n/a -5.0 0/8 aggregate size Note: * Outside settled areas Low noise road surfaces should have a referred noise reduction of at least 2 dB(A)

For the noise modelling of the project roads an asphalt concrete surface is anticipated as stated in the design documents and no correction factor has been used in the road noise calculation.

Road Alignments and Terrain Elevation

The road alignment and terrain elevation are imported in SoundPLAN from the topographical survey and road design. Based on the imported terrain and design data a Digital Terrain Model (DTM) were created, which is a representation the topographical reality. Roads are considered

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Traffic Noise Assessment as line elements. For the noise calculation, the place of emission is in the middle of the outer lanes in accordance with RLS-90. The gradient of the project road (rate of climb/decent) is evaluated by SoundPLAN based on the set of coordinates from the road design. The slope of the road influences vehicle noise. As slope increases, engine noise increases because engines need to work harder.

Limitation

Traffic noise modelling procedures are not applicable in situations where the existing acoustical environment is not dominated by an existing road traffic noise source. Road traffic noise models are not capable of accurately determining existing noise levels where road traffic noise is not the dominant contributing acoustical characteristic. Generally, the procedures are intended for sites that are currently influenced by road traffic noise and will be similarly affected by the proposed road improvement project. In areas dominated by background (non-road) noise sources such as jet, monitored (rather than modelled) noise levels should be used to determine existing worst noise hour levels, thereby accurately representing the existing noise environment.

RESULTS AND CONCLUSION OF TRAFFIC NOISE PREDICTIONS

The road noise prediction consists of the project road alignment and forecasted further traffic data. Noise levels for the base year 2020 and 2040 (after 20 years from the base line) were calculated and compared to the relevant criteria. The results of the noise prediction at the selected receptors are presented in Table 9 below. The location of the receptors and predicted noise levels for typical receptors along the road are presented in Appendix 1 and 2.

Although the traffic noise levels at some receptors exceed the desirable level of 55 dB(A) in daytime and 45 dB(A) in nighttime in accordance to IFC standard, it should be noted that the increase of the noise levels between the base year 2020 and the reference year 2040 will be less than 3 dB(A) and therefore no additional noise abatement measures are required.

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Table 9 Results of Noise Modelling Permissible Noise Predicted Noise Level Predicted Noise Level Level IFC 2020 (Baseline) in 2040 in dB(A) Difference Noise Requirement of additional Guidelines dB(A) dB(A) noise protection measures Point Level 2020-2040 Receptors Floor LAeq LAeq LAeq LAeq LAeq LAeq based on the 3 dB(A) Rule Remarks No. in dB(A) between Base Year and day night day day day night Reference Year 2040 time time time time time time day night Ground-floor is 1 0+190 RHS, Shop Ground-floor 70 70 75.8 66.6 78.3 69.1 2.5 2.5 no commercial used 1. Floor 55 45 75.7 66.5 78.2 69.0 2.5 2.5 no Ground-floor is 2 0+480 LHS, Shop Ground-floor 70 70 70.2 61.0 72.7 63.5 2.5 2.5 no commercial used 1. Floor 55 45 71.2 62.0 73.7 64.5 2.5 2.5 no 2. Floor 55 45 71.5 62.3 74.1 64.8 2.6 2.5 no Market, commercial 3 0+530 RHS, Korvon City Ground-floor 70 70 72.5 63.2 75.0 65.8 2.5 2.6 no used 1. Floor 55 45 72.5 63.3 75.0 65.8 2.5 2.5 no 2. Floor 55 45 72.4 63.2 74.9 65.7 2.5 2.5 no 3. Floor 55 45 72.3 63.1 74.8 65.6 2.5 2.5 no Ground-floor is 4 0+910 LHS, Shop Ground-floor 70 70 72.1 62.9 74.6 65.4 2.5 2.5 no commercial used 1. Floor 55 45 72.3 63.0 74.8 65.5 2.5 2.5 no 2. Floor 55 45 72.2 63.0 74.7 65.5 2.5 2.5 no 5 1+100 LHS Ground-floor 55 45 62.8 53.5 65.3 56.0 2.5 2.5 no 1. Floor 55 45 63.6 54.4 66.1 56.9 2.5 2.5 no 2. Floor 55 45 65.8 56.6 68.3 59.1 2.5 2.5 no 3. Floor 55 45 68.1 58.9 70.6 61.4 2.5 2.5 no 4. Floor 55 45 69.7 60.5 72.2 63.0 2.5 2.5 no 5. Floor 55 45 69.9 60.6 72.4 63.1 2.5 2.5 no

Notes: - The usage of upper floors needs to be confirmed - Vehicle speed: 40 km/h

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