Republican Road Fund Under Ministry of Finance of Republic of Uzbekistan REGIONAL ROAD DEVELOPMENT PROJECT (RRDP) Environmenta

Republican Road Fund under

Ministry of Finance of Republic of Uzbekistan

REGIONAL ROAD DEVELOPMENT PROJECT (RRDP)

Environmental and Social Management Plan (ESMP)

Uzbekistan

June 2016

Table of Contents

1. EXECUTIVE SUMMARY 5 1.1 Introduction and the Background 5 1.2 Safeguards Policies 5 1.3 Impacts and their Mitigation and Management 6 1.4 Need for the Project – the “Do – Nothing – Option” 8 1.5 Public Consultation 8 1.6 Conclusion 8 2. INTRODUCTION 9 2.1 Project Description 9 2.2 Brief Description of the Project Roads 15 2.3 Description of project roads in Andijan region 20 2.4 Description of project roads in Namangan region 23 2.5 Description of project roads in Fergana region 25 2.6 Scope of Work 27 3. LEGAL AND ADMINISTRATIVE FRAMEWORK 29 3.1 Requirements for Environmental Assessment in the Republic of Uzbekistan 29 3.2 Assessment Requirements of the World Bank 30 3.3 Recommended Categorization of the Project 31 3.4 World Bank Safeguards Requirements 31 3.4.1 Environmental Assessment (OP/BP 4.01) 31 3.4.2 Natural Habitats (OP/BP 4.04) 31 3.4.3 Physical Cultural Resources (OP/BP 4.11) 31 3.4.4 Forests (OP/BP 4.36) 31 3.4.5 Involuntary Resettlement (OP/BP 4.12) 32 3.4.6 International Waters (OP/BP 7.50) 32 3.4.7 Safety of Dams (OP/BP 4.37) 32 3.4.8 Pest Management (OP 4.09) 32 4. ASSESSMENT OF THE ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES 33 4.1 Methodology of the Environmental and Social Management Plan (ESMP) 33 4.2 Screening of Impacts 33 4.2.1 Impacts and Mitigation Measures-Design Phase 35 4.2.2 Impacts and Mitigation Measures – Construction Phase 35 4.2.3 Impacts and Mitigation Measures - Operating Phase 48 5. INSTITUTIONAL REQUIREMENTS 52 5.1 Organization Roles and Responsibilities 52 5.2 Republican Road Fund (RRF) 52

5.3 Reporting requirements 54 6. ENVIRONMENTAL MITIGATION PLAN 55 7. ENVIRONMENTAL MONITORING PLAN 73 7.1 Cost Estimates for Proposed Environmental Actions 73 8. PUBLIC CONSULTATION AND DISCLOSURE 85 8.1 Overview 85 8.2 Principles of Consultation 85 8.3 Information disclosure 86 8.4 Public Availability 87 8.5 Public Consultation 88 8.6 Grievance Mechanism 89 9. FINDINGS, RECOMMENDATIONS AND CONCLUSIONS 91 9.1 Findings 91 9.2 Recommendations 91 9.3 Conclusions 91 ANNEX 1. MUNUTES OF PUBLIC CONSULTATIONS 93 ANNEX 2 Proposed forms for EMP implementation 111

Abbreviations

CSC Construction Supervision Contractor EA Environmental Assessment EIA Environmental Impact Assessment ESMF Environmental and Social Management Framework ESMP Environmental and Social Management Plan EMP Environmental Management Plan EMoP Environmental Monitoring Plan ES Environment Specialist GFP Grievance Focal Point GRM Grievance Redress Mechanism IBRD International Bank for Reconstruction and Development KMK Construction Norms and Rules NMT Non-Motorized Transport OP Operational Policy RAP Ressetlement Action Plan RPF Resettlement Policy Framework RRF Republican Road Fund RoW Right of Way RUz Republic of Uzbekistan PPE Personnel Protective Equipment PMU Project Management Unit SEE State Environmental Expertise ShNK Construction Norms and Rules SNiP Construction Norms and Rules SNPC State Nature Protection Committee WB The World Bank

1. EXECUTIVE SUMMARY

1.1 Introduction and the Background

The Republic of Uzbekistan (RUz) intends to receive a loan/credit from the International Bank for Reconstruction and Development (IBRD) in connection with the Uzbekistan Regional Road De- velopment Project.

The Project will finance part of the priority regional road rehabilitation roads program. The Project will be carried out in four of the thirteen Oblasts of Uzbekistan, namely Ferghana, Andijan, Tash- kent and Namangan Oblasts. The Project is expected to cover rehabilitation of around 1000 km of regional roads. The roads to be included under the project have been selected based on road data analysis as well as economic criteria (pre-feasibility screening). Specifically, the Project will finance the rehabilitation works including structure renewal as well as existing ancillary road connections (crossroads, access roads, drainage systems). This project will also support integration of road safety considerations into the design of the project's road sections and their subsequent implementation towards the mainstreaming of these practices in all roads. The proposed project would consist of three components:

Component 1: Road Rehabilitation and Safety. The component will finance part of the priority regional road rehabilitation roads program. The Project will rehabilitate the priority roads in four of the thirteen Oblasts. The 4 Oblasts will be determined at the early stage of project preparation. Specifically, the Project will finance the rehabilitation works of existing roads, including structure renewal as well as the rehabilitation of ancillary road connections (crossroads, access roads, drainage systems). This component will also support integration of road safety considerations into the design of the project's road sections and their subsequent implementation towards the mainstreaming of these practices in all roads; Component 2: Institutional Strengthening Component. This component is envisioned among others, (i) to develop a Road Safety Strategy and Action Plan and implementation of Road Safety Improvements Interventions on a set of road sections (ii) to support the RUz to improve road management practices and financial/institutional sustainability of the road sector (iii) to support the GoU to improve the operating environment for the local construction industry; (iv) to help institutional strengthening of the RRF for improving the efficiency and effectiveness of its organizational arrangements (i.e. internal business processes, multiannual planning and development; development and implementation of a communication strategy; training and various other studies to be determined).

Component 3: Project management support: Design and Supervision Consultants to provide support as may be necessary in project management, procurement, and financial management, environmental and social safeguard

The Environmental Impact Assessment (EIA), consistent with Uzbekistan law, for reconstruction of the road was prepared by the Design Institute «YO’L-INSHOATLOYIHA» for Andijan and Na- mangan regions and «FERGANALOYIHA» for Fergana region has already received official approval from State Nature Protection Committee, but it was determined that some additional information and mitigation measures were required to meet the Bank’s requirements as set out in OP 4.01. Rather than revising than already approved EIA, this additional information has been incorporated into the Environmental and Social Management Plan (ESMP) for the project, as described below. This Environmental and Social Management Plan (ESMP) is an updated version of the of the EIA prepared by the Design Institutes « YO’L-INSHOATLOYIHA» and FERGANALOYIHA, on behalf of the Republican Road Fund under Ministry of Finance of Republic of Uzbekistan and approved by Cabinet of Ministers of the Republic of Uzbekistan.

1.2 Safeguards Policies

The main interventions will consist of rehabilitating the existing roads, using the same alignment. The Project will not build new roads - the rehabilitation work will be extended to access roads for

safety reasons and structural reasons. It is anticipated that the environmental impacts therefore would be temporary and mitigatable, so the project is categorized as 'B'.

The following World Bank’s Safeguards Policies are triggered based on the environmental and social assessment field investigations. The justification for each policy’s triggering has also been incorporated in subsequent paragraphs.

Safeguard Policy Actions Environmental Assessment (OP/BP Category B project 4.01) ESMP and EMP prepared. Natural Habitats (OP/BP 4.04) This policy is not triggered. The project will not impact any protected area nor will affect important/ endangered flora or fauna species or biodiversity areas of high value. No action is required under the policy.

Pest Management (OP 4.09) This policy is not triggered. The project will not procure any pesticides nor will an increased use of pesticides result from the project. No action is required under the policy.

Phisical Cultural Resources (OP/BP The policy is not triggered. The impacts on physical cul- 4.10) tural resources resulting from project activities, including mitigating measures, will not contravene either the Uz- bek national legislation, or its obligations under relevant international environmental treaties and agreement Safety of Dams (OP/BP 4.37) The policy is not triggered. The project area does not include any dams. Involuntary Resettlement (OP/BP 4.12) Resettlement Action Plan has been prepared. Projects on International Waters The policy is not triggered. The project area does not (OP/BP 7.50) include any international waters. Forests (OP/BP 4.36) The policy is not triggered. The project will not finance activities that would involve significant conversion or degradation of critical forest areas or related critical natural habitats as defined under the policy. No action is required under this policy.

Projests in Disputed Areas (OP/BP 7.60) The policy is not triggered. The project areas does not include any disputed areas, as defined in the Policy. This policy is not triggered. The project will not adversely Indigenous Peoples (OP 4.10) affect indigenous peoples in the project area.

1.3 Impacts and their Mitigation and Management

During the construction period, temporary environmental impacts of varying severity will occur. These could include: potential pollution of air, surface and groundwater; construction noise; temporary impairment of traffic safety due to traffic diversions and materials transport; disruption of access for pedestrians, non-motorised and agricultural vehicles and livestock. The contractor’s yard, work camps and workforce may be further potential sources of environmental and socio- cultural impact.

Large quantities of water will be required during construction works. Water supplies and watercourses must be protected from over- abstraction/pollution. During construction and operation of the project, it is important to protect existing water supplies and water courses from over-abstraction, disruption or pollution. Since the required amounts may attain tangible volumes that may interfere with local water resources, and thereby bear the potential for interference with communal livelihood and needs, all Contractors have to submit a plan for type, location and quantity of both drinking and technical water extraction. Department of Roads and Rayon in consultation with

Contractors should ensure that all water extraction for construction and workers only takes place from sustainable resources such as wells (for construction activities) and from piped supply system (for domestic use in camps etc) or from rivers with sufficient capacity. The contractor shall be responsible for obtaining all permits required for use of surface and groundwater resources from the Rayon and competent authorities. No water shall be used without those specific permits. Any extraction of water from the rivers should only be undertaken after express permission from the Rayon and have protective grid to prevent fish and other aquafauna form being sucked into the pump. Where possible, road runoff should be intercepted and treated to avoid release of pollutants into the watercourses. Where this is not possible discharge of polluted waters should be directed away from non-flowing waters.

Vegetation clearance should be limited to the minimum required for works. Topsoil should be removed, stored and reused. Construction and use of appropriately sited haul roads will be required to minimise compaction and loss of agricultural land. Haul routes should follow established transport corridors/rights-of-way, such as railway lines, to the extent that is practicable. A plan of permitted haul routes should be included in the tender documents. Prior to commencement of construction, the actual state of all haul routes (existing and planned) should be assessed and photographed (possibly by PMU Specialist in cooperation with the Design and Supervision Con- sultant). Advance strengthening of existing roads may be required. Where required, appropriately sited haul roads should be constructed and used to minimise soil compaction and loss of agricultural land. The Contractor should be required to return all temporarily used haul roads/construction traffic routes to their original state.

Both solid and liquid waste will be produced from the reconstruction of the design roads. Where possible, surplus materials will be reused or recycled. Where wastes (inactive e.g. concrete and masonry or active/special e.g. paint, oil, batteries and bitumen) are generated they should be segregated and stored appropriately in covered containers or tanks with bunds until they are safely removed from site by a licensed waste carrier.

Contractor identified that during construction dust will cause the largest air quality impact. Dust generation will be minimised through good working practice and covered as part of the Environ- mental Management Plan (EMP). During the operational phase, the project has the potential to reduce the volume of dust and particulates released into the atmosphere as a result of gravelling and asphalting the existing unformed earth roads / tracks in the vicinity of the enclaves and repairing poor condition pavements which generate dust within 20 m to 30 m corridor along the road. Reduction in dust emissions will improve air quality, reduce health risks to communities living along the road, reduce damage to the biological environment, and reduce soil erosion through slope stabilization and pavement rehabilitation.

Plantation of appropriate trees and bush species along the embankment, particularly in loops of interchanges and in areas between settlements is recommended to compensate for any loss of trees and shrubs during site clearance (in case of felling), and to increase the biodiversity and visual appeal of surrounding areas. Once established, the plantations may have a role in reducing the spread of dust and other air-borne pollutants from the project road sites. The project road sites fence will be located as close to outer limits of the plantation and the embankment as practicable, in order to both protect the growing trees and to minimize possible loss of grazing land.

Temporary and permanent disturbance to local communities should be minimized. The project road sites have been selected to minimize loss of property and agricultural land. The proposed project will not entail any land acquisition and associated impacts. Existing land ownership in the areas affected by the project includes municipal- and state-owned land. State lands are generally reserved for open grassland areas, parcels of which are either leased to private groups of individuals.

The purpose of environmental management during construction and operation is to avoid or at- least to control potential impacts and disturbance to the human and natural environments. This will be achieved through the implementation of appropriate mitigation measures, control procedures and monitoring defined in the Environmental Management Plan.

1.4 Need for the Project – the “Do – Nothing – Option” The project road provides national access. Poor maintenance has been cited as one of the main factors which had resulted in the present deterioration of the road network with the resulting extra costs to both regional and national economies.

Improved roads and access, therefore, require more emphasis on a sustainable road network maintenance program, as well as road maintenance capacities and skills to achieve and sustain the benefits from the investment. A program must be put in place to ensure that the regional road network does not deteriorate further. Maintenance equipment should therefore be kept functional regardless of circumstances.

In view of the above, a “do nothing” or “without project” option is not feasible since economic growth of RUz depends on good road networks. Basically rehabilitation of existing alignments in the RoW improves environmental conditions through reduction of dust emissions. Impacts on the environment from upgrading of existing roads can be mitigated.

1.5 Public Consultation The formal public consultation was held in the Rayon Hokimiyat on 16-18 May, 2016 in Andijan region, 19-21 in Fergana region and 23-25 May 2016 in Namangan region. Public consultations were undertaken in all project rayons with a road users including, public sector, owners and workers in shops, vehicle workshops, residents in the area and other persons working within the vicinity of the road. The consultations focused on the participants’ opinion regarding the road project. The consultation was not only discussing the environmental impacts of the project but also the social and possible resettlement impacts.

During the preparation of the ESMP, more informal consultations with directly affected people were carried out. In more casual consultation, the potential environmental impacts were explained to affected people and stakeholders.

The participants of the public consultations provided their comments on the project. Local residents agreed with the proposed new option that will solve a lot of environmental problems such as air pollution, intensive traffic and high traffic velocities. Besides, the noise problems and the traffic accident problems in the village will be solved as well. The consulted persons expressed commonly views that the project will not generate any significant negative environmental and social impacts, and that any impacts that may arise can be successfully mitigated.

1.6 Conclusion The project will have a number of important environmental impacts during construction and operation periods. With appropriate mitigation, particularly during the construction phase of the project, none of the impacts referred to in this report will be significant. It should be pointed out that the road will bring numerous social and economic benefits to the communities within the area. Project sections of the roads provide transport communication between the settlements, play huge role and remain an important transport artery. Reconstruction of the roads as a whole and the studied sections in particular is aimed at (i) development of private sector and large business, expansion of activity and creation of new workplaces; (ii) development of agriculture, gardening and trade; and (iii) improvement of environmental situation in the raions.

On a regional basis the larger communities along the alignment will benefit from faster travel times between the towns and to other urban centers in Andijan, Fergana in Namangan regions.

2. INTRODUCTION

2.1 Project Description The project includes the reconstruction of 30 road sections (total of 266 km) two-lane asphalt road. The project will be prepared and contracted to meet internationally accepted (FIDIC; SNiP) design and construction norms and rules.

11 project road sections in the Andijan region are presented in the list below.

Code Road site Address Capital reconstruction (km) 1 4K98 Jalabek – Temirxoja - Ijtimoyat 0-10 10

2 4К103 Asaka – Dasturhonchi - Kayirma 0-8 8

3 4К104А Beshkurgon kishlok 0-4 4

4 4К105 Asaka – Kayragoch - Niyozbotir 0-13 13 0-4 5 4К93 Bulakbashi – Shirmonbulok - Kurgoncha 8 10-14 6 4К95 Chakar sport boarding school 0-6 6

7 4К84 Poytug – Lugumbek - Yangikishlok 2-13 11

8 4К85 Elaton – Yangizamon 11-19 8

9 4К107 Niyozbotir – Polvontosh - Korakurgon 6-15 9 Khonobod - Turkobod 10 4Н1071 0-7 7

11 4H110 Dostlik – Jumashuy - Soybuyi 5-13 8 TOTAL: 90

10 project road sections in Namangan region are presented in the list below.

Capital Code Road site Address reconstruction (km) 1 4К427 4Р 112 highway – Pop railway station 0-5 5 Pop city -"Parda Tursun" - Kandigan vil- 2 4К483 7-30 23 lage. 3 4К462а 4Р121 highway "Gova village" 0-3, 8-19 14 Kosonsoy city – Islarkhon village – Usmon 4 4К447 0-20 20 Yusupov village Ёрқўрғон village - Mevazor village-Kizilro- 5 4К436 4-24 20 vot village. Pokhollikkul - Rovut village-Radivon village 6 4Н463 0-30 30 – Norkent village - Korayantok village. 7 4К467 Uchkurgon city - Norinkala village 0-22 22

Khakullobod city - Shoyitmazor village -No- 8 4К435 6-19 13 rinkala village Pop city – Olmos village – Arikbuyi village 9 4К455 6-18 12 - Ziyevutkhon village. Pop city - Olmos village - – Arikbuyi village 10 4К455А 0-2 2 - Ziyevutkhon - highway Toymas village. TOTAL: 161

9 project road sections in Fergana region are presented in the list below.

Capital Code Road site Address reconstruction (km) 1 4К-881 «Uchkuprik – Jaloyip - Arab» 11-15 4

2 4Н-900 «Dangara.- Beshkapa - Shildir» 0-7 7 «Yaypan – Rapkon – Besharik – Chilmakhram 3 4К-923 а 1,5-4,5 3 highway «Besharik city» «Yaypan - Rapkon – Besharik – Chilmakhram 4 4К-923 0-5 5 highway» 5 4К-898 а «Chimboy – Novkat highway «Besharik city» 0-2 2 «Besharik city – Oktovuk – Chorvokturgancha 6 4К-897 б - Khalkabod highway «Dekhkontuda village (6 0-2 2 km)» 7 4К-899 «Besharik – Beshkala - Arikbosh- Kiyali» 9-10 1

8 4К-883 «Yangikurgon Kurgoncha - Khov» 8-16 8 «Abay – Canal Katta Andijan – Burdokchilik 9 4К-862 3-9 6 center» TOTAL: 38

Based on the project’s estimated air emission calculation results (which looks at a function between traffic density, types of vehicles, meteorological conditions, existing pollution loads and type of adjacent land use) it is classified as category III as per RUz regulations.

The design includes the rehabilitation and upgrade of foundation, installation of an asphalt surface, rehabilitation and upgrade of drainage (run on/run off controls). Along all road sections, all existing road pavement will be subject to reconstruction and refurbished with new road bed and shoulders. All project road sections will require reconstruction of the existing road by enlarging the road bed and pavements, smoothing corners and turning angles as well as improving other road infrastructure such as bridges, crossings and culverts. The reconstruction work envisages minimal tilt from the road centreline and turnings along the road. Groundwater is not expected to be impacted by the project, as no deep excavations or major cuts are expected.

On both sides of the designed roads there are office, residential buildings, educational institutions, medical institutions, caterings, trade shops, cultural and educational establishments, etc. During the repair works, the project will not impact the activity of these establishments as all technical parameters of the roads meet the accepted standards. In this regard additional withdrawal of lands and demolition of structures are not provided.

The project roads are closely located to several local construction material sites and quarries which will ease supply and transportation of gravel and crushed-stone materials. Use of local supply materials as much as possible for the project purposes are supported and appraised by stakeholders and local businesses and keenly anticipated for improved cooperation. There is no

need to use ground pits for construction of the road bed. All necessary ground is available, and will be used from excavations and troughs of the repaired highway. For capital repair of the project sections of the road coarse-grained and fine-grained bitumen-concrete mixes will be delivered from BCP Dry Bridge, BCP Shakhrikhan - "Transyulkurilish", BCP Hodjabad and Regional Repair Road Servicing Enterprise.

Information about сonstruction materials provision in Andijan region.

To overhaul the project road sections coarse-grained and fine-grained bitumen-concrete mixes will be brought from Bitumen Concrete Plant (BCP) Dry Bridge, BCP Shakhrikhan- "Transyulku- rilish", BCP Hodjabad and Regional Repair Road Servicing Enterprise. Crushed stone, gravel- optimal mixture and gravel and sand mixture as well as sand for underlay (bottom) and concrete works will be delivered from Regional Repair Road Servicing Enterprise, Butakor pit and Akbura Hodjabad pit. During the capital repair developped and exploited pits will be mainly used. Gravel- sand mixture in the pits meets the requirements of GOST, and it is suitable for using. Mainly "Hojaobod" pit and "Butakor" pit with gravel-sand mixture mining licenses are used. There is no need to use ground pits for construction of the roadbed. Prefabricated reinforced concrete (R/C) bridge constructions, round and rectangular R/C pipes, curbs and prefabricated R/C ditches will be brought from Combine of bridge reinforced concrete structures in Kuylyuk and from Combine of construcrion material in Andijan.

Information about сonstruction materials provision in Fergana region.

To overhaul the project road sections coarse-grained and fine-grained bitumen-concrete mixes will be brought from Kukon coating plant. Crushed stone, gravel-optimal mixture and gravel and sand mixture as well as sand for underlay (bottom) and concrete works will be delivered from Bakhmal and Zoir borrow pit. During the capital repair developped and exploited pits will be mainly used. Gravel-sand mixture in the pits meets the requirements of GOST, and it is suitable for using. Mainly Bakhmal and Zoir borrow pit with gravel-sand mixture mining licenses are used. There is no need to use ground pits for construction of the roadbed. Prefabricated reinforced concrete (R/C) bridge constructions, round and rectangular R/C pipes, curbs and prefabricated R/C ditches will be brought from Combine of bridge reinforced concrete structures in Kuylyuk and from Kukon coating plant.

Information about сonstruction materials provision in Namangan region.

For capital repair of the project sections of the road coarse-grained and fine-grained bitumen- concrete mixes will be delivered from BCP Chodak, BCP Chust, BCP Uychi, BCP Yangikurgan and BCP - Kosonsoy.

Crushed stone, gravel-optimal mixture and gravel and sand mixture as well as sand for underlay (bottom) and concrete works will be delivered from Chodak, Sumsoroy, Uych, Govasoy, Chujda, Begobotsoy and Khitosoy borrow pits. During the capital repair developped and exploited borrow pits will be mainly used. Gravel-sand mixture in the pits meets the requirements of GOST, and it is suitable for using.

Map 1. Sketch Map of the sections of public road in Andijan region

Map 2. Sketch Map of the sections of public road in Namangan region

Map 3. Sketch Map of the sections of public road in Fergana region

2.2 Brief Description of the Project Roads In the administrative respect the considered parts of the road pass across the territory of Altinkul, Asaka, Bulakbasha, Izbaskan, Markhamat, Kurgantepa, Ulugnar of Andijan region. The total length of roads is 90 km. Project road in Namangan region pass across the territory of Pop, Chust, Kosonsoy, Uychinskiy, Yangikurgan, Uchkurgan and Norin rayons. The total length of roads is 138 km. Project road in Fergana region pass across the territory of Besharik, Dangara, Kurgon- chik, Kushtepa and Uchkuprik rayons. The total length of roads is 38 km.

In accordance with the traffic volume, speed and composition of the traffic flow, as well as the functional value all repairable highways refer to the urban streets of the district value.

Check of actual condition of the target road showed that there are damages of paving along the highway. Destruction of asphalt concrete happened under the influence of heavy trucks, precipi- tations in form of rain and snow. It is also possible to refer to the reasons of unsatisfactory condition lack of sufficient technical capabilities for maintenance of the road in good condition.

Road 4К-103 Road 4К-107

Road 4К-84 Road 4К-98

Figure 1 Photo of project roads in Andijan region

Road 4К-435 Road 4К-455

Road 4K-467 Road 4К-98

Figure 2 Photo of project roads in Namangan region

Road 4К-897б Road 4К898А

Road 4К899 Road 4K833

Figure 3 Photo of project roads in Fergana region

Options of the highway were developed on the basis of topographical materials, topo-geodesic and geological surveys. Plans of the highways were chosen in the narrowest corridor taking into account the protection zones arranged along various communications (conduit and overhead power transmission lines).

Width of the existing parts of the roads averages 6,0 m. The project considered several types of the design of the cross profile of the roadbed with the following parameters.

Type - 1 number of traffic lanes - 1 for each direction; the width of the traffic lanes - 3,75 m; the width of the passageway - 2х3,75 m; the width of the road shoulders - 2х3,75 m; cross slope of the passagegeway - 15 ‰;

cross slope of road shoulders - 40 ‰; the width of the edge strip at the road shoulder - 2х0,5 m; the width of the fortified part of the road shoulder - 3 m; steepness of the slopes of the embankment - 1: 1,5; the width of roadbed - 15 m.

Design cross-section of the road out of the settlement. Highway category II.

Type – 2 number of traffic lanes - 1 for each direction; the width of the traffic lanes - 3,5 m; the width of the passageway - 2х3,5 m; the width of the road shoulders - 2х2,5 m; cross slope of the passagegeway - 15 ‰; cross slope of road shoulders - 40 ‰; the width of the edge strip at the road shoulder - 2х0,5 m; the width of the fortified part of the road shoulder - 2 m; steepness of the slopes of the embankment - 1: 1,5; the width of roadbed - 12 m.

Design cross-section of the road out of the settlement. Highway category III

Type – 3 number of traffic lanes - 1 for each direction; the width of the traffic lanes - 3,0 m; the width of the passageway - 2х3,0 m; the width of the road shoulders - 2х2,0 m; cross slope of the passagegeway - 15 ‰; cross slope of road shoulders - 40 ‰; the width of the edge strip at the road shoulder - 2х0,5 m; the width of the fortified part of the road shoulder - 1,5 m; steepness of the slopes of the embankment - 1: 1,5; the width of roadbed - 10 m.

Design cross-section of the road out of the settlement. Highway category IV

Type – 4 number of traffic lanes - 1; the width of the traffic lanes - 4,5 m; the width of the passageway - 4,5 m; the width of the road shoulders - 2х1,75 m; cross slope of the passagegeway - 15 ‰; cross slope of road shoulders - 40 ‰; steepness of the slopes of the embankment - 1: 1,5; the width of roadbed - 8 m.

Design cross-section of the road out of the settlement. Highway category V

Type – 5 number of traffic lanes - 1 for each direction; the width of the traffic lanes - 3,5 m; the width of the passageway - 2х3,5 m; the width of the road shoulders - 2,5 m; the width of pavement - 1,5 m; cross slope of the passagegeway - 15 ‰; cross slope of road shoulders - 40 ‰; the width of the edge strip at the road shoulder - 0,5 m; the width of the fortified part of the road shoulder - 2 m; steepness of the slopes of the embankment - 1: 1,5; the width of roadbed - 12,1 m.

Design cross-section of the road in the settlement. Highway category II

Type – 6 number of traffic lanes - 1 for each direction; the width of the traffic lanes - 3,5 m; the width of the passageway - 2х3,5 m; the width of pavement - 2х1,5 m; cross slope of the passagegeway - 15 ‰; cross slope of pavement - -10 ‰; the width of the edge strip - 2х0,5 m; steepness of the slopes of the embankment - 1: 1,5; the width of roadbed - 12,2 m.

Design cross-section of the road in the settlement. Highway category III

Type – 7 number of traffic lanes - 1 for each direction; the width of the traffic lanes - 3,5 m; the width of the passageway - 2х3,5 m; the width of the pavement - 2х1,5 m; the width of green zone - 2х1,0-1,5 m; cross slope of the passageway - 15 ‰; cross slope of pavement - -10 ‰; the width of the edge strip - 2х0,5 m; steepness of the slopes of the embankment - 1: 1,5; the width of roadbed - 14,2-15,2 m.

Design cross-section of the road in the settlement. Highway category III

Type – 8 number of traffic lanes - 1 for each direction; the width of the traffic lanes - 3,0 m; the width of the passageway - 2х3,0 m; the width of pavement - 2х1,5 m; cross slope of the passageway - 15 ‰; cross slope of pavement - -10 ‰; the width of the edge strip - 2х0,5 m;

steepness of the slopes of the embankment - 1: 1,5; the width of roadbed - 11,2 m.

Design cross-section of the road in the settlement. Highway category IV

Type – 9 number of traffic lanes - 1 for each direction; the width of the traffic lanes - 3,0 m; the width of the passageway - 2х3,0 m; the width of the pavement - 2х1,5 m; the width of green zone - 2х1,0-1,5 m; cross slope of the passageway - 15 ‰; cross slope of pavement - -10 ‰; the width of the edge strip - 2х0,5 m; steepness of the slopes of the embankment - 1: 1,5; the width of roadbed - 13,2-14,2 m.

Design cross-section of the road in the settlement. Highway category IV

The road bed will not change at capital repair of highways and additional soil for alignment of the road bed is not required. Impact from withdrawal of lands is not expected.

Capital repair of the road part will require earth works and break of its natural condition. Besides, use of additional soil and gravel and sand mix will be required for road embankment. Total amount of soil to be used in repair construction works will be determined in working documentation.

2.3 Description of project roads in Andijan region 4К84 “Poytug – Lugumbek – Yangikishlok” (11km) In accordance with the traffic volume, speed and composition of the traffic flow, as well as the functional values, highway 4K84 "Poytug k -Lugumbek k -Yangikishlok" in the section km2-km13 refers to public roads of local importance in Andijan region. The designed road section refers to the IV technical category. Beginning of overhaul road KP 0 + 00 corresponds to 2 km of the same road, the end of the route KP 112 + 44 corresponds to 13 km of the same road. Highway 4K84 "Poytug k -Lugumbek k -Yangikishlok" in its significance road network of Izbaskan district takes a special place, providing easy connections between areas of Andijan region and Namangan

region through the highway 4R116 "Namangan -Uychi - Uchkurgan - Hakkulobod - Andijan", also to the city Andijan.

4К85 Elaton – Yangizamon (8 km)

In accordance with the traffic volume, speed and composition of the traffic flow, as well as the functional values, highway 4K85 "Elaton – Yangizamon" in the section km2-km13 refers to public roads of local importance in Andijan region. The designed road section refers to the IV technical category. Beginning of overhaul road KP 0 + 00 corresponds to km 94K84 "Poytug k -Lugumbek k -Yangikishlok", the end of the route KP 65 + 27 corresponds to 9 km of the road "Kuyganyor - Madaniyat". Highway 4К85 "Elatong - Yangizamonk" in its significance road network of Izbaskan district takes a special place, providing easy connections between areas of Andijan region and Namangan region through the highway 4R116 "Namangan -Uychi - Uchkurgan - Hakkulobod - Andijan", also to the city Andijan.

4К93 Bulakbashi – Shirmonbulok - Kurgoncha (8km) In accordance with the traffic volume, speed and composition of the traffic flow, as well as the functional values, highway 4K93 "Bulakbashi – Shirmonbulok - Kurgoncha" in the section km 0- km 4, km 10 - km 14 refers to public roads of local importance in Andijan region. The designed road section refers to the IV - V technical category. Beginning of overhaul road KP 0 + 00 corresponds to 7 km of the road 4R137 "Khodjabad - Bulakbashi - Kulla-Ukchi", the end of the route KP 140 + 12 corresponds to 13 km of the road R137 "Khodjabad - Bulakbashi - Kulla-Ukchi". Highway 4K93 "Bulakbashi – Shirmonbulok - Kurgoncha" in its significance road network of Iz- baskan district takes a special place, providing easy connections between areas of Andijan region and with an exit on Uzbek national highway through 4R251 "A373 highway Bulakbashi" and through highway 4R137 "Khodjabad - Bulakbashi - Kulla-Ukchi", also on the highway 4R138 "Shakhrikon - Asaka - Markhamat - Kizilkiya", through the highway 4R137 "Khodjabad - Bulakba- shi - Kulla-Ukchi"

4К95 Chakar sport boarding school (6 km) In accordance with the traffic volume, speed and composition of the traffic flow, as well as the functional values, highway 4K95 "Chakar sport boarding school" in the section km 0-km 6 refers to public roads of local importance in Andijan region. The designed road section refers to the IV technical category. Beginning of overhaul road KP 0 + 00 corresponds to 11 km of the road 4R137 "Khodjabad - Bulakbashi - Kulla-Ukchi", the end of the route KP 44 + 68 corresponds to 5 km of the road R137 "Khodjabad - Bulakbashi - Kulla-Ukchi". Highway 4K95 "Chakar sport boarding school" in its significance road network of Izbaskan district takes a special place, providing easy connections between areas of Andijan region and with an exit on Uzbek national highway through 4R251 "A373 highway Bulakbashi" and through highway 4R137 "Khodjabad - Bulakbashi - Kulla- Ukchi", also on the highway 4R138 "Shakhrikon - Asaka - Markhamat - Kizilkiya", through the highway 4R137 "Khodjabad - Bulakbashi - Kulla-Ukchi"

4K98 Jalabek – Temirxoja - Ijtimoyat (10km) In accordance with the traffic volume, speed and composition of the traffic flow, as well as the functional values, highway 4K98 "Jalabek – Temirxoja - Ijtimoyat " refers to public roads of local importance in Andijan region. The designed road section refers to the IV-V technical category. Beginning of overhaul road KP 0 + 00 corresponds to 1 km of the road 4К98А, the end of the route KP 103+24 corresponds to 10+300 km of the same road. Highway 4K98 "Jalabek – Temirxoja - Ijtimoyat" in its significance road network of Altinkul district takes a special place, providing easy connections of western part of the city with areas of Andijan region, and access to the Uzbek national highway and it is an access road to the city of Andijan.

4К103 Asaka – Dasturhonchi - Kayirma (8km) In accordance with the traffic volume, speed and composition of the traffic flow, as well as the functional values, highway 4К103 "Asaka – Dasturhonchi - Kayirma" refers to public roads of local importance in Andijan region. The designed road section refers to the IV-III technical category. Beginning of overhaul road KP 0 + 00 corresponds to 163 km of the road 4P112 "Fergana circle", the end of the route KP 82+00 corresponds to 8+200 km of the same road. Highway "Asaka – Dasturhonchi - Kayirma" in its significance road network of Asaka district takes a special place,

providing easy connections of north-western part of the city Asaka with areas of Andijan region, and access to the Uzbek national highway and it is an access road to the city of Asaka.

4К104А Beshkurgon kishlok (4km) In accordance with the traffic volume, speed and composition of the traffic flow, as well as the functional values, highway 4К104А "Beshkurgon kishlok" refers to public roads of local importance in Andijan region. The designed road section refers to the IV technical category. Begin- ning of overhaul road KP 0 + 00 corresponds to the end of the road KP 82+00 corresponds to 3+550 km of the same road. Highway 4К104А "Beshkurgon kishlok" in its significance road network of Asaka district takes a special place, providing easy connections betwen Andijan region with City of Asaka and woth other districts of Fergana region, and access to the Uzbek national highway through highway 4К103 "Asaka – Dasturhonchi - Kayirma" and on the 4Р138 "Shakhrikhon - Asaka - Markhamat - Kizilkiya".

4К105 Asaka – Kayragoch - Niyozbotir (11 km) In accordance with the traffic volume, speed and composition of the traffic flow, as well as the functional values, highway 4К105 "Asaka – Kayragoch - Niyozbotir" refers to public roads of local importance in Andijan region. The designed road section refers to the III-IV technical category. Beginning of overhaul road KP 0 + 00 corresponds to 18 km of highway 4Р138 "Shakhrikhon - Asaka - Markhamat - Kizilkiya", the end of the road KP 101+97 corresponds to 174 km+500 of highway 4P112 "Fergana circle. Highway 4К105 "Asaka – Kayragoch - Niyozbotir" in its significance road network of Asaka district takes a special place, providing easy connections betwen districts of Andijan region with City of Asaka and with other districts of Fergana region, and access to the 4P112 "Fergana circle and to the 4Р138 "Shakhrikhon - Asaka - Markhamat - Kizilkiya". Highways 4K105 "Asaka – Kayragoch - Niyozbotir" is the access road to the town of Asaka.

4К107 Niyozbotir – Polvontosh - Korakurgon (9km) In accordance with the traffic volume, speed and composition of the traffic flow, as well as the functional values, highway 4K107 "Niyozbotir – Polvontosh - Korakurgon" in the section on km 6- km 15 refers to public roads of local importance in Andijan region. The designed road section refers to the IV technical category. Beginning of overhaul road KP 0 + 00 corresponds to 6 km of the road 4K107 "Niyozbotir – Polvontosh - Korakurgon", the end of the route KP 91 + 98 corresponds to 15 km of the road 4K107 "Niyozbotir – Polvontosh - Korakurgon". Highway 4K107 "Niyozbotir – Polvontosh - Korakurgon" in its significance road network of Markhamat district takes a special place, providing easy connections between districts of Andijan region and with an exit on on districts of Fergana region through highway 4P112 "Fergana circle" and to the city of Andijan. Highway 4K107 "Niyozbotir – Polvontosh - Korakurgon" provides a link of the most roads of local and republican values.

4Н1071 Khonobod - Turkobod (7km) In accordance with the traffic volume, speed and composition of the traffic flow, as well as the functional values, highway 4Н1071 "Khonobod - Turkobod" in the section on km 0-km 7 refers to public roads of local importance in Andijan region. The designed road section refers to the IV technical category. Beginning of overhaul road KP 0 + 00 corresponds to 577 km of the road M41 "Bishkek – Dushanbe - Termez", the end of the route KP 66 + 38 corresponds to km 6+638 of the road 4Н1071 "Khonobod - Turkobod". Highway 4Н1071 "Khonobod - Turkobod" in its significance road network of Kurgantepa district takes a special place, providing easy connections with the roads of general use of local and national significance of Andijan region, and with city Khonobod and with access to the Uzbek national highway through highway 4P136 "Kutarma - Korasu - Topolinok".

4H110 Dostlik – Jumashuy – Soybuyi (8 km) In accordance with the traffic volume, speed and composition of the traffic flow, as well as the functional values, highway 4H110 "Dostlik – Jumashuy – Soybuyi" in the section on km 5-km 13 refers to public roads of local importance in Andijan region. The designed road section refers to the IV-V technical category. Beginning of overhaul road KP 0 + 00 corresponds to 5 km of the road 4H110 "Dostlik – Jumashuy – Soybuyi", the end of the route KP 75 + 14 corresponds to km of the road 4P120 "Iskhovot - Kosonsoy - Turakurgon - Jomashuy - Siyibuyi - A373 highway". Highway 4H110 "Dostlik – Jumashuy – Soybuyi" in its significance road network of Ulugnar district

takes a special place, providing easy connections with the roads of general use of local and national significance of Andijan, Fergana and Namangan regions, and with access to the Uzbek national highway through highway 4P120 "Iskhovot - Kosonsoy - Turakurgon - Jomashuy - Siyi- buyi - A373 highway".

2.4 Description of project roads in Namangan region

4К455А Pop city - Olmos village - – Arikbuyi village - Ziyevutkhon - highway Toymas village (2 km). The site of the highway is located in Chusts rayon of the Namangan region. KP 0+00 is taken for the beginning of the route of the highway, it is km 0 of the highway 4k455a " Pop city - Olmos village - – Arikbuyi village - Ziyevutkhon - highway Toymas village.". KP 21+32 is taken for the end of the route, it is km 2 of the above-mentioned highway. The extent of the project site of the highway makes 2,132 km. The designed road section refers to the V technical category. Use of material of the dismantled asphalt concrete covering is provided for rational use of material and reduction of the costs for capital repairs of a site of the highway for organization of the lower layer of the roadbase. Dribble feed of roadsides is provided by gravel and sand mix in accordance with GOST 25607-2009. Installation missing barriers of the first group of steel concrete blocks 1BDO- 3.100 with general extent 339 running meter and alarm columns CC160.16 in number of 80 pieces is provided for providing required traffic safety. The arrangement of new sidewalks with general extent of 1109 running meter is provided for the organization of pedestrian movement.

4К455 Pop city – Olmos village – Arikbuyi village - Ziyevutkhon village (12 km) The site of the highway is located in Pop rayon of the Namangan region. KP 0+00 is taken for the beginning of the route of the highway, it is km 6 of the highway 4k455 " Pop city – Olmos village – Arikbuyi village - Ziyevutkhon village.". KP 120+00 is taken for the end of the route, it is km 18 of the above-mentioned highway. The extent of the project site of the highway makes 12 km. The designed road section on KP 0+00 – KP 10+80 and KP 59+10- KP 120+00 refers to the IV technical category. The designed road section on KP 10+80- KP 59+10 refers to the III technical category. Use of material of the dismantled asphalt concrete covering is provided for rational use of material and reduction of the costs for capital repairs of a site of the highway for organization of the lower layer of the roadbase. Dribble feed of roadsides is provided by gravel and sand mix in accordance with GOST 25607-2009. Installation missing barriers of the first group of steel concrete blocks 1BDO-3.100 with general extent 1017 running meter and alarm columns CC160.16 in number of 486 pieces is provided for providing required traffic safety. The arrangement of existing sidewalks with general extent of 360 running meter and arrangement of new sidewalks general extent 3995 running meter is provided for the organization of pedestrian movement.

4Н463 Pokhollikkul - Rovut village-Radivon village – Norkent village - Korayantok village (30 km) The site of the highway is located in Yangikurgan rayon of the Namangan region. KP 0+00 is taken for the beginning of the route of the highway, it is km 0 of the highway 4H463 " Pokhollikkul - Rovut village-Radivon village – Norkent village - Korayantok village ". KP 309+67 is taken for the end of the route, it is km 30,9 of the above-mentioned highway and it is km 23,8of the 4Р113 highway. The extent of the project site of the highway makes 30,967 km. The designed road section on KP 0+00 – KP 35+00 and KP 184+60 - KP 257+80 refers to the V technical category. Use of material of the dismantled asphalt concrete covering is provided for rational use of material and reduction of the costs for capital repairs of a site of the highway for organization of the lower layer of the roadbase. Dribble feed of roadsides is provided by gravel and sand mix in accordance with GOST 25607-2009. Installation missing barriers of the first group of steel concrete blocks 1BDO-3.100 with general extent 4362,0 running meter and alarm columns CC160.16 in number of 160,0 pieces is provided for providing required traffic safety. The arrangement of existing sidewalks with general extent of 3800 running meter and arrangement of new sidewalks general extent 34359 running meter is provided for the organization of pedestrian movement.

4К427 4Р 112 highway – Pop railway station (5 km) The site of the highway is located in Pop rayon of the Namangan region. KP 0+00 is taken for the beginning of the route of the highway, it is km 0 of the highway 4К427 4Р 112 highway – Pop

railway station". KP 50+66 is taken for the end of the route, it is km 5 of the above-mentioned highway. The extent of the project site of the highway makes 5,066 km. The designed road section on KP 0+00 – KP 32+50 refers to the II technical category. The designed road section on KP 33+30– KP 50+66 refers to the III technical category. Use of material of the dismantled asphalt concrete covering is provided for rational use of material and reduction of the costs for capital repairs of a site of the highway for organization of the lower layer of the roadbase. Dribble feed of roadsides is provided by gravel and sand mix in accordance with GOST 25607-2009. Installa- tion missing barriers of the first group of steel concrete blocks 1BDO-3.100 with general extent 105 running meter and alarm columns CC160.16 in number of 100 pieces is provided for providing required traffic safety. The arrangement of existing sidewalks with general extent of 2332 running meter is provided for the organization of pedestrian movement.

4К462а 4Р121 highway "Gova village" (3+9 km) Site 0-3 km

The site of the highway is located in Chust rayon of the Namangan region. KP 0+00 along KP 21+45 passes across the town Chust. KP 0+00 is taken for the beginning of the route of the highway, it is km 0 of the highway 4К462а 4Р121 highway "Gova village". KP 31+70,9is taken for the end of the route, it is km 3 of the above-mentioned highway. The extent of the project site of the highway makes 3,17 km. The designed road section on KP 0+00 – KP 21+45 refers to the II technical category.

Site 8-19 km

The site of the highway is located in Chust rayon of the Namangan region. KP 0+00 is taken for the beginning of the route of the highway, it is km 8 of the highway 4К462а 4Р121 highway "Gova village. KP 107+92 is taken for the end of the route, it is km 19 of the above-mentioned highway. The extent of the project site of the highway makes 10,79 km. The designed road section on KP 0+00 – KP 107+92 refers to the IV technical category. Use of material of the dismantled asphalt concrete covering is provided for rational use of material and reduction of the costs for capital repairs of a site of the highway for organization of the lower layer of the roadbase. Dribble feed of roadsides is provided by gravel and sand mix in accordance with GOST 25607-2009. Installa- tion missing barriers of the first group of steel concrete blocks 1BDO-3.100 with general extent 732 running meter and alarm columns CC160.16 in number of 70 pieces is provided for providing required traffic safety. The arrangement of existing sidewalks with general extent of 7780 running meter is provided for the organization of pedestrian movement.

4К435 Khakullobod city - Shoyitmazor village -Norinkala village (13 km) The site of the highway is located in Naryn rayon of the Namangan region. KP 0+00 is taken for the beginning of the route of the highway, it is km 6 of the highway 4К435 Khakullobod city - Shoyitmazor village -Norinkala village. KP 129+95,99is taken for the end of the route, it is km 19 of the above-mentioned highway. The extent of the project site of the highway makes 12,96 km. The designed road section refers to the IV technical category. Use of material of the dismantled asphalt concrete covering is provided for rational use of material and reduction of the costs for capital repairs of a site of the highway for organization of the lower layer of the roadbase. Dribble feed of roadsides is provided by gravel and sand mix in accordance with GOST 25607-2009. Installation missing barriers of the first group of steel concrete blocks 1BDO-3.100 with general extent 4509,0 running meter and alarm columns CC160.16 in number of 850,0 pieces is provided for providing required traffic safety. The arrangement of new sidewalks with general extent of 10248 running meter is provided for the organization of pedestrian movement.

4К436 Yorkurgon village - Mevazor village-Kizilrovot village (20 km) The site of the highway is located in Uychin rayon of the Namangan region. KP 0+00 is taken for the beginning of the route of the highway, it is km 4 of the highway 4К436 Ёрқўрғон village - Mevazor village-Kizilrovot village. KP 203+62,26 is taken for the end of the route, it is km 24 of the above-mentioned highway. The extent of the project site of the highway makes 20,362 km. The designed road section refers to the IV technical category. Use of material of the dismantled asphalt concrete covering is provided for rational use of material and reduction of the costs for capital repairs of a site of the highway for organization of the lower layer of the roadbase. Dribble

feed of roadsides is provided by gravel and sand mix in accordance with GOST 25607-2009. Installation missing barriers of the first group of steel concrete blocks 1BDO-3.100 with general extent 3279 running meter and alarm columns CC160.16 in number of 2293 pieces is provided for providing required traffic safety. The arrangement of existing sidewalks with general extent of 5376 running meter is provided for the organization of pedestrian movement.

4К447 Kosonsoy city – Islarkhon village – Usmon Yusupov village (20 km) The site of the highway is located in Kasansoy rayon of the Namangan region. KP 0+00 is taken for the beginning of the route of the highway, it is km 0 of the highway 4К447 Kosonsoy city – Islarkhon village – Usmon Yusupov village. KP 192+51is taken for the end of the route, it is km 20 of the above-mentioned highway. The extent of the project site of the highway makes 19,251 km. The designed road section on KP 0+00 – KP 10+00 and KP 80+00 – KP 90+00 refers to the III technical category. Installation missing barriers of the first group of steel concrete blocks 1BDO- 3.100 with general extent 1167 running meter and alarm columns CC160.16 in number of 630 pieces is provided for providing required traffic safety. The arrangement of existing sidewalks with general extent of 5056 running meter is provided for the organization of pedestrian movement.

4К467 Uchkurgon city - Norinkala village (22 km) The site of the highway is located in Uchkurgan rayon of the Namangan region. KP 0+00 is taken for the beginning of the route of the highway, it is km 0 of the highway 4К467 Uchkurgon city - Norinkala village. KP 227+17 is taken for the end of the route, it is km 22 of the above-mentioned highway. The extent of the project site of the highway makes 22,717 km. The designed road section on KP 0+00 – KP 20+00 refers to the II technical category. Installation missing barriers of the first group of steel concrete blocks 1BDO-3.100 with general extent 819 running meter and alarm columns CC160.16 in number of 280 pieces is provided for providing required traffic safety. The transfer of the existing support electric lighting in dark time in number of 25 pieces is provided according to requirements of item 2.7 ShNK 2.05.02-07. . 4К483 Pop city -"Parda Tursun" - Kandigan village (23 km) The site of the highway is located in Pop rayon of the Namangan region. KP 0+00 is taken for the beginning of the route of the highway, it is km 7 of the highway 4К483 Pop city -"Parda Tursun" - Kandigan village. KP 232+27 is taken for the end of the route, it is km 30 of the above-mentioned highway. The extent of the project site of the highway makes 23,227 km. The designed road section refers to the IV technical category. Installation missing barriers of the first group of steel concrete blocks 1BDO-3.100 with general extent 5046 running meter and alarm columns CC160.16 in number of 494 pieces is provided for providing required traffic safety. The arrangement of existing sidewalks with general extent of 4788 running meter and arrangement of new sidewalks with general extent of 11212 running meter is provided for the organization of pedestrian movement.

2.5 Description of project roads in Fergana region 4К-883 Yangikurgon Kurgoncha – Khov (8 km) In accordance with the traffic volume, speed and composition of the traffic flow, as well as the functional values, highway 4К-883 «Yangikurgon Kurgoncha - Khov" in the section km2-km13 refers to public roads of local importance in Fergana region. The designed road section refers to the IV-V technical category (from KP 0+00 till KP 43+00 and from KP 51+60 till KP 78+11 IV – technical category, from KP 43+00 till KP 51+60 V technical category). Beginning of overhaul road KP 0 + 00 corresponds to 8 km of the same road, the end of the route KP 78+11 corresponds to 16 km of the same road. Highway 4К-883 «Yangikurgon Kurgoncha - Khov" in its significance road network of Buvandin district takes a special place, providing convenient transport communication of some villages of the area with the regional center Buvayda.

4Н-900 Dangara.- Beshkapa – Shildir (7 km) In accordance with the traffic volume, speed and composition of the traffic flow, as well as the functional values, highway 4Н-900 «Dangara.- Beshkapa - Shildir" in the section km2-km13 refers to public roads of local importance in Fergana region. The designed road section refers to the IV- V technical category (from KP 0+00 till KP 14+00 and from KP 16+58 till KP 54+86 IV – technical category, from KP 58+96 till KP 70+56 V technical category). Beginning of overhaul road KP 0 +

00 corresponds to km 0.0 of 4Н-900 «Dangara - Beshkapa - Shildir". Highway 4Н-900 «Dangara.- Beshkapa - Shildir" in its significance road network of Izbaskan district takes a special place in a road network of Dangarа district with the regional center Dangara, also its exit to the Uzbek national highway.

4К-881 Uchkuprik – Jaloyip – Arab (4 km) In accordance with the traffic volume, speed and composition of the traffic flow, as well as the functional values, highway 4К-881 «Uchkuprik – Jaloyip - Arab refers to public roads of local importance in Fergana region. The designed road section refers to the III-IV technical category (from KP 0+00 till KP 30+00 - IV technical category, from KP 0+00 till KP 10+00 and from KP 30+00 till KP 39+91 IV technical category). Beginning of overhaul road KP 0 + 00 corresponds to 11 km of the highway 4K-881, the end of the route KP 39+91 corresponds to 15,0 km of the same road. Highway 4К-881 «Uchkuprik – Jaloyip - Arab» in its significance road network of Uchkuprik district takes a special place, providing convenient transport communication of rural district Uchkuprik with district center and nearby districts of the region.

4К-923 A Yaypan – Rapkon – Besharik – Chilmakhram highway «Besharik city (5 km) In accordance with the traffic volume, speed and composition of the traffic flow, as well as the functional values, highway 4К-923a «Yaypan – Rapkon – Besharik – Chilmakhram highway «Be- sharik city” refers to public roads of local importance in Fergana region. The designed road section refers to the III technical category (from KP 0+00 till KP 17+78- main streets of the district values, with KP 17+78 till KP 51+54 III technical category). Beginning of overhaul road KP 0 + 00 corresponds to 0,0 km of the highway 4K-923, the end of the route KP 51+54 corresponds to 5 km of the same road. Highway 4К-923a «Yaypan – Rapkon – Besharik – Chilmakhram highway «Besharik city” is located in western part of the Fergana region in the territory of the regional center of Uzbekistan district and rural areas and Islom and Nursuh. The highway provides connections to other main streets and roads with external public network, such as 4P-154 "Kokand - Yaypan - Shorsu - Isfara".

4К-923 Yaypan - Rapkon – Besharik – Chilmakhram highway (3 km) In accordance with the traffic volume, speed and composition of the traffic flow, as well as the functional values, highway 4К-923 «Yaypan - Rapkon – Besharik – Chilmakhram highway” refers to public roads of local importance in Fergana region. The designed road section refers to the main streets of the district values. Beginning of overhaul road KP 0 + 00 corresponds to 1,5 km of the highway 4К-923a «Yaypan – Rapkon – Besharik – Chilmakhram highway «Besharik city”, the end of the route KP 30+00 corresponds to 4,5 km of the same road. Highway 4К-923 «Yaypan - Rapkon – Besharik – Chilmakhram highway” on the value of the road network in Besharikskogo district occupies a special place, providing easy connections to other main streets, as well as access to the highway A-376 "Kkukon - Jizzakh"

4К-898 A Chimboy – Novkat highway «Besharik city (2 km) In accordance with the traffic volume, speed and composition of the traffic flow, as well as the functional values, highway 4K898a „Chimboy – Novkat highway „Besharik city “refers to public roads of local importance in Fergana region. The designed road section refers to the IV technical category (from KP 0+03 till KP 3+86- main streets of the district values, with KP 4+00 till KP 20+00 V technical category). Beginning of overhaul road KP 0 + 00 corresponds to 30,3 km of the highway 4K-923, the end of the route KP 20+00 corresponds to 2 km of the same road. Highway 4K898a „Chimboy – Novkat highway „Besharik city “is It located in the north-western part of the Fergana region in the territory of Besharik districts in the villages Chimboy and Bechari.The highway provides a transport link of settlements Chimboy and Bechari with external roads of general network, such as 4K-923 'Yaypan - Rapkon -. Beshariq - Chilmahram "

4К-897 B Besharik city – Oktovuk – Chorvokturgancha - Khalkabod highway «Dekhkontuda village (6 km)» (2 km) In accordance with the traffic volume, speed and composition of the traffic flow, as well as the functional values, highway 4К-897б «Besharik city – Oktovuk – Chorvokturgancha - Khalkabod highway «Dekhkontuda village” refers to public roads of local importance in Fergana region. The designed road section refers to the V technical category (from KP 0+00 till 1+255 V technical

category). Beginning of overhaul road KP 0 + 00 corresponds to 0 km of the highway 4К-896, the end of the route KP 1+255 corresponds to 2 km of the same road. Highway 4К-897б «Besharik city – Oktovuk – Chorvokturgancha - Khalkabod highway «Dekhkontuda village” is located in the north-western part of the Fergana region in the territory of regional center of the Besharik district and the village Dehkituda. The highway provides connections to other local streets and with external roads of public network, such as 4K-896 'Beshariq - Chorvokturgonchi - Balikchidik hu- zhaligi ".

4К-899 Besharik – Beshkala - Arikbosh- Kiyali (1 km) In accordance with the traffic volume, speed and composition of the traffic flow, as well as the functional values, highway 4К-899 «Besharik – Beshkala - Arikbosh- Kiyali” refers to public roads of local importance in Fergana region. The designed road section refers to the IV technical category (from KP 0+00 till 1+002 V technical category). Beginning of overhaul road KP 0 + 00 corresponds to 0 km of the highway 4К-899, the end of the route KP 1+002 corresponds to 1 km of the same road. Highway 4К-899 «Besharik – Beshkala - Arikbosh- Kiyali” is located in the north- western part of the Fergana region in the territory of regional center of the Besharik district and the villages Arikboshi and Ashon. The highway provides connections to other local streets and with external roads of public network, such as 4К-923 «Yaypan - Rapkon – Besharik – Chilmakhram highway”.

4К-862 Abay – Canal Katta Andijan – Burdokchilik center (6 km) In accordance with the traffic volume, speed and composition of the traffic flow, as well as the functional values, highway 4К-862 «Abay – Canal Katta Andijan – Burdokchilik center” refers to public roads of local importance in Fergana region. The designed road section refers to the IV technical category (from KP 0+00 till 10+60, from 17+28 till KP 60+18) and III technical category (from KP 10+60 till KP 17+82). Beginning of overhaul road KP 0 + 00 corresponds to 3,0 km of the highway 4К-862, the end of the route KP 60+17,86 corresponds to km KP 9+00 of the same road. Highway 4К-899 «Besharik – Beshkala - Arikbosh- Kiyali” is located in the north-western part of the Fergana region in the territory of regional center of the Besharik district and the villages Arikboshi and Ashon. The highway provides connections to other local streets and with external roads of public network, such as 4К-923 «Yaypan - Rapkon – Besharik – Chilmakhram highway”. The highway 4К-862 «Abay – Canal Katta Andijan – Burdokchilik center” on the value of the road network in Kushtepa district occupies a special place, providing easy connections and passes settlements of the city Ukchi, Beshkapa and Korazhiyda.

2.6 Scope of Work The purpose of this report is to provide an assessment of the potential environmental impacts that need to be taken into account with regard to the construction and operation of the project road sites. The ESMF provides an initial screening of the activities to be carried out under the proposed project, with the intention of identifying potentially significant environmental impacts, and deter- mining appropriate environmental management, mitigation and monitoring measures.

In addition, the ESMP aims to identify the likely impacts, both positive and negative, and assess the impacts on the environment of the planned road construction project undertaken by the Gov- ernment through the RRF. The objective is to ensure that the environment and the local community are not adversely affected by the road development. In order to achieve this objective, all negative impacts have to be mitigated and these costs must be included in the financial and economic analysis of the project. The overall aim is to ensure that the road development project is environmentally sound and sustainable in accordance with international requirements. The recommendations of this report concerning the construction period shall be incorporated into the contractors’ specifications of the Project. The tender and contract documents will clearly set out the contractor’s obligations to undertake the environmental mitigation measures as set out in this ESMP and to be appended to contract specifications. During the construction period it is important that the contractor undertakes all activities in accordance with contract specifications and manages all site activities in an environmentally sustainable manner. Implementation of mitigation measures during the construction stage will be the responsibility of the contractor in compliance with the contract specifications and loan requirements. The environmental specialists of project

supervision consultant should supervise the monitoring of implementing mitigation measures during the construction stage.

The scope of work includes the following:

 Nature of potential impacts of the project, their magnitude, duration, and spatial distribution of impacts; identification of affected groups;  Information on potential mitigation measures to minimize the impact;  Review and analysis of the environmental and social considerations of alternative alignments; and  Formulation of an environmental management and monitoring plan.

3. LEGAL AND ADMINISTRATIVE FRAMEWORK

3.1 Requirements for Environmental Assessment in the Republic of Uzbekistan

Environmental impact of the proposed Project is regulated by a number of environmental legislative acts of the Republic of Uzbekistan (RUz). The Project provides the usage of old pavement in the existing right-of-way (RoW). As to extraction of materials - the project plans to use licensed borrow pits that have already been in operation. Basically extraction of construction material from unlicensed borrows pits including river beds must be prevented by the construction supervision. It is planned to use the arterial roads available for all borrow areas for material haulage and therefore no new disturbance sources should occur. According to the article 11 of the Republic of Uzbekistan State Environmental Expertise Act, the EIA is required for reconstruction of roads (facilities).

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. Relevant environmental laws and regulations in the framework of the present Project include:

 “On Environmental Protection” (1992), establishing a legal, economic and organizational framework for environment protection, ensuring sustainable development and defining principles including State Ecological Expertise (SEE);  “On Water and Water Use” (1993), ensuring rational water use, protection of water resources, prevention and mitigation of negative impacts and compliance with national legislation;  “On Land Code” (1998) provides basic norms and rules for land use and stipulates the land rights;  “On the Concept of National Security” (1997), a principle framework for achieving national ecological security, etc.;  “On the Protection and Use of Flora (plants)” (1997) regulates relations in the field of protection and use of flora (plants) growing in natural conditions, as well as wild plants kept under crop conditions for their reproduction and genetic conservation;  “On Ecological Expertise” (2001) provides for mandatory expert assessment of impacts on the environment and human health, as well as a legal basis for conducting expert assessments;  “On Ecological control” (2013) regulates relations in the field of environmental control. The main objectives of environmental control are prevention, detection and suppression of violations of environmental regulations; monitoring of environmental situations that may lead to environmental pollution, unsustainable use of natural resources, endangering the life and health of citizens.  “On Atmospheric Air Protection” (1996) (as amended on 10.10.2006) describes regulations on atmosphere protection and its objectives. It specifies standards, quality and deleterious effect norms, requirements on fuels and lubricants, production and operation of vehicles and other transport means and equipment, ozone layer protection requirements, obligations of enterprises, institutions and organizations toward atmospheric protection, and compensations for damages from atmospheric pollutions. The Cabinet of Ministries of the Republic of Uzbekistan, Goskompriroda and local government bodies are responsible for implementing the law.  “On Wastes” (2002) addresses waste management, exclusive of emissions and air and water pollution, and confers authority to the Goskompriroda concerning inspections, coordination, ecological expertise and establishing certain parameters with regard to the locations where waste may be processed.  “On Subsoil” (1994) aims to ensure sustainable and integrated use of mineral resources to meet the needs of the mineral raw materials and other needs, protection of mineral resources, environment, safety of operations in subsoil use and protection of subsoil users, protecting the interests of individuals, society and state.

Article 11 of the RUz State Environmental Expertise Act defines the activities that require EIA and the process to undertake the EIA. The following activities require implementation of an EIA:

 drafts of the state programs, concepts, schemes of placement and development of productioncapacities, sectors of economy and social sphere;  materials onselection of the land plots for all types of construction;  pre-design and design documentation;  drafts of the standard and technical and instructive-methodological documents regulating the economic and other activities connected with the use of natural resources;  documentation on creation of new types of equipment, technologies, materials, substances, production;  operating enterprises and other objects having negative impact on environment and health of citizens;  all types of town-planning documentation;  objects with special legal regime. Materials of EIA on the designed objects containing the following are submitted by the customer for the state environmental expertise:

 Description of the project or planned activity;  Possible alternatives for the project or planned activity;  Description of the existing environment;  Types and degree of impact on environment and population;  Forecast on any possible changes in environmental quality;  Description of socio-economic and ecological consequences; and  Actions to prevent environmental damage or mitigate the level of ecological risk. Once prepared the EIA is reviewed by the authorized government body on environmental protection.

3.2 Assessment Requirements of the World Bank

The World Bank undertakes environmental screening of proposed projects to determine the appropriate extent and type of environmental assessment (EA). The World Bank classifies proposed projects into one of four categories, depending on the type, location, sensitivity, and scale of the project and the nature and magnitude of its potential environmental impacts.

 Category A – describes a proposed project if it is likely to have significant adverse environmental impacts that are sensitive, diverse, or unprecedented. These impacts may affect an area broader than the sites or facilities subject to physical works. EA for a Category A project is an environmental impact assessment (EIA) which examines the project's potential negative and positive environmental impacts, compares them with those of feasible alternatives (including the "without project" situation), and recommends any measures needed to prevent, minimize, mitigate, or compensate for adverse impacts and improve environmental performance;  Category B – describes a project if its potential adverse environmental impacts on hu- manpopulations or environmentally important areas (including wetlands, forests, grass- lands, and other natural habitats) are less adverse than those of Category A projects. Theseimpacts are site-specific; few if any are irreversible; and in most cases mitigation measurescan are designed.  Category C – describes a project if it is likely to have minimal or no adverse environmental impacts. Beyond screening, no further EA action is required for a Category C project;

3.3 Recommended Categorization of the Project

The World Bank’s system of environmental categorization is determined according to the likeli- hood and magnitude of risk associated with a project (and subprojects) when implemented without mitigation.

Basically allof the project sections are considered to be Category B since impacts can be mitigated on site.

3.4 World Bank Safeguards Requirements

The objective of environmental and social safeguards is to prevent and mitigate undue harm to people and their environment in the development process. Safeguard policies are the cornerstone of the assistance provided to developing countries by their development partners. The policies provide guidelines for donors and borrowers in the identification, preparation, and implementation of programs and projects. The following safeguards requirements were considered during implementation of the ESMP.

3.4.1 Environmental Assessment (OP/BP 4.01)

This policy requires EA of projects to help ensure that they are environmentally sound and sustainable. EA evaluates a project's potential environmental risks and impacts; examines project alternatives; identifies ways of improving the project by preventing, minimizing, mitigating, or com- pensating for adverse environmental impacts and enhancing positive impacts. Projects that will affect the environment (temporary or permanently) will be subject to EA. The depth of the EA is function of the level of socio-environmental risk associated with a project (i.e. the project category) and depending on the significance of impacts, either an ESMP or IEE is required. As some alignments are proposed to be Category A and B and some risks for the environment cannot be excluded according to World Bank policy and ESMP was conducted.

3.4.2 Natural Habitats (OP/BP 4.04)

This policy promotes and supports natural habitat conservation and improved land use by requiring that projects integrate conservation of natural habitats and the maintenance of ecological functions into the project design. If a project is located in a protected area or considered as a critical or sensitive area from an environmental point of view, or if a project can cause irreversible damages to such areas, it will be excluded from financing. This OP/BP has been applied accordingly.

3.4.3 Physical Cultural Resources (OP/BP 4.11)

This policy requires the protection of "cultural property" (including archaeological, historic, reli- gious sites as well as areas of unique natural value). Cultural property comprises remains left by previous human inhabitants and unique natural environmental features such as canyons and wa- terfalls. Projects that will significantly damage non-replicable cultural property will be excluded from funding. Projects shall include a plan for the protection and/or enhancement of cultural prop- erties accidentally encountered (“chance findings”). This OP/BP plays a minor role during this assessment as impacts on cultural property are unlikely to appear.

3.4.4 Forests (OP/BP 4.36)

The Bank's current forests policy aims to reduce deforestation, enhance the environmental con- tribution of forested areas, promote reforestation, reduce poverty, and encourage economic development. This policy includes adoption of a comprehensive and environmentally sound forestry conservation and development plan that clearly defines the roles and rights ofthe government, the private sector, and local people. As forests do not exist within the project area this OP/BP plays a minor role within the ESMP to be conducted.

3.4.5 Involuntary Resettlement (OP/BP 4.12)

This policy covers the direct economic and social impacts that are caused by the involuntary taking of land resulting in (i) relocation or loss of shelter; (ii) loss of assets or access to assets; or (iii) loss of income sources or means of livelihood, whether or not the affected persons must move to another location; or the involuntary restriction of access to legally designated parks and protected areas resulting in adverse impacts on livelihoods. If a project requires either land acquisition or resettlement (as defined above) either a shortened or full Resettlement Plan (RP) will be required, depending on the scale of the impact (significant or non-significant).

Update of the existing Resettlement Policy Framework (RPF) is implemented under the FS since some resettlement action cannot be excluded under this project.

3.4.6 International Waters (OP/BP 7.50)

OP/BP 7.50 on Projects on International Waters was not triggered. No international waterways will be affected by the project as The project area does not include any international waters. The impact on the hydrological regime and flow pattern of rivers crossed by bridges will be insignificant, as their hydrological flow pattern will remain entirely unchanged.

3.4.7 Safety of Dams (OP/BP 4.37)

OP/BP 4.37 on the Safety of Dams was not triggered. No dam safety issues were found during the site appraisal. The project area does not include any dams.

3.4.8 Pest Management (OP 4.09)

This policy is not triggered. The project will not procure any pesticides nor will an increased use of pesticides result from the project. No action is required under the policy.

4. ASSESSMENT OF THE ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

4.1 Methodology of the Environmental and Social Management Plan (ESMP)

The purpose of the Environmental and Social Management Plan (ESMP) is to define the baseline environmental conditions in order to identify and assess the impacts of the various activities of the proposed project. This report has updated the original EIA, supplemented it with new and more recent data, and included an analysis of World Bank requirements and those of Republic of Uzbekistan. In addition, an Environmental Mitigation Plan (EMP) and Environmental Monitoring Plan (EMoP) have been prepared.

The following methodology was applied:

 Existing baseline data (including all available environmental legislation and guidelines) and relevant reports from previous projects were collected, reviewed and ana- lysed.  Discussions held with local experts from the Republican Road Fund and the local associate, Design Institutes «YO’L-INSHOAT LOYIHA» and «FERGA- NAYO’LLOYIHA»  Informal interviews and participatory discussions were held with people living and working along the project roads;  Additional public consultation has to be carried out in cities of the project area after publication through RRF due to changes in design, environmental and social issues  Design and engineering data were reviewed and taken into account to identify environmental impacts and mitigation measures during design, construction and operating phase.  A field trip has been implemented from 24 March to 28 March 2016 to examine the proposed alignments from the environmental point of view

The potential environmental impacts have been assessed according to the World Bank policy and the Uzbek environmental legislation. In addition, institutional aspects have been taken into consideration.

4.2 Screening of Impacts

Screening is used to determine the extent of the environmental studies required for the project. This screening is carried out in accordance with the checklist contained in World Bank’s Environ- mental Assessment Sourcebook. Using criteria such as the type, scale and location of project, the sensitivity of the environment and the magnitude of the impacts, the purpose of this checklist is to screen out those impacts of no significance thus enabling the emphasis to be placed on those impacts which require measures for their mitigation.

The purpose of mitigation is the avoidance or reduction of any potential adverse environmental impacts. There are often different alternatives to mitigate certain effects. Selecting mitigation methods to be used should therefore be a joint process between the engineering and environmental specialists. The methods used should be economically feasible and the best available. The selection of appropriate mitigation methods is not however, enough to guarantee the desired outcome. Co-operation and supervision is needed to ensure that the method is implemented cor- rectly. Adequate supervision is frequently neglected.

Each environmental factor which could be affected by implementation of the project has been addressed, and the scope and importance of each potential environmental impact has been assessed. The following definitions of significance of impact have been used in the environmental impact screening:

 No impact - a potential impact is assessed as having no impact if the project activity is physically removed in space or time from the environmental component, or if the impact is so small as to be un-measurable (i.e. negligible). No mitigation measures are required for project activities that will create ‘no impact’;

 Minor impact (positive or negative) - if an impact occurs but does not meet the criteria for a major impact it is considered minor. For minor negative impacts, appropriate mitigation measures have been identified;

 Major impact (positive or negative) - an impact is major if the project has the potential to affect an environmental component. The following criteria are used to determine whether an impact is major; (i) spatial scale of the impact (site, local, regional, or national/ international); (ii) time horizon of the impact (short, medium, or long term); (iii) magnitude of the change in the environmental component brought about by the project activities (small, moderate, large); (iv) importance to local human populations; (v) compliance with international, national, provincial, or district environmental protection laws, standards, and regulations; and (vi) compliance with guidelines, policies, and regulations of Uzbekistan and World Bank. Where potential major negative impacts are identified, mitigation measures are developed to reduce them to acceptable levels; and

 Unknown impact - the potential impact of the project will be assessed as being unknown if the magnitude of the effect cannot be predicted for any of the following reasons; (i) the nature and location of the project activity is uncertain; (ii) the occurrence of the environmental component within the study area is uncertain; (iii) the time scale of the effect is unknown; or (iv) the spatial scale over which the effect may occur is unknown. Where possible mitigation measures are identified for impacts categorized as ‘unknown impacts’.

There are several types of impacts to be considered. Direct impacts are caused by a project activity, and occur at the same time and place and can be created during both project construction and operation. Direct impacts will be limited in this project because the work is to be concentrated within existing rights-of-way (RoW) of the road for the most part, and along currently unformed tracks and routes.

Indirect impacts, which may include growth-inducing impacts, are caused by a project activity, or the overall project, and while they are later in time or farther removed in distance, they are still reasonably foreseeable.

Short-term impacts, like the noise and fumes associated with heavy equipment occur during road construction and are usually without long-lasting effects.

The environmental screening for the project identifies the range of potential environmental impacts that occur from activities proposed for the subprojects. Where the environmental impact is deemed to be major (or significant) mitigation measures are provided, generally to be incorporated into the project design documents.

Impacts created during construction activities are dependent on a number of factors including the temporary use of land and its rehabilitation post-construction, ‘best practices’ being employed during construction activities, coordination and cooperation with local authorities in terms of impact management, and strict enforcement of environmental conditions included in project bid documents and specifications and adherence to a comprehensive EMP.

The following section describes the environmental impacts that will occur as a result of implementation of the proposed road project. It also describes the developed mitigation measures that aim on mitigating the identified impacts to the technically feasible minimum.

The text distinguishes in between the different project stages, the design, construction and operational phase of the project. Ultimately, all proposed measures for impact avoidance or mitigation that relate to construction will be incorporated into the bidding or contract documents thereby becoming binding elements of the construction and construction supervision contracts.

4.2.1 Impacts and Mitigation Measures-Design Phase

In this chapter various options for the implementation of some road sections are introduced and discussed form the environmental point of view. Within the planning process the chosen alignment was developed in close cooperation between the design team and environmental planners. This iterative planning process aimed at avoiding and minimizing potential impacts as far as technically feasible. The following items have to be considered mainly:

 Loss of vegetation structures  Loss of agricultural land  Impact on existing settlements  Impact on flora and fauna (it would be minmal as road rehabilitation is on existing alignments).  Impact on landscape

The following alternativesare compared at design stage:

No adverse impact during design phase is expected for the rehabilitation of the existing thorough- fare. Some local widening is required, but no impacts on the environment are expected for the design phase. Cutting of trees and bushes in places is likely.

Slopes of the bypass have to be fixed carefully to prevent soil erosion and mudflow. Disruption of animal habitats is not expected since the alignment runs close to existing settlements. Surface water from the bypass should not drain into seasonal water courses to prevent water pollution. Impacts can be mitigated on site.

4.2.2 Impacts and Mitigation Measures – Construction Phase 4.2.2.1 Air Quality

The studied district refers to the zone with moderate potential of atmosphere pollution. General air condition is not influenced by the industry because of poor development of the industry as a whole. Harmful emissions are formed mainly from passing vehicles and temporary ones during the repair works from the operation of road construction machinery.

According to the long-term data of Hydrometeorological Center of the Republic of Uzbekistan the background level of pollution of the atmosphere in the area does not exceed maximum-permissible values of concentration. Viewed district belongs to the zone with a moderate potential of atmosphere pollution. In general air condition is not influenced by industry, due to the weak development of the industry as a whole. Harmful emissions are formed mainly due to passing vehicles and the time during the performance of repair work from the work of road construction equipment.

According to the zoning of the territory of Uzbekistan on Climate potential air pollution (PAP) studied area belongs to areas with moderate PAP. Here, a year in average there are favorable conditions for dispersion of pollutants in the atmosphere.

The main air pollutants during construction are the substances released during operation of engines of construction equipment and transport (gas emissions) and dust, formed during their movement, emission from hot mix plants and batching plants and in the implementation of earth- works and emissions generated during production welding. Road construction equipment and vehicles that are being planed to use during the repair work, is a major source of fugitive emissions.

During the overhaul on the site special machinery will operate - grader, excavators, pavers, watering machines, tractors, wheel rollers, motor vehicle KAMAZ, self-propelled cutter, mobile welding unit.

Analysis of air pollution and calculations showed that after an overhaul of the road emission of harmful substances into the atmosphere will be much improved because of the speed of vehicles. The following Table 1 shows the concentration of the pollutant emissions before and after the overhaul of the projected road.

Toxic substances Measure Before overhaul After overhaul Carbon oxide mg/m3 0,25-0,40 0,15-0,25 Hydrocarbons mg/m3 0,30-0,50 0,15-0,35 Nitric oxide mg/m3 0,25-0,40 0,15-0,30 Carbon black mg/m3 0,15-0,30 0,10-0,20 Aldehydes mg/m3 0,10-0,20 0,05-0,15 Hydrogen sulphide mg/m3 0,20-0,30 0,10-0,20

Table 1. The concentration of harmful substances before and after the overhaul of the Pro- ject road

The maximum concentration of most of the ingredients does not exceed the MPC, but nitric oxide may be in the range of 0,20-0,50 MPC. In general, the emission of harmful substances into the atmosphere does not affect the negative phenomena in the overhaul of the road.

It should be noted that the emissions from the operating machinery which are estimated as low and disorganized do not spread to the considerable distances from the road. The greatest concentration is, as a rule, in close vicinity to the site of works. At the distance of 50m there is sharpest "dilution" of impurity in the air.

After implementation of the project the maximum concentrations along the road by all the ingredients will be less than maximum permissible concentration. In view of that calculation of spread- ing fields is not reasonable.

During construction the rehabilitation and ongoing maintenance works will have a minor impact on local air quality through emission of exhaust from vehicles and asphalt, aggregate and concrete plant, as well as through dust generation from vehicles transporting materials and from exposed stock-piles of material. The rehabilitation of the road will result in reduction of dust emissions compared with existing unpaved or damaged sections. The project’s monitoring plan requires that baseline conditions be recorded prior to the reconstruction works in order that air quality can be monitored both during and post rehabilitation works.

The following mitigation measures have to be implemented by the contractor to reduce emission levels of construction equipment:

 Burning of waste or materials is prohibited  Construction equipment has to be to a good standard and fitted with pollution control devices. The equipment (including the pollution control devices) will be checked at regular intervals to ensure they are maintained in working order and the checks will be recorded by the contractor as part of environmental monitoring;  Prohibition of the use of equipment and machinery that causes excessive pollution (i.e. visible smoke) at project work sites;  Ensuring that all vehicles transporting potentially dust-producing material are not overloaded, are provided with adequate tail-boards and side-boards, and are adequately covered with a tarpaulin (covering the entire load and secured at the sides and tail of the vehicle) during transportation;  During periods of high wind any dust generating activities will not be permitted within200 m of populated settlements located in the direction of prevailing wind;

 Material stockpiles being located in sheltered areas and be covered with tarpaulins orother such suitable covering to prevent material becoming airborne;  The Contractor shall take every precaution to reduce the level of dust emission from the hot mix plants and the batching plants up to the satisfaction of the Engineer in accordance with the relevant emission norms;  Regular watering/spraying of unpaved project roads and all unpaved roads beingused for haulage of materials during the dry season; and  Periodic air quality monitoring.

Emission from Hot-Mix Plants and Batching Plants

 Hot mix plants and batching plants shall be located sufficiently away from habitation, agricultural operations or industrial establishments. Where possible such plants will be located at least 1000m away from the nearest habitation.  The exhaust gases shall comply with the requirements of the relevant current emission control legislation. All operations at plants shall be undertaken in accordance with all current rules and regulations protecting the environment.

4.2.2.2 Landscape

Natural landscape is considered to be a valuable factor in the inhabitant’s perception and also an important part of the ecological balance. Therefore, the need of inclusion the road into the natural landscape is of great importance. A good integration of the road into the landscape provides psychological clearness of the road for drivers, while change of landscapes on the road promotes traffic safety. The requirements for a combination of road design with natural landscape cannot be underestimated.

However, being in the surrounding landscape, the existing roads are unpaved. Some parts have the old asphalt-concrete surface. The surface is uneven and wavy.

The existing reinforced concrete culverts and bridges and the sub-grade of the roads are in bad condition. Considering the above mentioned facts, the design of the rehabilitated road, which will improve landscape of the road.

Plantation of trees and bushes alongside the road will be an adequate mitigation measure.

4.2.2.3 Soils, Erosion and Slope Stability

Surplus material from earth works is expected according to the road design. Surplus material originating from earth works has to be disposed properly without adverse impact on landscape and nature. Basically this material could be used for noise protection walls and stabilization of slopes or as embankment material if suitable. Reuse for road construction should also be taken into consideration if the material is suitable. Disposal on existing landfills cannot be recommended since the volume of the excavated material will exceed existing capacities. Disposal of this material close to the road alignment has to be prevented to protect landscape and nature. Environ- mentally sound disposal of cut material and reuse of cut material for road construction must be part of the tendering documents.

Soil characteristics and topographic conditions have to be taken into account in the proposal of works and maintenance activities. Suitable excavated material will be re-used wherever possible, the engineering investigations noted that excavated material can be re-used on-site as far as possible in order to minimize the quantity of material to be disposed of. Topsoil stripped from the subgrade will be stored and re-used for restoration works after road construction. Disposal of any waste or excavated material on adjacent sites with or without the land owner’s permission, outside the construction site perimeter is not permitted unless the sites are approved waste disposal sites. Existing waste management disposal facilities within the area are the responsibility of the Rayon.

The operator will agree prior to operation on what waste will be delivered to the publicly operated waste management sites. Other waste disposal will be agreed with the Rayon prior to any disposal. Only Rayon approved disposal sites will be used. The operator will be responsible for all collection within the road and service areas and disposal to the approved and agreed sites. No disposal will take place on the alignment or at the service/rest areas. No incineration will take place on the alignment or service rest areas unless it is in accordance with local and national regulations.

In cases, where the construction site is affected on a private land, the contractor would have to restore the construction site prior to commencement of the works. Also, he would have to obtain a certificate for satisfaction from the landowner. Once construction activities are completed which affect land temporarily leased/acquired for haul roads, storage sites, etc. the Contractor will be rehabilitate the land and return it to productive use, if required, to the satisfaction of the lessee/landowner. All this temporay leasing would be voluntary land acquisition.

The main impacts on soil and slope stability during rehabilitation works are from (i) conversion of the existing land uses such as agriculture and grassland to stockpiles of materials; (ii) soil erosion in areas of side slopes, and un-compacted embankments; and (iii) soil contamination of from chemicals and/or construction material spillage.

Impacts will be mitigated by:

 All required materials will be sourced in strict accordance with Government guidelines, project provisions, and the EMP;  Priority will be given to location of material stock-piles, borrow pits and construction camps on unused land and non-agricultural land. All land will be rehabilitated to its original or better condition upon completion of the project works;  The side slopes of cuttings and embankments will be designed to reflect soil strength and other considerations as included in the project specifications in order to preventer- osion;  Material that is susceptible to erosion will be replaced by adequate material around bridges and culverts;  Random and uncontrolled deposition of excavated material will not be permitted. Suit- able deposite sites will be designated (generally wide gently sloping areas located away from streams and rivers) at a maximum average spacing of approximately 1 km, and usually with a tipping zone from the road edge of not more than 10m width (unless a wider area clearly will not be detrimental), to minimise the area affected by deposit- ing and requiring reinstatement;  Re-vegetation of exposed areas including; (i) selection of fast growing and grazing resistant species of preferably local grasses and shrubs; (ii) immediate re-vegetation of all slopes and embankments if not covered with gabion baskets;  Acquisition of all necessary permits and approvals for location of construction camps, quarry sites and sources of construction materials from local government agencies prior to any construction or erection of camps and extraction of material; Of equal importance is the potential for pollution and contamination of the soil and sub soil on the alignment itself and sites immediately adjacent. This pollution could potentially have an impact on the surface and groundwater resources in the area and on the agricultural activities in the areas adjacent to the alignment, if contamination were intense and widespread. Some contamination can occur during normal construction activities, but the most serious contamination could occur from accidental fuel spills and storage of materials for long periods of time without any precautions. During the construction phase the most important potential for contamination will be on the stra- tum under the top-soil which will be exposed during the construction of the road sub grade. Leak- ing machinery, spills and materials used in the construction of the sub grade could cause contamination. Such risks are low provided reasonable care is taken during construction and tested

and authorized natural resources (sand and gravel, sand, soil, rubble) are used from local quarries and dealerships for construction.

During the construction period it is important that the contractor undertakes all activities in accordance with good housekeeping, technical standards and regulations, contract specifications and manages all site activities in an environmentally sustainable manner. To ensure soil is not polluted it is essential to undertake the following activities:  Ensure, through proper construction management (especially precision of secure fuel storage and handling facilities, well maintained equipment and vehicles, strict enforcement of traffic safety on construction site), that oil and other spills do not occur, and that if they do immediate action is taken to minimize impacts on the soil.  Storage of construction materials only takes place in properly prepared locations;  Immediate sorting and removal of construction debris to an offsite landfill;  Dismantling after use the base of construction sites and access/haul roads  Apply topsoil on all vacant sites as soon as practical.

Soil Reclamation The Construction of the road will require the use of land for a temporary period for construction activities and it is a legal requirement that all land used for a temporary period for construction must be reclaimed and returned to the original users and owners in a condition suitable for its original agricultural use. Any use of land that involves the removal of any soil creates instability to the local environment and wider environment and it is essential to preserve the natural topog- raphy and existing vegetation. Guided by the Land Code of the Republic of Uzbekistan from 30.04.1998 - all land temporarily used must be returned in a condition suitable for agriculture. Biological reclamation allows for the planting of grasses to encourage the restoration of fertility. Land reclamation should be done during or after the completion of the construction activities. It is important to reclaim in all place where soil and sub soil has been disturbed by construction and associated activities. Immediate and proper reclamation of land reduces the adverse impact of disturbed land on the environment. It will reduce dust and pollution, can have a beneficial impact on human health and eliminates environmental damage.

4.2.2.4 Water Quality Significant water consumption during the overhaul of the road is caused by technological neces- sity. Water for construction and domestic will be taken from existing wells located along the projected road. All Rayon administrations have prepared letters authorizing use of water wells in their areas for construction needs. The source of water for drinking purposes can be transported by water tanker or from the public supply systems of the nearest towns. Prior to construction all proposals for extraction of water for any purpose must be presented and discussed first with the local or regional organizations and bodies of the Sanitary and Epidemio- logical Department.

Water used for consolidation of the layers and dust suppression is not contaminated and it is brought directly from the area of the enterprise location, i.e. by mineral composition it is not significantly different from the groundwater of the area, it does not cause air pollution.

The project has the potential to create some short-term and minor adverse impacts on water quality including (i) an increase in silt loads at culverts and bridge sites; (ii) construction materials such as gravel, sand, and fill being washed out into local streams and rivers during rain; (iii) hydro- carbon leakage and/or spills at storage and mixing plant locations; and, (iv) discharge of waste water and sewage from work camps to local streams and rivers.

There will also be longer term environmental benefits created by the project through upgrading of gravel road sections to asphalt and reduced silt laden run-off from unpaved roads in the rainy season. Overall the impact on groundwater and surface water is expected to be low. No sub-grade works of cut slopes will be executed that might affect the groundwater regime and change the water table. Streams and rivers will be crossed by appropriately dimensioned bridges, and embankments will have sufficient culverts to prevent damming of surface runoff and subsequent water logging. It is unlikely that any groundwater resources will be impacted by the construction activities. The groundwater used for household use or irrigation at depths of 10 meters or more which will not be impacted by any construction activities. Water from road bridges passes to the paving blocks and curbs along the borders assigned to drainage cradles at the beginning and end of the bridge, then enters the water receiving wells, where the filtering occurs. To ensure the removal of pollutants from the roadway of the bridge sidewalk concrete curbs are located along the entire length of the bridge. Rain water on the pedestrian part of the bridge is protected from harmful toxic substances from the roadway of the bridge by a continuous barrier so there is no threat to the ecosystem. On small bridges pollution is also excluded from entering the surface water by a continuous curb railing.

In addition to a number of the items outlined above employed to mitigate soil erosion and effects on slope stability that will also mitigate adverse effects on water quality, the following measures will be included in the engineering design and EMP:

 Interference with natural water flow in rivers, water courses or streams within or adjacent to work sites, and also prevention of abstraction from, and pollution of, water resources in the project sites will not be permitted;  Water courses, rivers, streams, lakes, drains, canals and ditches within and adjacent to project works sites will be protected from pollution, silting, flooding or erosion as a result of project activities;  Streams, rivers and watercourses (including drains) within and adjacent to the work sites will be kept free from debris and any material or waste arising from project works;  Sediment controls such as silt fences, coffer dams and silt barriers and other devices will be included in the engineering design to prevent both siltation and silt migration during project activities in the vicinity of rivers and streams.  Discharge of sediment laden construction water or material (including dredged spoil) directly into surface waters will not be permitted. All such construction water will be discharged to settling ponds or tanks prior to final discharge;  Water used for dust suppression purposes will be discharged to specially constructed settlement tanks allowing for sedimentation of particulates. After settlement the water may be re-used for dust suppression and rinsing of vehicles and equipment;  Hydro-carbons, petroleum products to be used in bitumen mixes, and other chemicals will be stored in secure and impermeable containers or tanks located away from surface waters, the storage areas will require a concrete base or other forms of containment that will allow any spills to be contained and immediately cleaned up. Any contaminated soil will be handled according to existing standards;  Spoil and material stock piles will not be located near waterways, rivers or streams;  All storm drainage will be adequately contoured, sized, and lined where necessary;  Prior to construction all proposals for extraction of water for any purpose must be presented and discussed first with the local or regional organizations and bodies of the Sanitary and Epidemiological Department;  Discharge or deposit any material or waste into any waters except without the approval from the relevant regulatory authorities will not be permitted; and  All water, waste-water and other liquids used or generated in execution of project works and activities will be collected and disposed in an approved manner in an approved location and will not cause either pollution or nuisance.

4.2.2.5 Flora and Fauna

One of the key environmental objectives of the construction and operation of this road should be to protect the natural ecological system including vegetation and natural landscapes.

Sections of the designed roads do not cover any appreciable variety of soil types and species of flora. Anthropogenic impact on the territory under consideration is insignificant. The presence of densely populated areas, cultivated lands, irrigation network has left their mark on the composition of the vegetation. Wild species of the flora marginally were ousted by cultivated species of garden plants, cotton and grain crops. In the uncultivated lands of the plain various plants grow, in the foothills - sunflower, pistachios. Plane trees, juniper and fir trees and others grow well.

The list of specimen of fauna of the considered region is limited by those animal species which could adapt to the life in anthropogenic conditions. Dominating animals are house mouse, the Afghan vole, mole vole. Less common are eared hedgehog, little white-toothed shrew and some other species.

Of the birds, the order of which is varied, the most common are tree sparrow, Indian sparrow, laughing dove, the swallow-killer, black swift. Besides typical are lane, brown finch, red-headed bunting, pied wheatear, black wheatear and others.

Of reptiles there are the same species as in clay deserts: gray geckos, quick lizard, desert ablepharus, multi-colored and patterned snake, steppe agama, etc. Basically there are animals typical for the populated cities, district center and localities.

Road construction and operation may have impact on flora and fauna either 1) during construction through loss of habitat and destruction, or 2) during the operation through the impact of various pollutants and vehicle traffic itself on the flora or fauna. Road traffic emissions can cause the destruction of the pigments, the suppression of the synthesis of proteins, enzymes and other functions of plants. The road can also cause impact on individual animals that pass along or live close to the road alignment and fragment some animal populations into unsustainable small groups. Generally, the construction of any road can have major short-term impacts on habitats of animals, on short and long distance travel and migration routes, and contribute to the fragmentation of populations. Disturbances start occurring during the clearance of vegetation for construction and continue into the operation of the project. However, operational impacts can be mitigated effectively once the construction is completed, by planting and landscaping.

Noadverse impact upon habitats and flora of the project area during construction phase are expected as a result of road rehabilitation on existing alignments.

4.2.2.6 Noise and Vibration During construction, there will be a temporary adverse impact due to the noise of the construction equipment, especially heavy machinery. Compaction equipment, operations for cuts and excava- tion of foundations and grading produces noise and vibration. Construction noise is generally intermittent, attenuates quickly with distance, and depends on the type of operation and location and function of equipment.

At the designed site in terms of noise and vibration effects, the main source of noise is the motor machinery and equipment.

Noise levels will be monitored, as required in the monitoring plan, to ensure they meet national standards.

The most sensitive areas within the project area are housing areas. Consideration will be given to installation of a noise barrier if construction (or operation) noise levels exceed the national standards or cause nuisance or interfere with school or health service provision activities.

The Uzbek national construction noise norms that are relevant to all stages of the construction and decommissioning phase are provided by law KMK 2.01.08-96 ―Protection from noise. The- Sanitarian Rules and Norms on providing allowed noise level into the living building, public building and territory of living area (SanR&N No.0267-09) establish the maximum admissible noise level into the living areas, both inside and outside buildings, as next table shows.

For another hand, the project must observe World Bank Directives ("Environmental, Health and Safety General Directives, 2007") based on those of the WHO. As for the impact of noise beyond the perimeter, the EHS Guidelines stipulate that such noise shall not result in a greater increase of ambient noise than 3 dB at the nearest receiving area outside the site.

Residential areas noise standards are the same for the national and World Bank standards. In- dustrial areas noise standards are included just in the World Bank guidelines.

Vibration during the construction period will also be a significant consideration, particularly vibratory rolling of the granular pavement layers, or diversion of abnormal amounts of public traffic onto usually lightly trafficked side roads. Some of the existing structures close to the road are of mud-bound construction or otherwise of poor quality, and may be damaged by vibration. The contractor will be required to carry out trials of his proposed construction methods close to vulnerable structures, for prior approval, and will not be permitted to use methods which will cause damage (even if he offers to be responsible for compensation). A joint (building owner/consultant/contractor/PMU) dilapidation survey of vulnerable structures close to the new road will be carried out before construction. This will be used to verify any claims of damage allegedly caused by his work, for possible compensation. In addition, a similar prior survey will be made of condition of the road and adjacent structures along proposed diversion roads (whether to be used by the general public only, or by construction traffic also), which will be required to be maintained to at least their preconstruction condition, and reinstated after use.

Cooperation between the contractor and the local residents is essential and it is the responsibility of the project supervision consultant to arrange meetings between these parties and arrange such matters as work schedules (hours of equipment operation, traffic lanes to be kept open, diversion roads, etc.), locations of work camps and material storage areas, and siting of rock crushers and batch plants. Measures to be included in the project to mitigate the effects of noise and vibration include:

 Requirements in the EMP and contract documents that all exhaust systems be main- tainedin good working order and that regular equipment maintenance will be undertaken;  The contractor will prepare a schedule of operations that will be approved by the project supervision consultant. The schedule will establish the days and hours of work for each construction activity and identify the types of equipment to be used;  Prohibition of any construction activities between 10 pm and 6 am in settlements or close to sensitive receptors such as hospitals and schools;  The contractor will consult with the community in respect of construction activities and potential noise and vibration impacts. The consultation process will be facilitated by the project supervision consultant;  Prior to commencement of construction, the contractor, in conjunction with the project supervision consultant, will undertake a dilapidation survey of all buildings adjacent to the new road and diversion roads (also the original pavement condition of diversion roads);  Trials of the contractors’ equipment (especially vibratory rollers) will be carried out adjacent to vulnerable structures, and if cracking or other damage is observed to occur, the contractor will be required to amend their working methods to avoid damage

(for example, use of non-vibratory rollers with thinner layers or cement stabilization, or increased asphalt thickness);  All depots, special working areas, batching or mixing plants should be located at a distance from any sensitive areas  As a means of reducing annoyance to and potential harmful impacts eliminate nighttime construction operation within the vicinity of the sensitive uses at settlements. No plants for batching and mixing of materials, for asphalt or concrete production, and no storage sites, lay down areas or construction camps shall be located within 200 meters of these sensitive areas.  In the event of damage proven to be due to the contractor’s activities, owners of structures will be fully compensated.

4.2.2.7 Impacts on Access and Traffic

For regulation of traffic installation of road signs is provided, fencing of the I group in the form of reinforced concrete blocks 1BDO-3.100, directing devices – alarm columns of CC 160 - 1.6 and passageway marking are provided. Road devices and equipping of the road are developed according to the requirements of ShNK 2.05.02-07 "Highways".

Installation of road signs is provided according to the GOST 10807-78 "Road signs" and GOST 23457-86 "Technical means of traffic organization". In combination with the road signs the horizontal and vertical road marking of the passageway in accordance with GOST 23457-86 is provided.

The project will cause temporary impacts on local access and traffic in rehabilitation areas during the construction period due to detours and traffic inconveniences. Detours shall have width of existing carriageway or 6 m, whichever is the lesser. Detours shall be cleared and maintained for a width of at least 1.5 m beyond the edge of the carriageway. Throughout the existence of the detour, traffic shall be maintained over a reasonably smooth traveled way, which shall be marked, by all appropriate legal signs, delineators, guiding devices and other methods in accordance with government regulations. Unserviceable detours shall be re-vegetated at the end of the road works in accordance with government regulations.

The project will cause temporary impacts on local access and traffic in rehabilitation areas during the construction period due to detours and traffic inconveniences, also local roads could be damaged during transportation of borrow materials or by construction equipment, or by abnormal amounts of diverted public traffic. Mitigation of the foregoing impacts will include:

 Contracts will include a clause specifying that care must be taken during the construction period to ensure that disruptions to traffic and road transport are minimized. The contractor shall ensure that the roads remain open to traffic during construction activities;  The contractor will prepare a traffic control plan (including detours), to be approved by the project supervision consultant. The plan will include haulage and work site routes, traffic control devices, temporary fencing, barriers and barricades, detours, traffic signs and speed limits, and safe passage of pedestrians;  Prior to construction activities, the contractor will install all signs, barriers and control devices needed to ensure the safe use of the road (including detours) by traffic and pedestrians, as required by the traffic control plan;  Signs, crossing guards and other appropriate safety features will be incorporated at grade level rail and road crossings;  Local authorities and residents in a working area will be consulted before any detours for construction or diverted public traffic are established;  Footpaths and roads will kept free of debris, spoil and other material at all times;

 Disposal sites and haul routes will be identified and coordinated with local officials; and  Construction vehicles will use temporary roads constructed for that purpose to minimize damage to agricultural land and local access roads. Where local roads are used, they will be maintained and reinstated to their original condition after the completion of work;  Before constructing temporary road works, the Contractor shall make all necessary arrangements, including payment if required, with the public authorities or landowners concerned, for the use of the land and he shall obtain access to all land required for voluntary temporary use solely through negotiation with the owner or user and obtain the approval of the Construction Supervision Contractor (CSC). Such approval will be dependent on the CSC being satisfied with the Contractor’s proposals for items such as signing, lighting and riding quality of the temporary road together with the proposed maintenance arrangements. Such approval will not, however, relieve the Contractor of his responsibilities under the Contract. In accordance with the requirements of Government land legislation it is necessary to ensure that all land used temporary for construction are returned to their original condition through a reclamation program.

4.2.2.8 Health and Safety

The project’s construction phase can cause a range of health and safety impacts. The main impacts on health and safety are associated with (i) risks from construction work (noise, risk of injury), (ii) contamination of local water supplies; and (iii) traffic safety issues.

Road improvement projects can also inadvertently cause adverse impacts on road and traffic safety as a result of higher vehicle speeds due to improved road conditions. The proposed rehabilitation works do not include design improvements that could encourage higher speeds above the design speed. However, some improvements may be carried out to improve safety, particularly line-of-sight, and at accident black spots. In towns, the design speed will be set at the statutory speed limit for such areas, with prominent speed limit and hazard signage and a ban on non- delivery parking, which are usually strictly enforced by the traffic police, and footpaths, pedestrian crossings, and other safety features.

Air and noise pollution, which can affect the social as well as physical environment, have already been discussed.

Mitigation measures for the foregoing impacts include:

 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;  The contractor will provide personal protection equipment, such as safety boots, helmets, gloves, protective clothing, goggles, and ear protection, in accordance with relevant health and safety regulations, for workers;  Provision of hard, instead of soft shoulders, and road markings and signage to enhance safety and indicate that non-motorized transport (NMT) and pedestrians should use the shoulders, rather than mix in the main stream if traffic;  The contractor will provide adequate health care facilities including and first aid facilities within construction sites;  Contractors will ensure that no wastewater is discharged to local water bodies and safe and clean drinking water is provided to all workers;  No site-specific landfills will be established at the construction camps;  Septic tanks and garbage receptacles will be set up at construction work sites and camps, which will be periodically cleared by the contractors to prevent outbreak of diseases;

 Provision of adequate protection to the general public, including safety barriers and marking of hazardous areas in accordance with relevant safety regulations;  Provision of safe access across the construction site to people whose settlements and access are temporarily severed by road construction. Generally, the Design shall make provisions for bypassing the highway traffic to ensure that local residents do not come in direct contact with traffic movements. Bus stops near settlements shall be planned on the side of carriageway where most people would access. In case human settlements are on both sides of the road alignment a well-marked pedestrian overpass must be incorporated in the design. Additional fencing at all sides of such pedestrian crossover facility need also be considered. There is a need to include adequate warning signage and speed limits at all sections where pedestrian crossing facilities are planned. Pedestrian crossings need to incorpo- rate structures that allow the use of prams, wheelchairs, bicycles and pushcarts.

Mitigation and enhancement measures to support road safety will include a scope of measures, which are foreseen in the current designs: install high visibility warning signs where animals frequently cross; install speed and enforce limits; install warning signs where ice, frost or fog may occur, and plant trees to reduce the impacts of cross-winds and snow-drifts.

4.2.2.9 Impacts on Cultural Resources The assessment included a process involving local communities in the process of identifying, assessing, surveying and protecting physical cultural resources. The heritage and cultural resources in the wider project area will not be impacted by the project works as they are located sufficiently far from the works corridor.

In the event that a “chance” finding is made during any pre-construction clearance activities or construction works, the EMP, Table 7, and the construction contracts include specific guidelines for the management of “chance finds” and management of physical cultural resources discovered during road project implementation.

4.2.2.10 Removal of Roadside Vegetation Roadside shelterbelt areas are a rare and valuable natural asset in the generally uniform landscape dominating the road corridor. Because of their intrinsic ecological benefits and values, roadside plants (especially large bushes and trees) should be maintained to the maximum extent possible, as they act as natural barriers absorbing sand and dust impacts, as well as natural barriers against snow storms, sand storms and noise. Roadside trees and bushes significantly enhance natural micro-habitats in anotherwise largely uniform and treeless landscape, whereby both birds and insects will be the major beneficiaries because of additional food, shelter and roosting possibilities. Roadside plantations will also contribute to a year-round aesthetical improvement of the landscape.

According to preliminary calculations made by the designer a total of 1492 trees in Andijan region, 3237 trees in Namangan region and 1717 trees in Fergana region will be cut within the ROW. The contractor should obtain the approval of the relevant authorities and agree all necessary compensation prior to felling. Felling of additional trees should be avoided. Where private property is affected, affected persons will be compensated in accordance with the Resettlement Plan for the project.

Table 2 Table of trees in Andijan region Number Number of of trees trees at bal- at state Including ance of com- Number balance District Roads section mercial struc- of trees (public tures (APs) lands) Timber Fruit

trees trees

Bulakboshi 4К93 Bulakbashi – Shir- monbulok - Kurgoncha 0-4 km, 10-4 km, 1116 1024 92 1116 0 4К95 Chakar sport boarding school 0-6 km Izbaskan 4К85 Elaton – Yangi- zamon 11-19 km, 4К84 Poytug – Lu- 84 67 17 84 0 gumbek - Yangicommu- nity 2-13 km Altinkul 4K98 Jalabek – Temirxoja - Ijtimoyat 0- 45 17 28 45 0 10 km Asaka 4К104А Beshkurgon community 0-4 km, 4К105 Asaka – Kay- ragoch - Niyozbotir 0-11 191 137 54 191 0 km, 4К103 Asaka – Dasturhonchi - Kayirma 0-8 km Markhamat 4К107 Niyozbotir – Pol- vontosh - Korakurgon 6- 56 36 20 56 0 15 km Total by the region 1492 1281 211 1492

Table 3 Table of trees in Namangan region District Roads section Num- Including Number Number of ber of of trees trees at bal- trees at state ance of com- balance mercial struc- (public tures (APs) lands) Timber Fruit trees trees Uychi 4К436 Yorkurgon – 510 510 0 510 0 Mevazor – Kizilrovot 4-24 km Pap and 4К455 Pap – Olmos – 1056 223 833 1056 0 Chust Arikbuyi – Ziyovutkhon 6-8 km

4К462а From 4P 121 highway to “Gova community”

4К455А Pap – Olmos - Arikbuyi – from Ziyovutkhon to Toymas 0- 2 km

Kasansay 4К447 Kosonsoy city – 1177 1177 0 1177 0 Isparkhon – Usmon Yusupov 0-20 km Yangikur- 4Н463 Sanatorium 126 106 20 126 0 gan “Pokholikul” – Rovut – Radivon– Norkent – Korayontok 0-30 km Pap 4К483 Pap c. – sanato- 368 58 310 368 0 rium “Parda Tursun” – Kandigan 7-30 km Total by the region 3237 2074 1163 3237

Table 4 Table of trees in Fergana region

District Roads section Num- Including Number Number of ber of of trees trees at bal- trees at state ance of com- balance mercial struc- (public tures (APs) ** lands)* Timber Fruit trees trees Yangikurgon – Kurgoncha Buvayda 152 150 2 152 0 – Jov 8-16 km 59 4К862 Abay – Big Andijan (25 mul- 25 mulberry Kushtepa cannal – Burdokchilik cen- 207 148 berry trees 182 trees (owner is ter 3-9 km belong to “Pilla Ltd.”) “Pilla Ltd.”) 4К923 Yaypan – Rapkon – Besharik – Chilmakhram Uzbekistan 31 31 0 31 0 highway “Besharik city 1,5 – 4,5 km 350 (100 mulberry 100 mulberry 4Н900 Dangara – Besh- Dangara 1238 888 trees be- 1138 trees (owner is kapa - Shildir 0-7 km long to “Pilla Ltd.”)) “Pilla Ltd.”) 4K-923a Yaypan – Rap- kon – Besharik – Chil- Besharyik 89 89 0 89 0 makhram highway “Besharik city Total by the region 1717 1306 411 1592 1251

All these trees are located in the territory of state lands. The required assistance on cutting down the affected trees will be provided by the local authorities (makhalla and khokimiat).

Project will not require acquisition of land beyond the Right of Way, any demolition of houses, commercial facilities or existing infrastructure. Some temporary occupation of land may take place during the works. These land plots are owned by local authorities and Avtoyul. The period and type of such occupation as well as rehabilitation will be negotiated with the contractor before the reconstruction works start.

Compensatory Tree Plantation

Both authorized and un-authorized cutting of roadside trees will affect the local ecological prop- erties, expressed in habitat degradation and biodiversity losses. It will be medium-termed and moderate, as long as an adequate replantation program will be carried out and supervised.

Guiding principles for planning and proposed mitigation measures include: When there is a need for cutting existing roadside trees, planners might explore all feasible alternatives to either cut trees only on one side and widen the carriageway on the opposite side, or ensure that a compensatory replantation program will be put in place that would replant the felled trees at a ratio and species selection proportionate to the removed ones. A standard compensation plantation program shall aim at a compulsory planting for each felled tree 4-5 tree plants (min. height 1.2 m) of a variety of exclusively endemic species. Preferable choices shall include trees that have a broad range of floral functions and uses. None of such trees should be palatable for local grazers. Import of exogenous / alien plant species for replantation shall be strictly disallowed. During the detailed design a cutting plan should be prepared and included in the contract specifications. It needs to

1 According to the principles of the WB OP 4.12 compensation for these economic trees will be included into the budget of this RAP and provided to the PAP – legal entity “Pilla Ltd.”

be approved by the responsible agency, the Oblast Units of the State Nature Protection Commit- tee (SNPC). The Contractors will be required to limit cutting strict attention to the detailed design measure and consult with SNPC.

All the expenses upon the resettlement actions (including affected trees) will be covered by RRF by funds of the state budget of RUz. The RRF is responsible for the distribution and transferring the funds to the local authorities in time. The local authorities (khokimiats) are responsible for the distribution and transferring the funds to all the project affected persons, including for the affected trees.

4.2.3 Impacts and Mitigation Measures - Operating Phase 4.2.3.1 Air Quality

Following the rehabilitation of the road, the project will cause increase in traffic. However, it is assumed that this inrease will not create significant change in terms of air quality.

Aside from dust-storm induced air pollution, the air quality near the road is well within the RUz standards since no industrial or commercial emission source exist anywhere and traffic is at low levels. Moreover, it is expected that with a modernization of the country ‘s truck and bus fleet and better fuel refining, the emissions will be decreased even as traffic volume grows.

On the other hand, level of air pollution will be monitored in accordance with Environmental Action Plan. Maximum Permissible concentration of some pollutants in the work area, one-time permissible at the living area, average daily, average monthly (КМК 3.01.02-00), mg/m3 are presented in the Table 4.

Table 4 Maximum Permissible concentration of some pollutants in the work area

Pollutant Work One-time Average Average Method of measure and area maximum daily monthly equipment Dust Pollution measurement device IZV-1 Nitrogen 5 1,6 0,25 0,12 AUH-2 gas sensor with in- Oxide dicator pipes Nitrogen 10 0,5 0,2 0,1 AUH-2 gas sensor with in- Dioxide dicator pipes Carbon 20 5,0 4,0 3,5 AUH-2 gas sensor with in- Oxide dicator pipes

Emission standards are authorized under Uzbekistan’s Environmental Law and should be enforced to alleviate these sources of pollution. The anticipated levels of traffic and the excessive capacities of the road network (and therefore lack of congestion and concentration of traffic) are likely to result in more significant adverse impacts to air quality in the busier project areas without the project since dust production is enormous on existing roads.

Proposed road rehabilitation activities are unlikely to have any substantial impact on thenumbers of vehicles using the roads and consequent impact on air quality. Increases in trafficare likely, but as a function of economic recovery and development. No diverted or generatedtraffic is likely to result from the rehabilitation activities alone.

The project has the potential to reduce the volume of dust and particulates released into theat- mosphere as a result of gravelling and asphalting the existing unformed earth roads/tracksand repairing poor condition pavements which generate dustwithin 20 m to 30 m corridor along the road. Reduction in dust emissions will improve airquality, reduce health risks to communities living along the road, reduce damage to thebiological environment, and reduce soil erosion through slope stabilization and pavementrehabilitation.

Maintenance of vehicles to maintain an acceptable level of, or to reduce, emissions is beyondthe purview of the project.

4.2.3.2 Water Quality

Potential impacts on water quality and availability of water for domestic or agricultural use are not expected to occur. Storm water from the road does not drain directly into open water courses. Storm water will not be used as drinking water. Negative impacts on water quality due to accidental spills with polluting or hazardous material cannot be excluded completely. Preparation of an alarm plan at the fire department to prevent soil and water pollution could be a mitigation measure.

During operation, negative impacts on water quality could be caused by accidental spills ofpollut- ing or hazardous materials if they occur near water courses. The roadrehabilitation activities will not induce accidents and therefore there are unlikely to be anyadditional incidents over and above those that would occur without the project, hence nomitigation measures are proposed.

As noted above, there will also be longer term environmental benefits for water qualitycreated by the project through upgrading of earth road sections and reduced siltladen run-off from earth roads in the rainy season. Water quality in water courses adjacent to the road may show slight improvements after roadrehabilitation and maintenance due to reduced erosion from improved embankment slopesand stabilization by rip-rap or other material including vegetation to prevent soil erosion.

Proposed improvements to drainage structures will facilitate passage of high flows andreduce scouring and bank erosion in the vicinity of the road, ensuring the integrity of the surface of the road.

4.2.3.2.1 Flora and Fauna No impacts on flora are expected during the operating phase. Because of the influence from urbanization and agriculture the fauna in the project road sites is not characterized by a high diversity of species and sub species. There is no record of rare, endangered or vulnerable species of animals and birds in the area. There are no sensitive areas or areas of high landscape value within the rayon and there are no known proposals to include any part of the area as a legal protected area. Based on the Consultant field work within the alignment and the knowledge and fieldwork of the Design Engineers there is no evidence to show that the alignment has any sensitive fauna or flora.

There is a potential for road kills depending on traffic forecast and speed limits. Installation of speed limits is suggested in addition.

4.2.3.3 Protected Areas

Operation phase activities will not create any impacts on protected areas, as the project road is not located near protected areas. Awareness campaigns for the education of road users on the importance of the ecologically sensitive sites will help to protect and preserve them.

4.2.3.4 Noise

Even under the most optimistic scenario of increased commercial traffic, the ambient noise level after the completion of rehabilitation activities along the roads (operating period) will not be of sufficient magnitude to require acoustical mitigation.

As noise is a function of traffic volume, ambient noise levels will not be appreciably increased in the short term. Noise should be monitored in the long run if traffic volume will increase significantly and exceed outdoor noise standards of RUz. Mitigation measures have to be implemented accordingly (speed limits, noise barriers). There are a number of sensitive receptors i.e. hospitals, schools and public buildings were noted along sections of the roads (mostly in the towns and

settlements). Speed limits to reduce noise levels are adequate mitigations measures at these receptors.

Permissible maximum levels of noise, caused by vehicles, are adopted in accordance with the above standards, it is 70 dBA. Analysis of the results obtained from noise level calculations shows that the distance from the road for the 70 dBA standard is approximately 20 meters without installation of any noise barriers, and 10 meters with the installation of appropriately designed barriers. Further consultation with the community and those potentially impacted will be carried out during the construction period to determine whether the use of noise barriers or noise bunds - which would be effective mitigation measures - will be acceptable and desirable to the residents. Noise and exhaust emissions will be minimized by the requirement for Contractors to use modern equipment and machinery complying with modern emission standards, and to maintain the equipment in good working order throughout the project. Nuisance to the public will moreover be minimized by limiting work hours and not allowing nighttime works. Where works are carried out in close vicinity to residential areas additional measures, such as noise barriers or the installation of insu- lating windows should be implemented in accordance with good practice and in consultation with the community 4.2.3.5 Health and Safety

Traffic safety of the project road will be improved. Conflicts between different forms of transport will be reduced by the improvement of shoulders and improved signage will be provided at inter- sections, bridges, and railroad crossings.

Improvements to road surfaces will include adjustments to vertical and horizontal road geometry, conducive to safe vehicle travel. While these improvements will permit higher vehicle speeds which certainly carries a safety risk in accident severity, the potential negative safety implications will be offset by attention to other aspects of safety in the design and in enforcement of traffic rules. The design measures include:

 Widening from sub-standard road width to full two lane operation avoiding headon conflicts;  Provision of centreline road marking and studs, edge delineation on wider pavements, guard railing and chevron markers on bends;  Provision of sealed shoulders where cycle and other slow and non-motorized traffic is significant;  Provision of kerbed footpaths through urban areas;  Application of appropriate super elevation to horizontal curves;  Provision of indented bus bays and signing of authorized bus stops, and provision of pedestrian crossings. Nevertheless, there will still be a residual element of danger for pedestrians. Farmers, farm workers and herdsmen may need to cross the road at certain points and there will be some pedestrian traffic near settlements. There is a range of engineering and organizational measures available to slow down motorized traffic and improve traffic safety for pedestrians, animals, animal-powered carriages and cyclists. This includes pedestrian crossings, if required with traffic lights; rumble strips and speed bumps to force speed reduction; light signals to warn drivers of crossings or non- motorized traffic participants. The design already foresees a number of these measures, the final scope, layout and locations will be decided in consultation with the affected communities prior to construction.

The new road is likely to be significantly safer than the existing road. However, there will be in- stances where accidents may occur: animals getting on to the carriageway; speeding drivers may lose control of their vehicle; climatic impacts, such as snowstorms, heavy rains, hails, etc. But these are likely to be generally rare and reduced in comparison to the current baseline, i.e. the road will be significantly safer and traffic will be free flowing with more uniform travel speeds and no need for risky passing maneuvres.

Table 5 Summary table of impacts

Impact Impacts and Mitigation Measures – Construction Phase Air Quality Moderate impact Landscape Minor impact Soils, Erosion and Slope Stability Minor impact Water Quality Minor impact Flora and Fauna Minor impact Noise and Vibration Moderate impact Impacts on Access and Traffic Minor impact Health and Safety Moderate impact Impacts on Cultural Resources Minor impact Impacts and Mitigation Measures - Operating Phase Air Quality Minor impact Water Quality Minor impact Flora and Fauna Minor impact Noise Moderate impact

5. INSTITUTIONAL REQUIREMENTS The following section presents a discussion of the environmental management activities that will be undertaken as part of overall project implementation. The roles and responsibilities of various organizations in undertaking these activities are then defined and the institutional strengthening activities that will be required to allow those organizations to achieve their nominated roles and responsibilities are identified.

An environmental monitoring program has been prepared and the cost associated with its implementation has been prepared on a preliminary basis.

5.1 Organization Roles and Responsibilities The overall organizational structure for environmental management for the project is shown in Figure 4.

Government of Uzbekistan

Republican Road Fund

Goskompriroda

Environmental Monitoring Project ManagementUnit Specialist of CSC

PMU Environment Consultant ConstructionContractors

Mahalla / Village Assembly Grievance Redress Committee

Affected community

Figure 4 Organizational Structure for Environmental Management

5.2 Republican Road Fund (RRF) Republican Road Fund has overall responsibility for preparation, implementation and financing of environmental management and monitoring tasks as they pertain to the project. RRF will exercise its functions through the PMU which will be responsible for general project execution, and which will be tasked with day-to-day project management activities, as well as monitoring.

Specialist staff will be assigned to the PMU to undertake all environmental assessment related tasks. The Project Management Unit PMU, working with and on behalf of the RRF, will be responsible for implementing the proposed monitoring plan. Implementation of mitigation measures presented in the EMP and monitoring plan during construction will be the responsibility of the contractor. The representative of PMU and environmental specialists of the supervision consultants will supervise the monitoring of implementation of mitigation and monitoring measures during construction. The national environment specialist will coordinate with the international environment specialist to resolve complicated issues that arise in the field and provide continuously updated information for reports to be submitted to the PMU. The

PMU will be supported by the CSC (Construction Supervision Consultant). The CSC’s team will need to provide an environmental monitoring specialist and social impact monitoring specialist. Currently there is no full-time staff in the PMU assigned to environmental assessment, management or monitoring. Such tasks are undertaken on a project by project basis by Consultants.

Goskompriroda will be consulted during the feasibility and detailed design processes and will also be requested to confirm, or otherwise, the categorization of the project. Goskompriroda will be requested to review the EIA and approve the project for its environmental importance. Ongoing consultation with Goskompriroda will be required during the implementation of the project.

The rural communities and village leaders and organizations will assist in arranging meetings with, facilitating consultation with, and providing information about, affected communities and environmental impacts. An account of the process will be an integral part of the internal monitoring report prepared by PMU.

Clearance of this ESMP will be provided by the World Bank.

Implementation of mitigation measures during the construction stage will be the responsibility of the contractor in compliance with the contract specifications and loan requirements. The environmental specialists of project supervision consultant will supervise the monitoring of implementing mitigation measures during the construction stage.

After project completion, RRF will be in charge of the operation and maintenance of the project roads.

Project Stage Responsible Organization Responsibilities Detailed Design PMU Review and approve environmental mitigation and management measures. Translation of mitigation measures into clauses in contract documentation and also provide clearance for the site specific EMP to be prepared by the Contractor Construction Contractor Implementation of required mitigation measures ConstructionSupervision Con- Supervise contractor’s implementation of sultant, PMU environmental measures on a daily basis. Enforce contractual requirements Operation PMU Provide budget to undertake environmental monitoring RRF’s regional maintenance Undertake environmental monitoring and department prepare bi-annual reports PMU, Goskompriroda, World Review monitoring reports Bank

Table 6 Responsibilities for Environmental Monitoring

It is considered that no formal long-term environmental monitoring is necessary following the construction of the roads.

The screening and assessment of environmental impacts demonstrates that the main environmental issues arising from the project are the construction impacts. While these are potentially not highly significant, they can be substantially mitigated by ensuring that the planning and precautionary measures that are listed in the EMP (Table 7) are put into effect. Compliance monitoring during construction is therefore important, as it is a means of ensuring adherence to the EMP.

Construction environmental monitoring is a function of supervision, and the essential purpose is to ensure adherence to the EMP. Specific actions in the EMP that are to be monitored are included in the Monitoring Plan (see Table 9). These include the preparation of plans for aspects

of the work, such as establishing crusher and asphalt facilities, and a site safety plan, which need to be completed and approved during the pre-construction phase. Also included are air, noise and water quality monitoring parameters.

Regular monitoring of the condition of the road surface, bridges, culverts, drainage structures and slope protection structures is important from an environmental management point of view, but takes place as part of regular road maintenance. In addition to this activity, information on the locations, type and consequences of traffic or traffic related accidents is required, in co-operation with traffic police. Recommended air, noise and water quality monitoring and community feedback are also included in the Monitoring Plan (Table 9).

In the longer term, it is essential that the road authorities monitor the effectiveness of the erosion and rockfall protection measures. Some form of reporting should be implemented to ensure that information regarding defects in design or construction methods is fed back to the centre and to the design organisations.

PMU should record the progress of the project, the implementation of the management plan (EMP), environmental quality monitoring results in the process of implementation of the project and report them to the WB in a timely manner. Proposed forms are included as Annex 2.

5.3 Reporting requirements During project implementation, the supervision consultants in cooperation with PMU will be required to (i) develop an environmental auditing protocol for use during construction, and formulate a detailed monitoring and management plan; and (ii) regularly supervise the environmental monitoring, and submit quarterly reports based on the monitoring data and laboratory analysis report.

PMU will submit the following environmental reporting documentation to WB:

(i) Baseline monitoring report. The report, to be submitted to WB prior to commencement of civil works, will include a detailed environmental management and monitoring plan (including data collection locations, parameters, and frequency), baseline environmental data, relevant standards, and data collection responsibilities. (ii) Environmental monitoring reports. The reports will include environmental mitigation measures and monitoring activities undertaken, details of monitoring data collected, analysis of monitoring results, recommended mitigation measures, environmental training conducted, and environmental regulatory violations. The implementation of the EMP has to be reported routinely in biannual basis after commencement of civil works. The report will include the implementation of EMP or SEMP, which described: (i) organizational set up to address environmental concerns by contractor and supervision consultant, (ii) obtaining all required permit related with environmental concerns associated with construction activities e.g extraction of water, borrow pit, deviating route, etc; (iii) environmental impacts occurred during the reporting period and how the mitigation measureshave been implemented; (iv) any unpredicted impacts that occurred during the reporting period and its mitigation measures; (v) any accident related with construction e.g. leakage, spillage of hazardous substance and other accident, and (vi) any complaint on environmental concerns file by affected people or by other parties. (iii) Quarterly report on ESMP implementation performance

6. ENVIRONMENTAL MITIGATION PLAN An Environmental Mitigation Plan (EMP) has been prepared (See Table 7) and will be updated during detailed design. RRF will ensure that the contractors prepare a site-specific EMP based on this EMP and the actual situation on-site. RRF will monitor the implementation of the EMP, and will report once a year on EMP compliance.

The environmental impacts associated with project have been detailed above in the relevant sections of this ESMP. Mitigation measures required to address the impacts identified in the ESMP have been summarized in each of the relevant sections covering the physical, biological and socio-economic environment affected by the project. The impacts identified and the specific mitigation measures proposed to address them have been consolidated into the environmental mitigation plan presented in Table 7, which includes time frames, responsibilities and where applicable, estimated costs for each measure.

During reconstruction, mitigative measures focus in assuring that contractors undertake all their work in an environmentally responsible manner, properly disposing of wastes, controlling the use of fuels and lubricants, revegetating any sites cleared during reconstruction, carefully managing the use of water and being aware that reconstruction dust must be managed as it can travel long distance. RRF will be the lead for this work, with its PMU and CSC completing the mitigative and monitoring actions.

The RRF will ensure the following: (i) the contractor’s obligation to undertake environmental mitigation measures as specified in the EMP, and these requirements will be included in the bidding document and later in the contract document; (ii) the cost for the recommended environmental mitigation measures will, where possible, be made separate items in the Bill of Quantities. Such allocation of a separate budget for carrying out environmental mitigation measures will be crucial to assure their implementation. During procurement, contractors will be specifically encouraged to include these costs in their rates and present the mitigation cost as a line item in the Bill of Quantities; (iii) explicitly require the contractor to assign staff to be responsible for implementing environmental mitigation measures during construction, and reporting to RRF’s PMU, (iv) the contractor will be required to prepared Site Environmental Management Plan (SEMP)to implement the EMP with providing specific sites where the mitigation measures will need to be implemented. This SEMP could be presented as part ofSite Environmental Management Plan (SEMP) and Health Safety and Environmental Plan for which the contractors have a contractual obligation. In addition, all the plan to disposed wastes, to plant the trees, to extract water have also been prepared for approval of supervision consultant on behalf of PMU, and (v) the contractor, in coordination with RRF’s PMU, will have the responsibility to address any complaints and grievance related with construction activities

Table 7 Environmental Mitigation Plan

Impact/Issue Mitigation Measure Cost Institutional Comments & Related Links (in US $) Responsibility PRE-CONSTRUCTION STAGE: Material sources Tenderer to identify sources of materials, state methods of transportation Included in design, no Design engi- Design process; Contract and transport and provide a realistic breakdown of rates. This should include for on-going additional cost neers documents maintenance (including drainage, where necessary) and, at the end of their Cost to tenderer in bid Contract documents/ Contract, reinstatement of access routes, haul routes and borrow sites. preparation tender process

Necessary permits Acquisition of all necessary permits and approvals for location of construc- Contractor and approvals tion camps, quarry sites and sources of construction materials from local (construction) government agencies prior to any construction or erection of camps and extraction of material Fueling Operations The site plans must specify the locations for the storage of liquid materials Included in Contrac- Design engineer and Liquid and and toxic materials. The following conditions to avoid adverse impacts due tor’s General Costs (specification) Toxic Material Stor- to improper fuel and chemical storage. Contractor age Areas. (construction)  Fueling operations shall occur only within containment areas.  All fuel and chemical storage (if any) must be sited on an impervious base within a bund and secured by fencing. The storage area must be located away from any watercourse or wetlands. The base and bund walls must be impermeable and of sufficient capacity to contain 110 percent of the volume of tanks.  Filling and refueling must be strictly controlled and subject to formal procedures and will take place within areas surrounded by bunds to contain spills / leaks of potentially contaminating liquids.  All valves and trigger guns must be resistant to unauthorized interference and vandalism and be turned off and securely locked when not in use.  The contents of any tank or drum must be clearly marked. Measures shall be taken to ensure that no contaminated discharges enter any drain or watercourses.  Disposal of lubricating oil and other potentially hazardous liquids onto the ground or water bodies must be prohibited.  If accidental spills occur immediate clean up must be undertaken and all cleanup materials stored in a secure area for disposal to a site authorized to dispose of hazardous waste.

 Locations Relative to Watercourses. The site plans must be devised to ensure that, insofar as possible, all temporary construction facilities must be locate at least 50 meters away from a water course, stream, or canal. Permanent loss of Avoidance of resumption / demolition of land /property as far as possible; Included in design, no Design engi- Route selection/analysis of property and land, Development of Land Acquisition and Resettlement Plan; additional cost neers/ alternatives phase Land Ac- including agricul- Highway fence to be located as close to the road embankment as possible, PMU’s Land Ac- quisition and Resettlement tural and grazing to minimise loss of agricultural and grazing land. quisition Depart- Plan land ment Infrastructure Avoid damage to existing infrastructure and interference with planned infra- As above Design engi- Consult with utility authori- structure, e.g. high voltage electricity lines, water pipelines, oil and gas pipe- neers ties; Contract documents lines Culvert design gen- Designer to provide appropriate numbers of suitably sited and designed cul- Included in design, no Design engi- eral verts and bridges; additional cost neers, hydrology / hydraulic experts Need for proper Mitigation of potential adverse impacts due to earth-moving, cut and fill and Contract preparation RRF/PMU (the Compliance with all applica- drainage and re- similar requirements must include contract stipulations which require: costs currently budg- environment ble Contract provisions. vegetation. eted as part of project consultant of the Issues as reported in weekly  Selection of less erodible material, placement of gibbons and riprap preparation (including PMU and CSC) and monthly reports. and good compaction, particularly around bridges and culverts. consulting must be Complaints as received  Specification that final forming and re-vegetation must be completed services) responsible for through the grievance re- as soon as possible following fill placement to facilitate regeneration Contract compliance day-to-day is- dress mechanism. of a stabilizing ground cover. Supervision must be a sues  Trenching where necessary to ensure successful establishment of budgeted activity for of environmental vegetation. the CSC. management  Seeding with a fast growing crop and potential native seed mix imme- such diately after fill placement to prevent scour and to encourage stabili- as proper quarry zation. operations.  Placement of grass sods where applicable. Compliance as-  Stabilization of embankment slopes and road cuts by revegetation with surance must be grazing resistant plant species, placement of fiber mats, riprap, rock the responsibility gabbions, or other appropriate technologies. of the CSC.  Completion of discharge zones from drainage structures with riprap to reduce erosion when required.  Down drains/chutes lined with rip-rap/masonry or concrete to prevent erosion.  Side slopes adjusted in the range based on soil and other conditions as specified by the Project Specifications to reduce erosion potential.

It is recommended that steep slopes be stabilized, covered with riprap or other material to prevent soil erosion. Impacts to existing To mitigate potential impacts to the existing transport network, a Traffic Contract preparation RRF/PMU (the transport infrastruc- Control Plan must be submitted to explain the means and methods to be costs currently budg- environment ture taken for proper and adequate control of traffic during the course of the eted as part of project consultant of the Works. This Plan must include but not be limited to: preparation PMU and CSC)  The traffic control equipment the Contractor proposes to use for the (including consulting must berespon- Works; services) Contract sible for day-to-  Traffic control signage including location and sign descriptions; compliance supervi- day issuesof en-  How and when the Contractor proposes to use traffic control flag sion must be a vironmental  men; budgeted activity for management  Traffic control means during no-working periods; the CSC. andsafety, in-  Traffic control means and devices for night and off-hour periods. cludingtheimple- mentationof the To mitigate and ensure that potential impacts to the area transport network Traffic are avoided in the subsequent stages of the Project, it stipulates a very Control Plan. specific and detailed set of requirements in regard to general traffic man- Oversightsuper- agement, traffic control, safety provisions that apply to temporary traffic vision is there- ramps, vertical clearance, signage, temporary fencing, warning lights and sponsibility of other details. the CSC with full participation by the appropriate offices of RRF. Potential impacts to To mitigate potential impacts to irrigation systems bid and contract docu- Contract preparation RRF/PMU (the Compliance with all applica- irrigation systems ments state that to avoid potential adverse impacts to irrigation systems, costs currently budg- environment ble contract provisions. the Contractor must ensure irrigation channels diverted during the construc- eted as part of project consultant of the Irrigation issues as reported tion phase must be returned to their original status. Where this is not pos- preparation PMU and CSC) in sible, or where channels are irrevocably altered, consultation must be held is responsible weekly and monthly reports. with landowners to ensure that an adequate redesign is undertaken to en- for day-to-day is- Complaints as received sure that irrigation channels are returned as closely as possible to their for- sues through the grievance re- mer layout. The Contractor must undertake all necessary works of environmental dress to achieve this status, including provision of labor. management mechanism. and safety, including periodic site visits to assess issues associated with impacts to irrigation networks.

Noise – including To mitigate potential noise impacts, the recommended contract conditions Contract preparation Appointmentand Compliance with all applica- construction noise stipulate that: costs currently budg- approval of an blenoise standards. on the jobsite and  Off-site noise levels due to reconstruction activities must not exceed a eted as part of project ES of CSC is re- Noise –related issues as re- adjacent areas and Leq* of 75 dBA at any time and, insofar as possible, must not exceed an preparation (including quiredbefore ported in weekly and noise generated indoor Leq of 55 dBA during the day (6:00to 8:00 PM) and 40 dBA at night consulting work can monthly reports. along any transport (8:00 PM to 6:00 AM. services) commence. Complaints as received routes used by the  The maximum acceptable jobsite noise level (Lmax) must not exceed 85 Monitoring and report- through the grievance re- Project. dBA unless protective equipment is supplied. ing costs must be part dressmechanism. of the Contractor's bid. To avoid potential adverse noise and vibration impacts, there commended Contract compliance provisions state that the Contractor must: supervision must be a  Be responsible for repairing any damage caused as the result of vi- Budgeted activity for brations generated from or by the use of his equipment, and machin- the CSC. ery.  Erect temporary noise barriers where schools are within 50meters of reconstruction activities.  Provide public notification of construction operations prior to reconstruction works.  Ensure that sensitive receptors must be avoided as possible (i.e., aggregate crushers, operators, etc.).  Ensure that all exhaust systems must be maintained in good working order; properly designed engine enclosures and intake silencers must be employed; and regular equipment maintenance must be undertaken.  Ensure that stationary equipment must be placed as far from sensitive land uses as practical; selected to minimize objectionable noise impacts; and provided with shielding mechanisms where possible.  Schedule operations to coincide with periods when people would least likely be affected; work hours and work days must be limited to less noise-sensitive times. Hours-of-work must be approved by the site engineer having due regard for possible noise disturbance to the local residents or other activities. Reconstruction activities must be strictly prohibited between 10 PM and 6 AM in the residential areas.  The Contractor must also note and record the condition of the structure being monitored and any change in condition from the time of the previous round of monitoring.

* Notes: Leq is defined as an energy-averaged sound level that includes both steady background sounds and transient short-term sounds commonly used to describe traffic noise levels that tend to experience hourly peaks. L10% - the sound level exceeded 10 percent of the measurement period and represents the peak sound levels. L90% - the sound level exceeded 90 percent of the measurement period and is commonly used to represent background sound levels. Lmax - the maximum sound level. Air quality impacts Furnaces, boilers or equipment using any fuel that produce air pollutants Contract preparation Appointment an- Air-related issues as re- in later stages are must not be installed without prior written consent of the CSC. Burning of costs currently budg- dapproval of an ported in weekly and largely determined debris or other materials must not occur on the Site. eted as part of project ES is re- monthly reports. by Dust suppression measures including but not limited to the following must preparation (including quiredbefore Complaints as received decisions taken (by be implemented: consulting services) work can com- through the grievance redesign or default) in  Stockpiles of sand and aggregate greater than 20 cubic meters for use mence. dress mechanism. the Pre-Construc- in concrete manufacture must be enclosed on three sides, with walls tion extending above the pile and two (2) meters beyond the front of the Stage, particularly piles. the stipulations of  Effective water sprays must be used during the delivery and handling the Project’s bid of all raw sand and aggregate, and other similar materials, when dust and tender docu- is likely to be created and to dampen all stored materials during dry ments and contract and windy weather. specifications.  Areas within the Site where there is a regular movement of vehicles must have an acceptable hard surface and be kept clear of loose surface material..  Conveyor belts must be fitted with wind-boards, and conveyor transfer points and hopper discharge areas must be enclosed to minimize dust emission. All conveyors carrying materials that have the potential to create dust must be totally enclosed and fitted with belt cleaners.  Cement and other such fine-grained materials delivered in bulk must be stored in closed silos fitted with a high-level alarm indicator. The high-level alarm indicators must be interlocked with the filling line such that in the event of the hopper approaching an overfull condition, an audible alarm must operate, and the pneumatic line to the filling tanker must close.  All vehicles, while parked on the Site, must have their engines turned off.  All equipment and machinery on the Site must be checked at least weekly and make all necessary corrections and or repairs to ensure compliance with safety and air pollution requirements.

 All vehicles must be properly cleaned (bodies and tires are free of sand and mud) prior to leaving the site areas. The necessary cleaning facilities must be provided on site to ensure that no water or debris from such cleaning operations is deposited offsite.  Locations must be indicated by the SEMP Plans.  All trucks used for transporting materials to and from the site must be covered with canvas tarpaulins, or other acceptable type cover (which must be properly secured) to prevent debris and/or materials from fall- ing from or being blown off the vehicle(s).  Construction walls must be provided in all locations where strong winds cause the blowing of dust and debris.

Potential impacts to No impacts to ethnic and/or vulnerable groups are anticipated other than See the Project's Res- See the Project's ethnic and/or vul- those identified and addressed by the Project's Ressetlement Action Plan setlement Action Plan RAP nerable groups (if any).

Impacts to water re- To mitigate potential impacts to area waterways, the following conditions Contract preparation Appointment an- Compliance with all applica- sources in later must apply to the Contractor's Construction work staging areas: costs currently budg- dapproval of blewater quality standards. stages are largely  Waste Disposal. All water and waste products arising on the site must eted as part of project anES is required Water-related issues as re- determined by deci- be collected, removed from the site via a suitable and properly designed preparation (including before work can ported in weekly and sions taken (by de- temporary drainage system and disposed of at a location and in a manner consulting commence. monthly reports. sign or default) in that causes neither pollution nor nuisance. The site plan required as part services) Monitoring The Contractor Complaints as received the Pre-Construc- of the SEMP must indicate the system proposed and the locations of re- and reporting costs must not under- through the grievance re- tion lated facilities in the site, including latrines, holding areas, etc. There must must be part of the take any dressmechanism. Stage, particularly be no direct discharge of sanitary or wash water to surface water. Dis- Contractor's bid. works on the stipulations the posal of materials such as, but not limited to, lubricating oil and onto the Contract compliance Siteuntil the Project’s bid and ground or water bodies must be prohibited. Liquid material storage con- Supervision must be a ESO has tender documents tainment areas must not drain directly to surface water. Liquid material budgeted activity for commenced du- and contract speci- storage containment areas equipped with drains must be valved, and the the CSC. ties on Site un- fications. valve must be maintained locked in the closed position with supervisory less specifically control of the key. Lubricating and fuel oil spills must be cleaned up im- agreed in writing mediately and spill clean-up must be materials be maintained at the stor- by the CSC. age area.  Drainage. The site plan required as part of the SEMP must be devised to ensure that rain run-off from the construction sites is not deposited directly into any watercourse, stream, or canal and must indicate the system proposed, including the locations of retention ponds and other facilities. There must be no direct discharge of sanitary wastewater, wash water, chemicals, spoil, waste oil or solid waste to surface water bodies. Fuel,

lubricating oil and chemical spills must be contained and cleaned-up immediately. Spill clean up equipment must be maintained onsite.  Fueling Operations. Fueling operations must occur only within containment areas.  Relationship to Watercourses. The site plans required as part of the SEMP must be devised to ensure that, insofar as possible, all temporary construction facilities are locate at least 50 meters away from a water course, stream, or canal.  Wheel Washing Facilities. If determined warranted by the CSC, the Contractor must provide a wash pit or a wheel washing and/or vehicle cleaning facility at the exits from the sites. If so requested, the Contractor must ensure that all vehicle are properly cleaned (bodies and tires are free of sand and mud) prior to leaving the site areas. The Contractor must provide necessary cleaning facilities on site and ensure that no water or debris from such cleaning operations is deposited off-site.  Other Water-Related Facilities. The Contractor is required to construct, maintain, remove and reinstate as necessary temporary drainage works and take all other precautions necessary for the avoidance of damage by flooding and silt washed down from the Works. Site Plans must indicate adequate precautions to ensure that no spoil or debris of any kind are allowed to be pushed, washed down, fallen or be deposited on land or water bodies adjacent to the Site.

Other water quality provisions applying to construction camps and work sites must include but must not be limited to the following:

 All existing stream courses and drains within, and adjacent to, the Site must be kept safe and free from any debris and any excavated materials arising from the Works. Chemicals, sanitary wastewater, spoil, waste oil and concrete agitator washings must not be deposited in the watercourses.  All water and waste products arising on the Site must be collected, removed from the Site via a suitable and properly designed temporary drainage system and disposed of at a location and in a manner that must cause neither pollution nor nuisance.  Drainage works must be reconstructed, maintained, removed and reinstated as necessary and all other precautions necessary for the avoidance of damage by flooding and silt washed down from the Works must be taken. Adequate precautions must be taken to ensure

that no spoil or debris of any kind are allowed to be pushed, washed down, fallen or be deposited on land adjacent to the Site.  In the event of any spoil or debris from reconstruction works being deposited on adjacent land or any silt washed down to any area, then all such spoil, debris or material and silt must be immediately removed and the affected land and areas restored to their natural state by the Contractor to the satisfaction of the Engineer.  Downstream slopes must be stabilized with concrete, rock gabions or walls to avoid erosion where warranted.  Contractor must ensure that construction camps and other potential sources of secondary impacts are properly sited and provided with drainage and wastewater facilities.  Downstream slopes must be stabilized with concrete, rock gabions or walls to avoid erosion where warranted.  Contractor must ensure that construction camps and other potential sources of secondary impacts are properly sited and provided with drainage and wastewater facilities. Borrow pits and  The selection and operation of borrow pits needs to be carried out with Included in Design engineer quarries all due considerations to avoid any impact on the existing natural and Contractor’s (specification) human environment, and to make provisions that no secondary im- General Costs Contractor pacts such as soil and aquifer pollution will occur. (construction)  Borrow pits should not be located within core or buffer zones of the existing or proposed specially protected areas.  Irrespective of which borrow sites are used/developed, it remains the Contractor’s responsibility to source the construction materials through obtaining and adhering to all necessary licenses and statutory environmental management requirements associated with the operation and rehabilitation of such sites.  Contractor to avoid excavating borrow pits or quarries on agricultural land to the extent possible;  In case a use of existing site, site should be pre investigated for existing pollution/contamination. The sites which have previous pollution/contamination should be excluded in the scope of the project. CONSTRUCTION STAGE Impact/Issue Mitigation Measure Cost Institutional Comments & Related Links (in US $) Responsibility Haul routes  Select suitable haul routes away from sensitive sites, if possible Included in Design engineer  Provide a length of haul road before the exit(s) from the site Contractor’s (specification) General Costs Contractor

 Reduce the width of haul roads (while still allowing two-way traffic (construction) movements) to minimise the surface area from which dust may be produced  Sweep paved access roads (while still allowing two-way traffic movements) and public roads regularly  Limit vehicle speeds – the slower the vehicles, the less the dust generated  Spray unpaved work areas subject to traffic or wind with water regularly and frequently, particularly during warm and sunny weather Materials handling  Locate stockpiles out of the wind or provide windbreaks Included in Design engineer and storage  Keep stockpiles to the minimum practicable height and use gently Contractor’s (specification) slopes General Costs Contractor  Compact and bind stockpile surfaces; re-vegetate long-term stockpiles (construction)  Minimise the storage time of materials on site  Store materials away from the site boundary and downwind of sensitive areas  Ensure all dust-generating materials transported to/from the site are covered by tarpaulin  Minimise the height of fall of materials  Avoid spillage and clear up spills as soon as possible  Damp down sand, spoil and aggregate stockpiles Fuel and chemical Contractor to develop and implement a method statement on spillages in- Included in Design engineer Method statement on spill- pollution control cluding the use of lined spillage bunds for bitumen, oil and fuel storage Contractor’s (specification) ages tanks, and impermeable compounds for the storage of chemicals; General Costs Contractor Statement on fuel storage, Contractor to provide designated and confined sites for vehicle mainte- (construction) handling and vehicle wash- nance, refuelling and washing, and appropriate security procedures for re- ing fuelling vehicles. Location to be agreed with local executive and environmental authorities. Sites to be 500 m from the nearest water sources/irrigation and drainage channel; Contractor to submit a statement on showing the location of fuel storage, filling station and vehicle washing site to local executive and sanitary authorities; Contractor to treat maintenance workshop wastewater to national discharge standards; Contractor to be prohibited from washing of vehicles and equipment in rivers and/or wetland areas. No storage of oils and chemicals in the wetlands areas will be permitted and if unavoidable they shall be held within specifically constructed bunded areas

Waste manage-  Location for the disposal of waste should be agreed with the local ex- Included in Design engineer ment ecutive and environmental authorities before the start of reconstruc- Contractor’s (specification) tion and agreed location should be a permitted landfill area. General Costs Contractor  Contractor to store, handle and dispose of waste oil, tyres, etc. at des- (construction) ignated sites in accordance with Goskompriroda’s requirements;  Contractor to regularly remove litter and waste adjacent to the worker camps and contractor’s yard even if not works-related.  No waste storage areas shall be permitted in the wetlands areas  Use covered containers for organic waste and remove frequently  Remove organic waste before it start to decompose  Domestic wastes, hazardous wastes, re-cycable wastes and other special wastes (electrical and electronic wastes) should be seperatelly stored and disposed.  Waste disposal sites should be visited periodically Hazardous waste  The spill contingency plan, emergency response, monitoring, and re- Included in Design engineer management, stor- porting will comply with Uzbek regulations. In the case of a spill, an Contractor’s (specification) age, transport and emergency response team will be engaged under a spill-management General Costs Contractor disposal. plan. (construction)  Vehicles transporting hazardous chemicals should use the highway during periods with less traffic and should not be allowed to use the highway during bad weather to minimize risk.  Signs will be provided 100m ahead of the entry to toll plazas to indicate the drivers of hazardous chemical transportation vehicles to drive on the outer lane, make a declaration and stop for inspection. A sign in- dicating “Hazardous Goods” should be fixed on the left front side of the vehicles.  An emergency response system and procedures will be established in the event of an incident or accident to minimize impact of a pollution event.  Hazardous waste (or chemical waste) will be properly stored, handled and disposed of in accordance with the local legislative requirements. Hazardous waste will be stored at specified locations and warning signs will be posted.  Oil and other hazardous wastes will be transported to a facility licensed to collect such waste. Surface water and  all toxic and hazardous materials required for construction, fuel and Included in The ES must be Compliance with all estab- river caustic substances shall be stored at secure and managed sites, sited Contractor’s responsible for lished water quality stand- away from water bodies General Costs ards.

 vehicles and equipment shall be maintained in good operable condi- day-to-day is- tion, ensuring no undue leakage of oil or fuel sues of environ-  vehicles and equipment will be serviced at properly managed and mental equipped workshops, with suitable facilities to collect and dispose of management waste oil, andcompliance  sanitation arrangements will be made at worksites and any accommo- with air quality dation facilities provided for workers’ accommodation, ensuring that requirements. no raw sewage is released into drains or water bodies, Insurance of contract compliance is the responsibility of the CSC. Large water extrac- Contractor/sub-Contractors must submit a plan for type, location and quan- to be included in the Contractor (and Compliance with all estab- tion volumes for tity of both drinking and technical water extraction. The plan needs to be Project Costs all subcontrac- lished water quality stand- construction pur- approved and monitored by the responsible authorities. tors) ards. poses and camps may lead to conflicts with local water users Topsoil preserva-  Each construction site should have a spill contingency plan. Included in Design engineer tion/soil manage-  Proper storage and management reduces the risk of vandalism and Contractor’s (specification) ment theft General Costs Contractor  Contractor to remove, store and reuse of topsoil in accordance with (construction) best practice; long-term stockpiles to be protected to prevent erosion or loss of fertility;  Contractor to construct and use appropriately sited haul roads to minimize soil compaction and loss of agricultural land. Soil contamination  Contractor to remove, store and reuse of topsoil in accordance with best practice; long-term stockpiles to be protected to prevent erosion or loss of fertility;  Contractor to construct and use appropriately sited haul roads to minimise soil compaction and loss of agricultural land.  Duty of Care to avoid spillage of all polluting materials;  Ensure, through proper construction management (especially precision of secure fuel storage and handling facilities, well maintained equipment and vehicles, strict enforcement of traffic safety on construction site), that oil and other spills do not occur, and that if they do immediate action is taken to minimize impacts on the soil.

 Storage of construction materials only takes place in properly prepared locations;  Immediate sorting and removal of construction debris to an offsite landfill;  Dismantling after use the base of construction sites and access/haul roads  Apply topsoil on all vacant sites as soon as practical;  Fuel and chemicals will be stored separately at impervious and fully bonded areas. The storage areas are also protected against storm- water;  Comply with regulations regarding pollution abatement;  Contaminated soil to be removed and replaced;  Chemical storage to accord to manufacturer's recommendations;  All spillage to be reported;  Remedial action to be undertaken as a matter of urgency;

Worker camp man- Contractor to agree location and facilities of worker camps with local au- Included in Contrac- Design engineer agement thorities including Ministry of Health’s Central Disinfection Centre and Dis- tor’s General Costs (specification) trict Disinfection Centre; Contractor Location for the disposal of waste should be agreed with the local executive (construction)/ and environmental authorities before the start of reconstruction. Ministry of Contractor to provide: Health  Statement on the source for the drinking water supply for workforce;  Description of the living and eating areas for non-local workforce.  Before worksite operations start, the Contractor must seek approval on the source of drinking water from the local competent authority. Noise control Contractor to minimise night-time and public holiday working hours within Included in Design engineer Noise Control Plan 500m of settlements; normal working hours to be restricted to 06:00-20:00 Contractor’s (specification) hours; General Costs Contractor Contractor to strictly enforce a maximum noise level of 70dB(A) at the (construction) boundary of the construction site within 500m of residential and other noise- sensitive areas (e.g. schools, hospitals) by scheduling of work to avoid sim- ultaneous use of multiple items of noisy equipment at the same location and the use of noise screens; Minimise night-time and public holiday working hours near to settlements; Operated designated haul roads and keep haul roads well maintained; Where using noisy equipment close to residential areas and schools consider using noise screens: almost any solidly built screen is better than none;

Limit the speed of vehicles on unpaved haul roads; Contractor to properly maintain vehicles and equipment to minimise noise pollution on the construction site. Air quality impacts All contract stipulations established in the Pre-Construction Stage as out- Monitoring and report- The ES must be Compliance with all estab- lined above must apply. ing costs must be part responsible for lished air quality standards. of the Contractor's bid. day-to-day is- Additional mitigation measures warranted in the event of unanticipated con- suesof environ- ditions or in response to accidental spills or volatile materials or significant mental manage- accidental air pollutant emissions must apply as determined warranted by ment and com- the CSC. pliance with air quality require- Periodic unannounced site visits (for example, asphalt plant, quarries etc.) ments. are required to verify air quality and all other environmental compliance. Insurance of contract compliance is the responsibility of the CSC. Dust control Contractor to water down/clean haul routes in residential and other air qual- Included in Contrac- Design engineer ity sensitive areas during dry weather. Before worksite operations start, the tor’s General Costs (specification) Contractor must seek approval on the source of dust suppression water Contractor (con- from the local competent authority; struction) Contractor to pave areas in residential and other air quality sensitive areas as soon as possible; Contractor to control vehicle speed on unpaved haul routes; Contractor to cover trucks carrying dust-producing materials; Contractor to properly maintain vehicles and equipment to minimize air pollution on the construction site; Vehicle exhausts to be vented upwards; Public hindrances Provision of a site-specific traffic diversion management plan, including pre- Included in Contrac- Design engineer due to traffic diver- cautionary measures such as signage, working hours, publicawareness, tor’s General Costs (specification) sions and hauling preparation of emergency plans, and proper decommissioning of such tem- Contractor routes porary roads. (construction)/ Police/local authorities Traffic safety Contractor to manage traffic disruption, inconvenience to the public, and Minimised by design; Design engineer road safety hazards through development and implementation of a traffic mainly applies to areas (specification) management plan in consultation with the traffic police and local authori- of interchange Contractor ties, including public information, temporary traffic diversions, one-way construction; included (construction)/ working, and all necessary temporary traffic signals, warning signs, lighting in Contractor’s General Police/local au- and watching (guards/signal men); Costs thorities

Providing advance information to the public about planned reconstruction works, Planning reconstruction activities to minimize disruption and maintaining at least one open lane where there is no viable alternative route; Signing of temporary traffic diversions in close coordination with local authorities; Use of flagmen and temporary traffic lights to control traffic flows at con- stricted sites, including safe crossing for pedestrians and limiting, to the extent practicable, the movement of large trucks to off-peak traffic times. Site clearance Contractor to avoid damage to or loss of trees outside the limits of site and Included in Design engineer to preserve trees within the limits of site where specifically designated in the Contractor’s (specification) Contract; General Costs Contractor Contractor to minimise vegetation losses in the construction corridor (construction) through appropriate safeguard measures (e.g. demarcation of critical sites prior to reconstruction; instruction of workforce). Reinstatement of Once construction activities are completed which affect land temporarily Included in Design engineer temporarily ac- leased/acquired for haul roads, storage sites, etc. the Contractor will be re- Contractor’s (specification) quired land habilitate the land and return it to productive use, if required, to the satis- General Costs Contractor faction of the lessee/landowner. (construction) Minimisation of im- Contractor to avoid damage to or loss of trees outside the limits of site and Included in Design engineer pacts on flora and to preserve trees within the limits of site where specifically designated in the Contractor’s (specification) fauna and their Contract; General Costs Contractor habitats (General) Contractor to minimize vegetation losses in the construction corridor (construction) through appropriate safeguard measures (e.g. demarcation of critical sites prior to construction; instruction of workforce);

Minimization of im- Reports of accidents or other incidents involving wildlife in the Project Area Monitoring is part of the Contractors are pacts to wildlife. must be monitored. Areas affected by the Project must be routinely ob- Contractor's bid. Con- responsible for served to minimize the potential for avoidable impacts to wildlife. tract compliance super- their operations. vision is a budgeted ac- The CSC has tivity for the CSC. Primary supervision responsibility. Access to Infor- Design and supervision consultant /PMU to convene a public consultation Included in Contrac- Design engineer mation/ Public Re- meeting (including the Contractor) prior to contractor’s mobilization to: tor’s General Costs (specification) lations Contractor  provide basic project information and construction scheduling (construction)  discuss and agree farm access arrangements during the construction period

 establishand explain the grievance redreas mechanism including pro- active arrangements for keeping the public informed of reconstruction activities Contractor to implement obligations as per the Grievance Redress Mecha- nism Cultural heritage/ Contractor to development a cultural / archaeological find plan for the Included in Contrac- Design engineer archaeological conservation/protection of cultural heritage/archaeology in case of unex- tor’s General Costs (specification) finds pected finds; Contractor If an cultural/archaeological artefact is found, the Contractor is to stop work (construction) immediately in that location and notify the appropriate authorities; Contractor is to cooperate with the appropriate authorities during the exca- vation, examination, and recording of such finds, and to not restart works in that location until permission is given. Health and Safety Contractor to provide drinking water for workforce in accordance with na- Included in Design engineer Provision of HIV/AIDS train- tional quality standards. Before worksite operations start, the Contractor Contractor’s (specification) ing, information and con- must seek approval on the source of drinking water from the local compe- General Costs Contractor doms to be a separate tent authority (construction) costed item in the contract Septic tanks, mobile toilets and other sanitary facilities to be cleaned daily to prevent outbreaks of disease; Contractor to provide basic sanitation, general health and HIV/AIDS training (including provision of condoms) for the local and non-local workforce; Contractor to provide training in use of, first aid materials and equipment; Contractor to provide appropriate personal protective equipment (PPE) for workforce, e.g. safety boots, reflective vests (summer), reflective jackets (winter), helmets, ear protection, goggles, gloves, etc. and to replace it when damaged; Contractor to provide training in the safe construction techniques, including use of equipment; Contractor to provide details of security measures to prevent access to the site by the public/non-workforce personnel, e.g. children, and livestock. Grievance related Implement a grievance procedure that is easily accessible to local commu- N/A RRF with construction nities, through which complaints related to contractor or employee behav- activities iour can be lodged and responded to. Awareness raising among local communities (including all directly possible affected and neighbouring farmers) regarding the grievance procedure and how it works. Establishment of a grievance register, including all responses and response times. POST-CONSTRUCTION - OPERATIONAL STAGE Impact/Issue Mitigation Measure Cost Institutional Comments & Related Links (in US $) Responsibility

Borrow pits and The extraction of sand and quarry materials will be completed at the oper- quarries ational stage. Proper management of post extraction needs to be adopted to avoid unexpected impact in the future. Reinstatement plan for temporarily used areas will be prepared after completion of construction works. Air quality impacts Management of vehicles transporting bulk materials will best rengthened RRF Annual budget. RRF due to vehicular and explicit requirements will be raised to make sure such vehicles are cov- use of the highway. ered with tarpaulins or otherwise enclosed. The planning authority will be advised to restrict construction of residential houses, schools, hospitals and other sensitive buildings adjacent to the highway when developing and approving urban construction plans Inspection and maintenance programs will be implemented including training programs focusing on emission testing, data analysis, and reporting. Annual air quality monitoring program will be conducted. Hydrology and wa- Contracts stipulate that one year into the operating period a final inspection After the com- ter quality issues as is required and contractor’s final payment is released only after a fully completion of thefi- aresult of unre- pliant audit is recorded. This includes the decommissioning of construction nal inspection solved camps and other ancillary aspects of the Project with significant environ- tothe satisfac- reconstruction im- mental implications. Any impacts to hydrology and water quality are part of tion ofRRF, op- pacts. the final inspection process and final payments can not be made until out- erationalmon- standing issues are resolved. itoring of environmental parameters (if any)becomes theresponsibility ofRRF. Impacts to hydrol- Operational impacts such as spills of hazardous materials resulting from RRF ogyand/or water accidents are mitigated by emergency response procedures of the respon- quality as a result sible agencies. highway operations. Noise impacts due Potential impacts due to the use of the highway are the purview of RRF and RRF Annual budget. RRF to vehicular use of other national agencies charged with protection of the environment. the highway.

Flora and Fauna Trees and grass should be planted on the separation belts and areas out- RRF side the roads. Species of native and local provenance, in-keeping with the natural landscape should be used for landscaping works. Adequate aftercare and maintenance should be provided for landscaping to ensure plant survival.

Adequacy of ero- Erosion prevention and re-vegetation aspects of the Project must be part of After the com- sionprevention fea- the final inspection. pletion of the tures and revegeta- final inspection tion. tothe satisfaction ofRRF, operational monitoring of environmental parameters (if any) becomes theresponsibility ofRRF. Concerns related to Recommended actions include: Appropriate road signage, traffic monitoring partly in Env. Budget RRF and Traffic general traffic and control, human capacity development, review of the driving license is- Police safety suing system and a wise application of penalties seem to be the most likely responses. Evaluate the introduction of publicly accessible, well-marked posts containing both an emergency (pay-free) telephone and a first-aid box with medical supplies, stretchers, bandages and other means for first assistance to road victims. To avoid mis-uses, these boxes shall be equipped with an electronic lock that can only be opened by prior telephone contact- ing to a nearby police station. Increased risk of To manage these problems the operator will enforce speed limits through partly in Env. Budget RRF and Traffic pedestrian acci- increased ‘radar’ surveillance, better and more frequent signage and in- Police dents within settle- creased speeding fines. In villages at crossing the owner will improve the ment areas due to signage and include amber lights were possible. As many town bypasses improved roads, as possible are planned and should reduce project generated traffic through faster speeds and towns and villages. Good signage, traffic calming and speed enforcement greater traffic vol- measures required. ume Unlikely to be significant pedestrian movement near new road. Review need for traffic calming and other procedures as necessary; consider education of school children on road safety. RRF to discuss the adequacy of rural access arrangments across the highway with communities one year after commissioning of the road and if necessary provide additional provisions (under/overpasses) to meet communities needs such that before project livelihoods are maintained or improved.

7. ENVIRONMENTAL MONITORING PLAN Environmental monitoring is a very important aspect of environmental management during construction and operatingphase of the project to safeguard the environment. During construction, environmental monitoring will ensure the protection of landslide, side slope, and embankment from potential soil erosions. Material storages, community relations, and safety provisions are discussed within the Environmental Monitoring Plan (EMoP). During operation, air, noise, and surface water quality monitoring of the roads will be an important parameter of the monitoring program.

In response to the environmental impacts identified during the study, an environmental monitoring plan (EMoP) has been developed and is presented in Table 6. The contract documents will contain a list of all required mitigation measures and a time frame for the compliance monitoring of these activities. The monitoring will comprise surveillance to check whether the contractor is meeting the provisions of the contract during construction.

The project supervision consultant in cooperation with PMU during project implementation will be required to:

 Develop an environmental auditing protocol for the construction period, and formulate a detailed monitoring and management plan;  Supervise the environmental monitoring regularly, and submit quarterly reports: the main parameters to be monitored are outlined in Table 6 and  Supervise the subproject roads regularly, and submit quarterly reports based on the monitoring data and laboratory analysis report. The main parameters to be monitored by the contractor are outlined in Table 6. The contractor and the supervising consultant will be responsible for subcontracting data collection of environmental monitoring to a recognized organization (e.g., Goskomprirda).

The following measures will be taken to provide an environmental compliance monitoring program during project implementation:

 The tender and contract documents will clearly set out the contractor’s obligations to undertake the environmental mitigation measures as set out in Chapter 4 of this ESMP and to be appended to contract specifications;  The recommended environmental mitigation cost should be included as an item in the Bills of Quantities. This will ensure that there is specific environmental mitigation budget and will be implemented as required. During the procurement, contractors will be encouraged to include these costs in their rates and present the mitigation cost as a line item in the Bill of Quantities.  The PMU will recruit an environmental supervising consultant who will be responsible for implementing the contractor's environmental, safety and health responsibilities. The consultant will cooperate with the local administration.

7.1 Cost Estimates for Proposed Environmental Actions

The RRF has experience in implementing EMP and undertaking monitoring. The RRF has experienced in implementation of six projects, financed by ADB. Therefore, RRF has capacity and adequate resource to support the implementation of EMP for this project. The environmental costs for the Project has been incorporated in the project costs, and will comprise the following: (i) costs to fund the study, consultation, and disclosure for updating ESMP including EMP and Monitoring Plan after detailed design, (ii) costs to implement mitigation measures, including tree planting, and (iii) cost to fund the environmental monitoring and reporting. Table below summarizes the costs required for environmental mitigation measures and monitoring.

Table 8. Environmental Costs for Mitigation and Monitoring

BASELINE MONITORING

Activity/Item Frequency Locations & Number of Unit Cost Cost Samples or Events Air Quality 3 in a one-week 2 in each of project sites = 4 x US $ 50 2,200 period 11 - Total samples = 44 Water Qual- 2 in a one-week Not less than 2 groundwater US $ 50 2,800 ity period samples per project sites (=4 x 11 = 44) and at bridge sites (=3 x 2 = 6). Total samples = 12 Soil Contam- 2 in a one-week Not less than four points in US $ 75 825 ination period each project sites = 11 samples Noise Once Once Road point of origin, point of US $ 40 440 termination and sensitive locations as determined by CSC. Total of 11 assumed. Subtotal Baseline US $ 6,265

Proposed environmental and social monitoring programs.

Mitigated Parameters Location Measurement Frequency Responsibili- Cost Parameter To be s of ties (equipmen Monitored (incl. methods Measurement (incl. review t & & equipment) and reporting) individual s) Air Quality NOX Cross the Portable in- Twice a year, Environmental 2000 US$ TSP bridge struments monthly for specialist of CO dust CSC reporting dust to PMU Noise Noise Cross the Portable in- Monthly Environmental 4000 US$ bridge struments specialist of CSC reporting to PMU Water qua- Suspended Bridges, 2 Portable in- Twice a year Environmental 4000 US$ lity Solids, checking pts. struments During e- specialist of HC at 100m up- arthworks on CSC reporting stream and the soil bund in to PMU 200m the river downstream Socio-eco- Complaints Communities Number of Monthly RRF No direct nomic lodged adjacent to the complaints cost through GRM project sites lodged and resolved Total: 10,000 US$

BOD = biochemical oxygen demand, CO=carbon monoxide, NOx-nitrogen oxides, pH=an expression of the basic or acid condition, SS= suspended solids, TSP=total suspended

Institutional Strengthening and Training

Institutional Position(s) Scheduling Cost Estimates Strengthening (Institutions, contractors, supervision consult- Activity ants) Mitigation Contractors, resident engineers, RRF GRM staff 5 days 2,000 US$

Monitoring State Nature Protection Committee, resident en- 5 days 5,000 US$ gineers, municipalities members

Environmental State Nature Protection Committee, RRF 5 days 5,000 US$ and social assessment (principles, methodology) TOTAL 12,000 US$

Table 9 Environmental Monitoring Plan

Issue Mitigation Measure Effectiveness Indi- Means of Verifi- Frequency Institutional Re- Cost cator cation sponsibility (in US $) PRE-CONSTRUCTION STAGE Permanent loss Resumption/demolition minimized Route avoids major Check prelimi- Once PMU’s Land Included in of property and Resettlement Action Plan (RAP) de- settlements RAP ex- nary design and Acquisition RAP land, incl. agricul- veloped ists maps Department tural and grazing Highway fence at edge of proposed Location of fence land plantations, where practicable Soil contamina- Remove, store and reuse of topsoil in Project sites Check prelimi- Once or more, de- PMU N/A tion accordance with best practice; long- nary design pending on term stockpiles to be protected to pre- design review vent erosion or loss of fertility; Ensure, that oil and other spills do not occur, and that if they do immediate action is taken to minimize impacts on the soil. Storage of construction materials only takes place in properly prepared locations Community ac- Access maintained for local commu- Access not severed/ Check prelimi- Once or more, de- PMU N/A cess nities, incl. pedestrians, non- motor- alternatives provided nary design and pending on ized vehicles, livestock maps design review Infrastructure Avoid interference with existing/ Infrastructure avoided Check prelimi- Once PMU N/A planned infrastructure nary design and maps Embankments/ Design of embankments, bridges, Embankments, etc. Check prelimi- Once PMU N/A structures culverts, etc. conform with require- nary design and ments maps Noise barriers Noise barriers reviewed in design Noise barriers in- Check prelimi- Once PMU N/A process cluded where deemed nary design and practical/ effective maps Material sources Ban on extraction of materials and/or Contract requirement Check Once or more, PMU N/A and transport disturbance of protected areas Ten- Contract requirement depending on result derer to identify materials sources, Tenderer provides in- states methods of transportation, pro- formation vides realistic breakdown of rates, including ongoing maintenance and

reinstatement of access routes, haul routes and borrow sites Highway Approach to pollution control Measures included in Check Once or more, Environmental N/A pollution control measures design depending on result specialist of CSC reporting to PMU Access to Public informed of construction pro- Publicity material pro- Spot checks, Approx. monthly, Environmental Included in Information/ Pub- gress duced Grievance Re- feedback from throughout construc- specialist of CSC DSC budget lic Relations Grievance Redress Mechanism es- dress Mechanism local residents/ tion phase, more fre- reporting to PMU for Env Su- tablished and operating effectively documented, Griev- NGOs, feedback quently when public pervision Complaints logged, responded to ance Focal Points and from complaints quickly Grievance Redress Engineer Committee identified Complaints log exists and up-to-date CONSTRUCTION STAGE Minimisation of No noisy working near settlements Minimal complaints Spot checks, Approx. Environmental Provision nuisance for local between 20:00-06:00 hours and on feedback from monthly, throughout specialist of CSC shall communities public holidays local residents/ construction phase, reporting to PMU be made by Maximum noise level 70 dB(A) at site NGOs, feedback more frequently the boundary from Engineer when public com- contractor Construction machinery/equipment plaints with noise and exhaust emission control fitted and in use Access maintained for local communities, incl. pedestrians, non- motor- ised vehicles, livestock Litter and waste removed from around work camp/contractor’s yard Health and Drinking water Clean drinking water Spot checks, Approx. Environmental Provision Safety Toilets, washroom and canteen facil- provided training records, monthly, throughout specialist of CSC shall ities Facilities provided accident reports, construction phase, reporting to PMU be made by First aid equipment and training and clean feedback from more frequently the Personal protective equipment and All workers have workers and En- when complaints contractor training basic health and gineer from public/ workers Safe construction techniques training HIV/AIDS knowledge, Emergency response trainingAcci- condoms provided dent Book First aid kits provided; Public safety measures all workers have basic first aid knowledge

PPE equipment provided and used All workers given training relevant to their activities All workers trained in emergency response Accident Book exists and up-to-date No accidents for members of public Site clearance Damage to trees No trees damaged/ Spot checks, Approx. monthly dur- Environmental As above Clearance of vegetation felled outside limit of feedback from ing site clearance specialist of CSC works workers and En- reporting to PMU No vegetation cleared gineer unnecessarily Infrastructure Damage to infrastructure No damage reported Spot checks, Approx. monthly dur- Environmental As above feedback Engi- ing reconstruction specialist of CSC neer reporting to PMU Drainage Site Drainage Plan Site Drainage Plan Spot checks, Approx. monthly dur- Environmental As above control Settling ponds exists and in opera- feedback from ing reconstruction specialist of CSC Oil interceptors tion local residents/ reporting to PMU Stagnant Water No silty/ muddy water NGOs, feedback running off site into from Engineer water courses No oil film on water courses near site No stagnant water on /near site Fuel and Method statement on Spillages Method statement on Spot checks, Approx. Environmental As above chemical pollu- Statement on fuel storage, handling spillages exists and in feedback from monthly during re- specialist of CSC tion control and vehicle washing operation local residents/ construction; more reporting to PMU Ban vehicle washing in rivers/ No uncleared works- NGOs, feedback frequently when wetland areas related oil/ bitumen/ from Engineer complaints No storage of oils and chemicals in cement/ concrete from public the wetlands areas will be permitted spills on site/in and if unavoidable they shall be held maintenance area within specifically constructed Statement on fuel bunded areas storage, handling and

vehicle washing exists and in operation Workers aware of ban No vehicle washing in rivers/wetland areas. Any unavoidable storage of oils and chemicals in the wetland area will beheld in a specifically constructed buded area Waste Litter and waste in/around worker Waste Management Spot checks, Approx. Environmental As above management camps and contractor’s yard re- Plan exists and in op- feedback from monthly during re- specialist of CSC moved. eration local residents/ construction; more reporting to PMU No waste storage areas shall be per- Litter and waste NGOs, feedback frequently when mitted in the wetlands areas cleared up. from Engineer complaintsfrom pub- No waste storage ar- lic eas within wetland area Disposal sites should be visited and monitored periodically. Domestic waste, Domestic waste from site office and No local impacts un- Spot checks, Regular monthly Supervision con- canteen will be collected by a li- less disposed of near feedback from monitoring of site sultant and Envi- censed waste collector. existing communities workers and En- and waste collection ronmental au- All construction waste to be taken off Clean construction gineer and disposal activi- thorities site and special managed landfills un- camps ties by Supervision der control of local government to be Consultants established. Workers waste to be regularly taken off site At end of contract all temporary buildings and installations to be taken off site Hazardous mate- Hazardous waste (or chemical waste) Clean rivers and pro- Spot checks, Regular monthly Supervision con- rials, fuel and oils will be properly stored, handled and ject sites feedback from monitoring of site sultant and Envi- management disposed of in accordance with the lo- workers and En- and waste collection ronmental au- cal legislative requirements. Hazard- gineer and disposal activi- thorities ous waste will be stored at designed ties by Supervision location and warning sign will be Consultants

posted. The maximum load for trucks carrying hazardous goods should be developed. Recyclable waste Recyclable materials such as Clean project corridor Spot checks, Regular monthly Supervision con- wooden plates for trench works, feedback from monitoring of site sultant and Envi- steel, scaffolding material, site hold- workers and En- and waste collection ronmental au- ing, packaging material, etc will be gineer and disposal activi- thorities collected and separated on-site from ties by Supervision other waste sources. Collected recy- Consultants clable material will be re-used for other projects or sold to waste collector for recycling; Construction Mitigation measures will be included Clean project corridor Spot checks, Regular monthly Supervision con- wastewater in the construction contracts on pre- feedback from monitoring of site sultant and Envi- vention of spillage and leakage of workers and En- and waste collection ronmental au- construction materials (e.g. bitumen, gineer and disposal activi- thorities oils, chemicals, fly ash, cement, sand ties by Supervision and aggregates) during transporta- Consultants tion. Stockpiles of construction materials such as bitumen, oils and chemicals will be properly covered or canopied to prevent pollution due to rain wash.

Maintenance of Haul routes Haul routes photo- Spot checks, Approx. monthly dur- Environmental As above local highway  Prior to the beginning of recon- graphed feedback from ing reconstruction; specialist of CSC network struction, the actual state of all Routes pre- strength- local residents/ more frequently reporting to PMU haul routes should be assessed ened where neces- NGOs, feedback when complaints and photographed (possibly by sary from Engineer from public PMU in cooperation with the En- Damage repaired gineer). Routes rehabilitated  Requirement to return all tempo- to original condition rarily used haul routes to their after use original state.

Traffic safety Traffic Management Spot checks, Approx. monthly dur- Environmental As above Plan exists and in op- feedback from ing reconstruction; specialist of CSC eration local residents/ more frequently reporting to PMU No increased traffic NGOs, feedback when complaints accidents from Engineer from public

No unnecessary traffic disruption Noise control No noisy working near settlements Noise Control Plan Spot checks, Approx. monthly dur- Environmental As above between 20:00-06:00 hours and on exists and in opera- feedback from ing reconstruction – specialist of CSC public holidays tion local residents/ including night time reporting to PMU Maximum noise level 70 dB(A) at site No exceptionally NGOs, feedback and public holidays; boundary noisy equipment/vehi- from Engineer more frequentlywhen cles on site complaints from pub- Workers working with lic noisy equipment/ procedures use appropriate PPE Air pollution con- Air Pollution Control Workers working with Spot checks, Regular check for Environmental As above trol air polluting equip- feedback from sub contractor sites specialist of CSC ment local residents/ (asphalt plant, quar- reporting to PMU NGOs, feedback ries etc.) from Engineer Approx. monthly during reconstruction; more frequently when complaints from public Baseline Air Air quality baseline monitoring must Complaints as re- Monitoring results The ES must be Monitoring Quality Survey be carried out as soon after the date ceived through the must be submitted to responsible for and report- of acceptance of the bid as practica- grievance redress CSC within two (2) day-to-day issues ing costs ble to determine ambient levels of the mechanism. working days of com- of environmental must be part air pollutants at specified monitoring pletion of the moni- management and of the Con- stations. Proposed locations require toring period for anal- must be subject tractor's bid. the approval of the CSC. ysis and review. Ac- to the CSC’s ap- tions taken in re- proval. The Con- sponse to the moni- tractor must not toring results must undertake any also be required. Ad- works on the Site ditional monitoring until the ES has must be undertaken commenced du- as deemed war- ties on Site un- ranted by the CSC. less specifically Final results must be agreed in writing by the CSC.

reported in the required Initial Environ- mental Baseline Re- port. Dust control Dust Control Dust Control Plan ex- Spot checks, Approx. monthly dur- Environmental As above Haul routes in residential areas wa- ists and in operation feedback from ingreconstruction; specialist of CSC tered down/cleaned to reduce dust No clouds of dust on local residents/ more frequently reporting to PMU Dust-producing materials to be cov- haul routes in residen- NGOs, feedback whencomplaints ered during transportation tial areas from Engineer from public No construction equipment/vehicles No clouds of dust producing black smoke on or off site from construction vehicles transporting materials No black smoke from equipment/vehicles Cultural Cultural/Archaeological Find Plan Cultural/ Archaeologi- Spot check Once Environmental As above Heritage / Ar- cal Find Plan exists specialist of CSC chaeological and in operation reporting to PMU finds Workers aware of plan Landscaping Felled trees to be replaced Trees planted and Spot check Once, end of Environmental As above surviving reconstruction specialist of CSC reporting to PMU Contractor un- The contractors is required to de- Inspection of cutting Throughout the Prior to any clearing Contractor, to be dertakes exces- velop a sketch map of the location plan and confirmation construction taking place with advice included in sive, unauthor- number and species of trees along of consultation with period, from the the Project ized or unneces- the roadside that he intends to cut. SNPC, then review Oblast SNPC Costs sary tree removal Such plan needs to be screened by and record re-plant- or causes dam- the Supervision Consultant and ap- ing/revegetation ef- ages to ecologi- proved by the Resident Engineer. forts. cally vital vegetation at construction sites POST-CONSTRUCTION/OPERATIONAL STAGE Impacts on biodi- Design measures to minimise im- Minimal change to Post construc- Suggested twice RRF / local Included in versity pacts on biodiversity effectively im- baseline biodiversity tion and Opera- yearly (summer and NGOs with sup- PMU annual plemented. tion biodiversity winter seasons) bio- port from WB. operation monitoring re- diversity monitoring and mainte- ports reports for first year nance budget

following construction. Twice yearly (summer and winter) monitoring to be repeated five years after commissioning of highway. Traffic Manage- Speed limits to be enforced. At construction ac- Regular reporting of Road operation ment Proper signage cess points near set- any accidents and company Education and information to local tlements complaints community. Contractors to act responsibly. Review need for any additional pedestrian crossing points Management of Noise is an existing problem in road- Parameters to be Suggested twice RRF incoopera- traffic generated- side communities, particularly during monitored are in line yearly during peak tionwith Ministry noise the peak traffic season from with the norms and- traffic of Health’s Sani- aboutApril through October. The im- codes of the national periods tary and Epidemi- provements are expectedto margin- environmental legisla- ological Service ally affect noise levels and in some tion. casesreduce noise through the use or bypasses andenforcement of speed limits for trucks and buses. As- moother road will also reduce noise. However noise will be monitored at sensitive sites

Environmental Spill contingency plan Regular (monthly/ PMU Vehicle hire, Monitoring Maintenance of measures to mini- annual) reporting travel allow- mise the risk of ground and surface ance water pollution Vehicle speed control Noise monitoring programme Air quality monitoring programme Water quality monitoring programme Waste management monitoring programme: regular removal of wastes including litter and wrecked vehicles Incident book

Record of complaints from the public (appointment of a public liaison of- ficer)

8. PUBLIC CONSULTATION AND DISCLOSURE

8.1 Overview This section outlines the information disclosure, consultation and participation activities that have been undertaken as part of the EIA process and the outcomes of these activities, as well as those planned throughout the lifecycle of the Project.

The section consists of the following items:

 Methodologies / means used to inform and involve the public in the environmental assessment process  Discussion of issues raised by various stakeholders  Response to affected people on how the project might address their concerns raised during consultation  Documentation of public meetings including dates, names, topics and summary details of discussion, and important outcomes  Establish measures for continuous consultation during the environmental management program.

8.2 Principles of Consultation

For any subproject requiring an environmental assessment, formal and documented public consultation and information disclosure will be required in accordance with the WB Policy This will be done at an early stage during preparation of the assessment and is to inform stakeholders of the project components and to encourage input to help identify environmental and community issues and concerns.

The information disclosed and feedback provided at the consultation sessions will be summarized, attendance recorded, and the document attached as an annex to the ESMP report. Invited participants and attendees at consultation events will include government agencies (including regional government), village and community representatives, civil society organizations.

The ESMF was disclosed locally. It was disclosed in Uzbek and be made available at the World Bank’s InfoShop.

Early and ongoing consultation, disclosure and meaningful stakeholder engagement is a key requirement for projects financed by the WB. The ESMP will be informed by the outcomes of consultation activities.

Specific objectives of the public disclosure and consultation are:

 Ensure all legal and international finance requirements related to consultation are addressed;  Involve a full range of stakeholders in the planning of the project to improve the accept- ability of the project design, implementation and monitoring;  Encourage an open dialogue with local neighboring communities and especially project affected persons where the project is located;  Keep all interested and affected stakeholders informed of project progress; and  Provide a grievance mechanism to raise complaints that are appropriately addressed bythe Project.

The public disclosure and consultation is underpinned by the principles that community engagement should be free of external manipulation, interference, coercion and intimidation and conducted on the basis of timely, relevant, understandable and accessible information.

Consultation activities should always be well planned and based on principles of respectful and meaningful dialogue.

8.3 Information disclosure

The public consultations were preceded by extensive dissemination of this event and were disclosed via:

Official invitations: As part of the public consultations preparation, a letter with information on planning activities on the project‘s disclosure was sent to the city‘s governmental authority (Hokimiyats) of Altinkul, Asaka, Bulakbasha, Izbaskan, Markhamat, Kurgantepa, Ulugnar rayon on Andijan region, Pop, Chust, Kosonsoy, Uychinskiy, Yangikurgan, Uchkurgan and Norin rayons in Namangan region and Besharik, Dangara, Kurgonchik, Kushtepa and Uchkuprik rayons in Fergana region. Annex 1 includes the information letters from RRF to these institutions. In these letters RRF request collaboration in the dissemination of the public consultations of the project between the communities.

Information to the local population:

All rayon Hokimiyats worked closely with the smallest administrative units (makhallas) to dissem- inate the information on public consultations from makhalla‘s to residents of project area. The project consultants informed of the planning activities of public consultations to the residents living close to the project sites.

Announcement placed at Markhamat Hokimiyat Announcement placed at Kurgantepa (Andijan region) Hokimiyat (Andijan region)

Announcement placed at Izbaskan Hokimiyat Announcement placed at Bulakbasha (Andijan region) Hokimiyat (Andijan region)

Announcement placed at Pop Hokimiyat Announcement placed at Yangikurgan Ho- (Namangan region) kimiyat (Namangan region)

Announcement placed at Kushtepa Hokimiyat Announcement placed at Besharik Hokimiyat (Fergana region) (Fergana region)

Figure 5. Announcement places at different places in project districts

8.4 Public Availability During the 1st round of public consultation, an initial version of the Environmental and Social Management Framework (ESMF) was distributed among the participants. During the 2nd public consultationthe updated version of ESMF and EMSP including suggestions and recommendations proposed by 1st publicconsultations participants would be also distributed.

The ESMP documenting the mitigation measures and consultation process will be submitted to PMU and World Bank and will be available for public review. The affected people and the local communities expressed support for the project during the consultations as they clearly saw the benefit to the community as well as the region. More informal consultation and disclosure will be done during implementation through:

 The preparation and dissemination of a brochure in Uzbek and Russian explaining the project, works required and anticipated timing of the works; and

 Setting up a formal grievance redress committee with a representation from the affect- edpeople. The project supervision consultant in association with the contractor will beresponsible for managing the effective grievance redress program.

Following approval of the ESMP, a copy of the approval and a summary of the document will besent to all relevant communities. Information regarding the approved project and theproposed environmental management measures will be posted at suitable locations on theproject site. Dis- closure will conform to the policies of World Bank which requires that environmentalassessment reports for World Bank projects be accessible to interested parties and the general public.

The final version of EMSP will be published on the Ministry of Finance (Russian and English versions) and WB‘s websites (Russian and English version). The electronic EMSP version will be also made available to interested parties upon request through download procedure.

8.5 Public Consultation The public consultation with affected people, and other local stakeholders related to the project and particularly its impact on local physical, ecological and social environment were held in Andi- jan region on May 16-18, 2016, in Fergana region on 19-21 May 2016 and in Namangan region on 23-25 May, 2016. The meeting aims to inform stakeholder about the proposed project, and disclose the result of environmental study especially on potential impacts and proposed mitigation. The environmental management matrix was translated into Uzbek, and distributed to the participants to enable them to easily understand what will be affecting their livelihood during the construction period and what will be the impacts during the operation of the new roads. The meetings were also designed to be interactive to obtain a feed-back if any from the participants.

The meeting was organized in coordination with the local authorities of all project rayons. Rayon hokimiyats openly invited interested people and parties that are mostly living along the roads. Overall, there were 142 participants in Andijan region, 144 participants in Fergana region and 230 participants in Namangan region in public consultation meetings in project area sites. The complete list of participants, with place of residence and partially occupational information is attached in Annex 1. Participants of the meeting represented local authorities, public institutions such as employees of local medical stationeries, secondary and vocational school teachers, and members of local communities.

Participants were provided with handovers presentation slides on EMSF. The presentation and discussions were conducted in Uzbek language which is more popular among local dwellers than Russian language. All presentation documents were also translated into Uzbek. Project consultant briefly described project overview, principles and methods adopted for drafting ESMF and environmental features of the project area, possible environmental impacts of the project, and proposed mitigation measures against the negative environmental externalities were distributed as a handout and discussed point by point. After the presentation, participants were invited to to share their views and opinions, and deliver their questions and comments.

Participants at all meetings in all project rayons agreed and welcomed the need for project and objectives to reconstruct the road and especially associated with the improvement of the traffic flow, minimize traffic accidents and improve traffic infrastructure. Participants recognized the importance of physical, ecological and social safety and sustainability issues within the project. However, they specifically emphasized to conduct public consultations on land acquisition and resettlement planning and particularly to get enlightened about the compensation process and procedures. Specific issues brought forward by the participants, responses by project consultants and experts, and actions to be followed up are included in the revised ESMP.

There was a general consensus that there will be no potential adverse impacts, which could not be avoided or significantly mitigated by good design and engineering practice. Most of the effects are connected to the rehabilitation works within settlements, towns and villages.

During the consultations the following suggestions were made;

 There should be effective mitigation measures in order to reduce noise pollution. Tree plantation and construction of noise protection walls is suggested.  Water should be sprayed at the construction site in order to reduce dust, particularly during the construction phase.  Enhance environmental awareness via conducting seminars for builders and local people.

8.6 Grievance Mechanism The Grievance Mechanism is a process that enables any stakeholder to make a complaint or a suggestion about the way a project is being planned, constructed or implemented.

The PMU of RRF will establish a simple and accessible Grievance Redress Mechanism. The GRM provides a number of avenues and levels for grievance resolution and appeals process.

The main objective behind project specific grievance mechanism is to ensure timely and user- friendly solution to the complaints received from the affected persons (AP). However, the Project Grievance Redress Mechanism does not prevent any affected household to approach the national/ Government legal system to resolve their complaints at any stage of the grievance redress process. The APs can address their complaints to the courts at any time and not only after using the GRM.

1. Level 1 (Mahalla / Village Assembly). Under this project grievance redress mechanism, complaints can be submitted to Mahalla, Village Assembly of Citizens, Farmer Councils, Women Association or directly to RRF. The mahalla/village assembly will try to resolve or clarify the issue within 1 week. Unresolved issues will be referred to the district hokimiyatGrievance Fo- cal Point (GFP).

2. Level 2 (District Hokimyat). In case, complaint is submitted to the GFP, the GFP will establish a contact with the RRF and its PMU, mahalla and other bodies such as village assembly of citizens, farmers councils of which AH are members and will try to resolve the issue within 1 to 2 weeks.

3. Level 3 (Project Management Unit). The RRF through its PMU on a regular basis will check with the GFP whether any complaint is received by GFP. The PMU, on receipt of a complaint from GFP or any other local bodies, will immediately take the following actions:

(i) Will inform the complainant within 2 days (ii) Inform WB; (iii) Establish complaint handling team with members Head of PMU, representatives from RRF area representative office, District Hokimiyat. The team will be headed by one of the RRF management staff designated for handling grievances of the project. (iv) The team will consult the complainant and gather complainant’s concerns; (v) All complaints will be resolved in 15-20 days, and in case additional details are required, a maximum of 30 days will be used to resolve and close the complaint. (vi) If complaint is not resolved by Project Grievance Mechanism Team, the PMU will inform WB office and District Hokimiyat regarding the same.

4. Level 4 (Provincial Hokimiyat). If a grievance is not resolved within 30 days, the complainants or her/his representative can submit its complaint to the provincial hokimiyat. The Provincial hokimiyat will also have 15 calendar days to resolve the complaint.

5. Level 5 (Court). If the complaint is still unresolved, the complainant can submit his/her complaint to the appropriate court of law.

The grievance mechanism applies equally to affected households who wish to seek grievance in project district. When reference is made to the Mahalla, it is to the Mahalla that the affected households is a member of. In massives where affected households are not members of a specific Mahalla, the Village Assembly of Citizens or Farmer Councils, or Women Association can play a role similar to that of Mahalla. The district refers to the district that has administrative jurisdiction over the Mahalla of the affected households

The PIU will be responsible for recording the complaint, the step taken to address grievance, minute of the meetings, and preparation of a report for each complaint. The complaint handling process will be reported to WB through the project implementation report.

Some forms public of announcements for the establishment of Grievance Mechanism includes,

 Distribution of leaflets to the public places  Notice Boards  Website  Telecommunication Tools  Public Meetings It is recommended that a Grievance Form is shared by RRF and the follow up actions are identified accordingly. This should also be recorded by using a Grievance Closeout Form.

9. FINDINGS, RECOMMENDATIONS AND CONCLUSIONS

9.1 Findings The main findings of this ESMP are that there are no significant adverse environmental effects resulting from the proposed road sections provided that full compliance with the recommendations set out below and the provisions of the EMP are achieved.

This ESMP comprises the appropriate level of assessment for this project and additional environmental assessment is not required.

No known relicts of cultural or historical importance will be affected.

9.2 Recommendations The following recommendations result from this ESMP:  Tree planting. ESMP recommends re-seeding of embankments and other basic vegetation restoration in areas disturbed by the Project.  Apart from the realignments, the design of the rehabilitated road should not deviate significantly from the existing road alignment.  Designs should make full provision for the incorporation of the various mitigation measures previously described.  Contract documentation shall include appropriate clauses to cover all of the environmental protection requirements previously listed in chapter 5 and 6. Construction material (gravel and sand) should only be taken from licensed borrow pits. Surplus material should be disposed in an environmental friendly way.

9.3 Conclusions The proposed project is the best alternative on economic, environmental, financial and social criteria. The project will reduce travel time and costs of transportation, increase traffic safety and reduce risks of accident.

The project will result in some encroachment into private and public lands (only related to voluntary use of land). Widening operations will involve the loss of trees that line the highway, including ornamental, timber and fruit bearing trees. This loss of trees will be mitigated by planting trees in clusters, according to the wishes of roadside communities. There are no further anticipated effects on flora and fauna. No known relicts of cultural or historical importance will be affected.

The general conclusion of this ESMP is that the proposed rehabilitation of the project roads will not generate significant environmental impacts provided that the works are designed and executed in accordance with sound engineering practice and that the mitigation and precautionary measures described in this report (ESMP and Table 7) are fully implemented.

This EMP defines the following:

 during capital repairs of design highways emission in the atmosphere of harmful substances to air doesn't exceed temporarily organized emissions and the norm of emission in the atmosphere of harmful substances remains in maximum concentration limit; (SanPiN of Ruz No. 0179-04);  the next houses are located at distance 6-10m from border of the designed road;  noise and vibration types of influence remain within maximum concentration limit be cause of installation of the relevant activities and the organization of traffic;  stone materials and fuels and lubricants will be delivered from specially allotted the pits having the license for mining works;

 ground waters is from the Earth's surface at a depth more than 2.0-3,0 meters and therefore the probability of pollution of underground waters is absent;  installation of road signs in number of 1928 pieces is provided according to GOST 10807- 78 "Road signs" and GOST 23457-86 "Technical means of the organization of traffic". In combination with road signs the horizontal and vertical road marking of the carriageway in accordance with GOST 23457-86 is provided; during capital repairs of design highways emission in the atmosphere of harmful substances to air doesn't exceed temporarily organized emissions and the norm of emission in the atmosphere of harmful substances remains in maximum concentration limit; (SanPiN of Ruz No. 0179-04);

From the aforesaid it is possible to draw the following conclusion – capital repairs of the highway won't make the essential prolonged impact on quality of atmospheric air of the area of repair work.

ANNEX 1. MUNUTES OF PUBLIC CONSULTATIONS

RESULTS OF PUBLIC CONSULTATIONS WITH ALL INTERESTED PARTIES MINUTES

Meeting location: Altinkul, Asaka, Bulakbasha, Izbaskan, Markhamat, Kurgantepa, Ulugnar rayons in Andijan region Meeting date: 16-18 May, 2016 Meeting location: Besharik, Dangara, Kurgonchik, Kushtepa and Uchkuprik rayons in Fergana region Meeting date: 19-21 May, 2016 Meeting location: Pop, Chust, Kosonsoy, Uychinskiy, Yangikurgan, Uchkurgan and Norin rayons in Namangan region Meeting date: 23-25 May, 2016 Project: Regional Roads Development Project (P146334)

Manner in which notification of the consultation was announced: As part of the public consultations preparation, a letter with information on planning activities on the project‘s disclosure was sent to all project rayons city‘s governmental authority (Hokimiyats). Annex 1a includes the information letters from RRF to these institutions. In these letters RRF request collaboration in the dissemination of the public consultations of the project between the communities. Moreover, around 21 announcements were placed at public places such as market, shops, bus stops, etc.

Who was invited: Representatives of local communities, local residents of project village and other public representatives. Total number of people attended - 516 people in all project rayons.

Presentation given by: RRF Environmental expert (Company Al Mar Consulting)

Environmental consultant presentation content: Conduction of public consultation and information session with participation of the representative from the Republican Road Fund, specialist from Al Mar Consulting company regarding ESMF under the Regional Roads and Development Project.

Meeting Program/Schedule: The objectives of the Public Consultation were to discuss the environmental impact of this road project, highlight possible concerns and clarify the following issues:

• Present project details and possible environmental issues and solutions; • Discussions of environmental issues likely to occur along the project road sections; • Environmental Assessment Requirements • Proposed mitigation measures • Listening to opinion of public representatives’ community, organizations and local residents; • Knowledge of possible environmental concerns along the road (erosion, water crossing, surface drainage, potential impact on existing environmental features) Discussions; • The responsibilities of Oblast and Rayon road and environmental public agencies;

Comments of participants: After presentation for the purpose of discussion of this issue the public representatives raised questions of their interest. Participants expressed their opinion regarding reconstruction of road. In general, they supported implementation of the project and alongside with that they expressed their opinion regarding additional works that could enhance the output of the project.

Follow Up Actions Defined: Public Consultations were carried out on May 16-25, 2016. Public consultations were organized with sufficient place to sit. All attendants were recorded (Annex 1B). Public consultations were

93 chaired by local Hokimiyat officials together with RRF Environmental Consultant. All participants were free to ask questions, give comments, express their opinions. The discussions focused on the ESMF and project design decisions (road characteristics, bridges, noise and dust impacts and farm traffic, etc). Environmental Consultant of RRF announced information on project that made familiar all attendees with the details on Environmental impact assessment under Project implementation. Afterwards she requested questions.

Summary Meeting Minutes: List of main questions and answers: Questions /Issues Discussed Answer General perception about the Most of the participants are in favor of the project and have been project and the awareness about made aware of the proposed project through the various surveys the proposed project. that have taken place Support of local people for the The vast majority support the project. Some participants men- proposed project tioned that they are ready to work on the project as unskilled la- borers. How will the wastes be removed? In the process of reconstruction and operation of the facilities, construction and household wastes will be utilized, and removal will be carried out in accordance with concluded agreement. Do- mestic and construction waste will be regularly collected and deposited in approved disposal sites. What are the main risks in ecolog- The Project will have some minor environmental impacts, which ical impact? will be both positive and negative, including: (a) soil erosion, (b) temporary effect on noise and air quality due to construction activities; (c) better indoor air quality; (d) better life style and improved living conditions. How will people be informed on Project staff will have several site visits for different aspects (tech- this project, will brochures be dis- nical, environmental, social and resettlement); there will be meet- tributed? How will they be in- ings and consultations with local people and local government formed of their rights? stakeholders; brochures will be distributed Dust from construction traffic and These impacts will be mitigated using water spray trucks to wet minor increased levels of oxides down roads, therefore requiring a fleet of specialized spray of nitrogen and sulfur from con- trucks. Exhaust fumes from all equipment shall meet emissions struction equipment are the pri- standards. Material stockpiles being located in sheltered areas mary pollutants in the construc- and be covered with tarpaulins or other such suitable covering to tion phase. The dust will settle on prevent material becoming airborne. During periods of high wind trees and crops and may cause any dust generating activities will not be permitted within 200 m some nearby residents to suffer of populated settlements located in the direction of prevailing respiratory stress. How this im- wind. pact will be mitigated? If a group of road workers lives None of the participants expressed concern about groups of road near your home temporarily, do workers temporarily living close to their houses. you have any concerns and if so, what are they? Is this consultation useful? Com- All respondents were of the opinion that the consultation is very ments useful and they expect continued consultation in the future.

Complete List of Attendees (including Name, home village/town and Occupation): The complete list of attendees is attached to this document. Total number of attendees is 516 people.

Suggestions:  There should be effective mitigation measures in order to reduce noise pollution. Tree plantation and construction of noise protection walls is suggested.  Water should be sprayed at the construction site in order to reduce dust, particularly during the construction phase.  Enhance environmental awareness via conducting seminars for builders and local people

ANNEX 2A INFORMATIO N LETTER FROM RRF

ANNEX 2B LIST OF PARTICIPANTS

Ulugnar rayon in Andijan region Asaka rayon in Andijan region

Isborskan rayon in Andijan region Altinkul rayon in Andijan region

Bulokbashi rayon in Andijan region Kurgantepa rayon in Andijan region

Markhamat rayon in Andijan region

Besharik rayon in Fergana region

Buvayda rayon in Fergana region

Dangara rayon in Fergana region Uzbekistan rayon in Fergana region

Kushtepa rayon in Fergana region Uchkuprik rayon in Fergana region

Pap rayon in Namangan region Kasansay rayon in Namangan region

Chustrayon in Namangan region Yangikurgan rayon in Namangan region

Norin rayon in Namangan region Uychi rayon in Namangan region

Uchkurgan rayon in Namangan region

PHOTOS FROM PUBLIC CONSULTATION

Public consultation in Altinkul rayon (Andijan Public consultation in Asaka rayon (Andijan re- region) gion)

Public consultation in Izbaskan rayon (Andijan Public consultation in Bulakbasha rayon (Andi- region) jan region)

Public consultation in Kurgantepa rayon (Andi- Public consultation in Markhamat rayon (Andi- jan region) jan region)

109

Public consultation in Besharik rayon (Fergana Public consultation in Dangara rayon (Fergana region) region)

Public consultation in Uchkuprik rayon (Fer- Public consultation in Kasansay rayon (Naman- gana region) gan region)

Public consultation in Norin rayon (Namangan Public consultation in Pop rayon (Namangan region) region)

110

ANNEX 2 Proposed forms for EMP implementation

Enviromental Monitoring

№ Water Noise Air Soil Waste Contract Drinking Waste Asphalt Active Asphalt Active Asphalt Active Active Plant Work Plant Work Plant Work Work sites sites sites sites 1 12 PC C NC 12A

C – Compliant PC – Partial Compliant NC – Non-Compliant

Enviromental Status

№ Con- Asphalt Work Camp Borrow Quarry HSE Waste Man- Traffic Man- Noise Dust Spill contin- tract Plant sites Sites Areas agement agement Control Control gency plan Plan Plan Plan Plan 1 PC C C NC 12 12A

C – Compliant PC – Partial Compliant NC – Non-Compliant