Environmental Impact Assessment
P43439-KAZ July 2012
KAZ: CAREC Corridor 2 (Mangystau Oblast Section) Investment Program, Tranche 2
Prepared by Ministry of Transport and Communications for the Asian Development Bank Draft EIA for MFF CAREC Corridor 2 (Mangystau Oblast Sections), Tranche 2
List of Abbreviations ADB Asian Development Bank Akimat Town Mayor Office AMP Asphalt Mixing Plant CAREC Central Asia Regional Economic Cooperation Program CEAP Construction Environmental Action Plan Ch km Chainage kilometer CL Center Line (of carriageway) CFH MOA’s Committee for Forestry and Hunting CR MOTC’s Roads Committee dBA decibel DOE Department of Environment (Oblast level) EA Executing Agency EARF Environmental Assessment and Review Framework EIA Environmental Impact Assessment EMP Environmental Management Plan ES Executive Summary FS Feasibility Study GoK Government of Kazakhstan IFI International Financing Institution IEE Initial Environmental Examination KAZNIIPIDORTRANS (DORTRANS) Design Consultant KSRNP Kyzylsai State Regional Nature Park KKSGR Karagie-Karakol State Game Reserve km Kilometer (mostly referred to as Chainage km) LARP Land Acquisition and Resettlement Plan MFF Multi-tranche Financing Facility MOEP Ministry of Environmental Protection MOH Ministry of Health MOTC Ministry of Transport and Communication NGO Non-Governmental Organization Oblast Province OM Operational Manual (of ADB) PC Public Consultation PEIA Preliminary EIA (of DORTRANS, 2010) PMU Project Managing Unit PPTA Project Preparatory Technical Assistance (Concept Paper) Rayon District RE Resident Engineer RoW Right of Way SES Sanitary and Epidemiological Services of MOH STD Sexually transmitted diseases (such as HIV/AIDS) ToR Terms of Reference WB World Bank
Currency Exchange Rates as of 27 July 2012: 1 US$ = 149.89 KZT (Kazakhstan Tenge) ($ refers in this report to US-Dollars)
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Contents EXECUTIVE SUMMARY ...... 7 A. Introduction and the Background ...... 7 B. Critical Facts ...... 7 C. Significant Findings ...... 8 D. Recommended Actions ...... 9 1. Introduction ...... 12 A. Objective and Background of the EIA ...... 12 Background ...... 12 Objective ...... 12 Proponent ...... 12 Programmatic Context of the Proposed Actions ...... 12 B. Nature, Location and Size of the Project ...... 13 Nature of the Project ...... 13 Location of the Project ...... 13 C. Scope of the EIA ...... 14 D. Baseline of the EIA ...... 15 E. Structure and Contents of the EIA ...... 15 F. Acknowledgement ...... 16 2. Description of Project ...... 17 A. Need and Justification for the Project, and Expected Benefits...... 17 B. Legal and Administrative Framework, Required Approvals ...... 19 C. Analysis of Alternatives ...... 21 D. Identification of the Project and Project Components ...... 23 E. Project Type ...... 24 F. Environmental Category of the Project ...... 24 G. Scope of Civil Works, and Materials Required ...... 25 H. Anticipated Schedule of Implementation and Life Span ...... 27 I. Project Layout and Work Components ...... 28 3. Description of the Environment ...... 30 A. Physical Environment ...... 30 Climate ...... 30 Air Quality and Noise ...... 30 Topography, Geology and Soils ...... 31 Seismicity ...... 33
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Surface Waters ...... 33 Ground Water - Quantity and Quality ...... 33 B. Biological Resources ...... 36 Ecological Zones, and Characteristic Vegetation ...... 36 Fauna and Flora, Rare and Endangered Species in the Project Area ...... 37 Sensitive Habitats and Protected Areas ...... 38 C. Human and Social Environment ...... 39 Demography and Settlements ...... 39 Ethnic and Religious Groups ...... 39 Quality of Life Values ...... 40 Public Health Conditions and Common Diseases ...... 40 Gender Issues ...... 40 Land-uses and Agricultural Activities ...... 41 D. Infrastructure, Economic Activities and Public Facilities ...... 42 Markets and Economically Active Sections of Population ...... 42 Housing Development and Communication Facilities ...... 42 Water Supply, Sewerage, Waste Facilities ...... 42 Education Facilities ...... 43 E. Industrial Development and Transport Facilities ...... 43 Oil and Mineral Resources ...... 43 Development Plans, particularly those targeting the Transport Sector ...... 44 Other Transport Facilities ...... 44 F. Historical and Cultural Assets ...... 45 Archaeological and Historical Heritage ...... 45 Cultural Events and Recreational Facilities ...... 45 4. Analysis of Potential Impacts and Mitigation Measures ...... 46 A. Preliminary Environmental Screening Results ...... 46 B. Issues being addressed during the Pre-Construction Phase ...... 46 Visual and Topographic Changes in the Landscape ...... 46 Inclusion of Safety Features into the Road Design ...... 46 Road Safety Issues associated with Pedestrian Crossings ...... 47 Addressing Potential Impacts on Local Livestock and Wildlife Crossing the Road ...... 47 Potential Impacts due to Removal of Roadside Vegetation ...... 48 Potential Impacts due to Site Selection of Work Camps and Facilities ...... 48
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Sourcing of Water, and Potential Impacts on Local Water Resources ...... 49 Sourcing of Materials, Selection of Borrow Pits ...... 49 Public Hindrances – Planning for Traffic Diversions and Hauling ...... 50 Potential Impacts on Cultural, Historical and Archaeological Assets ...... 50 Changes in Local Land Values ...... 50 Potential Impacts on Indigenous or Vulnerable People ...... 51 C. Anticipated Impacts during the Construction Phase ...... 51 Potential Impacts on Public Access, Utilities and Services ...... 51 Potential Issues related to the Operation of Construction Camps ...... 52 Safety and Health Issues related to Construction Works ...... 54 Potential Impacts on the Airshed ...... 55 Noise and Vibration Impacts ...... 55 Potential Impacts on Surface and Groundwater Resources ...... 56 Potential Impacts related to Borrow Pit Operations and Excavations ...... 57 Potential Impacts related to Specific Construction Activities ...... 58 Potential Impacts related to Waste Management and Waste Disposal ...... 60 Potential Impacts on Biodiversity and Ecological Resources ...... 60 Potential Issues related to the Decommissioning of Work Sites ...... 61 D. Addressing Potential Impacts during the Operational Phase ...... 61 Traffic Safety ...... 62 Possible Impacts on Airshed and Noise Pollution ...... 63 Potential Impacts on Fauna and Flora ...... 63 Social Integrity and Public Health Aspects ...... 64 E. Assessment of Potential Cumulative Impacts ...... 64 5. Environmental Management and Monitoring Plan ...... 66 A. Objectives and Summary of the EMP ...... 66 B. Environmental Monitoring ...... 67 C. Cost Estimates for Proposed Environmental Actions ...... 69 6. Public Consultation and Information Disclosure ...... 71 A. Public Meetings ...... 71 B. Issues Discussed and Suggestions Forwarded ...... 71 C. Use of Consultation Results and Information Disclosure ...... 72 D. Grievance Redress Mechanism ...... 73 Grievance redresses levels ...... 73
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Grievance Coordinators and Focal Points, Complaints Recording and Reporting ...... 74 Disclosure of the Grievance Process ...... 74 7. Conclusions and Recommendations ...... 75 Annex 1: Persons and Institutions contacted during the Mission ...... 78 Annex 2: Overview of the Legislation and Regulations governing the Environmental Assessment Process and Environmental Review in Kazakhstan ...... 79 Annex 3: Meteorological and Hydrological Data ...... 81 Annex 4: Supplementary Environmental Data ...... 88 Annex 5: Statistical Socio-Economic and Public Health Data of Mangystau Oblast ...... 110 Annex 6: Outline of the Environmental Baseline Surveys Proposed for this Project ...... 116 Annex 7: Minutes of the Public Consultation Meetings ...... 120 Annex 8: Environmental Management Plan: ...... 126 Annex 9: Survey Photos along Road Alignment Tranche 2...... 147 Annex 10: Baseline Monitoring of Physico-Chemical Parameters ...... 152
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EXECUTIVE SUMMARY
A. Introduction and the Background
1. The Republic of Kazakhstan (RoK), acting through the Ministry of Transport and Communications (MOTC) proposes to undertake a Tranche 2 of the Multitranche Financing Facility for the Central Asia Regional Economic Cooperation (CAREC) (Mangystau Oblast Sections) Investment Program. The Asian Development Bank (ADB) is planning to finance the tranche. The term “the Project” as used herein refers to Tranche 2, which, likewise Tranche 1 focuses on upgrading the Aktau – Beineu Road. The remaining portion of the Aktau – Beineu Road (km 514 – 574) will be financed by the Government and considered to be an “associated facility” to the Project as specified by ADB’s Safeguard Policy Statement 2009. 2. This Environmental Impact Assessment (EIA) is an updated version of the of the EIA prepared by the project preparatory technical assistance consultant on behalf of the Ministry of Transport and Communication (MOTC) and its implementing agency, the Committee of Roads (CR) of Mangystau Oblast.
B. Critical Facts
3. Project Description: The Project will comprise upgrading of a 168 km section (Tranche 2) of the national highway A-380 between Aktau and Beineu, located in a steppe-desert environment. The project will not involve realignment. It will include construction of bypasses around two settlements en route. All project activities will be confined within the right-of-way and no significant interference with natural habitats will take place. 4. Technically, the Project consists of two sub-sections ( Figure 1): Section 1 (km 632-720) includes upgrading the road from Category III to Category II and construction of new 2 bypasses around Shetpe and Zhetibay, Section 2 (km 720-802) involves upgrading of an 88 km of the existing road between Zhetibay and Aktau, from Category II to Category I 5. Although the section km 514-574 is not a part of the Tranche 2 and is planned to be rehabilitated through the Government budget it was assessed as an associated facility to the project in accordance with the requirements of the Safeguard Policy Statement 2009. 6. Sources of quarried construction materials, asphalt, fill materials and water supplies are identified by the EIA. No significant adverse environmental issues are evident in regard to either the source locations or transport routes, assuming that the facilities are properly operated and the stipulations of the recommended contract provisions are properly implemented. 7. Specially protected areas: Within km 760-780 the alignment runs on the border of the specially protected area, Karagiye-Karakol State Game Reserve (KKSGR). Additionally, the alignment of the associated facility of the project (km 514-574) passes through the buffer zone of newly established Kysylsai Regional State Nature Park (KRSNP). A number of specific precautionary measures have been included in the EMP, ranging from detailed environmental baseline studies prior to the beginning of works, introduction of regulatory and controlling (patrolling) mechanisms and extensive public awareness to appropriate fencing and signage. Special protective measures were considered for inclusion in the Contractors' Environmental Action Plans. The EMP
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foresees protective measures in form of appropriate signage, patrolling and the erection of protective fencing. 8. Land Acquisition: The Project will require temporary and permanent land takings for the establishment of construction camps and facilities, and for the placement of the new alignment sections for the bypasses. Preliminary estimates suggest that about 80 hectares will be required for project purposes. 9. Archaeological and Cultural Monuments were not identified along the entire alignment that would be subject to relocation. Memorial plates along the road, indicating road accident victims, shall be replaced outside the ROW if necessary. Figure 1: Location of the Project Area (Road Alignment) for Tranche 2 in Mangystau Oblast
C. Significant Findings
10. The EIA provides an overview of the legal and administrative framework for this project, in particular all environmental assessment and certification procedures for such kind of infrastructure development projects. The Preliminary Environmental Impact Assessment PEIA (2010) and the previous IEE (2010) for the road rehabilitation project Aktau-Beineu had been used as base documents for this EIA. The PEIA is a mandatory scoping and analyzing document under the Kazakh Environmental Law. 11. Chapter 3 discusses the needs and expected benefits from this Project, ranging from promotion and strengthening of institutional capacities, boosting the regional economy, facilitating connectivity, easing shortcomings associated with poor road conditions, improving directly and indirectly the ambient air quality, improving the public health sector, reducing dust and noise emissions, creating job and business opportunities, to the attraction of tourists and investors. This chapter also analyses the possible alternatives to this road project. Given the political objectives and growing importance of regional markets it was found that neither rail or air transport would provide economic and viable alternatives. Equally, technical alternatives (surface structures, re- routing of alignment, including the selected bypasses) were assessed. The 'No-Project'
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Alternative was ruled out as viable solution, as this would not be in the interest of Kazakhstan and its people. 12. Also in Chapter 3 an account is given on the type and environmental classification of the Project. The chapter presents the technical details about the planned construction activities, including the scope of civil works and a quantification of materials required, including the proposed sourcing for materials. Due to the lack of suitable sources the supply with technical water quantities may result in critical shortages that only can be solved with hauling the required quantities from distant sources. 13. The harshness of the environment, described in detail in Chapter 4, pose significant challenges for the technical design. This refers to the pronounced climatic extremes of the region, and also the topography and the geology. The Project Area is also transgressed by tectonically active faults. Surface waters are almost absent, and the groundwater is generally available only from medium to deep aquifers. In many instances the groundwater quality does not correspond to drinking water specifications. Natural rainfall is almost absent, while during cold winter spells the road conditions, particularly in the Kysylsai region, become difficult. 14. Given the importance of Kysylsai State Regional Nature Park, this section of the EIA, together with Annex 4, describes in detail the biological resources, biodiversity values and ecological particularities and zones that need to be preserved in relation to the Project. Accordingly, specific protection measures for the biological resources are included in the EMP, and elaborated in detail in specific baseline ecological studies (Annex 6 and 10) to be implemented before construction works will start. 15. The Chapter also describes the social environment of the Project, including demography and population, ethnic and religious groups, quality of life values, public health conditions, gender issues, land-use activities and historical and cultural assets. In addition, the chapter gives an overview of the infrastructure, public facilities and main economic activities focusing on oil and mineral exploitation, and the transport facilities in the project corridor.
D. Recommended Actions
16. The core of the EIA is a detailed assessment of all potential environmental and socio-economic impacts likely to occur in the context of this Project. Chapter 7 assesses potential impacts of road construction activities, referring to the pre-construction, construction and operation phases. Each section is organized in the way to first assess the typical/anticipated impacts, and then provide appropriate mitigation actions for such impacts. The specific recommendations are tested for technical and economic feasibility, and have been discussed with the Technical Designers and Engineers. 17. Specific recommendations forwarded in the EIA relate to: . Selected soil tests for potential lead contamination in the section between Aktau and Zhetibay, and provide for safe deposit of soil material tested positive for lead, if applicable. In this context it is discussed that lead contamination of both soils and aquifers are unlikely to occur; . Ensure that site selection for construction camps and facilities is carried out in accord with the stipulations provided in the EMP; . Ensure proper implementation of the CEAP documents, especially those clauses relating to environmental protection, water management, health issues, good housekeeping practices, insurances, work safety, working hours, borrow pit operations and decommissioning, vehicle and workshop maintenance, handling/transportation of hazardous materials, stockpiling, sanitary conditions, waste management, hunting restrictions, easement of social tensions etc.;
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. Addressing potential impacts on vulnerable groups: proposals for providing job opportunities, gender equity requirements in contracts, preventive measures against prostitution, HIV-AIDS-prevention and human trafficking; . Considering roadside plantations (small trees, hedges) in the two new bypass sections; as and if applicable, include noise barriers along earmarked bypass sections; . Ensure the implementation of the Akimat decision, to relocate the Primary School at km 639 located currently in the terrain of Shetpe Bypass; . Provide for proper options for traffic diversions, as necessary, and ensure unhindered public access to services; . In case of removal of utilities is required, ensure that these are replaced to full functionality before removal starts; . Provision of sturdy wildlife fences at sections where the road passes through KSRNP; . Provision of adequate length of animal fences at all embankment sides leading to animal underpasses; . Identify sourcing of technical water supplies in close consultation with local water authorities; . Selection of various safety features in the road design, based on the pre- identification of black spots. . Provision for adequate road signage and markings; . Avoidance of environmental damages due to application of salts at icy road conditions: exploration of technical and economical viable alternatives; . Initiate public awareness programs, involving both the contracted labor forces and the public general. Such actions are particularly recommended in locations where the new bypass sections will be built; 18. The Chapter also analyses the potential positive and negative spin-offs of the impacts associated with this Project. It was found that none of the identified negative cumulative effects of the Project, in each of the three sub-sections, are beyond the range of manageability, provided the recommendations given in the EMP are observed. 19. Chapter 8 is a conclusive summary of all specific impacts assessed, relating to a comprehensive Environmental Management and Monitoring Plan, in chronological sequence of the anticipated project activities (planning phase, construction phase and operation phase). The EMP also details the implementation schedule and responsibilities for each proposed mitigation actions, and defines, as applicable, the respective monitoring mechanisms. The EMP provides a set of verifiable indicators against which the monitoring aspects will be tested. Finally, each of those proposed actions is related to the cost estimation which is summarized at the end of this chapter. The environmental mitigation and monitoring cost for this Project is estimated to be approximately US$ 437,800. 20. Chapter 9 reports about four Public Consultation Meetings conducted during the project preparation. It describes the agenda, participants, moderations, technical presentations and the feedback from the audiences. Annex 7 records the issues and concerns raised during these meetings, and the answers given by the engineers and planners. All concerns raised during these meetings were taken into account when preparing the EIA. There were no crucial issues or objections received during any of these meetings. In fact, all participants of the four Public Consultation Meetings appreciated the anticipated benefits and they agreed to swift implementation of the proposed Project. The project proponent (MOTC/CR) informed participants of the meeting
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Draft EIA for MFF CAREC Corridor 2 (Mangystau Oblast Sections), Tranche 2 of the pertaining grievance mechanisms and locations/offices where complaints and requests can be forwarded by any stakeholder affected by this Project. 21. Chapter 10 provides recommendations summarized above in Paragraph 17 of this ES. The general conclusion of this Chapter is: Provided that the mitigation and monitoring actions defined in the EMP are fully implemented during the construction and operation periods, the Project will not have significant adverse environmental effects and should be carried out as planned.
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1. Introduction
A. Objective and Background of the EIA
Background 22. The Republic of Kazakhstan (RoK), acting through the Ministry of Transport and Communications (MOTC) proposes to undertake a Tranche 2 of the Multitranche Financing Facility for the Central Asia Regional Economic Cooperation (CAREC) (Mangystau Oblast Sections) Investment Program. The Asian Development Bank (ADB) is planning to finance the tranche. The term “the Project” as used herein refers to Tranche 2, which, likewise Tranche 1 focuses on upgrading the Aktau – Beineu Road. The remaining portion of the Aktau – Beineu Road (km 514 – 574) will be financed by the Government and considered to be an “associated facility” to the Project as specified by ADB’s Safeguard Policy Statement 2009. Objective 23. The purpose of the EIA Report is to report an environmental assessment of the Project and its associated facilities in accordance with the requirements of the Safeguard Policy Statement (SPS). Proponent 24. The proponent for this Project is the RoK acting through its Ministry of Transport and Communications (MOTC), and the Implementing Agency (IA) being the Committee of Roads (CR). The MOTC has developed the Central Asia Regional Economic Cooperation (CAREC) (Mangystau Oblast Sections) Investment Program. Programmatic Context of the Proposed Actions 25. The Project is part of a larger program involving various international financing institutions (IFIs) such as ADB, the World Bank, European Bank of Reconstruction and Development, Islamic Development Bank and others who, together with affected countries, have identified six road corridors extending from the border with China on the east to the border with the Russian Federation on the west as warranting improvement. The corridor in which the Project is located is part of one of these six corridors and is referred to as the Central Asia Regional Economic Cooperation (CAREC) Transport Corridor 1 (Exhibit A-1). The investment program of which the Project is a part is referred to as the CAREC Transport Corridor 2 Investment Program. 26. Loans for this Investment Program are made by using a financing instrument referred to as a Multi-Tranche Financing Facility (MFF). The tool allows ADB to provide for smaller incremental loans referred to as "Tranches" rather than one large loan to finance all of the actions in the corridor at one time. The overall Program is referred to as the MFF Investment Program. In this case the Central Asia Regional Economic Cooperation (CAREC) (Mangystau Oblast Sections) Investment Program consists of the following projects: Tranche 1: km 372.6 – 514.3, and km 574 – km 632.3, financed by ADB Tranche 2: km 632.3 – km 802, financed by ADB Project: km 514.3 – 574, financed by the Government 27. According to ADB's Safeguard Policy Statement 2009, and in line with the environmental legislation in RoK, each part of the investment program, and each single Tranche within a given road development sector, have to include a separate environmental documentation and technical specifications to fulfill the environmental
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safeguard requirements as specified in the Environmental Assessment Review Framework (EARF).
B. Nature, Location and Size of the Project
Nature of the Project 28. The Project is a road upgrading project, comprising a total of 168 kilometers that can be divided, for technical reasons, into 2 sections (Table 1 and Figure1). The road will be rehabilitated and partly constructed in accord with the national highway categories. The planned activities can be described for each section as: Section 1 involves the entire route between Shetpe bypass start (km 632), to the end of Shetpe bypass (km 644), and continuing to Zhetibay bypass (km 711-719) until joining the national highway from Zhanaozen and Turkmenistan to Aktau (km 719). Section 2 involves the stretch between Zhetibay Junction (km 719) westwards to Aktau urban periphery, at the junction at km 802. The section km 514-574, financed by the Government, is considered as the associated facility to this project. It involves the upgrading an existing route, starting at a small settlement known as Sai Utes (near km 514) and then proceeding westwards through the buffer zone of newly established KSRNP and including a further 3 km until the existing road is covered with a blacktop layer. Location of the Project 29. This Project (sections of Tranche 2) is located within Mangystau Oblast bordering the Caspian Sea (Figure 1). The end point of this road project is the city of Aktau, an important economic hub and port for export goods, including a terminal for pipelines delivering the regional oil products as far as Western Europe. 30. The road construction works carried out under this loan agreement will be carried out in different contracts, subject to the decision of the MOTC. Following discussions with MOTC the rehabilitation and construction works will be planned as shown in Table 1: Table 1: Tranche 2 Rehabilitation Sections of the Aktau-Beineu Road
No Section Category Lengt Type of Work h km upgrading and Possible Land Acquisition
1 Shetpe Bypass - Zhetybai III to II 88 New construction of an 8 km bypass around Shetpe; reconstruction (upgrading) (km 632 – 720) land acquisition possible at bypass section.
2 Zhetybai – Aktau II to I 80 Upgrading from II to I. Land acquisition may be required once a new bypass for (km 720 – 802) Zhetibay /Manasjhen junction is considered, t.b.d.
TOTAL 168
[Source: PPTA and personal communication with MOTC] 31. The road sections of this Tranche are part of the East-West National Road Corridor, linking major economic areas with Europe and the People’s Republic of China. The location of the Project Area within Mangystau Oblast in Western Kazakhstan is
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shown in Figure 2. The road sections examined hereunder pass through three Rayons (Districts), from East to West being Munaily, Karakiya and Mangystau Rayon. Figure 2: Location of the Tranche 2 sections in Mangystau Oblast
C. Scope of the EIA
32. The boundaries used in this EIA are shown in Table 2. The selected boundaries consider the distance from the CL of the road up to areas where potentially significant environmental affects are possible under standard conditions as observed for similar road projects. The distances are based on the expert’s experience in relation to the sensitivity of roadside features in response to road construction works. Table 2: Assessment Boundaries adopted for this EIA
Terrestrial Environment Aquatic Environment Air Shed Acoustic Environment
200 m on either side of 50 m upstream and 200 m from CL of 200 m from CL of road and the road. In case of the 100m downstream of carriageway [and rising extended on sensitive road crossing Protected any project road 100 m from the road areas such as towns and Areas, a narrower crossing a river centreline] viaducts over settled areas corridor of 50 m has been utilized.
Note: For any nationally significant or protected site, the impact zone extends to 1 km on either side of the carriageway centerline 33. The selected boundaries are valid for sections where the field survey, public consultations and the assessment do not indicate that there are sensitive habitats,
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endangered species, or cultural features located within close distance to the planned road works. In such sections and namely in the newly established KSRNP particular safeguard measures apply.
D. Baseline of the EIA
34. This EIA report is prepared by an ADB consultant on behalf of the MOTC. The document is based on information obtained from the Preliminary Environmental Impact Assessment (PEIA), prepared in 2010 by a government consultant (KAZDORTRANS), which is based on a pre-Feasibility Study (2010) made by the same institution, the IEE for the Tranche 1, CAREC Corridor 2 (Mangystau Oblast Sections) Investment Program, and the EARF which established the environmental assessment protocol used by MFF Projects. 35. In addition, supplementary information has been retrieved from various sources, as quoted in the IEE. Such sources of information included: Scientific Justification for the Establishing Kyzylsai State Regional Nature Park (KSRNP), 2006 Feasibility Study for the Establishing Kyzylsai State Regional Nature Park (KSRNP), 2006 Studies of topographic, geological and thematic (GIS) maps of Mangystau Oblast; Consultation of the National Atlas of Kazakhstan Rep., published by the Min. of Environment /Geographic Inst. of Science Academy, Almaty, 2007; Direct consultations with local government agencies; Research results obtained from the domestic environmental consultant, relating to previous ecological studies in Mangystau Oblast; Consultations with the authors of studies of KSRNP; Information retrieved from internet sources and from local newspapers; Review of documents and statistical material retrieved from line agencies; Visual inspection of the road alignment between Aktau and Sai Utes (2009-2011). Efforts were made to document as much as possible the environmental conditions during site inspections (Annex 9) 36. The EIA takes into account the normative approaches prescribed by the Kazakhstan Legislation, following a series of the regulations and standards. The main principles and applicable norms are summarized in Annex 2. Notwithstanding this document follows for the most part the prescribed format for an environmental assessment as used by the Asian Development Bank1. This prerequisite applies for all activities for construction works and environmental safeguard measures, as adopted in the Environmental Management Plan (Part G).
E. Structure and Contents of the EIA
37. The Report is in line with ADB's Safeguard Policy Statement (2009) to meet the required standards for such type of infrastructure development project. At the same time, this report takes the Project's EARF (2008) into full account, together with other
1 Asian Development Bank, Safety Policy Statement, approved July 2009, effective from February, 2010
15 | Page Draft EIA for MFF CAREC Corridor 2 (Mangystau Oblast Sections), Tranche 2 environmental documentation provided by the Kazakhstan authorities and legal framework (Annex 2). 38. Following the Terms of Reference, the Consultants prepared the following organization of this document: Chapter 1: Introduction and Background Information Chapter 2: Description of the Project. Chapter 3: Description of the Environment. Physical and Biological Resources, Human and Social Environment; Land uses, Infrastructure and Facilities, Industries, Historical and Cultural Assets. Chapter 4: Assessment of Potential Impacts and Proposed Mitigation Measures; Monitoring Program. Cost Estimates Chapter 5: Environmental Management and Monitoring Plan. Cost Estimates Chapter 6: Public Consultation and Information Disclosure Chapter 7: Conclusions and Recommendations 39. The EIA includes appendices, such as: Annex 1: Persons and Institutions Met Annex 2: Legislation and Regulations Governing the Environmental Assessment and the Environmental Review Procedures in Kazakhstan Annex 3: Meteorological and Hydrological Data relating to the Project Area Annex 4: Supplementary Environmental Data and Environmental Details on Nature Reserves located in or near Tranche 2 Annex 5: Selected data on socio-economic conditions in the Project Area Annex 6: Preparation of Environmental Monitoring and Baseline Study Annex 7: Public Consultation Protocols Annex 8: Environmental Management Plan EMP Annex 9: Field Survey Photographs Annex 10: First Baseline Study Results (physic-chemical parameters) 40. This EIA does not contain components for Institutional strengthening, as these have already been elaborated within the framework of the former IEE (2010), and are therefore reference is made to this document.
F. Acknowledgement
41. The Environmental Team acknowledges the assistance of all representatives from agencies and experts who provided relevant information. Particular acknowledgement is attributed to the efforts made by the National Environmental Specialist, Mrs. Gulnara Junussova for her continual backstopping assistance and provision of the core of environmental data on Mangystau Oblast. Acknowledgement is also attributed to the former contribution of Mrs. Svetlana Sharikova who provided information relating to social and gender aspects of this Project.
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2. Description of Project
A. Need and Justification for the Project, and Expected Benefits
42. The national motorway A380 Beineu-Aktau, (section km 372 - km 802) is part of a road network that has both national and international importance, both in economic and strategic terms. Aktau city, the end point of this part of the CAREC road network, serves as a gateway for trading local oil and oil products to other countries, and acts as a transit hub to distant markets. 43. While upgrading and rehabilitating this road to the intended standards, the concept is to improve business and employment opportunities in Mangystau Oblast, improve economic outlets via the seaport of Aktau, and provide a wider selection of social services in Aktau, Zhetibay, and Shetpe. The underpinning idea for accruing benefits from the rehabilitated and upgraded A380 to higher category is based on the assumption that a higher road category enables improved2 and safer riding quality and lower vehicle operating costs. The latest prognosis for the prospering future of this road network estimates that entire road rehabilitation of the connection between Beineu and Aktau this will result in a 7% annual traffic growth (PPTA, 2009). 44. Currently, the existing road does not meet conventional international technical road standards; neither does it conform to the national regulatory requirements. The existing road pavement of Tranche 2 has substantial defects over much of its 168 km length. The most crucial and dilapidated road conditions are found in the section within the KSRNP, in particular the steep Manata Pass. This section extending for about 60 km is without asphalt or other cover. The remaining top structures of the entire Tranche 2 are marred with cracks, rutting, corrugation, deformation, fractured edges, and potholes of various shapes and sizes. The Manata Pass is also considered a prominent ‘black spot’ by the local police authorities, known for frequent and severe accidents (personal communication, Traffic Police Chief, Shetpe). The Pass becomes difficult to pass during unfavorable weather or in winter. The rough surface and the intense dust development further contribute to the highly risky driving condition along most of the mentioned road sections. Summing up, the principal structural defects and inadequacies of the existing road of Tranche 2 include: In the vicinity of Sai Utes, most of the upper pavement layer is heavily deteriorated; at places there occurs subsidence, rutting, patching, edging, and mesh cracks; Steep slopes making many sections impassable or extremely difficult and risky, especially for heavy vehicles, and under rainy or icy conditions (Manata Pass, and two smaller passes in the vicinity of Shetpe); Much of the embankment subgrade does not meet the parameter requirements of the technical specifications for a national motorway of category II; The existing junctions and intersections do not meet technical requirements, and are viewed as 'black spots'; Traffic congestions in Shetpe and Zhetibay due to lack of bypasses; Poor traffic signage all along the entire road corridor; No provision for a local bus transport system.
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45. Anticipated Benefits: The Feasibility Study as well as social studies' information anticipate a number of positive impacts and benefits attributable to the rehabilitation and full functionality of the Aktau-Beineu Motorway connection, such as: Promotion of institutional strengthening for the road authorities3 Improving the cultural values and demographic values of the regional population Providing job4 and skill development opportunities for local residents to become employed in construction works, ultimately also improving the situation for many jobless people in the region; Alleviation of hindrances and safety risks for the public general due to traffic congestions in Shetpe (and partly in Zhetibay) Participation of local people in technical skill development programs through job opportunities in construction works; thus, the project will directly and indirectly contribute to poverty reduction in the rural areas of Mangystau Oblast; Improvement of the general environmental and safety awareness among both local residents and the work forces; Improvement of the ambient air quality by reducing dust and other harmful emissions due to poor road conditions; Improvement of the overall road safety and driving discipline, not only in this road corridor but nation-wide; Reducing the number of killed and injured people involved in road accidents, and thus reducing the economic burden for medical care expenses. Attracting foreign and national investors to the region, by rendering transport access easier and more economical; Attract an appreciable number of foreign and domestic visitors to the newly established KSRNP. This will be even more the case once the planned new facilities and services for the KSRNP will be in place; Enhancing public environmental awareness by educative activities promoted by the management of Kyzylsai Interpretation Centre; Enhance protective measures for rare and endangered species occurring in the protected areas along the road corridor; Improving trade links with neighbouring countries, Europe. South and East Asia; Local improvement of the restrained water supply situation;
3 The IEE (2010) includes a comprehensive institutional strengthening program for the RC of MOTC, and other relevant institutions. Training schedules were elaborated which included the following topics: - Practical experiences addressing environmental issues related to road construction projects; - Sources, tools and methodologies for impact assessment; - Identification of feasible and practical mitigation measures to encounter potential impacts; - Parameter sampling techniques; - Monitoring techniques, compliance and effect monitoring; - Public Consultation; - Reporting requirements and procedures; - Cost estimates for proposed monitoring activities. 4 According to the Feasibility Study this project is likely to create employment for up to 300 local people, which will benefit the livelihood of about 1200 people over a period of 3 years. As for maintenance and winter services for this road, it is assumed that 30-40 local people will find permanent jobs in the coming years. 18 | Page
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Improvement of public health services, particularly in cases of emergencies after road accidents; Improvement of accessibility to markets, cultural and education facilities; Reducing significantly travel times and personal impediments in this corridor due to better and safer connectivity; Introduction of a regional bus transport service, and possibly outsourcing these enterprises to the private sector; Reducing costs for transporting goods, and for passengers using public transport.
46. It is argued that the project will result in many ways to the regional development and economic opportunities. Above all, the project actions will contribute to address poverty issues in the region. 47. The GoK anticipates a number of economic spin-offs from the project and from the improved regional connectivity. Plans until 2015 foresee to develop a net of transportation-logistics centers in the Oblast, new construction of local schools in the new micro-regions along the road, and facilitate the general road transport of bulk goods and minerals via the road towards the seaport of Aktau. In the periphery of Shetpe a new health center has recently opened. The health center is located in close vicinity to the road project, at km 645. In addition, an ambitious power supply network is planned in near future, as well as an extensive housing program (Source of information: Akimat meetings, and MOTC, 2010).
B. Legal and Administrative Framework, Required Approvals
48. In Kazakhstan environmental protection is administered by the Ministry of Environmental Protection (MEP) that established an Environmental Code in 9th January 2007. Three main laws (the Law on Environmental Protection, the Law on Ecological Expertise and the Law on Air Protection) were abrogated subsequent to their integration into the Environmental Code. In recent times, some 80 normative legal acts were abrogated after the adoption of the Environmental Code. The country’s basic legislative framework for specially protected national territories is documented in the Law No. 175, dated July 2006, and in the Decree on Approval of Land Lots’ Reservation for Creation and Further Territorial Development of Specially Protected Natural Territories of Republic and Local Importance, dated September 29, 2006. More details on environmental protection are given in Annex 2. 49. The Environmental Impact Assessment and the permitting system (‘Environmental Certificate’) are an inherent component of the environmental legislation (see details, Annex 2). Under Kazakhstan law the Preliminary Environmental Impact Assessment (PEIA) is a mandatory document in the scope of the environmental assessment program and passes a number of expertises5 carried out during the Feasibility Studies development stage6. The PEIA follows the format and requirements laid out in the ‘Instruction on the assessment of the impact of proposed activities on the environment in
5 The PEIA refers to the following State Expertises: (1) Environmental Expertise № 05-06/251 from 28.02.2007, and (2) sanitary-epidemiological expertise № 41-02/2-956 from 21.02.2007) 6 The Instruction on EIA of 2007 gives a clear picture of all project stages and correspondent environmental documents. 1 stage is Declaration of Intent 2 stage is Preliminary Environmental Assessment (pre-Feasibility Study), 3 Stage is Environmental Assessment (Feasibility Study), 4 Stage – Section Environmental Assessment (Detailed Design). State Environmental Review should approve each of those stages.
19 | Page Draft EIA for MFF CAREC Corridor 2 (Mangystau Oblast Sections), Tranche 2 the development of pre-planning, design and project documentation for ultimate approval of the Ministry of Environment of the Rep. of Kazakhstan. 50. The main objective of the PEIA is to determine all likely environmental and social impacts associated with the proposed economic activity, and to make recommendations on how to avoid environmental degradation and other adverse impacts. In the context of road construction projects, the PEIA is required to incorporate information and examine the measures to address technical aspects and outputs such as: (calculated) air pollution from motor vehicles; predicted/modeled pollution on local water sources; Protection of settlements from the impact of (modeled) traffic noise; Soil protection and rational use of land; Conservation and protection of flora and fauna; Avoidance of road impacts on the socio-economic conditions of the local population; Retrieval of Environmental Impact Statement Certificates on the stage of Feasibility Studies (‘Expertises’). 51. The PEIA is a mandatory document on the pre-feasibility study design stage. It defines the main mitigation and monitoring actions for predicted environmental impacts. According to Article 36 of the Environmental Code the “Development of an Environmental Impact Assessment is obligatory for all types of activities that can have a direct or indirect impact on the environment or health of the people”. Permits for the proponents are now valid for three years rather than only one year as was the case before the Code entered into force. 52. There are four different categories of activities subject to permits: Their categorization largely follows the sanitary classification of industrial activities established by the Ministry of Health Care under the 2005 ministerial order “on sanitary-and- epidemiological rules and norms”, ‘Sanitary-and-epidemiological requirement activities falling under danger classes 1 and 2, and also investigation and extraction of minerals, except for common minerals. Activities of danger class 3, extraction of common minerals, all kinds of forest activities and special water use fall under category II. Category III covers activities of danger class 4. Danger class 5 and use of fauna except for amateur (sports) fishery and hunting, fall under category IV. The MEP delivers permits for category I. Permits for the other three categories are issued by local government representative units. 53. The contractor must obtain a clearance permit to carry out any work where environmental effects are likely, such as tree removal, vegetation clearing, removal of soils, culvert replacement, deviation of natural water ways, etc. These permits can only be issued once the contractor has prepared an environmental work plan or Construction Environmental Action Plan (CEAP) showing how the mitigation and monitoring actions defined in the EMP will be implemented. The preparation of the CEAP requires a licensed person or company, thus the contractor must retain expertise to do this work and must keep that person/company to oversee the operation throughout the contract period. Compliance monitoring is undertaken by the Inspection Unit of the Oblast Environment Department, which has enforcement and fining powers. Inspection occurs once per year and the contractor must receive at least a two-week notice prior to the inspection visit. 54. One year into the operating period there is a final inspection and contractor’s final payment is released only after a fully compliant audit is recorded. Any issues arising during the audit must be addressed before release of final payment.
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55. Concerning Right of Way aspects, the Republic of Kazakhstan has an acknowledged “protection” zone along national motorways (equalling a restricted RoW zone). For the planned categories of the new rehabilitated highway this corresponds to 50m extending from the centre line of the carriageway. Within this zone no land use such as settlement, construction of buildings, farming, animal grazing, vending stalls or small business operations is permitted. Other reasons why the GoK has launched such ‘protection zone’ is to reduce accidents (fatalities and injuries) and limit health and environmental risks resulting from accidents followed by spillage of hazardous pollutants.
C. Analysis of Alternatives
56. The rehabilitated road will provide suitable connectivity for transporting goods by road between the Caspian seaport town of Aktau and Atyrau, a hub linking Kazakhstan with the Russian Federation and further on with Europe. Alternatives that might be considered include those related to alternative routes, railways or air travel and transport. 57. Given the importance which the GoK attributes to improve this road connectivity, the PEIA (2010) reflects the conclusion encountered in all meetings held during this EIA process, that there are currently no technical and economical appealing alternative solutions over the choice for road connectivity. 58. The economic analysis undertaken in May 2010 by ADB's Transport Economist also came to the conclusion, that the cost-benefit ratio of this project would justify proceeding, and that alternate modes of transport are not viable at the moment. This assessment came to the conclusion to rule out the railway as a viable alternative, as this would not provide a competitive and viable alternative to the road, for both goods and passenger transport. In this context it also needs to be taken into consideration that the local authorities plan to promote and expand a full bus service between the settlements linking between Aktau and Beineu once the road will be fully rehabilitated (MOTC, pers. communication). 59. There is no air transport infrastructure available within the entire corridor of this CAREC Region that could accomplish economically viable alternatives to road transport. Aktau International Airport, the only large airport in Mangystau, has no cargo facilities that could cope with the type and amount of goods that are, at present and in near future, transported over land. A major obstacle for transporting goods by air cargo is that there is a high daily charge for cargo storage. Custom clearance procedures at Aktau Airport take 2-3 days and are complicated. The other air connection in the region, Beineu, has only a small airstrip with almost no auxiliary facilities. 60. Although being of growing importance for the regional traffic, the sea transport routes are not posing an alternative to land connectivity to reach other destinations in Central and East Asia. At the time of inquiry it was affirmed that passenger ferries departing from Aktau to reach neighboring destinations across the Caspian Sea are limited. 61. The Environmental Team consulted the Mangystau Road Committee to find out conclusive arguments for the actual alignment selection, and reasons to reject some alternatives: The decision7 to rehabilitate the Beineu-Aktau road while passing through the oil fields region near the settlement of Zhetibay is economically motivated, recognizing the anticipated economic and development potential of this important region. The oil fields of Zhetibay and a steady increasing population in this area may have acted as main drive to link this hub via the newly rehabilitated road. The direct existing road
7 Decision made following the recommendations of the Feasibility Study, 2008
21 | Page Draft EIA for MFF CAREC Corridor 2 (Mangystau Oblast Sections), Tranche 2 connection between Shetpe and Aktau (via Aktau Airport) has been disfavored due to technical and economic reasons, as this road is relatively narrow and winding through partly mountainous terrain. The ultimately chosen alignment via Zhetibay, however, passes through predominantly flat terrain, with no major obstacles for road widening measures. 62. The selected alternatives for both bypass solutions were screened for their anticipated benefits, potential impacts and technical feasibility. Given the forecast traffic volume for this road, the Feasibility Study (loc.cit) came to the conclusion that the selected variants for bypasses for both Shetpe and Zhetibay would benefit best the environmental conditions of the two settlements, easing traffic congestion, accident risks and local air/noise pollution impacts. 63. According to the RC, the technical screening for possible alternatives to avoid the passing of the rehabilitated highway through the newly established KSNRP has been considered and rejected for the following reasons: Bypassing the KSRNP from the north (see Map 2) near/along the railway corridor is regarded as impossible (or exuberantly expensive) as the terrain is wetland and occasionally flooded. Bypassing from the South would equally have encountered engineering difficulties due to the steep mountainous terrain, and would have resulted in important surplus costs for a completely new road over approximately 40km. Hence, the solution to create a specific buffer zone where the newly rehabilitated road will be located was considered as the most viable solution, both in technical and economical terms. As for the environmental aspects, the creation of such a buffer zone with inclusion of numerous precautionary safeguard provisions found the acceptance of all responsible agencies, including the planning engineers. 64. Technical Alternatives were discussed with local road engineers and planners, and might find their ultimate entry in the Project Design. One of such relate to road safety, especially those associated with the construction of adequate fencing along the proposed animal underpasses. The other issue relates to the solution for using an asphalt top layer in sections which are exposed to extreme climatic conditions and tear and wear caused by heavy loaded trucks. This refers particularly to the steep section of Manata Pass in KSRNP, where the slope is up to 12%, and asphalt would be severely damaged by heavy braking actions, particularly during extreme hot weather conditions. It is therefore commendable to consider technical alternatives to asphalt, being cement-concrete or concrete top layers with bituminous treated base. Such alternative solution would be likely to withstand the anticipated vehicular impacts better, and would not pose additional safety risks. Similarly, other sections in hilly and steep environment would also call for a more rigid pavement with enhanced heavy-duty surfacing. The suggested alternatives would also reduce repair and maintenance costs. 65. The "No-Project" Alternative can equally be ruled out for the following reasons: Accepting the MFF Program as the most reasonable alternative, and appreciating the strategy and political decision of the GoK, it appears that there is no such "No- Project" alternative. Such decision would be neither welcome by the official partners, nor be prudent in the light of the preparative work undertaken to improve and expand the national road network, aiming to good connectivity to abroad markets at the earliest time possible. It is appreciated that good road connectivity is the key to economic development and reduction of poverty. A "No-Project" alternative would therefore be regarded as counter-productive to such goals. Moreover, there is no viable competitor to the 188.000 km network of Kazakhstan’s roadways. The former analysis of a Transport Economist contracted by ADB (May 2010) came to the conclusion, that the cost-benefit ratio of this project would justify proceeding,
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hence, there would also be no justification to adopt a "no go" alternative for this project; 66. The "No-Project" alternative has been determined not to be in the interest of Kazakhstan and its people, and therefore has been rejected.
D. Identification of the Project and Project Components
67. The Beineu-Aktau road rehabilitation project supports the national and international transport sector in Central Asia, focusing on national networks that are critical and important to economic development. The underlying rationale of the project is to make this specific road larger, technically better, more accessible, more affordable, more efficient, safer and more environmentally friendly. All of the above objectives are concomitant with the political development targets of the Government of the Rep. of Kazakhstan who sets high priority for implementing such infrastructure projects. 68. The capital investment for the rehabilitation of the Highway Beineu-Aktau is part of the total investment costs of 97,851 billion Tenge, equaling 675 million USD (FS, 2010). 69. Figure 2 provides an overview of Tranche 2 (the Project) and its components, such as specific road sections along defined chainages, and the two new bypasses. The map also shows the only surface water crossing the road (Ashyagar, km 755) and the location of the two protected areas: KKSGR and KSRNP. Figure 3: Overview of Tranche 2 and its Major Components
70. Although the section km 514 – 574 comprising the KSRNP is not a part of the Tranche 2, and will be rehabilitated using the Government financing, this EIA include assessment of the section as it constitutes an associated facility to the Project.
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E. Project Type
71. The Project comprises rehabilitation of road between Shetpe and Aktau and construction of two new bypasses: about 12 km bypass around Shetpe, and about 8.5 km bypass around Zhetibay. The civil works include road widening, shoulder improvement, pavement strengthening and drainage upgrading, reconstruction of culverts and 1 bridge. All construction and rehabilitation activities will be carried out within a 100 m wide RoW. The Project is not expected to encounter environmental or resettlement issues that would give concern for major impacts that need further addressing, except the fact that it passes now through a buffer zone of newly established KSRNP.
F. Environmental Category of the Project
72. The project was categorized as A for environment based on the following arguments: (i) KKSGR is located on the boundary of the road section km 760-780 (Photos 3 and 4, Annex 9). (ii) The road passes through the buffer zone of newly established KSRNP, the associated facility for the project. 73. It should be noted that: (i) With the exception of the two protected areas above, the road alignment from Sai Utes (Ch km 514) to Aktau (Ch km 802) does not run through or near any environmentally sensitive areas, such as a wetland or a recognized area of special biodiversity; (ii) Saline soil patches are frequently occurring next to the road alignment. The entire road corridor outside the few settlements is predominantly desert, semi-desert and barren land. It is forest-free terrain, therefore it will not involve deforestation or removal of sensitive natural vegetation; (iii) According to the Resettlement Specialist collaborating with the Environmental team, the project will not involve involuntary resettlement8; The only object that may be negatively affected by this road project would be a primary school located at km 639, which will be relocated before the bypass construction starts, in accord to the local Akimat and MOTC decision. (iv) The project does not interfere in negative ways with local economics or availability of natural resources; (v) The project has low risk to affect few archaeological, historical or cultural assets. There are natural monuments and valuable ecological assets located within the boundaries of KSRNP, and are therefore subject to special management and preservation activities in line with the new rules for the KSRNP users (details, see Tab C-2, Annex 4). (vi) Retrieval of material is only from proven and authorized sources (quarries) that are within close reach of the construction alignment, and outside from the designated Nature Reserves (see below, tables 3 and 4)
8 This EIA does not tackle issues related to resettlement and/or compensation for assets or property lost due to project implementation.
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(vii) Handling and processing of construction-related material is unlikely to cause any non-manageable environmental impact, as long as construction activities are carried out in line with the EMP and the Technical Specifications describing environmental safeguard measures are followed. The contractors will have to strictly follow the regulations stipulated in the approved CEAP. (viii) The construction activities do not, under regular conditions and in line with the EMP, involve the disposal or spill of toxic and/or hazardous substances; (ix) None of the planned project activities were of concern to the participants, the invited stakeholders and the public general when this project held a total of three public consultations in 2010 (Aktau, Shetpe and Zhetibay), and one in 2011 (Aktau) . Specific concerns and remedial proposals forwarded by the participants were duly recorded and integrated into the planning process (e.g. expected damages, animal underpasses, traffic hindrances, school relocation, etc). Details of all PC Meetings held in junction with this Project are documented in Annex 7.
G. Scope of Civil Works, and Materials Required
74. The different sections to be rehabilitated will require different quantities of material, depending on the quality and re-use of the existing sub-base (Table 3). Based on the designers’ proposal the reconstruction works will mainly rely on materials excavated from side reserves along the road alignment (Table 4). The designers also have pre-selected a number of quarries off the road alignment that would provide sufficient and suitable materials. None of the future quarry operations is believed to pose environmental problems as long as the Contractors will follow the recommendations given in the EMP, and in the Technical Specifications included in the contracts. Table 3: Materials and estimated quantities for the rehabilitation of Tranche
Type of Material Unit Quantities m3 large stones, boulders 593 m3 aggregates /crushed stones 598.928 m3 small aggregates, gravel 1.946.133 m3 fine sand 88.936
bitumen t 2.562 m3 concrete 227.950
asphalt-concrete t 1.417.967 m3 technical water 1.610.239
[Source: Engineering Consultant Astana LLP, August 2011] 75. As for permanent land requirement (e.g. for bypass constructions) a total of 29.24 hectares will be required. The construction camps for the civil works will, according to the latest information from the Design Planner, require an allocation of 13.87 hectares for temporary use. The Designer suggested the road section between km 514 and km 574 for the location of the construction camp. The exact site location will lay in the responsibility of the Contractor. However, the EMP and the environmental safeguard considerations elaborated in Chapter 4.B. are strongly rejecting the idea to place any construction camp within the perimeter of the newly established KSRNP.
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76. Sources for Construction Material: Local sources for suitable road-building materials along the construction corridor are shown in the following table: Table 4: List of Quarries and Asphalt or Concrete Mixing Plants along the Road Corridor, suitable for obtaining good quality road construction material
Type of quarry, Name Means of Available Potential Supply, in (“Owner or plant”). Ch material Status Material thousand m3 km, side, distance delivery
> 200.000 m3 Unpaved road Partly Gravel, "Ustup", Sand, gravel, Supply can be increased 2,7 km to road operativ 563+300, left 2,7km pebble due to extending area and from Beineu e quarry depth of mining
> 300.000 m3 Gravel , "Pritrassovoe", unpaved road km 580+700 – 581+200, 100m to road Pasture Gravel, pebble Supply can be increased Left from Beineu due to extending square and depth of mining
Quarry “Janarpinskoe”
Open borrow pit Unpaved road Mangystau industrial existing Crushed stone On request, estimated as complex of road actually quarry “unlimited supply” construction materials adjacent to and gravel planned bypass (Shetpe) >1 km km 644 left , at bypass
Quarry Shetpinskoe Unpaved road Crushed stone, Open borrow pit existing pebble, sand Unlimited supply By road or by quarry LLC “Myrzabek Altynas rail Group” 644right, 97 km
Quarry "Zhanorpa" asphalt road, 89 existing Sand Unlimited supply Shetpe district, km 644 km quarry
Asphalt concrete mix, Asphalt Concrete Plant of asphalt road, 26 existing On request, estimated as Gravel mastic Zhetybai, km 721 km plant “unlimited supply” asphalt, bitumen emulsion
Quarry «Tomak» asphalt road, 47 Sand, sand- n.a. n.a. Mehstroi LTD, km 755 km gravel mixture
Quarry “North-East” 171.000 m3 Open borrow pit № 4 Unpaved road existing Sand, sand- Supply can be increased Aktau, km 773+500 0,8 km. By road quarry gravel mixture upon demand by extending right 0,8 km depth of mining
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Quarry “Oskuduk” km 792+700 right – 20km Paved road – 20 existing Sand-gravel km, Aktau road 11 million m3 Aktau/Airport quarry mixture to airport Owner – LLC “UPP”
Asphalt/Concrete Plant mastic asphalt/, km 800 right – 18km Paved road access existing concrete mixes, On request, estimated as Aktau plant bitumen “unlimited supply” 18 km, emulsions
[Source: Technical Designers estimates, Engineering Consultants Astana, August 2011]
77. Sources for Technical Water Supply: The reconstruction works will require specific amounts of (technical, but salt-free) water, which will be sourced from local aquifers in accordance to the ‘Water Code of the Republic of Kazakhstan. 78. There are only few sources for technical water supplies for construction purposes. Those identified as 'available' by the planners are listed in the following table.
Table 5: List of Sources for Technical Water Supplies along this route alignment
Name of the Chainage Distance to type of access Debit Quality of the water supply the highway, road water, salinity, km dm3/sec point km mg/dm3
Zharmysh 614+500 to 0.1 earth road Discharge 0.5 Fresh water; village well the right dm3/sec 946.6 mg/dm3
“Prokhlada” 751+050 0.5 asphalt/concrete Discharge 0.5 Slightly salty Spring dm3/sec water; 1769.8 to the right mg/dm3
Ashyagar river 755+300 adjacent - maximum Heavily salty 28.05.03 g water; 4569.1 Bridge 100 dm3/sec mg/dm3
[Source: Technical Design Documents, Feasibility study 2008]
H. Anticipated Schedule of Implementation and Life Span
79. According to the engineering planning of ENGINEERING CENTER ASTANA, presented at MOTC in Aktau, the civil works for Tranche 2 were supposed to start in May 2012 and shall be completed in late 2015. In specific, the expected period for construction works for the three different sections are: for km 802 – 719, a works duration of 30 months for km 719 – 632, a works duration of 28 months for km 574 – 514, a works duration of 36 months The expected operational life span of the rehabilitated highway is 20 years.
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I. Project Layout and Work Components
80. Table 6 provides technical information of the project features and components of Tranche 2, and the anticipated quantities: Table 6: Technical features for the road rehabilitation project Beineu-Shetpe- Aktau, Tranche 2
Total Length of Tranche 2 168 km
Category (KAZ highway category norms) Km 514 - km 719 - II category Km 719 - km 802 - Ib category
Calculated permissive velocity 120 km / h
Width subgrade 28,5 and 15 m
Width of the carriageway (2x7, 2x3 and 5m, 75m)
Hard shoulder width 0,75 m
Width of RoW 2 x 3, 75m
Width of central strip (2 lanes) 6 m
Smallest radius of curves 800 m
Design of road surfacing asphalt pavement , and asphalt-concrete in the location of Manata Pass
Intersection / interchange three intersections at - km 644, South start point of Shetpe bypass - km 719, S of Zhetibay (roundabout) - km 746, W of Aktau
Intersections with railways, leveled 2 pcs. at kms 632, and 720,
Intersecting roads of regional importance Intersections with secondary roads - 71 pcs
Reconstruction of bridges - small and one at km 755 (Ashyagar Creek) medium-sized one between km 632 and 675
(Re)construction of reinforced culverts 98 pcs. of different diameter (1.0, 1.5 and 2.5 m) (single or double)
Animal passages for herds 4 pcs. between Aktau and Zhetibay 5 pcs. between Zhetibay and Shetpe 2 pcs. between km 574 and Sai Utes
Bypasses (2) at Zhetibay, 8 km, and a Shetpe (9 km)
Street lighting wherever the road passes settlements and intersections
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protective (wildlife) fences, fixed 154 km in section km 719-802 48 km in section km 632-719 unspecified length near approach to Manata Pass, km 530
replaceable protection fences 0.32 km in section km 719-802
livestock protection fences 1.82 km in section km 719-802 8.30 km in section km 632-719
Noise protection walls 2.70 km in section km 632-719 (at bypasses)
Rest / picnic places (t.b.d.) Bus stops with sidewalks and toilets 26 pcs. (AP-6 type)
[Source: Engineering Center Astana, communication August 2011]
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3. Description of the Environment
A. Physical Environment
81. The described parameters relating to the environmental conditions of the Project Area are based on local records and information material provided by local authorities (loc.cit.). Notwithstanding, the EIA aims at a proposal for in-situ test series measuring a set of pre-defined parameters in timely connection with the planned and ongoing project activities. More details about such test series and the baseline survey programs are described in Annex 6 and 10. Climate 82. The meteorological conditions9 of the Project Area are characterized by a pronounced continental climate pattern. Typical for vast desert and semi-desert zones, the main climatic features are (moderately) cold winters and hot summer periods, with high daily temperature fluctuations and annual amplitudes. 83. The mean annual temperature in the region is +9,6 С°. Absolute maximum values of air temperatures above 50С° may occur in July-August, while absolute minimum temperatures reaching -30°C to -34С° in January in the section between Shetpe and Sai Utes. 84. The amount of precipitation usually does not exceed 150mm per year. Precipitations mostly fall as rain, and during winter, less pronounced, as snowfall. Complete snow cover of large areas is usually lasting only for few weeks during winter time (Jan.-March). Thus driving conditions in this road sections are, from climatic point of view, relatively good throughout the entire year, while during the winter months some locations with steep ascends, such as the Manata Pass in the KSRNP, pose considerable problems for drivers as road surface becomes icy and difficult to maneuver. The insignificant amount of precipitation in the entire Project Area results in extreme dryness during the summer months. On the other hand, the long duration of warm period is favorable for carrying out civil works during most time of the year. 85. The average monthly wind speeds measured in Sai Utes is 5,4 m/sec, which is also the mean annual wind speed recorded for the entire area. The main wind directions in winter and summer are from eastward and south-eastward directions. Hail, snow and sand storms are rare. Air Quality and Noise 86. Due to the fact that the road alignment runs almost completely through uninhabited desert and steppe terrain, traffic or construction-related impacts affecting both the airshed and the noise climate are of little concern. At present and mainly due to the poor condition of the Project Road, air pollution created by dust development is a common nuisance, which barely will be augmented during construction works, as the existing traffic volume is rather low and poor road conditions do not allow speeding. For
9 The meteorological information recorded for the Project Area is based on long-term records taken by the meteo-stations Tuchibek, Duken, and Aktau ( Annex 3) .
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reference, the air quality prediction model used by the PEIA (2010) refers to the limits shown in Table 7, assuming an average traffic volume of about 5000 vehicles10 per day:
Table 7: Calculated Ambient Air Quality within 10 and 50 m from Road Shoulder; (all units in mg/m³)
Kazakhstan 10 m distance 50 m distance Environmental from road from road Parameter modeled Standard Limits shoulder shoulder Carbon Monoxide 3.0 2.44 1.11 Oxides of Nitrogen 0.04 0.51 0.07 Hydrocarbons 1.5 0.29 0.10 Soot (TSP) 0.15 0.036 0.016 [Source: PEIA Study of KAZDORPROJECT, 2010; calculations based on CREDO Model estimates]
87. Given the vastness of the ambient and mostly uninhabited nature, noise is actually not an issue anywhere along the road alignment11, especially after mitigation measures such as protective roadside vegetation belts at bypass sections in Shetpe and Zhetibay will be considered during this early phase of planning12. The EMP proposes measures to address potential residual impacts, if any, after the completion of the road rehabilitation. Topography, Geology and Soils 88. The geomorphologic terrain where the road corridor for Tranche 2 is located is the Pre-Ustyurt (region close to the Caspian Sea) and, to lesser extent, the Ustyurt Plateau While the first is composed of Meso-Kaenoziocum sediments containing larger amounts of shelly limestone and clay deposits, the latter is older, with different limestone and marl formations. The Ustyurt Plateau has a marked number of erosion-formed canyons sometimes exceeding the depth of 200 m. Such canyons are sometimes also present in close distance to the road alignment, e.g. at Ch km 516 N (photo 19, Annex 9) near the starting point of Tranche 2. 89. In geological terms, the surface soils mainly consist of brown and gray-brown desert soil types (Figure 3). Topsoils are generally poor in humus. Salt crusts often appear at the soil surfaces. In the entire road corridor there are deposits of quaternary age, covering deposits of few tens of meters close to the surface. Among the quaternary deposits there are a variety of alluvial deposits of sand (from silt to gravel), sandy loam and clay. All such soil types provide suitable and nearby material sources for road construction works (Table 3). 90. On the territory of the Oblast there are rich deposits of various underground minerals and ores. In the beginning of 1950s, lucrative deposits of uranium and rare earth elements were discovered. Reserves of minerals are generally unique by their variety,
10 trucks+busses+cars, using data of traffic counts in the CAREC 1 Program, Southern Kazakhstan, 2007 11 The initially identified spots where noise could play a negative role (Zhetibay: Central Hospital and the adjacent Secondary School) are now out of concern as the Designers have informed that there will be a new 8 km bypass at Zhetibay town, passing completely through uninhabited steppe and pasture terrain. As for the school currently still located on the Shetpe bypass terrain , there are plans supported by Shetpe Akimat to relocate this school to an alternative place, far away from the road alignment. 12 The spot where noise could have played a significant role is the location of the Primary School in Shetpe bypass location km 630. However, this risk is no longer valid, as the school will be removed before construction work starts.
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deposit thickness, and relative easy access for exploitation. The region’s richness in mineral deposits determines to large extent the economic prosperity and development. Figure 4: Soil Types along the Tranche 2 Corridor
Figure 5: Distribution of Tectonic Lines (red) along the Tranche 2 Road Corridor
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Seismicity 91. Earthquake events are of vital significance for any road quality and security. Although the geological thematic map below shows two tectonic lines converging South- East of the town of Shetpe (Map 4). In contrast, the seismic zoning expertise quoted by the PEIA denominates the entire area as 'seismically inactive'. On the other hand, seismic events up to grade 5 on the open Richter scale have been recorded near Shetpe during the past decades (Mangystau Territorial Department of Environment under the Ministry of Environmental Protection Aktau, pers. communication). The Technical Design experts also believe that seismicity is not really a concern for this road construction project, arguing that the only locations (Ch km 520 and Ch km 650).for bridges between Beineu and Aktau are far away from the above identified tectonic faults. Surface Waters 92. Along the entire road corridor, there comes only one surface waters into sight: the Ashyagar Creek (photo 2, Annex 9, Ch km 755), which dries out during extreme hot summer month. Otherwise, the entire road corridor of this Tranche has no surface freshwater resources. Ground Water - Quantity and Quality 93. Groundwater is generally available only from medium to deep aquifers, which is exploitable only at certain locations spread all over the Road Corridor (Map 5). The Feasibility Study (2010) calculated that the daily amount of groundwater available amounts to a total of 290.100 m³, of which 218.000 m³/day would bee needed for all construction works and 8.450 m³/day for the work camps drinking water supply. To protect the day-to-day requirement of local residents and other users along the roadside, all Contractors need obtain a water extraction certificate from the Water Authorities to avoid any user conflicts with the communities. In most locations in Mangystau Oblast, the groundwater aquifer is >30 m below the surface. Therefore it is unlikely that any aquifer
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will be affected by the road works since there will be no pile driving or deep excavation. Village wells supplying water with acceptable drinking quality are sparsely distributed (Table 8). Table 8: Sources of Potable Water Supplies along Tranche 2
Water Supply Location at Distance to Type of Water Quality Points: Ch km Highway access Specification
Quality of the water km 516+500 Say Utez village 3.0 km earth road conforms to GOST 2761-84 to the right and GOST 2874-82
Zharmysh village, km 616+700 asphalt - ditto - 2.5 km spring water to the left +concrete km 675+500 - ditto - Bekee village 0.5 km earth road to the right
Figure 6: Distribution of Underground Water resources along the Tranche 2 Corridor
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94. The Project Area is characterized by short but intensive periods of rainfall. In such circumstances there is a risk that runoff storm water may cause local soil contamination of the embankment areas with petroleum, phenol and possibly other harmful substances. With the exception of the bridge locations over the Ashyagar Creek (km 755) any stormwater runoff does not flow directly into streams or other surface waters and will gradually percolate into the soil and possibly into a groundwater aquifer. During this process, however, it is likely that the sandy and clayey sub-sediments will absorb almost all such substances. Therefore it is predicted that the deep groundwater aquifers will nowhere be affected. 95. The design foresees that in cases where groundwater quality is poor13, drinking water for the work camps will be imported from suitable sources by tank trucks. This will also alleviate any surplus extraction from deep wells that could potentially affect local communities.
13 Much of the Mangystau groundwater has poor drinking water quality as it contains elevated levels (> 1 ppm) of dissolved minerals, mainly salt compounds. Hydro-chemical parameters of public well waters at 3 locations along the road are shown in Table 3-9 of Annex 3.
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B. Biological Resources
Ecological Zones, and Characteristic Vegetation 96. Due to the low precipitation, high evaporation rates and relative high salt concentration in surface soils the capacity for continual vegetation cover is limited all along the road corridor. Rarely the desert shrubs and grassy plants reach a height exceeding 20 cm (e.g. Photos 7, 9, 16 Annex 9). The rather sparse steppe vegetation is dominated by the wormwood, whereby Anabasis salsa is the dominant species. Other plant species often form small biological complexes with the wormwood. Grasses are rarely occurring. The situation differs within the KSRNP, where the biodiversity is generally much higher and a number of rare and endangered species occur. More details on vegetation zones and biodiversity information along the road corridor are provided in Annex 4. 97. The road corridor for Tranche 2 lies in different ecological macro-zones which are classified as follows: (i) Very low ecological value: Rather common zone in the coastal parts of the Project Area, with almost no records for rare or endemic plants. Mostly desert and semi-desert, sometimes patched with salty crusts, this eco-zone harbors a high portion of halophytic (salt-tolerant) plants14. Salinas are present in the southern part of the KSRNP (Annex 4). Depressions and basins below sea level are common geomorphologic features of these zones, such as the vast Karagiye-Karakol Depression between Zhetibay and Aktau. (ii) Low ecological value: Generally ascribed as all terrains on the Ustyurt Plateau, i.e. steppe and semi-desert terrain, with no or few endemic plants. Most of the road corridor continuing to Beineu after Sai Utes falls under this zoning category. Humus is rather thin or completely absent in case where salt crusts reach the soil surfaces. Plant associations, like localized deciduous shrub communities developing around wormwoods and sagebrush are characterized by a variety of lichens and sageworts. Wherever the terrain profile show small depressions or at places where soil erosion has left small trenches, salt cedars, also known as tamarisks, develop small groves and represent refuges for local bird life. Zones of low ecological values also develop in the periphery of salinas or at plateau terraces (e.g. Manata Pass, and parts of the terrains surrounding the Kysylsai Nature Reserve) where occasionally rare and salt-loving plants occur, like the Persian Bindweed, Buckthorn and small cacti (Malacocarpus). Saksaul (Haloxylon) is among the prominent rare plant species endemic to Kazakhstan deserts, found occasionally adjacent to Tranche 2 section. (iii) High value biotopes: Kazakhstani botanists include under this category a number of habitats that are characterized by occurrence of rare and endangered species, or form a ‘complex’ of highly specialized plants and animals. Such communities typically develop in the vicinity of the unique by limestone cliffs or deep erosion ravines or tectonic canyons at or near KSRNP (Photos 14, 15, 16, 19, Annex 9). Sagebrush communities and a variety of ornamental plants15 dominate such
14 Typical and predominant plants are wormwoods and sagebrush (Artemisia sp.), saltworts (Anabasis salsa, Salsola arbusculiformis and S. orientalis), small shrubs (Calligonum polygonoides) and salt cedars (Tamarix). 15 e.g. Siberian Peashrub (Caragana grandiflora), bindweeds (Convolvulus sp.), knotweeds (Atraphaxis sp.), tumbleweeds (Salsola sp.) tulips and small lilies. 36 | Page
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habitats, together with wormwoods and sedges and other grassy plants. Such places may also include a number of small tree species adapted to dry conditions, such as Buckthorn, sand acacias and tamarisks16. Due to the presence of various grassy and other forage plants, these habitats are also preferred grazing grounds for nomadic shepherds. In ecological terms, such highly structured biotopes are important habitats as stopover sites for migrant birds. Fauna and Flora, Rare and Endangered Species in the Project Area 98. Wildlife along this road corridor is typical for a steppe-desert ecosystem. Among mammals, the most common species are rodents such as ground squirrels, hamsters, voles, rabbits, and jerboa. Of the carnivorous species like bats, wolves, foxes, weasels, badgers and ferrets are commonly are sighted at various places in or adjacent to the KSRNR. (Environmental Baseline Analysis, ECOPROJEKT 2010). These studies confirm that some specified habitats are frequented by species of turtles, lizards, snakes, scorpions and arachnids. The same (cliff rock and erosion trenches) habitats are preferred nesting places of birds of prey, such as the golden eagle, steppe eagle, vultures, harriers, kestrels, and of wild partridge. Larks and sparrows mainly inhabit the desert plain areas and are found in the vicinity of human settlements. Annex 4 gives a more detailed overview of the most prominent, rare and endangered species that were found by the mentioned field studies. 99. A number of ground-dwelling and insectivorous birds commonly gather where large herds of domestic animals like cattle, horses and camels concentrate, such as doves, grouses, bee-eaters, desert warblers, wheatears, nightingales, larks and sparrows. Figure 7: Protected Areas located in or nearby Tranche 2
16 Among them is a highly endangered species, the Androsow Salt Cedar (Tamarix androssovii)
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Sensitive Habitats and Protected Areas 100. Tranche 2 is situated in a region which has two areas of specific protection status being (1) KKSGR, and (2) the newly established KSRNP (as the associated facility). The locations of both sites in relation to Tranche 2 are shown in Figure 6. Due to the close or immediate location of areas with special protection status, the project area is home to about 30 species of endangered wildlife included in the Red Data Book of Kazakhstan. Among them are the Saiga Antelope, Red Fox, Steppe Polecat, wild boar and raccoon, all of which are also targeted by local hunters. Other rare and protected species endemic to the area include the long-spined hedgehog, the Ustyurt mountain sheep, sandstone rabbit, honey-eater, otter, Caspian Seal and four bat species. 101. A list of endangered and rare species inhabiting the two reserves is presented in Annex 4. It needs to be highlighted that most of these recorded species are concentrated at KSRNP, a terrain where the Ustyurt Plateau is fringed by steep cliffs (e.g. Manata Pass) or the slope range bordering the Karagiye Depression. Details on the location, size, history, administrative responsibilities and biodiversity assets for the two protected areas in the road corridor, the KKSGR and the KSRNP, are also presented in Annex 4. It is also in these locations where the EMP focuses on special mitigation measures to protect the local plants and wildlife. 102. The existing KKSGR is currently not well recognizable for road users passing by this area. Specific signboards and markings are absent, and at the pass section Ch km 755 the Reserve is in a deplorable shape as the entire roadside slope is heavily abused as a large dumpsite for household rubbish and, in particular, for old tires scattered all over the canyons (photo 3, Annex 9). The project shall therefore aim, in close collaboration
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with the responsible agencies (MoA/CFH), to assist in compelling measures to better and more effective protection of this site. The EMP provides a number of provisions and recommendations to meet such objectives. 103. The situation at the KSRNP is not so critical with respect to impacts from garbage littering and other negative influences. Actually, the site at the foot of Manata Pass (photos 15, 17, 18, Annex 9) is revered by locals as a praying spot. At present, there are no sideways where unauthorized entering into the future reserve could be managed unless by all-terrain vehicles. Moreover, the steep cliffs and canyons represent a natural bulwark to stop any unwanted trespassing by car. The planned Park Management Directorate will be the responsible government agency who defines all allowable and non- permitted activities within the KSRNP and its determined zones (Map C-2 in Annex 4). As for KKSGR, the EMP provides suggestions and technical solutions that aim to maximize preservation and future protection for the peripheral zones of this area. 104. Further biological baseline studies, focusing on specific surveys along the KSRNP buffer zone of the road planned for rehabilitation, are currently in a planning stage and detailed in Annex 6.
C. Human and Social Environment
Demography and Settlements 105. With a total of about 450.000 people Mangystau Oblast is the least populated region in Kazakhstan, with an average of 2 people per km³. Every second person of the Oblast lives in urban settlements most of them in the seaport city of Aktau (165.000 inhabitants), Zhetibay (11.600), Shetpe (13.000)17. The few roadside settlements are unspectacular and commonly lack an attractive center. As for selected socio-economic data for the Project Rayons, reference is made to Annex 5. 106. The demographic structure in all rayons passed by the project road Tranche 2 is rather dynamic due to a distinct exodus trend from rural areas. The rate of urban growth is therefore significantly higher than in rural areas. For example, Aktau founded only 40 years ago, and is now the largest city in the Oblast. On the contrary, the vast steppe lands of Ustyurt Plateau are extremely sparsely inhabited by permanent settlements. Ethnic and Religious Groups 107. Ethnic groups in the sense of indigenous minorities who preserve their own cultural system and habits do not exist in the Project Area. All ethnic immigrants (partly from remote regions of the former Soviet Union, partly being deported during World War II and afterwards, such as Koreans and German descendents, partly those originating from Turkmenistan18) have been fully integrated in the Kazakh society, and do not live in ethnic enclaves. There are no longer classical nomads wandering over the steppe with large herds of camels and horses. 108. Historically and currently, the region is inhabited by a variety of ethnic origins, such as Kazakh (89%), Russian (8%), Turkmen, Azerbaijanis and Uzbeks (1.5%), Ukrainian (0.8%), Tatars (0.3%) and other minor but well-integrated groups, totaling 2.3%. The latter group includes descendants or deported people from Caucasian countries, Byelorussia, Korea and Germany.
17 Source: Statistical Bureau of Mangystau, Aktau (2011) 18 Turkmen immigrants in the late 50ies are said to have founded Shetpe, while Sai Utes was established during World War 2 as a prisoner camp site.
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109. The large majority (about 85%) of local residents, both urban and rural, are Muslims. Minor ethnic groups have their particular beliefs being orthodox, catholic and Jewish. Quality of Life Values 110. Daily life in the settlements along the route is harsh and modeled by the severity of the environment. Most households have no proper heating system, no piped drinking water, use outdoor pit privies, and in winter there is no service for snow cleaning or maintenance of the communal dirt roads. Education and health facilities are limited. Recreational facilities are absent along the road alignment. Life quality is also severely affected by numerous diseases and ailments typical for that region, as indicated in Table 5-1 of Annex 5. Mangystau is characterized by significant high rate of divorce rate, with almost every fifth marriage becoming separated during the past six years. 111. As a consequence of the shortcomings and economic setbacks, poverty is a commonplace in the region. The official statistics mentions 49 rural villages in Mangystau Oblast, most of them ranked as ‘poor’. Annex 5 gives further information on related social parameters and poverty issues. Public Health Conditions and Common Diseases 112. Due to low living and life quality standards, limited health services in some areas, and rather uniform diets people’s health conditions are generally poor in almost all rural areas of Mangystau Oblast. Information available from 2007 and 2008 indicate a high infant mortality, being about 1.7% for infants during their first year of life. 113. According to local health administration services (S.Shakirova, pers. communication) Mangystau Oblast has an extremely high maternal and infant mortality, being 74.4 per thousand women giving birth19. Maternal mortality rates are in some locations reported to exceed 50%. Main causes for such incidence among pregnant women and children under five are related to anemia, respiratory ailments and acute intestinal infections (Annex 5). 114. The number of hospitalized patients, as well as the number of visits to outpatient organizations in 2007 decreased compared to 2005. The number of physicians of different types of specialization increased in 2008 compared with 2005 from 1.189 to 1.586 people (Table 5-2, Annex 5). The health information obtained from various sources during former field surveys in 2010 indicate a number of ailments common under such conditions, like high incidents of tuberculosis, high blood pressure, intestinal disorders and sexually transmitted diseases. There is a significant high incidence of sexually transmitted diseases (Syphilis) in some rural areas such as Sai Utes. In this context it needs to be noted that official data concerning HIV/AIDS were not provided. 115. It appears that the official statistical disclosed data for road accident victims are highly underestimated, according to the (verbal) information obtained from road traffic police units. The relative high number of death incidents recorded in the official statistics, especially those attributable to ‘poisoning’ could not been explained. Gender Issues 116. The statistical data sources for Mangystau Oblast (2010) are not segregated in a manner that would allow specific gender information, although women make up a major portion particular in rural areas, which account for 47,3% of the entire population of the region. An example for the shortcoming of no gender-specific information is reflected in
19 In sharp contrast, the national average is only 31.2 per thousand women dying in childbirth.
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the numbers of employment/unemployment which refer to men only. Gender inequities seem to be a common taboo within Kazakh communities, while such inequities seem common in the distribution of the family budget. On the other hand, decisions of spending family resources remain the domain of women (S.Sharikova, pers. communication). 117. UNDP reports that social services are gender-biased, less efficient and have fewer funds available during the past years20. At least in rural areas of Mangystau, there seem little change to that situation. 118. Gender inequities are particularly transparent when comparing salaries or participation in higher education. Data available indicate that the average nominal salary for women is about half when engaged in comparable jobs for men. Avoidance of such inequities needs duly be observed in work contracts foreseen in the planned road rehabilitation activities. 119. No specific information could be retrieved for the percentage of women who live below minimum existence level. Rural women constitute a group with higher poverty risk (UNDP, 2002), and they prevail as recipients of state social allowances. Reasons for the low availability of funds for women being classified as poor, particularly married women in rural areas of Mangystau, are assessed by UNDP (loc.cit.) as: general inaccessibility for women to well-paid jobs, and national cuts in budgets for social services, formerly a female domain; limited opportunities for selling agricultural or homestead gardening products - commonly a marketing domain of women; this lack of opportunities is significantly caused by poor road connectivity and absence of a reliable bus transport system; limited opportunities for employment in food and catering business (e.g. lack of cafes and restaurants alongside the road); over-occupation with household works and care for children21; heavy burden with respect to medical care, as such services are limited in some rural areas; restricted access and benefits from social services; lack of awareness of people’s legal rights in a man-dominated society. 120. On the other hand, women in Kazakhstan have the reputation of better abilities to overcome institutional, social and cultural barriers, and commonly develop better tactics for the family’s survival than men. Women are also appearing less in statistical records accounting for alcoholism, drugs, violence and other criminal acts. Yet, women, particularly young rural girls in remote areas of Kazakhstan, are increasingly targeted by human traffickers and get involved in prostitution22, often linked to highway development and facilities as points of transmission for STDs (e.g. at prominent transit crossover points in Beineu). Land-uses and Agricultural Activities 121. Agricultural land-uses are limited in the entire road corridor due to the harsh environmental conditions and the general lack of suitable water for irrigation.
20 UNDP, 2002. “Development of Rural Areas in Kazakhstan – Problems and Perspectives” National Report on Human Development 21 more that 10.000 mothers in Mangystau have four or more children 22 ADB, 2006. Kazakhstan - Country Gender Assessment
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Groundwater tables are mostly deep, and quality is poor due to salt intrusion. Agricultural cropland is nowhere recorded or visible along the entire road. In the vicinity of homes adjacent to the newly planned bypasses (Shetpe and Zhetibay) there are few instances where simple homestead gardens are developed within the fenced boundaries of private properties, as much as local water sources from hand pump wells allow a modest growth of plants. Almost all fruits and vegetables consumed in the rural areas along the road corridor need to be imported. 122. The prevailing non-industrial land-use is cattle grazing, as there is almost unlimited terrain of steppe. However, in most instances the quality and availability of pasture land and fodder plants is low (photos 7, 8, Annex 9). In the Zhetibay region, the prevailing form of land-use is dedicated to the exploration of oil and gas resources (photo 5, Annex 9). In the two protected areas KKSGR and KSRNP there are no settlements, and no pasture lands.
D. Infrastructure, Economic Activities and Public Facilities
Markets and Economically Active Sections of Population 123. Market structures, such as public markets or food stalls where food, drinks, vegetables and fruits are sold are seen in small numbers outside Aktau City. In contrast to the vast pasture and livestock resource, there are relative few milk products available on local markets. Bread is baked locally in all settlements along the road, but staple goods commonly are transported to site via Aktau. Local markets have no whatsoever luxury item to offer. Cell phones are on sale throughout all places. 124. As for the economically active part of the population in Mangystau, the statistical data show that the majority of people (39%) are employed in the industrial sector (mainly oil and mining) and in the general service sector (57%). Unemployment rate is particularly high in rural areas where no mineral industries are nearby. The relative low number of persons (5%) actively involved in the agriculture sector indicates the low income opportunities associated with farming and livestock rising, as discussed in the previous section. Housing Development and Communication Facilities 125. Considerable increase in housing construction volume is planned for the next years all over the Mangystau Oblast, focusing on expansion of the existing urban areas: In 2008, 467.600 m² of housing facilities on lease basis were commissioned. Facilities for modern communication are mainly restricted to urban households. The statistical bureau provides information as shown in Table 5-6, Annex 5. Meanwhile, almost every second urban resident has cell phone, TV and PC. No data are available for rural areas, although the use of cell phones and signal coverage seems good all over Mangystau Oblast. Water Supply, Sewerage, Waste Facilities 126. The local residents of the major settlements along the road obtain their drinking water from local wells and boreholes. Outside of Aktau city, piped water is an almost non- existing commodity in rural areas. In Shetpe, tank trucks import drinking water over a distance of 80-120 km from sources in Mangishlak. The Sanitary and Epidemiology Units of Shetpe (pers. communication) estimated that only half of the rural population along this road corridor does avail safe water in their homes. In many areas artesian groundwater of rather poor quality is the primary source of drinking water (Table 8). About 90 % of the rural households in the corridor rely on outdoor plumbing, while during winter they must haul and heat water for consumption, cooking and washing. Firing material, however, is equally a rare resource in most rural areas, due to the shortage of burnable material.
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127. The vast majority of sewage treatment within the human settlements is via pit privies and septic tanks, with much of the waste being disposed of manually after cleaning of the privy storage tanks. Sewage is usually buried. There is no tradition, and little opportunity of using these materials as fertilizer. None of the minor settlements between Aktau and Sai Utes has a drainage system. 128. There is no solid waste collection or disposal system in place; therefore, most areas around settlements along the road are littered with plastic, household debris and glass bottles or broken glass. Burning heaps of garbage is a common sight along the road corridor. In farther distance to the settlements, the roadsides are for the most part litter free, but several unauthorized dumpsites occur in the neighborhood of Shetpe, although there is an official landfill site available. Education Facilities 129. Since Soviet times, the school system is relatively well developed and diversified in the entire region, ranging from pre-schools/kindergarten and primary schools to secondary school types. School attendance is obligatory until the age of 18. Higher education facilities include colleges, universities and vocational training centers. The majority of all higher education opportunities are concentrated in Aktau City. There is a marked decline in university students during the past 6 years, whereas the number of students attending vocational training centers increased. Further details are provided in Annex 5.
E. Industrial Development and Transport Facilities
Oil and Mineral Resources 130. The mining industry is ranked third in the Republic by the total volume of their economic output, whereby oil and gas are the principal products, being an annual amount of 17 bln tons of oil in 2008. Most fields are concentrated in the vicinity of Novuy Uzen and on Buzachi Peninsula. 59 oil and gas fields are explored on the territory of Mangystau Oblast. Explored oil reserves are assumed to produce more than 3 billion tons. Besides, geologists presume that there are still significant oil reserves to be found on the shelf of Caspian Sea. 131. The produced oil is delivered through pipes both to local market (Atyrau Oil Refinery) and for export (through the pipeline Aktau-Samara and by sea through Aktau Port). The Mangyshalk Atomic Power Industrial Complex, a subdivision of «KazAtomprom» provides autonomous power and water supply of the region, and includes a water distillery complex. 132. Shell limestone used for construction purpose is widely found in the Oblast: About 30 deposits are currently explored, with total balance reserves of > 200 mio m3. In Mangystau territory there are also 7 high-quality limestone deposits (chalk) with total approved reserves of > 10 mio tons. Chalkstone is used in construction, agriculture, animal feed, preparation of paint, putty paste, drilling sludge and other purposes. 133. Five shoals of brown coal are known on territory of the oblast. The characteristic feature of coals is elevated concentration of Germanium – up to 20 grams per ton – and other rare trace elements. 134. Mangystau Oblast is rich in rare minerals and ores: Mangyshlak Peninsula is one of the few regions in the world with considerable sources of high-quality strontium23. Deposits of phosphate rocks and iron ores are explored in mountainous regions in vicinity
23 The average strontium content in local ores is up to 20%.
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of the Project Road. These mountainous regions also include one manganese deposit with a prospected production of 2.7 mio tons of copper and various rare mineral salts (mirabilite, thenardite). 135. Mangystau’s processing industry, predominantly located in urban centers, includes processed food (milk products) textile and clothing industry, rubber and plastic articles, engineering industry, chemical industry, production of other non-metallic mineral commodities and other industrial sectors. In recent years, the annual volume of these industrial products altogether was about 600 bln KZT. In rural areas such as Shetpe, the basic local industrial product is high quality brick, characterized by its pink color. Development Plans, particularly those targeting the Transport Sector 136. The local Government’s and the national plan aim to ensure a steady socio- economic development of Mangystau oblast in the next 3 years. A viable motor road infrastructure development program in the region is seen vital to expand a network of transport-logistic centers, and linking the territories vast mining fields with the export (harbor) facilities at Aktau. On local (district) level, the plan foresees better connectivity bus connectivity serving schools, kindergartens, additional public health facilities, and general improvement of the electric power infrastructure 24. 137. In view of the regional development plans mentioned above, key sectors like the mining, construction and service industries will be developed and benefit from better road conditions and connectivity. Therefore, the rehabilitation of the Tranche 2, together with other parts of the “Beineu-Aktau” section of “Atyrau-Aktau highway will be both the stimulus and the vector to promote economic activities in the region and to attract further investment. At the same time, better road connectivity will positively influence the socio- economic gains and living standards of the local population. Other Transport Facilities 138. The Kazakhstan Railway net is well developed both at national and at oblast level, but according to previous studies carried out by ADB's transport experts in 2010 it is in bad need for overhauling and renovation. One major railway link runs actually for a long distance (Shetpe-Sai Utes and further to Beineu) parallel to the project road. Rail transport is reportedly expensive, slow and impeded by substantial bureaucratic hurdles, particularly when considering transboundary transport of industrial cargo. International transport on rail is also impeded by the use of ill-functioning border crossing facilities and procedural barriers, and the use of a wider railway track than in countries outside the former Soviet Union. As a result of these compounding factors, border crossing procedures, reloading cargo and custom checks and change of cargo into wagons with suitable track width usually cause several days of delays. These shortcomings add substantially to additional costs and time losses as it is either necessary to change the wheel-sets or completely reload the wagons. Taking all facts and aspects into account, rail transport is not a competitor for the Beineu-Aktau highway, with exception to bulk cargoes like ore, coal, construction materials and oil. 139. Water transport: Due to its advantageous geographic position at the Central Caspian Sea, Aktau Seaport plays an important role as a point of transit for both passengers and goods to the Caucasian countries, and to SE Europe. Although being of growing importance for the regional traffic, the sea transport routes are not posing an alternative to land connectivity to reach other destinations in Central and East Asia. At the
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time of inquiry (May 2010) it was affirmed that passenger ferries departing from Aktau to reach neighboring destinations across the Caspian Sea are limited. 140. Air transport: Mangystau has only one major airport 30 km N of Aktau, and the air cargo capacities are limited and presently cannot compete with road transport infrastructure and tariffs.
F. Historical and Cultural Assets
Archaeological and Historical Heritage 141. According to the Archaeological Expertise published in the PEIA there are few, rather insignificant archaeological/historical assets located near the RoW. Due to their distance to the road shoulder, none of these items is likely to be damaged or otherwise affected by the foreseen project works. 142. Objects of archaeological interest in vicinity of the road alignment are (i) a roadside assembly of old graves at km 548, 574, 621, and (ii) a small commemorative monument at km 612. None of the observed items are within distance closer than 100 m to the existing road shoulder. Thus, these monuments will not be affected by the future road rehabilitation works. 143. Along the road there are few memorial plates referring to road accident victims. In cases where these roadside monuments become located inside the boundaries of the road widening they would require relocation in close consultation with the relatives of the victims. A special compensation analysis (LARP) will then address the necessary procedures for such cases. According to the archaeological expertise (2008) it is anticipated that neither the modern cemetery located near km 548, nor the small mausoleum at Manata (km 555) will be affected by the planned road rehabilitation and widening works. Cultural Events and Recreational Facilities 144. Recreational opportunities and tourist attractions and overnight facilities along the Project Road are absent. Such opportunities are only available at Beineu and Aktau, with variable level and quality and services. 145. To improve image of the Oblast and to attract tourism, the local authorities plan a number of cultural events, including an international festival25 a republican competition of traditional musicians26 in Aktau, and specific culture days at various rayons and towns performing an artist competition event27. During the 10th anniversary of the capital Astana there were creative parties of prominent artists and theatre groups from Mangystau Oblast. The newly established KSRNP also intends to promote its attraction with a number of events that shall take place at the site of the planned open air museum near Manata Pass28.
25 the “Caspiy – Sea of Friendship Event”, 26 the “M. Oskenbaiuly Event“ 27 known as the “Mangystau Zhuldyzdary” Event. 28 more information is provided in Annex 4
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4. Analysis of Potential Impacts and Mitigation Measures
A. Preliminary Environmental Screening Results
146. Much of the terrain adjacent to the road alignment is either barren or covered with sparse vegetation (grasses) that are used by grazing animals (horses, cattle, sheep, goats and camels). Given the vastness of the land available for pasture and raising livestock, there is little concern that the future rehabilitation works will affect the livelihood and income of local residents. 147. The Environmental Team undertook, in close consultation with the Design Engineers and in dialogue with a number of local agencies (Annex 1) a preliminary environmental impact screening. The result of this exercise is included in the IEE (2010).
B. Issues being addressed during the Pre-Construction Phase
148. During this initial phase of the Project the Design Planners took a number of potential impacts into consideration, such as: topographic changes, clearing of roadside vegetation, land-acquisition and demolition/dysfunction of existing structures and utilities, passages for herds and agricultural machinery, potential changes in local flora and fauna, campsite location, potential hydrological changes, potential edaphic changes, quarry site selection and preparative measures, construction of access and diversion roads, public and traffic hindrances due to restricted access, social conflicts and imbalances due to foreign labor influx, noise and air pollution from nearby/new bypass alignments, change in local land values, potential impacts on social and religious life, potential impacts on archaeologically or historically significant objects. The Environmental Team also discussed provisions for not overburdening local health facilities and markets with the presence of relative large numbers of external workers residing in the area. Visual and Topographic Changes in the Landscape 149. The visual appearance of the landscape along the Project Area will change to some extent because of construction of structures such as (elevated) embankments, culverts, crossway passages, roadside plantations etc. Visual changes to the topography will be of permanent and minor negative in nature and do not require mitigation measures, except that the Project design should consider aesthetic concerns. The latter refers particularly to roadside plantations and re-installation of borrow sites, as and if applicable. However, many of the anticipated quarry sites are already long-time in operation, so there will be hardly any need to further aim for specific mitigation measures in these sites. The selected quarry sites are all located far away from human settlements. Inclusion of Safety Features into the Road Design 150. At this stage of the Project, the Designers have taken preparative measures to make provisions for increasing the general traffic safety for the new/rehabilitated road. In specific, the following measures were taken to address the present and future risks for traffic accidents: (i) Identification of accident-prone localities (‘black spots’) all along the alignment; (ii) Check of the existing highway parameters for their compliance with valid norms and standards; (iii) Adopted proven safety design measures as they have been successfully included in other (similar) road projects, namely in other CAREC sections;
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(iv) Addressing special accident risks associated with the collision danger involving animals on the road, and designing adequate animal underpasses; (v) Analysis of the suitability29 of existing and commendable signage and road markings for adopting a better design; (vi) Consulting the results of the Public Consultations held for this Project, and taking the concerns and recommendations of the participants into the design considerations; Road Safety Issues associated with Pedestrian Crossings 151. 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 (e.g. at bypass section km 636) between Shetpe and Kosbulak Village) a well-marked pedestrian overpass or underpass 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 incorporate structures that allow the use of prams, wheelchairs, bicycles and pushcarts. Addressing Potential Impacts on Local Livestock and Wildlife Crossing the Road 152. Along certain sections of the road, particularly in the vicinity of human settlements. domestic animals are abundant. Road accidents caused by collisions with livestock animals are among the major concerns of both Traffic Police and Road Managers. The problem is primarily due to unattended large herds or single animals crossing the road (see photos 6, 8 and 10, Annex 9), whereby the accident risk increases during nighttime. In the open terrain, shepherds commonly cross the roads with their herds without taking specific preventive care. Frequent movement of animals over the carriageway will further result in surface and embankment damage and soiling of the pavement, which eventually contributes to increased driving hazards. In winter conditions, cattle passing over icy road surface are prone to suffer injuries, resulting in economic losses to the farmers. 153. To address such risks and subsequent problems, the planners incorporate suitable animal passages in the design at locations known for regular animal crossing. As discussed at planning stage, and following some recommendations forwarded in the Public Consultation Meetings, the Designers consulted with local residents, farmers and shepherds to identify sections where animal passages are most needed. Adequate dimensioning and lateral fencing are of paramount importance, as under-dimensioned underway passages being less than 2 m in width are usually not accepted by most domestic animals, resulting in escapes to the adjacent embankment and road surface. It is therefore mandatory to include a sufficiently dimensioned fence of a minimum length of 150 m on each side along the embankment, guiding the animals safely into the proposed passage. 154. Collision accidents with wildlife crossing the road, especially during night when the animals become blurred by strong car lights, represent a permanent impact risk for any highway users passing through natural terrains. Planners shall therefore include protective measures. Warning signs, nighttime speed limits and the construction of protective animal fences paralleling the road as long as recommended by ecological specialists are the suggested mitigation measures to properly address these issues,
29 An example for poor road signage is shown in photo 6 of Annex 9
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particularly at known biodiversity hotspots like the Manata Pass of the KSRNP (km 570 - 590) and along selected sections (km 745-760) of the KKSGR. 155. In locations where the planned ecological studies may recognize animal migration routes crossing the existing road alignment, the designers shall consider the incorporation of adequate animal crossing structures. Commonly, well-dimensioned underpasses are the mitigation choice to facilitate the continuation of animal migratory routes. In all cases where such animal passages will be planned, provisions should be made for strong animal fences parallel to the road shoulder, for a minimum of 5 km length30 at all sides leading to such passages. Potential Impacts due to Removal of Roadside Vegetation 156. Roadside shelterbelt areas are a rare and valuable natural asset in the generally uniform steppe 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 an otherwise 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. 157. Both authorized and un-authorized cutting of roadside trees will affect the local ecological properties, 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. In many circumstances, habitat loss will invariably cause a permanent disappearance of certain species from this region, as replanting programs may fail due to the harsh climatic conditions and locally poor quality and quantity of irrigation waters. 158. 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 3-4 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 will be prepared and included in the contract specifications. It needs to be approved by the responsible agency, the Oblast Units of the Ministry of Agriculture’s Forestry and Hunting Committee (CFH) in Aktau. The Contractors will be required to limit cutting and pay strict attention to the detailed design measure and consult with CFH. Potential Impacts due to Site Selection of Work Camps and Facilities 159. The location of the Constructor’s camp site is often crucial in planning for environmental safeguards, particularly in view of protecting the public general as well as the work force from adverse impacts, nuisances and health hazards. In addition, the
30 In cases where such dimensions are insufficient, additional fencing shall be considered during the operational phase.
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location of construction camps within or in vicinity to an existing settlement (like in Zhetibay, Shetpe, Sai Utes, Beineu) can result in a number of other impacts and conflicts, such as shortage and competition for amenities, food and water. 160. The EIA provides for potential sites, but the final discretion on selecting a location will depend on the Contractor and his logistic requirements. Should the siting of the work camps be unavoidably within or close to built-up settlements, it needs to be carefully explored to locate noise and dust-generating equipment like rock crusher, asphalt and concrete mixing plants and material shipment yards sufficiently distant31 away from residential areas, particularly schools, hospitals and nursing homes. By no account, construction camp sites should be established within the KSRNP terrain, or adjacent to the section paralleling the KKSGR. 161. The final site selection of the camp site, and particularly the positioning of impact- generating machineries like the Asphalt Mixing Plant, crushers and concrete batchers should follow a careful consultation of the local wind conditions (see wind roses, Annex 3), in order to choose locations that are always in sufficient distance on the leeward side of the prevailing local winds. Siting work camp sites or emission-generating machineries and yards in a distance shorter than 500 m from sensitive spots like schools, hospitals and recreational facilities, and Nature Reserves should be prohibitive. 162. All planned and ongoing activities associated with construction camps, including storage facilities, workers dormitories, sanitary installments and safety measures are subject to the recommendations presented in the EMP. This is particularly the case where construction camps will be set up within or nearby existing settlements. In line with the Kazakhstan legislative framework the principal tool to ensure an environmentally sound execution of all construction works, including the provision for work camps and facilities, is the preparation of a site management plan – in Kazakhstan terminology recognized as ‘Construction Environment Action Plan (CEAP)’. This CEAP, subject to approval by various agencies, is the essential warrant that all work activities will be carried out in an environmentally sound manner, aiming at eliminating or minimizing potential impacts identified in the PEIA or in this document. Compliance will be strictly monitored by supervision engineers, and the Contractor will be held liable for any non-compliance. Sourcing of Water, and Potential Impacts on Local Water Resources 163. Construction works require large amounts of water, both for supply of drinking water for the labor forces and the operation of the camp sites, and for all technical purposes relating to construction activities. 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. Non-approved extraction of large amounts of water from the local aquifer may also result in a number of secondary impacts, most of them prone to cause ecological issues and social conflicts, as well as delays for the project. Therefore, the extraction plans need meticulously be observed and monitored, and require prior approval from local authorities and the Resident Engineer. As for location and availability of suitable water sources, reference is made to Chapter 3.A, and to Table 4. Sourcing of Materials, Selection of Borrow Pits 164. Sand, aggregates, gravel and bitumen are reportedly available in sufficient source quantities and qualities at several locations where required, especially in the Shetpe and Aktau region. For detailed pre-analysis of adequate materials and their distance to nearby quarries in Mangystau reference is made to Chapter 2.G Table 3.
31 An adequate distances should be 2-5km, depending on the local wind situation (wind regime and direction)
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165. Reinforced concrete products and pre-cast structures (such as pipe culverts) and few more special road construction materials need to be transported by rail from specialized enterprises in Kazakhstan. 166. The selection and operation of borrow pits needs to be carried out with all due considerations to avoid any impact on the existing natural and human environment, and to make provisions that no secondary impacts such as soil and aquifer pollution will occur. In case where new hauling roads need to be constructed, the Contractors need to detail all particulars and precautionary measures in the CEAP. In cases where hauling roads pass through intensively used pasture land, protective animal fences need to be set up along such roads to prevent collisions with local livestock. Special attention need to be given to the stockpiling of borrow materials to avoid spillage of sediments into nearby terrain. 167. All borrow pits and temporary hauling roads need to be re-instated into their former (close-to-natural) condition and appearance. No quarrying activities shall be allowed in specially protected areas. Public Hindrances – Planning for Traffic Diversions and Hauling 168. Temporary land losses of private or leased property for either widening the existing carriageway or creating a new road formation along the proposed bypass sections will be within tolerable limits and not create public disagreement as long as due compensation payments are in place. The bypasses will not separate or dissect existing communities as long as an adequate number of pedestrian crossings and, as necessary, animal passages for livestock, are planned. 169. Provision for suitable signage is an important planning tool for addressing potential accident risks. In addition, hauling and other access road to construction sites shall be planned to cause minimal hindrance and/or nuisance to public life. This is particularly important in locations with sensitive structures, such as schools and hospitals. 170. Special planning needs to be devoted to ensure that the local railway lines (e.g. at Shetpe bypass construction) will not be interrupted without liaising with the railway authorities. Potential Impacts on Cultural, Historical and Archaeological Assets 171. Although not identified in the preliminary survey of the Design Company, there is always a risk that earth works may encounter or damage existing structures of cultural, historical or archaeological value. In such cases the Contractor needs immediately inform the Engineer respectively representatives of the Archaeological Expertise Institute of Kazakhstan who then will advise on further and appropriate actions. Construction works are to be resumed only after written approval from this agency. 172. The Contractor shall seek, in close consultation with the RE and the relatives of the victim, an amicable solution with the families of road victims in some cases along the road where a road accident reminding plate has been established within the RoW. Such memorial plates may be relocated for few hundred meters, as applicable and agreed by the family or representatives of the road victim. The costs for such relocation shall be borne by the Engineering Budget. Changes in Local Land Values 173. The proposed Project is expected to increase the local land values, especially in areas where actually no road infrastructure is present i.e. in the Zhetibay and Shetpe bypass sections (photos 6, 9,10, 11, Annex 9). Landowners will have an opportunity to sell their land at increased prices. Basically, this impact is estimated as a major long-term positive one that needs not be mitigated.
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Potential Impacts on Indigenous or Vulnerable People 174. The Mangystau Oblast population is an overwhelming Kazakh majority, with occurrence of several minor ethnic groups that are all fully integrated in the social fabrics of Kazakhstan. No people living in the Project Area would fit into ADB’s definition of indigenous people who might be negatively affected by the Investment Program. 175. A large portion of the local (rural) population is classified as ‘poor’ and therefore considered as vulnerable to some extent. 176. With respect to address vulnerable groups, reference is made to Chapter 3.C. which discusses a number of issues relating to gender inequities. The Contractors shall be obliged to pay special to common gender issues, and to overcome disproportional discriminations of women by the provision of sufficient and fairly-paid work contracts. 177. The potential risk of human trafficking, often associated with large-scale road construction projects, is equally addressed in the EMP.
C. Anticipated Impacts during the Construction Phase
Potential Impacts on Public Access, Utilities and Services 178. Temporary diversions, continual generation of noise and dust on hauling routes, and general hindrance to local accesses and services are common impacts associated with construction works within or nearby local settlements. To alleviate such impacts and temporary nuisances, the Contractor shall engage good practices for traffic management, and work closely with the local communities and the Traffic Police to keep everybody aware of potential hindrances. He shall make public all efforts undertaken for mitigation. 179. Traffic delays with traffic lights or flagmen shall be kept at reasonable periods (max. 10 min), and diversions shall be well-illuminated, furnished with drainage structures, and fenced with marked barriers32. Where applicable, for example at sites where school children approach the work sites, flagmen need to be present during critical hours. Any hindrance and obstacles for maintaining free access of the public general to local utilities, social gatherings and to public transport facilities should be avoided. The Contractor shall also maintain work hours and public holidays in accordance with schedules agreed by the local authorities and determined in the Technical Specifications. Such schedules shall be made public in due time. 180. It is the Contractor’s responsibility to locate and confirm the details of all public services and that may potentially be affected by the works. This is particularly important in view of public utilities (water pipes, gas pipes, electric cables, phone lines) which may need to be removed due to widening the carriageway, or for any other construction reason. All utilities subject to removal need to be fully replaced33 before disconnecting the existing service. The Resident Engineer (RE) shall give written approval in this regard, and the local authorities shall be fully informed well ahead of time before the actual commencement of site works. 181. Therefore, best practice for alleviating any forthcoming problems with local residents include (i) timely public announcement of near-future planned construction activities (ii) strict observance of working hours and speed limits as determined in the Technical Specifications, and (iii) involving as much as possible local residents in work contracts to secure their satisfaction and community support.
32 all signage need to be in conformity with the National Standards. 33 In most cases the Contractor needs to employ specialist enterprises with proven skill and technology to carry out such works
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182. Any damage or hindrance/disadvantage to local businesses caused by the premature removal or insufficient replacement of public utilities is subject to full compensation, all at the full liability of the Contractor who caused the problem. The Contractor shall also maintain unhindered access and use of social, cultural and religious sites (e.g. mosques, cemeteries, cultural gathering places, sports facilities). Should damage to private properties occur, including livestock and homestead gardens, the Contractor will be held fully liable to compensate and rectify the inflicted damage. Trespassing into the RoW boundaries by local activities must first be reported to the Resident Engineer who will solely be responsible for corrective actions. 183. The presence of construction camps may put additional problems for local utilities and quality of life. Work Sites require large and steady amounts of electricity, which may overburden the local supply services. Local health services might equally experience additional burdens with the presence of large numbers of work force that might require assistance. Finally, the close location of work camps near settlements can possibly impair the entire social and cultural fabrics of the resident community (e.g. increase of air and noise pollution, social conflicts, crime rates, STDs, prostitution etc.). Many of such potential impacts are considered temporary and have moderate intensity. They are addressed in the EMP. 184. The Supervision Engineer will ensure that the well-functioning of local market system will continue, by controlling possible shortages in food items, commodities or price escalations for staple goods. In such cases, interventions will be needed from the PMU to protect the interests of local communities. 185. The Contractors/sub-contractors shall exert all efforts to maintain good relationship with the local residents, particularly while aiming at preventing noise and air pollution impacts, and avoidance of conflicts with the work forces. A good model for securing public support is the Contractor’s contribution to local sports, cultural and religious facilities and events. 186. The Contractor shall reinstate the land provided for diversions to a condition similar to that prior to the commencement of construction. Photographic records may be used by the Supervision Engineer to determine if the reinstatement of diversions has been satisfactorily carried out. Potential Issues related to the Operation of Construction Camps 187. Construction camps can evoke short to medium-term impacts, although most of these impacts are manageable. Camp activities shall not interfere with the public life of nearby communities. For establishment of work campsites, most if not all of the potential impacts can be set off by choosing a location in sufficient far distance from existing settlements, as long as electricity and water supply can be managed. In case of the present project, alternatives need to be explored, as some sites pre-selected in the PEIA are located in close vicinity or directly adjacent to build-up residential areas. Good public relations are essential to secure the public support throughout the period of construction works. 188. One of the guiding principles for site selection is the observance of the prevailing wind directions as they act as vectors for air pollution, dust and noise. It is therefore commended to always choose site locations in leeward position relative to built-up settlements. Consulting meteorological data (e.g. wind rose schemes, Annex 3) is crucial in this context. 189. The working ambience must fulfill minimum and standard requirements for ensuring healthy and safe work conditions, as prior defined in the CEAP. Temporary camps are often poorly maintained, lack proper sanitary facilities, are marred with stagnant waters and poor waste management, thus providing ideal conditions for vermin
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Draft EIA for MFF CAREC Corridor 2 (Mangystau Oblast Sections), Tranche 2 and other vectors of diseases, which multiply and infect both workers and the surrounding local communities. Therefore, the Contractor shall meet all requirements to prevent such conditions and observe the following standards, to be certified by the Engineer and regularly monitored by the Supervision Engineer. Mandatory mitigation actions, many of them also aiming to avoid conflicts with local systems and resources, include: (i) All contracted labor shall undergo a medical examination which should form the basis of an (obligatory) health/accident insurance and welfare provisions to be included in the work contracts. The Contractor shall maintain records of health and welfare conditions for each person contractually engaged. (ii) The contractor shall seek his own electric supply system, preferably separated from the public grid. (iii) After consulting with local Water Departments, the contractor needs to ensure his own water supply system (either by constructing own wells for drinking water purposes or by organizing suitable tank transports). (iv) As for use water, he needs to initiate tests by the specialized agency to determine the maximum allowable abstraction volume from local groundwater or any other water sources. (v) The Contractor shall provide adequate and functional systems for sanitary conditions, toilet facilities, waste management, labor dormitories and cooking facilities. To the extent possible, he shall provide imported food items for the workers to alleviate potential burdens from scarce local market resources. Work camps should also adhere to basic principles of aesthetics and landscaping. They equally shall include sport facilities for managers, foremen and laborers. (vi) The camp sites and particularly the fuelling area shall be equipped with special wastewater collectors combined with separator basins. The camp site needs to have its own sealed containers for sludge disposal from septic tanks. (vii) The problem of overburdening the local health facilities can be best solved by organizing a well-equipped own ambulance station at the camp sites, and to engage qualified medical personnel for the entire duration of the work phase. Such personnel should also be trained in conducting regular awareness campaigns among the workers, focusing on the prevention and control of communicable diseases (e.g. HIV/AIDS) and drug abuses. (viii) The camp site should be secured against unauthorized access. Special precaution measures are required for securing and storing hazardous materials. (ix) The Contractor shall construct, maintain and completely remove after work completion his own sewage management system. He will also be fully responsible for safe transport, storage and security to dispose all hazardous materials used in work processes. (x) To encounter possible social conflicts, the Contractor shall seek good relationship with the local communities and engage in local social welfare and education programs. He shall offer, to the maximum possible, employment opportunities to local residents, particularly for unskilled labor. (xi) In case of arising conflicts and disputes, he shall seek support from local mediators and religious authorities.
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Safety and Health Issues related to Construction Works 190. The PEIA gives a number of practical suggestions on how to ensure the safety of employees during the performance of their duties. Much of these propositions adhere to international standards, and are herewith fully commendable: . provide all workers with work-specific protective clothing; . provide sufficient hygiene supplies and sanitary facilities; . prevent occupational diseases; . prevent communication of sexually transmittable diseases; . organization of good rest and nutrition workers during working breaks; . implementation of social benefits and guarantees. 191. Much of the technical specifications for collective work safety and protection against occupational injuries are described in the national regulations known as ‘GOST and SN&P and safety measures of construction and in accordance with the working drawings’34. Furnishing all construction sites with appropriate First Aid equipment and providing medical training to key employees is mandatory. 192. Each contractor will be requested to prepare an approved Construction Environmental Action Plan (CEAP), which will, among others, delineate all work safety aspects he intends to apply. Focal points of the CEAP will relate to means, type and number of protective clothing, safety precautions at specific work sites, first aid, rescue plans, work hours, and all intended measures for avoiding or proper clearance of hazardous substances, including fueling operations, transport and handling of hazardous materials and explosives, securing measures etc. The CEAP will further explain methods and volumes for using any local resource, and how to address common risks associated with public safety, crimes, STDs and prostitution. 193. Construction works and activities carried out in workshops bear frequent accident and health risks for both the laborers and the public general, with varying direct and indirect consequences. Therefore, the CEAP needs to make provision for specific medical services, workers insurance policies and indemnities, emergency provisions and a rescue/evacuation plans in case of major accidents. 194. As and if needed, the Contractor needs to engage a certified Kazakhstani expert to prepare a CEAP acceptable to the approving agencies. 195. The Contractor will be obliged to carry out, at regular intervals, training sessions with all work forces (including engineers and supervisors) addressing the following aspects: (i) General aspects on work safety and environmental awareness building; (ii) Worker’s responsibilities in case of emergency and spills; (iii) General work safety in relation to common work risks, demonstration and use of protective equipment (first aid, fire extinguishers, handling explosives); (iv) Work hours and speed limits, environmentally harmful activities;
34 GOST references Nos 12.4 .011-75, and 12.4.087-80. Other provisions are made in the KAZ norms for labour laws, especially ‘Interstate Standard GOST # 12.0.001-82 on ‘Operational Safety standards System – The Main Provisions SSBT’, the SN&P-III-4-80 on ‘Safety in Construction’ and the acts ‘About Labour, ‘About Health & Safety’ and other normative acts mentioned in Annex 2 of this Report.
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(v) First aid assistance and medical assistance in emergency cases; (vi) Emergency/rescue action training, incl. use of towing equipment; (vii) Alerting on the problem of conveying sexually transmissible diseases (e.g. Syphilis and HIV/AIDS) between work forces and local residents; (viii) Avoidance of conflicts with local communities, maintaining good relationship with local residents and authorities; (ix) Actions required in case of detecting archaeological or historical items during work. Potential Impacts on the Airshed 196. Air pollution is likely to occur in this Project, originating from a variety of sources: Work shops, stone crushers and asphalt mixing plants; Frequency and magnitude of movements of construction machinery; Dust emissions due to various construction and borrowing activities; Uncontrolled burning of waste. 197. Air pollution is known to cause a variety of health risks to both the workers and the public general. Emissions from crushers and quarry sites can cause health impacts ranging from coughing, influenza, respiratory ailments, to irritation in eyes and reduction in visibility. Children are at particular risk for such negative impacts which, however, are most of the time temporary and localized. 198. Dust affects humans and plants in many adverse ways: Pulmonary and respiratory problems are among the most frequent ailments linked to exposure of excessive dust. Plants are affected both physically and chemically by dust settling on the leaves, by interfering with pollination and photosynthetic functions, resulting in premature withering. 199. The Contractor shall include all necessary measures to reduce air pollution and dust development that would impact the public health, by (i) providing dust masks to operating personnel, (ii) regular water spraying at hauling and access roads to borrow pits, (iii) equipping asphalt, hot mix and batching plants with fabric filters and/or wet scrubbers to reduce the level of dust emissions (iv) mounting protective canvasses on all trucks which transport material that could generate dust, and (v) building access and hauling roads at sufficient distances from residential areas, particular, from local schools and hospitals. Noise and Vibration Impacts 200. Although temporary and mostly moderate, construction-related noise impacts in the vicinity of residential areas are likely to cause chronic health problems such as fatigue, lack of concentration, irritation, stress and sleep disorders. The maximum allowable noise level of point sources shall never exceed 70 dBA. Of particular concern are high noise levels in the vicinity of schools, kindergartens and hospitals, where levels inside the buildings should not exceed 10 dBA. However, the Contractor shall make all possible efforts to keep the noise production at the lowest possible level when carrying out his works in the vicinity of such sensitive spots. 201. Mitigation measures against excessive noise include, but are not limited to the following: Selection of modern and well-serviced equipment and plants with reduced noise level ensured by suitable in-built techniques and appropriate silencing devices;
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Confining excessively noisy work and movement of heavy machinery to specified daytime working hours (this relates especially to stone crushers, percussion hammers and pneumatic drills); Work hours need observe special restrictions near residential and sensitive areas; Providing the construction workers with suitable hearing protection (ear muffs); Avoid vehicle idling. 202. Public consultation and information is required wherever works take place in close vicinity to existing settlements. This refers particularly to the operation of bulldozers, scrapers, pneumatic hammers, crushers, loaders, and compaction loaders. Most if not all of such activities produce excessive noise and vibration. It will be therefore the full responsibility of the Contractor to alert the public general for unavoidable noise development, the anticipated level of nuisance, and explain the planned measures to minimize the effects in case of unavoidable emissions. Practical advices should be given to the public general, such as avoiding the approach of work sites (especially in case of children), and how to cope with the work schedule. As rule of good practice, no construction activity should be carried out near human settlements that would exceed 90 dBA for more than one continual hour. In case of proven vibration damages to infrastructure (private and non-private assets) the Contractor is obliged to seek friendly settlement of disputes with the local population, and make ample provision for adequate compensation payment to the afflicted people in case of proven impacts. 203. Unbalanced driving habits are identified as main sources of vibration impacts on structural objects, including humans. As above, the Contractor shall make provision for adequate compensation in case of damages to privately owned infrastructure in case of proven and testified vibration effects. As for construction machinery, good driving practices are within the obligations of the Contractor for guiding and training his work forces. Otherwise, timely road surface compaction, smooth surface granulometric composition and speed control are proven means of containing such impacts. 204. The traffic flow and the composition of the traffic have significant influence on local noise and vibration effects. Mitigation solutions include, among others, intelligent traffic lights if needed within settlements, propagation of good driving practices in driving schools, and public awareness campaigns. In the vicinity or within the established Nature Reserves, provisions shall be made to introduce reasonable speed limits, including effective control and enforcement mechanisms. Potential Impacts on Surface and Groundwater Resources 205. Rest areas, bridges and gas filling stations are the principal locations where road users commonly contribute to pollution of water resources. Installation of suitable garbage containers (including a reliable and frequent emptying service), functional public toilets and appropriate fencing and signage at rest areas are suggested. Bridges shall be furnished with strong and high rails to prevent any hazardous parking of vehicles. 206. For the extraction of water for construction purposes, the intake from natural surface waters like the Manashi River (km 375)35 or the Ashyagar Creek (km 755) will require prior permission of the District Authorities in charge. At this stretch, the Contractors must equally give full attention to prevent any pollution of the river, input of excessive sediment loads or change of the natural flow, since the local population uses
35 Fetching construction water (fresh water, unspoiled by high salt concentration like much of the local ground- water sources) from this location will only be considered as practicable if Tranche 1, running from Beineu to the West, will be implemented before Tranche 2.
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Draft EIA for MFF CAREC Corridor 2 (Mangystau Oblast Sections), Tranche 2 these surface waters for domestic purposes. In such locations, the Contractor must control any illegal fishing activities by work forces, and shall strictly impose penalties on violators. Potential Impacts related to Borrow Pit Operations and Excavations 207. Borrow pit sources have been pre-defined and listed by the Designer (Table 4). Unauthorized extraction at other sites or deviating from established extraction quota would be subject to withhold payments and to penalties. In case such borrow sites are outside long-established quarries, the potential site may need special care and be revised, as applicable. In such locations, environmental impacts resulting from borrow operations can be manifold, significant and long-lasting if not managed properly. Predictable impacts to the environment range from collapsing pit sites after water intrusion, chronic erosion, groundwater depletion and siltation, drainage problems, development of hypersaline pools, breeding grounds for disease vectors, excessive sedimentation affecting adjacent terrains. In most cases unmanaged and degraded borrow pits are an aesthetical eyesore in the landscape. Many of these impacts are long- lasting, significant and often irreversible. Therefore, the Technical Specifications give guidance to Contractors and Sub-Contractors on the opening, operation and closing of quarries and borrow pits, if applicable. Quarry sites which are already long time in operation may not require such precautionary measures. The decision on specific site management issues will be subject to evaluation and prescriptions by both the Supervision and the Resident Engineer. 208. It is unlikely that the selection and operation of borrow pits may result in land disputes or major losses of agricultural or ecologically valuable land. Local authorities may consider the further use of dry borrow pits as sanitary landfill sites, or ask to restore them to serve any other purpose. 209. There is a wide range of precautionary and corrective measures relating to the new opening and operation of borrow pits. Guiding principles include: (i) Avoid sites with known contamination and/or erosion problems; (ii) Avoid to generating steep cut slopes; (iii) Provide suitable locations for storage of the excavated material, ensuring that the local drainage will not be hampered and no excessive siltation may occur; (iv) Install adequate fencing to prevent unauthorized access and intrusion by livestock; (v) Avoid damage to adjacent lands while providing for haulage roads; (vi) Store, protect and re-use topsoils for re-instating the pit. Shape and compact slope before applying former topsoil layers; (vii) Develop a Management Plan for the borrow pit operation, including all planned operations, quantities, hauling arrangements and security precautions. The plan shall provide full details on environmental protection measures, especially in view of protecting local water resources and proper decommissioning the sites. (viii) This Management Plan shall also describe the intended reshaping and re- installation of the pit. Rehabilitation options may include revegetation of the site as specified by the Forest and Hunting Committee of Mangystau, using local herbaceous plants and shrubs that fulfill soil stabilizing functions and prevent further erosion washouts; choose the right season and methods to ensure good revegetation, and use bio-engineering solutions as applicable.
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(ix) Explore opportunities to enhance the site when decommissioning for other uses (e.g. landscaping into roadside picnic areas, small reservoirs, wetland biotopes); (x) The site manager or responsible (Sub)-Contractor shall be obliged to submit regular reports on the ongoing activities, observed issues and mitigation actions. If necessary, adequate training on remedial actions should be provided by the Contractor, the EA or the Supervision Consultant.
210. All rehabilitation and rectifying works on embankments, as well as cut and fill operations, shall be strictly adhere to the longitudinal and cross-section profiles described in the Technical Drawings. All excavation activities are subject to directives and approvals (Environmental Clearance Certificate) by the Main Engineer, assisted by the Supervision Engineer. 211. Profiling at bridge sites and earthworks generally include the risk of spillage, adding to sediment loads and blockage of local waterways and drainages, all of which may cause long-lasting ecological, sanitary and aesthetical impacts. Under the local circumstances, earthworks may also include significant health risks for both the labor forces and the public general when considering residual lead-contamination in the embankment spoils to be re-used. The RE shall give only approval of the re-use of embankment material when corresponding soil tests (as proposed in Annex 6) would reveal no levels of harmful lead concentrations. Otherwise, swift arrangements need to be in place for safe delivery and deposit on prescribed sites that will be reported to and monitored by the Oblast’s Sanitary and Epidemiological Control Department. 212. In this context it will be necessary to mention that the lead contamination risk is considered very low to probably non-existing: Reasons for this assumptions are (a) a historically low traffic volume along this road corridor, (b) phasing out of sale of leaded fuel since 4 years, (c) extreme low precipitation in the entire region, and very deep aquifers indicate low risk of soil and groundwater pollution originating from leaded fuel sources. Therefore, the proposed monitoring and test program suggests only few soil samples in selected points between Aktau and Zhetibay. Notwithstanding, the results of these tests shall be the basis for further mitigation actions, as necessary. Potential Impacts related to Specific Construction Activities 213. The operation of asphalt mixing plants (AMP) frequently causes a number of environmental impacts. Although short in time, the corresponding impacts may result in substantial health risks for the public general and for the workers. Main concerns relate to the plant’s smoke development containing a variety of carcinogenic substances, and causing irritations in the respiratory system. 214. The best mitigation measure is to pre-select the site for installing the AMP at a location in sufficient distance (2-5 km) from any residential settlement. Of particular importance for an appropriate site selection is the consultation of the local meteorological station that will reveal the likelihood of carrying the smoke plume in distinct directions. In the cases of Shetpe and Beineu, a placing of the asphalt mixing plant in the South- Western periphery of the town indicates that such siting would be sub-optimal, as about 50% of the locally prevailing winds would blow harmful smokes and air-polluting substances into the residential settlement. For the sake of public health it is therefore strongly recommended to consider the siting of the AMP at good distance to the NE of both Shetpe and Beineu towns. Equally, the placing of an AMP near the Zhetibay junction would have detrimental consequences for nearby residents. 215. Bitumen Works: Such works, including coat layering with asphalt concrete, may cause a number of risks and impacts that need to be addressed in the mitigation framework. The prime risks are associated with work safety and ambient pollution. 58 | Page
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Bitumen works cause a number of health and safety concerns for both the public and the laborers. Bitumen is highly flammable and great care is required when utilizing rapid- curing cut-back bitumen together with volatile solvents. The latter rank among highly hazardous pollutants, especially when getting in contact with humans and with water resources. 216. Precautionary measures, being the full responsibility of the Contractor, include: Hot bitumen shall not get in contact with water and dust, bitumen and solvents shall not be spilled on ground, ditches or water courses. If this happens, spills need to be removed immediately and disposed in a safe site that is protected from public access. No waste material shall be burned in connection with hot bitumen. All manual works while handling bitumen require special protective clothing (boots and gloves). Bitumen works shall not be carried out in winter, rainy or stormy weather conditions. Trucks used for hauling asphalt mixture shall be adequately equipped. Surfacing works should not occupy more than one single traffic lane at a time. 217. Concrete Works: Concrete is prone to become damaged when cast at unsuitable ambient temperatures. This refers particularly to the maintenance of minimum safety standards for bridge constructions where concrete will be the predominant material. Casting concrete structures such as culverts at site may cause spread and contamination by cement dust, which in turn will negatively affect soil and surface water qualities. It will also result in detrimental effects on the surrounding vegetation. Similarly, the application of asphalt-cement surface layers, such as at steep pass sites, requires careful planning for watering activities. 218. Mitigation actions will be particularly important to observe while carrying out concrete works on Manata Pass, Kysylsai Reserve. The following recommendations need to be taken into full consideration to avoid any undesired effects on this Nature Reserve. Thus, restrict concrete works at site to the right weather conditions, i.e. avoiding particularly windy, icy or very hot conditions. If feasible, pre-cast solutions should be given preference. Dust development at site shall be managed by suitable covers (canvas) and/or regular water spraying. When casting concrete structures under water, provisions shall be made to utilize cofferdams. Spray waters used for slowly curing the new-cast concrete structures shall not contaminate adjacent surface or groundwater resources. Proven protective methods shall be explored as feasible, including (i) collection of excessive spray waters and safe disposal, (ii) covering the newly cast concrete surface with waterproof sheet material or sand to prevent moisture losses, and (iii) accelerating the curing process by using steam or radiant heating. When working with additives (e.g. anti-corrosive mixtures) special care needs to be applied, following the general and specific precaution prescriptions described in the Contractor’s work safety guidelines. 219. Stockpiling: Stockpiles of materials, if wrongly sited and/or protected, may cause long-term environmental problems in terms of dust development, leaching of harmful substances into soil and water resources, erosion and siltation. Therefore, stockpiles shall be short-termed, and placed in sheltered and guarded areas near the actual construction sites or within the fenced camp sites. Placing shall be at minimum distances specified by the Engineer, away from sensitive areas and residential areas. Stockpiles of friable material shall be covered with clean tarpaulins, and spray water shall be applied during dry and windy weather conditions. Stockpiles of material or debris shall be dampened prior to their movement, unless otherwise specified by the RE. Stockpiles shall not contain any harmful soluble substances. 220. Dust and Detrimental Exhaust Gases: Appropriate measures shall include provisions to limit or suppress exhaust emissions from construction vehicles. Construction vehicles and machinery shall be kept in good working order, regularly serviced and engines turned off when not in use. The Contractor shall provide specific and regular
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training to all work personnel to ensure avoidance or minimization of the anticipated impacts associated with work operations. 221. Vehicles with an open load-carrying case, which transport potentially dust- producing materials, shall have proper fitting sides and tail boards. Dust-prone materials shall not be loaded to a level higher than the side and tail boards, and shall always be covered with a strong tarpaulin. In periods of high wind, dust-generating operations shall not be permitted within 200 m of residential areas. Special precautions need to be applied in the vicinity of sensitive areas such as schools, kindergartens and hospitals. 222. Unauthorized burning of construction waste material shall be subject to penalties for the Contractor, and withholding of payment. Potential Impacts related to Waste Management and Waste Disposal 223. Construction works include transport, handling and storage of a number of hazardous materials, some of them bearing critical health risks for humans, drinking water and food items when being contaminated. In this project, commendable countermeasures include: (i) development of a waste management plan, (ii) development of a management plan for transport36, handling and storing hazardous material (iii) preparation of a contingency plan37 in the event of an accident involving hazardous material. Such emergency plan needs to be consulted and coordinated with the local health facilities. All mentioned risk management plans need to be approved by the RE and the Environmental Supervision Consultant. 224. Explosives need be treated with specific care and arrangements for restricted uses and safety measures. The responsibility for devising management plans for the use of explosives lies in the hands of the Contractor and will be subject to meticulous monitoring. 225. For protection of settlements and residents, the Contractor must explore all possible means to avoid accidental spills, be it by poor transport arrangements, by inadequate handling or storage of hazardous materials. Such materials need to be stored in special sites and containers / tanks to reduce the risk of accidental spilling. Of special importance is the observation of strict safety arrangements, i.e. storage in well-locked and fireproof areas, access restrictions to authorized personnel, all-time watch personnel and meticulous bookkeeping records about incoming and outgoing types and quantities of such materials. 226. Unauthorized burning of construction waste material shall be subject to penalties for the contractor, and withholding of payment. Potential Impacts on Biodiversity and Ecological Resources 227. Large and long linear structures like highways are often the reason for separating animal populations and their habitats. In addition, loss of roadside tree habitats and soils may result in habitat changes and losses in local flora and fauna. Where the local water table would be affected, there might equally undesired consequences for the quantity and quality of the natural vegetation cover. Such concerns relate mainly to the road sections along the two bypasses. Careful planning and execution of works are essential in minimizing undesired effects, particularly on the local fauna. An excellent means of mitigating negative effects on wildlife by road traffic is the incorporation of reflecting animal fences into the design. In the case of the Kysylsai section of the newly
36 adhering to the national regulations, restrictions and required permits 37 Plans usually cover also natural disaster events, fire, earthquakes, flooding, and include respective evacuation and medical care plans.
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Draft EIA for MFF CAREC Corridor 2 (Mangystau Oblast Sections), Tranche 2 rehabilitated highway, a double-sided metal and reflecting animal fence is worth considering to scare animals off the road. Likewise, such efforts seem mandatory to protect the wildlife at the road section running near the KKSGR, since a well protected wildlife represents the basic rational for having created this nature reserve. A protective fence will also have the positive side-effect to stop the widespread illegal activities of dumping old tires into this Reserve. 228. Disturbance to local wildlife, such as illegal hunting activities by work forces are common problems associated with road construction projects in remote areas. The EMP therefore provides a number of mitigation measures to address such likely impacts. Equally, the (non-permissive) collection of wild plants is addressed in the EMP. A number of road construction activities and de-icing methods of road surfaces are prone to hamper or destroy roadside vegetation that would be exceedingly needed for slope protection and embankment stabilization. 229. Local wildlife and plants along the road embankment are seasonally impaired by the application of relative high doses of de-icing chemicals during winter conditions – especially in the vicinity of steep pass sections. Not only the structure and properties of soils and plants are impacted by such procedures, many animals along the roadside are killed as a result of salt poisoning. It is therefore recommended to eliminate further use of salt during winter conditions and replace these applications with fine and environmentally neutral friction materials. These recommendations apply particularly for the road section running through KSNRP. Potential Issues related to the Decommissioning of Work Sites 230. The EMP makes particular reference to prescribe good practices for the decommissioning of work sites, both the construction sites, the work camp, storage and stockpiling facilities, and the borrow pits. To achieve proper decommissioning of all work sites, the Contractors will be obliged to present their activities and solutions on the proper execution of such tasks as outlined in the CEAP. It is also strongly recommended that both the Supervision Engineer and the Resident Engineer keep photographic records of each work site before commencement of works. These photographic evidences shall serve as basis for the later approval that the respective sites have been re-instated to satisfactory conditions. If necessary, the Contractor may be requested to include additional enhancement or rehabilitation activities, such as slope compaction and stabilization with recommended plants, landscaping, special protection of local water resources, and safe disposal of all hazardous material, including the excavation of soil patches contaminated with fuel and lubricants. In case where borrow pits are to be left with steep cut slopes, fencing of such areas is recommended to avoid further accident risks. 231. The decommissioning of work camp sites requires particular attention. Tidy clearing of all sanitary and waste management facilities, removal and excavation of oil- contaminated patches, grading the soil to natural ground levels, re-establishment of natural vegetation and waterways are the focal points for good re-installation praxis. Otherwise, such sites often remain a long-lasting source of environmental problems, and a public eyesore. Options need to be explored which would allow the use of workers dormitories, fuel station, workshops, drainage facilities etc. for later and other purposes, as suggested by local leaders.
D. Addressing Potential Impacts during the Operational Phase
232. Much of the considerations on road safety improvement discussed in Chapter 4.A need to be resumed during the operational phase when such aspects will be updated and re-adjusted as necessary.
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Traffic Safety 233. In Kazakhstan, there is a high risk of severe accidents, being 23 death cases per 100 road accidents (PEIA, 2010). Road safety is therefore a major concern for everyone involved in the Kazakhstan road transport sector. The MOTC records on road accidents are alarming since the past years: Between 2006 and 2010 there were more than 57.000 accidents, which killed over 13.000 and wounded 69.000 people. 234. According to an internal analysis of the Dept. of Road Police (2009) the causes for such high accident level in the country are: Poor road conditions causing hazardous driving conditions38; Lack of drivers' awareness for perils, resulting in risky driving habits and pervasive non-observance of traffic rules; Inadequate training of drivers, resulting in inexperienced drivers; Poor vehicle condition and maintenance status, particularly in older vehicles; Inadequate (modern) traffic control equipment; Inadequate drivers license controls and penalties for traffic rule violators; Driving under influence of alcohol and drugs; Inadequate signage and warning systems in case of hazardous road conditions. Unexpected road crossing of large herds of domestic animals (photos 6, 8, 10 Annex 9) Inadequate and insufficient medical and ambulance facilities along the road. 235. To meet modern and efficient requirements and to curb the high accident ratio in Kazakhstan, the Ministry of Education and Science jointly with the Ministry of Internal Affairs and the Ministry of Health requested in 2009 to develop and include in the state standards into the general education courses required for drivers and include therein training in basic emergency medical care. 236. In line with the governmental stipulations the PEIA discusses various means to discuss among the decision makers of the EA how to address road safety issues and how to curb the currently high accident rates. Appropriate road signage, traffic monitoring and control, human capacity development, review of the driving license issuing system and a wise application of penalties seem to be the most likely responses. The installation of an early warning electronic and radio system in case of bad road conditions ahead may also considerably contribute to improve the road safety. At this stage, however, it is proposed to plan for a workshop immediately after road completion with key stakeholders to discuss feasible, realistic and cost-effective means to reach the said objectives. 237. During construction activities, each construction site will allocate a well-marked space for first-aid kits with medical supplies, stretchers, bandages and other means for first aid to victims. Adequate training in first aid is also an essential requirement all constructors have to observe. 238. Spontaneous roadside vending should be prevented even at small initial stages, as the presence of street vendors adjacent to the road shoulder will invariably contribute to safety issues and accident risks. In cases where local street vending activities may be
38 The PEIA (2010) indicates that about one third (38.000 km) of Kazakhstan’s highway net is in poor road condition.
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developed, and where the topographic situation permits (e.g. at bypass sections of Zhetibay and Shetpe), special roadside bays may be introduced. Such bays need to have safe access, signage, and should be equipped with basic toilet facilities, segregated for gender. Ideally, such vending sites might be combined with local bus stops. Possible Impacts on Airshed and Noise Pollution 239. Traffic-generated air and noise pollution is inherent to road projects, and can cause substantial health and other impacts on both the local human and biotic environment, many of them with potential for cumulative negative effects. On the other hand, the improved road condition and smoother traffic flow will result in less wear and tear to vehicles. This will, in turn, also result in less fuel consumption and emissions. In this context it is worth noting that the current practice of using irregular earthen tracks running parallel to the road will be no longer happen, thus eliminating another important factor causing local air pollution. 240. Due to the anticipated increase in traffic volume, air pollution and noise is expected to increase at locally confined zones. This impact is permanent and negative. 241. To address such potential impacts in future, possible mitigation measures include: (i) Setting up a system to monitor air quality along the Project Area, and adjust driving speeds in accordance with needs and acceptable standards; (ii) Provision of adequate noise barriers such as hedges and indigenous tree species will reduce the noise in those areas where human settlements are in close vicinity (e.g. in some sections of bypasses). Where the planting of such natural noise barriers may be impossible, structured noise barriers and shields may be considered as alternatives. (iii) Enforcing the traffic laws and regulations to curb speeding and getting the vehicles tested, on noise (and gaseous) emissions, followed by mandatory technical clearance certificates. (iv) Strict enforcement of the regulation that no economic or settling activity takes place within the demarcated boundaries of the RoW. This refers particularly to the potential establishment of roadside vending shops and facilities39. (v) Should traffic intensity significantly increase, additional measures might be worth considering such as (i) enlarge and heighten the vegetation belts along the RoW in order to increase the absorptive function of roadside trees and hedges, and (ii) improving and strengthening the regional railway transport system to shift part of the cargo transport from road to rails.. Potential Impacts on Fauna and Flora 242. Intensive salt applications in winter months for deicing the road surface will invariably result in additional salt deposits along the roadside, hampering vegetation growth and killing existing plants40 that are essential for slope protection, which in turn may result in embankment erosion damages. It is therefore recommended to exclusively consider the use of environmentally neutral friction material in case of adverse winter conditions on the road, and to consider bio-engineering methods in locations where embankment protection will be required.
39 The establishment of petrol stations and roadside restaurants may be considered as an exception to this rule, however they must remain subject to reliable permit issuing processes. 40 As an example serves photo 17 of Annex 9, where most roadside vegetation is dead due to application of large quantities of salt during winter.
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Social Integrity and Public Health Aspects 243. The development of long-term transit routes bears specific risks affecting the social fabrics and the public health of the entire Project Area. Increased traffic movements will likely entail an increase in the transmission and spread of sexually transmitted diseases (HIV/AIDS). The potential impacts are permanent and negative in nature. Local public awareness campaigns, information leaflets, media programs etc. focusing on HIV/AIDS transmission need to be considered as counteractive measures. These initiatives are best carried out in concerted efforts involving a number of governmental and non-governmental agencies. 244. Kazakhstan is reported as a source, transit, and destination country for human trafficking41. Evidence of internal rural–urban trafficking is growing. The Investment Program is not likely to affect current trafficking patterns materially, as the investments themselves will not remove any significant transit barriers. However, once work on the full connectivity to the rest of the country and beyond its borders will be completed, the improved corridor may be seen by both human and drug traffickers as an attractive route. To deter such a transition, one element of the proposed public awareness program will focus on human and drug trafficking, aimed at raising public awareness and encouraging civil society engagement to protect potential victims of trafficking and aid efforts to detect and scare off traffickers.
E. Assessment of Potential Cumulative Impacts
245. The Tranche 2 Project is part of a larger strategic plan in the context of the CAREC program to transport needs in Kazakhstan. It therefore needs to be viewed in conjunction with other road improvement projects and regional development activities to which this Tranche is a link. The concept of Cumulative Impacts, however, goes beyond such strategic considerations and includes impacts on the environment that result when the effects of implementing this Project's activities and adding them to effects of other past, present and reasonably foreseeable future actions. Cumulative impacts are important because impacts of individual projects may be minor when considered in isolation, but significant when the projects are viewed collectively. 246. Apart from programs aiming at improvement of the national and regional road net, key industrial sectors (mining, oil, construction and services) and regional housing programs are likely to grow which will, on one hand, benefit from better road conditions and connectivity, on the other hand will curb certain risks and impacts associated with road development. 247. Given the prospected regional development activities summarized in Chapter 3.E., a number of residual impacts may pertain, some of which have cumulative potential, such as: Cumulative Positive Impacts Relating to Social Conditions. Almost all of the long- term beneficial impacts analyzed in Chapter 2.A. will result in secondary benefits for the social fabrics, including public health conditions , be it in association with locally improved road conditions and connectivity, better ambient air quality, noise reduction, access to services and markets, facilitating social connections, swifter emergency response, and improved road controls. Some landowners possessing private land near the new bypass alignment will benefit from increased land prices.
41 ADB, 2006. Kazakhstan - Country Gender Assessment
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Induced Development. An improved and more efficient transport will invariably trigger the expansion of local industries and the expansion of existing markets for local products. With increasing traffic volume and expanding economic opportunities it is assumed that additional development may be attracted to the area. This is even more the case n view of the expansion potential for the oil industries in and around the region of Zhetibay. In the Kysylsai Nature Reserve, better road connectivity and improved facilities will attract more tourists to visit this unique park. Environmental Awareness. With implementation of the planned environmental awareness campaigns among labor force and in addressing the public general, the Project is likely to result in various secondary and cumulative benefits by enhancing public behavior toward general environmental safeguard principles, waste avoidance and management, and protection of natural assets and functions. Ecological Enhancement. The enhancement activities foreseen in the KSRNP, roadside plantations and sound rehabilitation of decommissioning of temporary borrow pits are milestones in the overall efforts to amplify the ecological values and functions of the local environment and result in tangible positive side effects such as improved animal habitats and increased scenic values which may attract tourism and recreational business.
On the negative side, cumulative effects need to be addressed in the following aspects: Curbing Accident Rates. The proposed safeguard actions, warning systems, training and awareness programs aiming at decreasing the current road accident rates will have multifold beneficial consequences, reflected in medical costs, insurance costs, expenditures on rescue operations, environmental compensation costs, easing individual suffering and human losses. The proposed animal underpasses, in junction with adequate roadside fencing, will substantially reduce accident risks caused by collisions with livestock and wild animals. Exacerbation of Soil Contamination Issues. The use of embankment soils excavated for widening carry a residual risk of being contaminated with lead. Their inappropriate storage/disposal could lead to a spill of impacts. These could start with few health- related problems, then contamination of locally-grown food items exposed to lead in soil, leading to reduction in mental capacity in children. However, given the local settling patterns in this road corridor, and with application of meticulous control of waste piles containing sacrificed old pavement and embankment material, the assessed risks tend to be minimal for affecting the general public health. The danger of leachates contaminated with lead entering surface water or groundwater system is considered as insignificant, given the local sediment and hydrological conditions. Disturbance of the Social Fabric of the Roadside Communities:. Given the sparse population in the Project Area social tensions, if appearing at all, are unlikely to persist beyond the construction period. Attraction of new industrial complexes and in- migration of various businesses to the newly established road corridor could result both in positive and negative side-effects if not effectively addressed. Successful mitigation must include thoughtful planning in close consultation with the local authorities, as outlined in the EMP. Once the proposed planning, monitoring and policing actions are implemented, there remains little if any residual impact risk for adverse spin-offs.
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5. Environmental Management and Monitoring Plan
A. Objectives and Summary of the EMP
248. The Environmental Management and Monitoring Plan, presented in tabular form in Annex 8, aims to assist the local road and transport authority (MOTC and the Road Committee of Mangystau Oblast) in (1) adequately addressing the foreseen adverse environmental impacts of the Project, (2) enhancing the Project’s overall benefits and (3) introducing standards of good environmental practices. The primary objectives of the EMP are therefore to: Pre-identify and scope all potential (positive and negative) impacts associated with the road construction and rehabilitation activities, in sequence with the project phases; Define the responsibilities of Project proponents in accordance with the Project phases; Providing technical details of each project-related impact, and proposing an implementation schedule of the proposed mitigation measures; Define a monitoring mechanism and identify monitoring parameters to ensure that all proposed mitigation measures are completely and satisfactorily put into action; Identify the resources required to implement the EMP and outline corresponding financing arrangements for all proposed actions which are not included yet in the overall engineering budget for civil works; Providing a cost estimate for all proposed environmental mitigation and monitoring actions. 249. In summary, the main anticipated and potential environmental and social impacts associated with this Project are: Land acquisition and compensation issues concerning affected (privately owned or leased) land and structures within the RoW42; Impacts associated with the location and operation of temporary construction camps, asphalt plants, bitumen and concrete works, crushers, waste disposal arrangements, and borrow pits; Potential health and safety risks associated with construction works and the use of hazardous materials; Potential impacts on public utilities and services; Environmental impacts associated with the operation of construction machineries (air, noise, vibration, soil and water pollution); Environmental impacts associated with earthworks (soil contamination, sedimentation, dust, erosion, blocking of drainage facilities, stockpiling, borrow pit operations, habitat alterations, impacts on scarce aquatic ecosystems); Potential risks associated with the re-use of lead-contaminated soils;
42 For more details on resettlement issues, reference is made to ADB's website summarizing the findings of the the specialist in charge during the last mission, April/May 2010.
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Vehicular and pedestrian safety, both during construction and operation phase; Accidents associated with animal collisions, both wildlife and domestic; Public nuisances and hindrances due to traffic diversions and material hauling; Loss and alteration of habitats along road alignment, especially those located within the boundaries of the KSRNP; Potential impacts on cultural sites or structures and community-owned assets; Distribution of communicable diseases; Potential (negative) interference with local economy; Risk of social conflicts and competition with local communities for resources, services and amenities. 250. The EMP makes special provisions to address and mitigate potential impacts that might bear on the existing areas of special protective legal status. It is mandatory to make the content and spirit of the EMP fully available to the prospected Contractors. Therefore, the EMP (translated into Russian) shall find due inclusion in the Technical Specifications, both in the bidding documents and in the work clauses of the Contracts. The EMP shall also serve as guiding basis for the elaboration of the Construction Environmental Action Plans (CEAP) for which the contractors have a contractual obligation.
B. Environmental Monitoring
251. Type of Monitoring: The proposed monitoring activities (Annex 8, B) shall combine both compliance monitoring and effect monitoring. Important mechanisms to ensure best compliance with the prescribed precautionary measures include (i) establishing good liaison processes between the PMU, the Contractor, line agencies and local communities, and (ii) close monitoring of the day-to-day activities. The appointed Supervision Consultant will prepare a site-specific monitoring program, using a set of objectively verifiable indicators (similar to those shown in Table 8) against which the actual observations will be compared and used as basis for appropriate countermeasures in case of unacceptable conditions or effects are found. 252. Responsibilities for Supervision and Monitoring: The Project Management Unit PMU, working with and on behalf of the MOTC and the ADB, will be responsible for implementing the proposed monitoring plan. The PMU will undertake the respective activities in line with the assurances given in the planning documents, meaning that both the compliance and effect monitoring can (i) be carried out by an independent authority/expert, (ii) inspection and verification activities can be carried out unencumbered and unannounced, and (iii) the Project Director will have, after due consultation and consent with the EA, the necessary powers of enforcement and work stoppage if serious non-compliance issues are reported. Notwithstanding, the proposed mitigation measures shall be complimentary to any monitoring and audits following internal rules, practices and complaint and sanction mechanisms. 253. The PMU will be assisted by both one international and one national Supervision Consultant, being accountable to the Project Director who then will follow up necessary response actions. Monitoring activities requiring a scheduled sampling program (e.g. air quality, noise climate and soil contamination tests, liaison with contracted test laboratories) will be conducted in close consultation and cooperation with local agencies such as the Environmental Department in Aktau and the Sanitation and Epidemiology Control Department Aktau, with the sub-unit in Shetpe. As required, e.g. in case of detected lead contamination in soil tests, further steps and remedial options will be advised by the Supervision Consultant.
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254. The successful bidder for the individual sub-section contracts are required to submit Contractor Environmental Action Plans (CEAP) to further detail and commit contractors to the stipulations of the EMP on a site-specific basis. To meet this end, contractors are requested to employ an Environmental Specialist to prepare the CEAP and to submit that expertise to the overseeing authorities. This specialist will also prepare, on behalf of the Contractor, regular environmental monitoring and compliance reports to be submitted to the PMU and MOTC. Table 9: Indicators of Unacceptable Environmental Effects during Construction
Environmental Effect Objectively Verifiable Indicators Sources of Verification
Deteriorating condition Physical degradation of hauling/access roads, Field inspections, photos, of temporary roads pavement cracks, embankment subsiding, traffic police, used by construction increased number of accidents traffic CEAP
Excessive delays to Local delays (hrs) as compared with previous Field survey, interviews, normal traffic travel time for same distance traffic police
High frequency and Records of number and nature of accidents, Field survey, interviews, severity of work compared with records of similar construction traffic police, accidents works in Kazakhstan CEAP
Direct measurements of dust particle Field survey, photos, Excessive airborne concentration; reports on increase of respiratory interviews, traffic police, dust problems among local communities and local hospitals, CEAP labourers
Records and reporting of diseases among labour force, compared with local health Poor health of labour statistics Interviews, Medical check force, sanitary reports, hospitals, conditions at work Number and types of latrines and waste deposit Contractor’s Ambulance sites and camps sites as per number of users; occurrence and Station, CEAP frequency of diseases associated with poor sanitation;
Spot checks, medical Medical care and implications on public health reports, hospitals, photos, Public health problems services; Sanitation & STD statistics Epidemiological Control Department, CEAP
Laboratory tests, medical Lowering of groundwater table, bacterial counts reports, hospitals, photos, Drinking water in drinking water samples, organoleptic and Sanitation & problems hydrochemical tests Epidemiology Control Department
Akimat, Police, Complaints from and Crime records of Rayon; number of conflicts interviews, photos poor relations with associated with violence; no. of cases involving local communities theft, poaching, harassment of women, etc. Interviews with Local Police
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C. Cost Estimates for Proposed Environmental Actions
255. The Environmental Budget includes all mitigation, monitoring and capacity building activities, and all expenses related to environmental aspects for the anticipated 3-year duration of civil works, as well as some ambient parameter tests during the operation phase. The total environmental mitigation and monitoring cost for this Project (Table 9) is estimated to be approximately US$ 437.800. 45% of the cost items are payable in local currency, 55% are likely to be imported from abroad. 256. The cost table contains a number of cost items that are presently not included in the overall construction budget. Similarly, these costs, relating to environmental safeguard activities and structures, are not yet included in the Bill of Quantities and in the provisions made by the Designers. For the sake of environmental protection, however, all the additional costs specified in this section seem indispensable as long as all safeguard and precautionary measures devised in the EMP are to be followed. At the times being it is assumed that all items referred to as environmental fall under this budget, although some of them might be shifted to the civil works budget (such as costs for additional lead contamination tests, fencing, animal passages and other safety-related items). 257. Environmental parameter measuring and regular monitoring programs have been included (Annex 6) as there is a high level of uncertainty about the reliability of data provided in the project documents. Such uncertainties refer to possible residual lead contamination of soils that may be encountered or be planned for re-use in construction works. Although this aspect seems currently of low significance43 the possible costs related to additional soil tests for potential lead contamination, re-use and safe deposits have been considered (Table 10) and will need to be included in the overall Environmental Budget as potential costs. On the other hand, should the soil tests show no contamination, the respective costs would not incur. Table 10: Summary of Costs for Environmental Safeguard Actions as Proposed in the EMP
Number Cost per Cost per No. Activity /Item Unit of Units Unit, US$ Activity, US$
1. Physical Interventions 1.1 Garbage collect bins with lid Container of 2m³ 10 pcs 650 6.500 1.2 Baseline Monitoring see Annex 6 20.150 physical/chemical parameters 1.3 Baseline Study on biological see Annex 6 10.700 parameter, Kysylsai Reserve
2. Training and Awareness 2.1 Public Campaigns, 50 person day event 4 days 1.750 7.000 2.2 Environmental Signage Signboard 44 10 pcs 320 3.200
3. Emergency Planning 3.1 District Emergency Plan Plan 45 1 12.000
43 The use of leaded fuel has been legally banned in Kazakhstan since 2008. 44 Signboards, making like traffic signs, each about 2m² in size, metal, painted like traffic sign 45 Addressing major calamities (earthquakes, conflagration, flooding, and spillages)
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3.2 Video Cameras + box installed post 4 pcs 48.000 192.000 3.3 Emergency Phones installed post46 10 pcs 16.000 160.000 3.4 Electronic Warning Signs Display Sign 3 pcs 1.800 5.400
SUB-TOTAL US$ 416.950 Contingencies 5% 20.850 Total US$ 437.800
Table 11: Potential additional costs, in case some soil tests for lead contamination are positive
1.a Additional Soil Tests Soil sample 20 75 15.000
Potential Removal and 1.b disposal of contaminated per m³ LS47 20.000 soils
258. An additional fencing of a total length of 62 km48 at earmarked sections of the road (e.g. at bypasses and sections paralleling or passing through the two Nature Reserves) is regarded essential in view of maintaining public safety, protecting against collisions with livestock and/or wildlife, and preserving the ecological integrity of the mentioned Nature Reserves. Because of their significance, such costs (approximately US$11.000/running km) shall be included into the overall civil works budget. 259. The provision of a senior international safeguard specialist at the start of the construction period to assist the contractors with the preparation of their CEAPs is considered indispensable, as (i) local contractors usually lack the experience to elaborate such plans, and (ii) this will significantly improve the chances for satisfactory compliance. The costs for engaging an international Environmental Supervision Consultant is to be included in the overall civil works budget. 260. Finally, all costs related to roadside plantation of trees and hedges (to mitigate noise and emission impacts) along the proposed bypass sections are to be borne by the civil works budget which shall also cover the costs incurred by the supervising agency, the Oblast Forestry Department.
46 To be established at equal intervals along road, i.e. every 50 km and 4 at black spots (= 2 mountain passes) 47 Due to the absence of firm data, this cost item assumes the removal/safe disposal of about 1.000 m³ of lead- contaminated soil, at a deposit price of approximately 3.000 KZT/m³. 48 Anti-corrosive material with reflectors, 2.0-2.5 m high, 8 km each side of bypass sections at both Zhetibay and Shetpe, 12 km at 6 animal under-passages, 2 x 20 km at both KKSGR and KSRNP (at pass sections)
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6. Public Consultation and Information Disclosure
A. Public Meetings
261. For this project, two public consultations were held in April 2010: The meetings were held in Aktau (21 April, 2010, in the Conference Hall of the Technical University) and in Shetpe (22 April, 2010, in the Akimat Conference Room). The first event was attended by 29 participants including Government officials, and 5 national and international specialists on traffic management, engineering, environment, economics and resettlement as well as members of the civil society and one NGO. 262. The second event was attended by 40 participants including Government officials, and 3 national and international specialists on environment, economics and resettlement as well as members of the civil society. For both meetings, the organization and implementation details are provided in Annex 7. Besides the mentioned consultations there were two more, one in Zhetibay and one in Shetpe in June 2011.49 263. The Meetings were carried out by presenting50 (i) engineering details for the road, (ii) prospected schedules, (iii) expected benefits and (iv) anticipated impacts, including proposed mitigation measures. It was also disclosed that there will be a mechanism in place where local citizens and stakeholders affected will have a chance to forward their concerns, complaints at specified offices, and advance compensation claims for lost assets or business opportunities, as applicable. The public discussions involved all registered participants. In specific, the latter were invited to forward suggestions and/or concerns pertaining to the near-future planning and implementation of the project. In all cases, questions were addressed by detailed answers from designers, planners and representatives from the organizing agencies. Minutes of the meetings were taken by both representatives from DORTRANS and the ADB Project Team members. The Project recently (19 July, 2011) carried out another Public Consultation Meeting in the Conference Room of the MOTC/Road Committee in Aktau. The Meeting was attended by 40 participants. The Environmental Team also participated in this event. The technical features of Tranche 2 rehabilitation work plan were introduced by an Engineer from ENGINEERING CONSULTANT ASTANA LLP who was newly entrusted with the implementation of the Project.
B. Issues Discussed and Suggestions Forwarded
264. In specific, the following issues have been raised by individual participants in the first Aktau Meeting: Detailed time schedule for planned diversion of traffic, scheduled priorities and likelihood of hindrances for public movements; Detailed technical parameters for carriageway (allowable axle load, width, durability); Suitability of the road to alleviate traffic congestions; Inclusion of rest areas for road users.
49 Records are obtainable from ADB /CWRD, upon request 50 Means of presentation included: Speeches, PPT-presentation slide shows, Maps, Photos, Design Drawings
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No concerns have been forwarded with respect to environmental impacts or competitive issues affecting the local resources or the social setting. All participants agreed to a speedy execution of the Project- 265. In the Shetpe Meeting, the following issues have been raised by individual participants: Likelihood of ecological damage generated by this road reconstruction? Means and schedule of delivery for construction materials to the work sites; Allocation of responsibilities for controlling the work’s performance and quality; Financial control mechanisms planned; Diversion of traffic, scheduled priorities and likelihood of hindrances for public movements in the bypass area; Relocation of the primary school in Kosbulak Village near Shetpe. The participants shared the hope that this Project will not only result in improving the livelihood of many local residents, but will also bring a number of job opportunities to the region which is marred with high rates of unemployment and lack of business. 266. In the Second Aktau Meeting in July 2011, no specific issues have been raised by individual participants.
C. Use of Consultation Results and Information Disclosure
267. The organizators of all Meetings encouraged the Design Engineers and other Planners to utilize and respect all suggestions forwarded by the participants, and include them, to the extent possible in the design solutions. This refers particularly to recommendations relating to environmental and public health issues, as well as the objective to observe landscape aesthetics and preservation of cultural assets. Safety measures to curb the high road accident risks shall prevail in all planning considerations. 268. All protocols (minutes) of the public meetings were publicly disclosed, i.e. published in local newspapers. Therein it was stipulated that all forthcoming environmental assessment reports shall be accessible to all interested and concerned/affected parties at the Office of MOTC Aktau. The information disclosure included information on contact officers, persons and telephone numbers for anyone who wants to obtain further information or who intends to forward personal claims associated with this Project. All disclosure of information has been given in local language. Special record sheets were provided by the Akimats. ADB will publish the results of all public meetings on its web site. 269. The Environmental Management and Monitoring Plan of this EIA takes all suggestions forwarded in the Public Consultation events into full consideration. 270. The MOTC/Road Department intends to establish publicly accessible contact offices in Aktau and Shetpe, where complainants can file their concerns. The procedures for such grievance redress mechanisms are publicly displayed in such office. Further details are described in the Project's Resettlement Documents, available on the website of ADB.
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D. Grievance Redress Mechanism
Grievance redresses levels 271. According to the Kazakhstan legal and administrative framework, the implementation of Grievance Procedures is responsibility of the local administrations (Akimats) and representatives of Project Proponent (RC of Manystau region). Appointive officials have been designated at these levels to receive, help resolve, report or forward complaints received from Affected Persons (APs) and the general public. However, due to the lack of capacities at the local level some affected people may still remain dissatisfied. Many grievances at local level arise due to inadequate understanding of project policies and procedures, and can be promptly resolved by properly explaining the situation to the complaining person at the site. The efforts will therefore be to first seek resolution of these grievances at the local level through the mediation by Grievance Coordinators appointed at Construction Supervision Consultant and CoR, as well as by involving designated officials at local community, rayon and oblast levels. In addition, the NGOs may serve as informal mediators to facilitate grievance resolution process. 272. The Grievance resolution process will follow the steps defined below: (i) First, complaint resolution will be attempted at the level of Construction Supervision Consultant (CSC), which will be required to nominate a Grievance Coordinator to receive complaints, provide explanation to APs regarding their particular case, record complaints in a special forms and attempt to resolve them on spot. If the complaint can be immediately resolved Grievance Coordinator of CSC shall inform aggrieved parties about the development of their grievance and decision made with respect to their case. If the case remains unresolved, it is passed to the CoR for review and resolution. In addition, the APs dissatisfied with the attention paid by Grievance Coordinator of CSC may also refer to the Grievance Coordinator of CoR to resolve their case. In case, the grievance is related to serious violation of procedures / requirements or is associated with an incident, Grievance Coordinator of CSC shall also immediately notify CoR in written. (ii) At the second level, complaint resolution will be attempted at the CoR, which will also be required to nominate a Grievance Coordinator to receive complaints, consult with Construction Supervision Consultant and APs and will search for possibilities to resolve the complaint within one-week period. At the end of one-week period Grievance Coordinator of CoR shall inform aggrieved parties about the development of their grievance and decision made with respect to their case. (iii) If the complain remains unresolved after being considered at the CoR level, APs take their complaints to the head of Local Self-Government (Akimat of Community), who registers the complaint and attempts to resolve it. If the complaint is not resolved in one-week period (with involvement of complaining parties, relevant entities and informal mediators - such as representatives of civil society / NGOs), it is passed to the Rayon Administration. (iv) A designated person in the Rayon Administration receives the complaint, registers it and attempts to resolve it. If there is no resolution in two weeks, it is passed to the Oblast Administration / Committee of Roads of the MoTC. (v) A designated person at Oblast level / Committee of Roads of the MoTC receives the complaint and attempts to resolve it within two weeks. As part of the process of resolving the complaint the Oblast Administration / Committee of Roads of the MoTC must convene a grievance redress committee that includes representatives of Government, professional organizations (design firm, etc.),
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independent partied (academic organizations, NGOs) as well as a representative of the complaining party. (vi) If there is no resolution within two weeks, the case will be presented to a Kazakhstan court and resolved according to Kazakhstan legislation, with the covenant, that for all project related land use, social and environmental issues the specific agreements between Government of Kazakhstan and ADB will supersede national law. Grievance Coordinators and Focal Points, Complaints Recording and Reporting 273. In addition to the appointment of the Grievance Coordinators of CSC and CoR, Grievance Focal Points will be designated at community, rayon and oblast levels to receive, help to resolve, report or forward complaints received from APs and the general public. 274. APs or other concerned individuals may visit, call or send a letter or fax to any of the Grievance Focal Points to register their comments or complaints related to land use, social and environmental aspects of the project (including but not limited to disturbance created to the traffic, noise, intrusion to the territory, etc). 275. Grievance Coordinators of CSC and CoR, Grievance Focal Points at community, rayon and oblast levels will maintain a record-book to register complaints, keep track of their status. Complaint forms will be available at these entities to facilitate recording of complaints. The information of grievance resolution will be summarized in progress reports to be submitted to ADB. Disclosure of the Grievance Process 276. All contact details of designated officials and a clear description of the grievance mechanisms will be published in print media, distributed via brochures, posted on the MoTC website. Grievance redress mechanism will also be presented during the public consultations and informal meetings at Project area. Association of NGOs (named “Civil council”) active in the Mangustau Oblast can also serve as a tool to disseminate information about grievance redress procedure and facilitate awareness rising in the Project area. The information on grievance resolution process will also be made available at the CSC, CoR, as well as at the offices of designated officials at community, rayon and oblast levels.
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7. Conclusions and Recommendations
277. Shortcomings: For the purpose of this EIA, the PEIA has only limited value. It has a number of shortcomings that limit the quality and nature of information to be used. Major difficulties encountered while using the PEIA document relate to (i) poor English due to automated translation (ii) omission of 19 Annexes, (iii) textbook style rather than site-specific analytic assessment, (iv) overestimated mathematic modeling of impacts, without correspondences to the actual environmental setting and the construction particulars, (v) lack of site-specific mitigation proposals and (vi) overestimating public health concerns and other socio-economic/agricultural impacts in a project where the alignment passes for almost 98% through barren desert or steppe terrain, with only limited use as pasture lands, and climatic conditions that would set off most if not all potential traffic-induced impacts (e.g. noise, air and water pollution). In addition, the PEI does not make specific reference to the two Nature Reserves which may potentially be affected by this project. As a result of these shortfalls, the PEIA has only been used as a supplementary information source, while the main findings and suggestions are based on contacting line agencies, discussions with ECOPROJEKT experts, secondary literature and direct observations during the field survey. 278. New Baseline Study / Monitoring Program: In view of the absence of direct parameter analyses along the Project Area the Environmental Team initiated a baseline study for testing selected physical and chemical parameters along the entire corridor of this Tranche 2. The test series commenced in 2011, and will be repeated twice in the years 2012 and 2013. The findings of these field tests (see first results, Annex 10) will help in devising, as necessary, corrective measures for environmental mitigation measures which then will be followed up by the Supervising Environmental Engineer. It is foreseen to incorporate the obtained results in the forthcoming ABD web site publication on this EIA. 279. Basic Evaluation of Environmental Conditions and Prospects: In general, the ecological conditions along the alignment of Tranche 2 give little reason for concerns of becoming potentially damaged by the foreseen Project activities. This statement, however, does not refer to the two protected areas which require special approach for protective measures. The vast majority of terrain adjacent to the road alignment (outside the lands belonging to the protected areas) is semi-desert, desert and steppe, often with only sparse vegetation due to the high salt content of the soil and absence of sufficient rainfall. The terrain shows little if any anthropogenic impacts, being mainly caused by intensive grazing of local livestock. In the Zhetibay region, the landscape is largely subjected to fundamental alterations due to the ongoing oil exploitation (photo 5 of Annex 9). Archaeological and historical monuments do not appear within the RoW. Due to the rather uniform and unspectacular environmental and social setting the anticipated reconstruction works are likely to cause only short-term and locally confined impacts - mainly associated with the preparation of asphalt or concrete slabs, earth works, stockpiling and movement of heavy construction vehicles. 280. Evaluation of the Anticipated Direct, Indirect and Cumulative Impacts: All site preparation works, milling, excavation works, particularly at quarrying sites, will cause medium to sugnificant and locally confined dust development. Precautionary measures are sufficiently described in the EMP. Emissions from vehicle movements and speeding will be of local concern, particular in the vicinity of human settlements near the bypasses. However, in most localities the annual wind conditions are suited to carry exhaust and other emission gases away from human settlements before any public health concern would arise. The EMP addresses problems associated with air, dust and noise pollution,
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and provides a number of mitigation solutions. Secondary problems often associated with road development are equally addressed in the EMP: None of the identified risks are appraised to have unmanageable dimensions. 281. Evaluation of Potential Impacts on Sensitive Areas and Habitats: Within the assessment boundaries, two reserves: KSRNP and KKSGR are located near or within the road alignment. In these specific locations, the proposed mitigation measures including speed control, traffic control, waste management and strong animal protection fences are deemed to be sufficient and effective to provide adequate protection of these Reserves and their ecological values. In addition, specific roadside controls are proposed to address any potential risk of damages to wildlife and its habitats. It is not predicted that the proposed construction works will seriously and/or irreversibly affect the local biodiversity, as long as the precautionary measures recommended in the EMP are followed. Accordingly, an environmental category re-classification of this Project is not at all commendable or required. 282. Elaboration of Mitigation Programs: As for rendering adequate protection to the KSRNP, the EIA prepared for a biological baseline analysis of the buffer zone where the road is passing through. It is believed that this baseline study will provide sufficient scientific information to give the managers of the park, jointly with the managers of the Road Authority, a good basis for taking the appropriate measures. A major suggestion forwarded already by the experts carrying out the biological baseline study is to provide for adequate passages for migrating wildlife, and to consider over the entire length of the road section through the KSRNP a fencing of both sides of the road, leading the animals without problems into the passages The baseline study intends51 also to provide a set of environmental safeguard recommendations for this unique terrain and its biodiversity components. As for the rest of the road in Tranche 2, additional fencing is recommended at earmarked bypass sections and at sites where animal crossing shall be facilitated by means of underpasses. Such measures are deemed compulsory in view of maintaining public safety, and protecting road users against collisions with livestock. 283. General Assessment, Conclusion, and Recommendations: Given the vastness of the area, the relative absence of air humidity, the remoteness of construction sites, and the absence of strong winds carrying construction-related dust and other emissions into nearby settlements it is further anticipated that none of the above temporary impacts will affect human settlements to serious dimensions. There are no intensively croplands near the road alignments that could be affected by fallout pollutants originating from road traffic. It is suggested that most if not all of the predicted impacts relating to air pollutants, noise and vibration will be sufficiently mitigated as long as the EMP is implemented and environmental supervision is in place. Disciplining driving behavior, compliance with traffic rules and good vehicle maintenance will play important roles in this respect. 284. The road rehabilitation works are unlikely to change any geomorphologic parameters entailing to habitat degradation. In contrast, the project will result in a number of positive environmental impacts being (i) improvement of air quality by reducing dust development and vehicular emissions, (ii) rising public environmental awareness by the installation of environmental signboards relating to roadside protected areas and biodiversity values, and (iii) decreasing road safety risks by substantially improving the road conditions. 285. Environmental risks associated with lead contamination of soil and water resources are no longer a concern since the use of leaded fuel has been completely
51 The Environmental Baseline Study for Kysylsai Nature Park and its buffer zone is planned in Autumn 2012.
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Annex 1: Persons and Institutions contacted during the Mission
Date of Name of meeting/ Name of Organization Position Representative Location
18./19.07.11 Mangystau Oblast Road Kazhymurat Deputy Director of Department under the MOTC Suyubaev Road Committee Aktau
19.07.11 Mangystau Oblast Road Tatjana Planning Engineer, Department under the MOTC Manoshkina Representative of Aktau Engineering Consulting Astana LLP
20.07.11 Mangystau Territorial Dorozhkina Environment Specialist Department of Environment Tatyana Aktau under the Ministry of Environmental Protection
20-27.07.11 Ecological Research Gulzhat Director Laboratory of Mangystau Shalabayeva Aktau National Recourses Dept.
20./22.07.11 Mangystau National Orynbasar Director Resourses Department Abdievich Aktau
28.07.11 KAZECOPROJEKT Consulting Tleukan Baizakov Director Almaty
28.07.11 KAZECOPROJEKT Consulting Mikhail Nazarehuk Dept. Director Almaty Ludmila Manager Nazarehuk
2.-4.08.11 KAZECOPROJEKT Consulting Mikhail Nazarehuk Dept. Director Almaty Ludmila Nazarehuk Manager KAZECOLABORATORY Dr Zhannat Lab. Director Zapparova
Nurzhamal Environmental Baizakova Specialist
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Annex 2: Overview of the Legislation and Regulations governing the Environmental Assessment Process and Environmental Review in Kazakhstan
Name of Legislation Date and Number of registration
Methodology for Determining Emissions Standards to Approved by the Order of the Minister of the Environment Environment (MEP), 21 May 2007, No. 158-p”.
“Instruction on Conducting Environmental Impact Approved by the Order of the Minister of MEP, 28 Assessment of Planned Economic Activity when June 2007, No. 204-p”. Developing Pre-planning, Planning, Initial project and Project documentation,
The Amendments to the Order of the Minister of Approved by the Order of the Minister of MEP, 20 Environment Protection of Republic of Kazakhstan on March 2008, No. 62-p”. Approval of “Instruction on Conducting Environmental Impact Assessment of Planned Economic Activity when Developing Pre-planning, Planning, Initial project and Project documentation”
Regulations on Conducting State Ecological Expertise. Approved by the Order of the Minister of MEP, 28 June 2007, No. 207-p”.
The Amendments to the Order of the Minister of Approved by the Order of the Minister of MEP, 9 Environment Protection of Republic of Kazakhstan on October 2007, No. 296-p”. Approval of Regulations on Conducting State Ecological Expertise
Rules for Conducting Public Hearings Approved by the Order of the Minister of MEP, 7 May 2007, No. 135-p”.
Instructions for Qualifying Requirements to Licensed Approved by the Order of the Minister of MEP, 21 Activity on Environmental Design, Regulation and October 2003, No. 239-p”. Development of Environmental Impact Assessment
Methodological Guidelines to the Licensed Activity on Approved by the Order of the Minister of MEP, 10 Environmental Design, Regulation and Development of February 2005, No. 51-p”. Environmental Impact Assessment
Final Environmental Supervision Experts Opinion on Approved by the Order of the Minister of MEP, 1 July Definite Types of Licensed Works and Services 2004, No. 192-p”.
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Instructions on Negotiation and Permissions to Special Joint order of the Minister of Health of the Republic Water Use in the Republic of Kazakhstan of Kazakhstan dated 24 November 2004 № 824, Minister of Environment of the Republic of Kazakhstan of 1 December 2004 number 309-p, Acting Chairman of the Committee on Water Resources, Ministry of Agriculture of the Republic of Kazakhstan dated 11 November 2004 number 236- S, Chairman of the Committee of Geology and Mining Ministry of Energy and Mineral Resources of the Republic of Kazakhstan on 2 December 2004 number 161-p. Joined by the Ministry of Justice of the Republic of Kazakhstan 13 December, 2004 N 3263
The Rules for Licensing and Qualification Approved by the Order of the Government of Requirements to Work Implementation and Delivery of Republic of Kazakhstan, MEP, 5 June 2007, No. Services in the Field of Environmental Protection 457-p”.
Environmental Code of the Republic of Kazakhstan MEP, 9 January 2007, No. 212-p”.
The normative base of requiring an environmental ‘Instruction on conducting environmental impact impact assessment assessment of planned economic activity when developing pre-planning, planning, initial project and project documentation, approved by the Order of the Minister of MEP, 28 June 2007, No. 207-p”.
Law of the Republic of Kazakhstan «On Amendments MEP, 9 January 2007, No. 213-p”. and Additions to Some Legislative Acts of Kazakhstan on Environmental Issues»
Law of the Republic of Kazakhstan «On Ratification of MEP, 20 March 2007, No. 239-p”. the Rotterdam Convention on the Prior Informed Consent Procedure for Certain Hazardous Chemicals and Pesticides in International Trade»
Law of the Republic of Kazakhstan «On Ratification of 7 June 2007, No. 259-p”. the Stockholm Convention on Persistent Organic Pollutants»
The Concept of Transition to Sustainable Development The Order of the President of RK, 14 November for 2007–2009 (Action Plan) 2006, No. 216-p”.
The Concept of Environmental Security of the Republic The Order of the President of RK, 3 December 2003, of Kazakhstan for 2004–2015 No. 1241
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Annex 3: Meteorological and Hydrological Data
Table 3-1: Temperature Data of selected Meteo-Stations in Mangystau Oblast (records dating back to 1983) Location of Meteorological Stations, see Main Report, Map 1 - Station Duken: Located some 100 km East of Sai Utes - Station Tuchibek: Located about 30 km West of Shetpe - Station Aktau: Located within town perimeter a) Mean monthly and annual average air temperature, оС
I II III IV V VI VII VIII IX X XI XII Year
Duken
-7,8 -6,6 -0,2 10,0 18,4 24,0 26,8 25,2 17,5 8,4 0,0 -5,1 9,2
Tuchibek
-4,4 -3,2 2,3 11,7 19,2 23,5 26,3 25,3 18,9 10,5 3,7 -1,3 11,0
Aktau
-10,4 -9,3 -2,6 8,6 17,4 22,8 24,9 23,2 16,1 7,6 -0,4 -6,2 7,6
b) Records of absolute maximum air temperatures, оС
I II III IV V VI VII VIII IX X XI XII
Duken
3,1 -1,3 6,1 17,6 26,2 31,5 34,2 33,1 25,8 16,8 5,7 -0,5
Tuchibek
0,5 1,2 7,5 17,8 25,4 29,7 32,5 31,6 25,1 16,0 8,3 2,1
Aktau
7 15 23 32 37 42 45 45 37 29 19 12
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I II III IV V VI VII VIII IX X XI XII
Duken
-11,4 -10,5 -5,4 3,2 9,2 14,5 17,5 16,0 8,6 1,2 -4,9 -9,0
Tuchibek
-7,7 -6,5 -1,6 6,6 13,6 18,0 20,9 19,8 13,6 5,9 0,3 -4,1
Aktau
-38 -38 -32 -12 -4 4 8 4 -6 -13 -30 -38
Table 3-2: Number of days with extraordinary meteorological conditions at Aktau
Type of extraordinary meteo-condition Average days/year at Aktau
Hail storms 0.4
Foggy conditions 41
Thunderstorm 13
Snowstorm 8
Table 3-3: Average Height in cm of Snow Cover on the Terrain at Aktau, average values over the past 30 years, and indicative figures on frost periods
Meteostation Aktau
Month I II III IV V VI VII VIII IX X XI XII
Height 6.3 8 2.4 0 0 0 0 0 0 0 0 2
Note: - Maximum snow cover observed in Aktau City, during the past 30 years, was 41 cm; Earliest date of frost: mid September; latest day of frost: mid May; Frost periods: Longest recorded is 197 days, average is 172 days
Table 3-4: Calculative depth in cm of freezing for different soil types at 2 different Mangystau conditions (calculated in accord with SNIP 20201-83/ 2-27)
Type of Soil Freezing Depth Freezing Depth at Aktau at Sai Utes clayey 124 107 sand clay, fine and dusty sands 151 131
Gravel sand, coarse and medium-coarse sand 161 140
Coarse waste soils 183 159
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Diagram 3-5: Annual distribution of Temperature a) Meteostation Duken
Mean maximum Mean minimum Highly hot Very hot Hot Comfortable Cool Cold b) Meteostation Tuchibek
Mean maximum Mean minimum Highly hot Very hot Hot Comfortable Cool
Cold
Table 3-6: Wind Records at selected stations in Mangystau a) Average monthly wind speeds in m/sec
I II III IV V VI VII VIII IX X XI XII Year
Tuchibek
4,5 5,4 5,2 5,6 5,1 5,0 5,2 4,8 4,8 4,1 4,8 4,4 4,9
b) Number of days/month, with records of high wind speeds
I II III IV V VI VII VIII IX X XI XII Year
Tuchibek
2,4 2,2 2,3 2,1 1,2 1,1 2,1 2,1 1,9 1,6 2,4 2,3 24 c) Number of days with storm records
I II III IV V VI VII VIII IX X XI XII Year
Tuchibek
0,2 0,5 0,7 0,4 0,8 0,3 0,9 0,7 0,3 0,2 0,1 5,1
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Diagram 3-7: Wind Roses of selected locations along the Road Corridor a) Meteo-Station Aktau
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Draft EIA for MFF CAREC Corridor 2 (Mangystau Oblast Sections), Tranche 2 b) Meteo-Station Duken
Year (average)
Winter
Summer
c) Meteo-Station Tushibek
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Diagram 3-8: Records of unusual/infrequent weather conditions in Mangystau a) Number of days with foggy conditions (monthly averages), Fort Shevshenko and Tushibek
b) Records of days with snowstorm, Tushibek Station
c) Records of days with rainstorms, Fort Shevchenko and Tushibek
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Table 3-9: Hydro-chemical parameters (in mg/l) of drinking water samples from wells in three villages along Highway A380, Mangystau Rayon [Source: Tests for drinking water properties of local public wells, Sanitary and Epidemiology Unit, Shetpe, Mangystau Rayon, March 2009]
Test locations / Villages allowable level Parameter in KAZ Uchtagan Tuchikuduk Ondy
Odor 0 0 0 Flavor 0 0 0 Color 6.4 19.0 9.5 Turbidity 0.2 0.2 - pH 7.4 8.25 7.09 6-9 Calcium 22 35 32 Magnesium 16 11 13 Ammonia - 0.03 - 2
Nitrates 19 0.3 22 45 Total hardness 3.7 5.4 2.7 10 Solids 41 40 90 500
Fluorides 0.63 0.14 0.77 0.7 Bicarbonate 165 146 244
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Annex 4: Supplementary Environmental Data
A. Major Flora and Fauna Species, and Vegetation Zones encountered in the Project Corridor
[Sources: modified, after PEIA, April 2010, and ENO Ecoprojekt, 2010]
The Map 4-1 shows the ecological basis for relatively high occurrence of micro-habitats, and correspondingly high biodiversity, both reflected in plant and animal species.
Map 4-1: Vegetation Zones of Mangystau Oblast
Floristic Biodiversity
The corridor where the road corridor Aktau – Shetpe - Beineu is located, is dominated by perennial saltworts (62%) - Anabasis salsa, Salsola arbusculiformis, Nanophyton erinaceum, Salsola orientalis, and by wormwood - species such as Artemisia terrae-albae, and A. turanica. On sands substrates, common are halophytes, mainly species of the genus Haloxylon (Haloxylon aphyllum, N. persica); otherwise, characteristic are psammophilous (sand-loving) bushes and shrubs are abundant, among them Calligonum, Ephedra, Ammodendron, Ceratoides papposa, Salsola arbuscula) and wormwood (Artemisia
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Draft EIA for MFF CAREC Corridor 2 (Mangystau Oblast Sections), Tranche 2 santolina, A. kelleri, A. songarica, A. terrae-albae). Sturdy grasses such as Agropyron fragile, Stipa caspia, and S. hohe-nackeriana occur in communities on the sandy elevations. The latter plant communities are also typically found in sandy depressions, for instance in the Karagiye-Karakolsky Depression. The western parts of Tranche 2 corridor is a part of the Southern Desert, occupying therein the southern parts of the Ust-Urt and Kyzyl Kum. Prevailing soil layers are gray-brown sediments. Freezing conditions are occasionally present in the Kysylsai Reserve territory. Such periods are only short-termed, and the freeze layer does not reach great depths. Accordingly the plant communities adapt to such conditions. These areas are also characterized by a sharp increase in heat and dryness, with sometimes strong diurnal fluctuations. The Southern Desert is dominated by shrubs and bushes, with varying species compositions. Predominant plant communities are composed of Salsola gemmascens and wormwood Artemisia kemrudica, and A. diffusa. Of minor importance are plant communities associated with Salsola arbusculiformis, A. terrae-albae, typical for northern and central deserts. On freshly developed sand patches A. dimoana, as well as Mausolea eriocarpa grow. The latter species form a community of sand-loving shrubs and ‘shrubs under shrubs’, such as Ammodendron, Atraphaxis, Astragalus and a variety of small grasses (Echinops ritro, Eurphorbia seguieriana, Syrenia siliculosa), found all along the road corridor. On patches with less cohesive sandy surface Artemisia tschernieviana is usually abundant, on patches where surface sands are frequently blown away, In such habitats, the typical plant is known as Kiyak (Leymus racemosus).
Fauna Biodiversity
The Desert Zones surrounding the Caspian Sea are reported to be inhabited by 56 species of mammals (see species lists attached to this Annex), 278 species of birds and 18 species of amphibians and reptiles. Many species are classified as rare and endangered and therefore require special protective measures. Among them, 7 species of mammals, 36 species of birds and 1 species of reptiles are listed in the Red Book of Kazakhstan. Among hunted animals, the Saiga Antelope has a significant position in the national hunting customs. The ground-dwelling coastal fauna of the Caspian Sea shore regions is also rather diverse and includes 56 species, of which 7 species of rare and endangered in the Red Data Book of Kazakhstan. The latter category includes species like fox, steppe polecat, wolf, saiga, and the Eversmann hamster. In total, more than 30 species are common in the region, and the rest in a small number found in the desert landscapes in the wider Caspian region. There are also some endemic species recorded, such as the long-spined hedgehog, the Ustyurt mountain sheep, sandstone rabbit, honey-eater, and the Caspian seal. Of the commercially used / hunted species the most common are: red fox, steppe polecat and the Saiga Antelope. Other species, being rarer and confined to local habitats, include wild boar, otter and raccoon dog. In general, the Ustyurt desert region is characterized by a fairly large number of birdlife [Source: www.birds.kz]: Among the prominent predatory and larger species are: Zmeed (Circaetus gallicus), golden eagle (Aquila chrysaetos), buzzard (Buteo rufinus), steppe eagle (Aquila nipalensis), vulture (Neophron percnopterus), saker falcon (Falco cherrug), Lesser Kestrel (Falco naumanni) , stone partridge (Alectoris chukar), bustard (Chlamydotis undulata), avdotkat (Burhinus oedicnemus), bolsheklyuvy plover (Charadrius leschenaultii), Caspian plover (Charadrius asiaticus), turtle dove (Streptopelia turtur), black sandgrouse (Pterocles orientalis), and common owl (Bubo bubo).
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Among the insect-eaters, notable bird species are: white-breasted swift (Apus melba), green bee-eater (Merops superciliosus), desert raven (Corvus ruflcollis), desert jeer (Hippolais languida), southern chat (Hippolais rama), desert warbler (Sylvia nana), skototserka (Scotocercs inquiela), Black-necked Finch (Oenanthe finschii), Spanish wheatear (Oenanthe hispanica), desert wheatear (Oenanthe deserti), Bactrian nightingale (Erythropygia galactotes), dun reel (Rhodospiza obsoleta), and various larks (Galerida cristata , Eremophila alpestris, Melanocorypha bimaculata, Calandrella brachydactyla,). Along the Caspian Sea shores, the whooper swan (C.rufescens) is a common sight.
C. Information about KKSGR and KSRNP52:
Map 4-1: Location of the two nature reserves along the projected road corridor:
Protected Areas in Mangystau Oblast
Karagiye-Karakolsky State Game Reserve Kysylsai State Regional Nature Park
C.1 Karagiye-Karakolsky Zoological Reserve
52 Source of information: lanning Documents obtained from Committee of Forestry and Hunting, Aktau, April 2010, Supplementary documents from ECOPROJEKT, Almaty, Aug. 2011
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C.1.1 Location, Size and Land-uses
The Karagiye-Karakolsky Zoologiocal Reserve is located in Karakiyanskiy and Munaylinsky Districts of Mangystau Oblast. The Reserve occupies the whole area of the Karagiye depression, the Aschy River valley, as well as maritime costal zones south of the city of Aktau. For about 36 km its Northern boundaries run parallel to the National Highway A380 running from Aktau in direction of Zhetibay (see Map, above). The area of the reserve amounts to 137,500 hectares of which 25,5 ha are classified as agricultural land, while the rest is public land without any assigned land use, but just protected land.
District Areal extent: Square Agricultural lands within Government, public reserve Administration the reserve( in tousand ha) land thousand ha thousand ha
Munailinsky Rayon 2,5 Karakiyansky Rayon 23,0 Total 137,5 25,5 112
C.1.2 History of Establishment The Karagiye -Karakol Zoological Reserve is regarded as part of a national network of reserves (as shown in Map 4-1, above) in the region of the Ustyurt Desert. The area is a legally established State Natural Sanctuary of national importance, described as 'Regional Zoological Reserve'. It has been created by the Council of Ministers of the Kazakh SSR № 96 dated 13.03.1986, following the Government Resolution № 877 from 27.06.2001, the Government Resolution № 746 from 19.07.2005, and the Government Resolution № 1074 of 10.11.2006. The duration of its protection status is unlimited.
C.1.3 Administration Responsibility and Information
The Protection of this Reserve is assigned directly to the Mangystau Oblast Authority for Protected Areas, in Zhanaozhen, which also manages "Ustyurt" State Reserve, under the Committee of Forestry and Hunting (CFH), an agency administratively subordinated to the Ministry of Agriculture. At present, the CFH does not engage in regular controlling or patrolling the area. Due to lack of funds, there are no specific tourist spots (viewpoints) developed, and no specific signboards or waste collection management is in place. There is hardly any public information (leaflets, brochures) available at Aktau to serve as basic information source for interested visitors.
C.1.4 Biodiversity and other Biological Assets Justifying the Protection
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The pertaining document (‘Eco-Passport’) enumerates as principal justification for the establishment of the Karakije-Karakolsky State Natural Sanctuary the presence of a large number of plant (20) and animal (300) species, of which 4 plant species and 24 animal species are included in the Red Book of Kazakhstan. Most of the rare and endangered animals are large predatory birds and rare shore birds near the Caspian seashore areas. The attached list of rare and endangered species does not explicitly refer to biotas that are restricted to this Reserve.
C.2 Kysylsai State Regional Nature Park
C.2.1 Location, Size and Land-uses The area proposed for Kysylsai State Regional Nature Park (KSRNP), including 72.593 ha of uninhabited land, is located in the Mangystau Rayon of Mangystau Oblast, 125 km eastward of Shetpe village. The area is transected by the national highway A-380 from Beineu to Aktau, between km 540 and km 555. At km 551-555 the road runs through a steep and spectacular landscape, the Manata Mountain Range Pass, which extends to a western escarpment into the Ustyurt Desert. Significant sub-areas of this proposed Reserve are located in the shore zones of the Gulf of Kaydak of the Caspian Sea, including large areas of reed grass-swamplands known as the Karakeshi Bay. Most of KSRNP land that is crossed by the national highway A380 lies in the high plateau terrain of the Ustyurt Desert. Few erosion canyons located in the vicinity of km 514 (see Annex 9, photo 19) are also included in the proposed KSRNP. Due to its remote location and distance to settlements, the entire area has no specific land-uses.
C.2.2 Legal Status and likely Future Management
Since August 2010, the KSRNP received a legal status of a Regional Nature Park (personal communication, Mr. O.Abdievich, Head of Mangystau National Resources Department). The duration of the proposed protection status will be unlimited.
According to these sources of information, the development planning for the next 4 years includes: Allocation of 109 million 185 thousand KZT for infrastructure and management expenditures Information material and various signboards The park will accommodate two open-air museums and a marked footpath net for visitors For management and protection, it is foreseen to employ permanently five security teams and a staff of 65 persons (both at headquarter, and at ranger outposts).
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The managing this reserve is in accord with the following organization chart:
Director
Legal Finance Security Vice Director Department Department Protection of Department Natural Complexes
Material and
Technical
Department
Rangers Services
Construction
and
Marketing, Recreation and
Souvenir
Shop
At this stage it remains unclear if the proposed reserve will equally be included in the national network of reserves in the region of the Ustyurt Desert. The administrative task will be entrusted to a newly established regional governmental agency, to become located in Shetpe.
C.2.3 Biodiversity and Natural Assets Justifying the New Protection Status
One justification for proposing a protective status to this area is based on the argument, that this represents a (coastal and inland) buffer zone53 of local, regional and national importance.
53 In accord with the zoogeographic zoning Atlas of the Kazakh SSR, 1982
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The fauna of the territory combines a large variety of species belonging to different and unique zoogeographic section of this part of Central Asia, including maritime areas, swamp/marshlands and pronounced desert terrains. Landscape-climatic and soil and vegetation characteristics of some habitats (such as the coastal zones of the Gulf of Kaydak, the escarpment (limestone cliffs) along the Manata Mountain Range and some deep erosion trenches in the Ustyurt Plateau are home to a number of rare, unique and endangered fauna and flora. The Map C-1 shows ecological zoning of the KSRNP. Map C-1:
The following table, extracted from the above-mentioned environmental survey conducted by ECOPROJEKT specialists in 2010 provides a summary of the high biodiversity characteristics of this Nature Reserve:
(a) Recorded rare plant species of KSRNP: Tulipa sogdiana; Malacocarpus crithmifolius; Nitraria schoberi; Salsola arbusculiformis; Salsola chiwensis;
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Haloxylon aphyllum; Haloxylon persicum; Crambe edentula; Onosma stamineum; Astragalus ustjurtensis; Zygophyllum turcomanicum. (b) Recorded rare and common animal species (principal groups only) a) Reptiles
Main zones (see Map) Relative Local name Latin name I II III IV V abundance
TURTLES Testudinidae Среднеазиатская чере-Agrionemus horsfieldi + + - + + Cm паха GEKKOS Gekkonidae Сцинковый геккон Terаtoscincus scincus - - - - + Rr Геккончик пискливый Alsophylax pipiens + + - + + Rr Серый геккон Tenuidactyla russowi + + + + + Rr Каспийский геккон Tenuidatylus caspius - - + + + Rr LIZARDS Agamidae Степная агама Agama sanguinolenta + + - + + Cm Такырная круглоголов-Phrynocephalus - + - - - Cm ка helioscopus Быстрая ящурка Eremias velox + + - + + Cm Разноцветная ящурка Eremias arguata + + - - + Cm COLUBRID SNAKES Colubridae Разноцветный полоз Coluber ravergieri + + + + + Rr Четырехполосый по-Elaphe quatuorlineata + + + + + Rr ** лоз** Узорчатый полоз Elaphe dione + + - + + Rr Поперечнополосатый Coluber karelini - - - + + Rr полоз Стрела-змея Psammophis + + - + + Rr lineolatum VIPERS Crotalidae Обыкновенный щито-Agkistrodon halys + + - + + Rr мордник ** Rare species included in Red Book
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Cm Common Rr Rare
b) Rare Birds recorded within the territory of KSRNP
Local name Latin name Stationary or Relative Migratory abundance
HAWKS Accipitridae Обыкновенный осоед Pernis apivorus TM Rr Черный коршун Milvus migrans TM Cm Перепелятник Accipiter nisus TM Rr Европейский тювик A. brevipes TM Rr Зимняк Buteo lagopus WV Ab Обыкновенный курганник B. rufinus BM Cm Обыкновенный канюк B. buteo TM Rr Змееяд** Circaёtus gallicus BM Rr Степной орел** Aquila nipalensis BM Rr Большой подорлик A. clanga TM Ab Могильник** A. heliaca BM Rr Беркут** A. chrysaёtos WV Rr Стервятник** Neophron percnopterus BM Rr FALCONS Falconidae Балобан** Falco cherrug RS Rr Степная пустельга F. naumanni BM Rr Обыкновенная пустельга F. tinnunculus BM Rr PHEASANTS Phasianidae Кеклик Alectoris chukar RS Rr Пустынная куропатка Ammoperdix griseogularis RS Ab Перепел Coturnix coturnix TM Rr RAILS Rallidae Погоныш Porzana porzana TM Ab Малый погоныш P. parva TM Ab Погоныш-крошка P. pusilla TM Ab Коростель С rex crex TM Ab Камышница Gallinnula chloropus TM Ab BUSTARDS Otididae
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Дрофа** Otis tarda TM Ab Джек** Chlamydotis undulata BM Cm STONE CURLEWS Burhinidae Авдотка Burhinus oedicnemus BM Ab PLOVERS, LAPWINGS Charadriidae Малый зуек Charadrius dubius TM Ab Большеклювый зуек Ch. leschenaultii TM Cm Каспийский зуек Ch. asiaticus TM Ab Чибис Vanellus vanellus BM Ab Камнешарка Arenaria interpres TM Cm OYSTERCATCHER Haematopodidae Кулик сорока Haematopus ostralegus TM Rr SANDPIPERS Scolopacidae Поручейник Tringa stagnatilis TM Ab Перевозчик Actitis hypoleucos TM Ab Турухтан Philomachus pugnax TM Ab Чернозобик Calidris alpina TM Rr Бекас Gallinago gallinago TM Ab Дупель G. media TM Ab Вальдшнеп Scolopax rusticola TM Ab Большой кроншнеп NNumenius arquata TM Ab Средний кроншнеп N.phaeopus TM Ab SAND GROUSES Pteroclididae Чернобрюхий рябок** Pterocles orientalis BM Cm Белобрюхий рябок** P. alchata BM Ab Саджа** Syrrhaptes paradoxus BM Rr PIGEONS, DOVES Columbidae Клинтух Columba oenas TM Rr Сизый голубь C. livia RS Rr Обыкновенная горлица Streptopelia turtur BM Rr CUKOOS Cuculidae Обыкновенная кукушка Cuculus canorus TM Cm Глухая кукушка C. saturatus TM Rr OWLS Strigidae Филин** Bubo bubo RS Rr Болотная сова A. flammeus TM Rr
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Домовый сыч Athene noctua RS Cm NIGHTJARS Caprimulgidae Обыкновенный козодой Caprimulgus europaeus BM Rr* SWIFTS Apodidae Черный стриж Apus apus BM Cm Белобрюхий стриж A. melba BM Rr ROLLERS Coraciidae Сизоворонка Coracias garrulus TM Rr KINGFISHER Alcedinidae Обыкновенный зимородок Alcedo atthis TM Rr BEE-EATER Meropidae Золотистая щурка Merops apiaster BM Ab Зеленая щурка M. superciliosus BM Rr HOOPOES Upupidae Удод Upupa epops BM Cm WOODPECKER Picidae Вертишейка Jynx torquilla TM Rr
SWALLOWS Hirindinidae Береговая ласточка Riparia riparia TM Cm Деревенская ласточка Hirundo rustica BM Cm LARKS Alaudidae Хохлатый жаворонок Galerida cristata RS Cm Малый жаворонок Calandrella cinerea BM Cm Серый жаворонок C. rufescens BM Cm Солончаковый жаворонок C. cheleensis RS Rr Степной жаворонок Melanocrypha calandra BM Rr Двупятнистый жаворонок M. bimaculata BM Cm Белокрылый жаворонок M. leucoptera WV Rr Черный жаворонок M. yeltoniensis WV Ab Рогатый жаворонок Eremophila alpestris RS Cm Полевой жаворонок Alauda arvensis BM Rr WAGTAILS Motacillidae Полевой конек Anthus campestris BM Cm Лесной конек A. trivialis TM Rr Желтая трясогузка Motacilla flava TM Cm
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Черноголовая трясогузка M. feldegg BM Rr Желтоголовая трясогузка M. citreola TM Rr Горная трясогузка M. cinerea TM Rr Белая трясогузка M. alba TM Cm SHRIKES Laniidae Туркестанский жулан Lanius phoenicuroides BM Ab Обыкновенный жулан L. collurio TM Cm Чернолобый сорокопут L. minor TM Rr Серый сорокопут L. exibitor RS Cm STARLINGS Sturnidae Обыкновенный скворец Sturnus vulgaris TM Cm Розовый скворец S. roseus BM Rr RAVEN Corvidae Галка Corvus monedula RS Rr Черная ворона C. corone TM Rr Серая ворона C. cornix WV Rr Пустынный ворон C. ruficollis RS Cm Обыкновенный ворон C. corax RS Rr WAXWINGS Bombycillidae Свиристель Bombycilla garrulus TM Rr ACCENTORS Prunellidae Лесная завирушка Prunella modularis TM Ab WARBLERS Sylviidae Широкохвостка Cettia cetti TM Rr Соловьиный сверчок Locustella luscinioides TM Rr Речной сверчок L. fluviatilis TM Rr Камышевка-барсучок Acrocephalus TM Rr schoenobaenus Индийская камышевка A. agricola TM Cm Садовая камышевка A. dumetorum TM Cm Тростниковая камышевка A. scirpaceus TM Rr Дроздовидная камышевка A. arundinaceus BM Ab Зеленая пересмешка Hippolais icterina TM Rr Северная бормотушка H. caligata TM Rr Южная бормотушка H. rama BM Rr Бледная бормотушка H. pallida BM Rr
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Большая бормотушка H. languida BM Cm Ястребиная славка Sylvia nisoria TM Rr Черноголовая славка S. atricapilla TM Rr Садовая славка S. borin TM Rr Серая славка S. communis TM Rr Славка завирушка S. curruca BM Rr Пустынная славка S.nana BM Ab Пеночка-весничка Phylloscopus trochilus TM Rr Пеночка-теньковка Ph. collybitus TM Cm Пеночка-трещетка Ph. sibilatrix TM Rr Зеленая пеночка Ph. trochiloides TM Rr Скотоцерка Scotocerca inquieta BM Rr FLYCATCHER Muscicapidae Мухоловка-пеструшка Ficedula hypoleuca TM Rr Малая мухоловка F. parva TM Rr Серая мухоловка Muscicapa striata TM Rr THRUSH Turdidae Луговой чекан Saxicola rubetra TM Rr Обыкновенная каменка Oenanthe oenanthe TM Cm Каменка плешанка Oenanthe pleschanka BM Rr Испанская каменка Oenanthe hispanica BM Cm Черношейная каменка Oenanthe finschii BM Cm Пустынная каменка Oenanthe deserti BM Cm Каменка плясунья Оеnanthe isabellina BM Ab Зарянка Erithacus rubecula TM Rr Варакушка Luscinia svecica TM Rr Чернозобый дрозд Turdus atrogularis TM Ab Рябинник T. pilaris WV Ab Черный дрозд T. merula TM Rr Белобровик T. iliacus WV Rr Певчий дрозд T. philomelos TM Rr Деряба T. viscivorus TM Rr PARROTBILL Paradoxornithidae Усатая синица Panurus biarmicus RS Ab TITS Remizidae, Paridae
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Обыкновенный ремез Remiz pendulinus TM Rr Бухарская синица Parus bokharensis RS Ab WEAVER FINCH Ploceidae Домовый воробей Passer domesticus RS Rr Индийский воробей P. indicus BM Rr Полевой воробей P. montanus RS Rr Каменный воробей Petronia petronia RS Rr FINCH Fringillidae Зяблик Fringilla coelebs WV Rr Юрок F. montifringilla TM Rr Обыкновенная зеленушка Chloris chloris TM Rr Чиж Spinus spinus TM Rr Горная чечетка Acanthis flavirostris TM Rr Обыкновенная чечевица Carpodacus erythrina TM Cm Обыкновенный дубонос Coccothraustes TM Rr coccothraustes TREE SPARROWS Emberizidae Просянка Emberiza calandra BM Ab Обыкновенная овсянка E. citrinella TM Rr Тростниковая овсянка Е. schoeniclus WV Rr Садовая овсянка E. hortulana TM Rr Черноголовая овсянка E. melanocephala TM Ab Желчная овсянка E. bruniceps BM Cm Подорожник Calcarius lapponicus WV Rr Пуночка Plectrophenax nivalis WV Rr
** Rare species included in Red Book RS nesting and stationary BM nesting and migratory TM transit migrants WV wintering Ab abundant Cm common Rr rare Classification is provided according to E.I Gavrilov, "Fauna and Birds Distribution in Kazakhstan", Almaty, 1999 and Databook on Birds of the Republic of Kazakhstan, Almaty, 2000; and www.birds.kz. c) Common and rare mammals observed in the KSRNP
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Main zones (see Map 4-1)
Local name Latin Name I II III IV V Relative Comments abundance
HEDGEHOGS Erinaceidae Ушастый еж Erinaceus auritus + + - - - Cm Длинноиглый еж E. aethyopicus - - - + + Rr SHREWS Soricidae Малая белозубка Crocidura suaveolens + + - - - Rr BATS Vespertilionidae Белобрюхий Otonycteris hemprichi - - - + - Rr in Red Book стрелоух** of RoK Усатая ночница Myotis mystacinus + + + + + Rr Поздний кожан Eptesicus serotinus + + + + - Cm Пустынный кожан E. bottae + - + + - Rr Двухцветный кожан Vespertilio murinus + + - + + Rr DOGS and FOXES Canidae Волк Canis lupus + + - + + Cm hunted Шакал C. aureus + + - + + Rr hunted Корсак Vulpes corsac + + - + + Rr hunted Лисица V.vulpes + + - + + Cm hunted WEASELS Mustelidae Ласка Mustela nivalis + + - + + Rr Степной хорь Mustela eversmanni + + - + + Cm Перевязка** Vormela peregusna + + - - + Rr in Red Book of RoK FELID CATS Felidae Барханный кот** Felis margarita - - - + + Rr In Red Book of RoK Манул** Felis. manul - - - + - Rr In Red Book of RoK Каракал** Lynx caracal - - + + - Rr In Red Book of RoK BOVIDS Bovidae Джейран** Gazella subguturosa + + - - - Rr In Red Book of RoK Сайга** Saiga tatarica + + - - - Rr In Red Book of RoK Устюрский горный Ovis orientalis + - + + - Rr In Red Book
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баран** of RoK
SQUIRRELS and MARMOTS Sciuridae Малый суслик Spermophilus + + - - - Rr pygmaeus Желтый суслик Sp. fulvus + + - - - Rr JUMPING MICE Dipodidae Малый тушканчик Allactaga elater + + - - - Rr Большой тушканчик A. major + + - + + Rr Plague carrier Тушканчик-прыгун A. sibirica + + - - + Rr Plague carrier Тарбаганчик Pygerethmus pumilio + + - + + Rr Plague carrier Емуранчик Stylodipus telum + + - + + Rr Plague carrier Толстохвостый туш-Pygeretmus platyurus + - - - - Rr канчик Тушканчик Allactaga severtzovi + - - - - Rr Северцова HAMSTERS, VOLES Cricetidae Серый хомячок Cricetulus migratorius + + - - + Cm Damaging crops Общественная Microtus socialis + + - - + Rr Damaging полевка crops Обыкновенная сле-Ellobius talpinus + + - - + Cm Damaging пушонка crops Тамарисковая (гре-Meriones + + - + + Rr Damaging бенчуковая) tamariscinus crop lands песчанка and pasture, plague carrier Краснохвостая пес-Veriones libycus - - - + - Rr Damaging чанка crops Полуденная V.meridianus + + - + + Rr Damaging песчанка crops, plague carrier Большая песчанка Rhombomys opimus + + - + - Cm Plague carrier
MICE, RATS Muridae
Домовая мышь Mus musculus + - - - - Cm Damaging crops Серая крыса Rattus norvegicus + - - - - Rr Damaging crops and plague carrier HARES and RABBITS Leporidae
Заяц-толай Lepus tolai + + - + + Cm hunted
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Cm Common
Rr Rare
C.2.4 Functional Zoning of KSRNP
Based on the inventory and assessment of the natural complexes and resources, ECOPROJEKT specialists undertake a detailed study to subdivide the KSRNP into a number of functional zones. The results of this planning exercise were both a Map (Map C- 2), and a list of permissive vs. forbidden activities in each of the defined zones. Both are presented hereunder:
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Map C-2: Map of Functional Zoning of the KSRNP [Source: ECOPROJEKT Planning Documents, 2010]
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Tab. C-2: Proposed Regulations for the Management of the different Functional Zones of KSRNP [Source: Feasibility Study for KSRNP, ECOPROJEKT, 2010]
Area, Sectio hectar Main tasks Regulations n es
Core Area for Complete Preservation and Protection – 16127 hectares (23.5%)
Forbidden Activities include: Any economic activities impacting (disturbing) natural conditions of natural complexes and objects of state natural- I 8,408 preserved resources, such as: Activities disturbing the natural functioning of the hydrological system (both surface and groundwater) Collection/removal/damage of building remains (or other structures, such as, road signage, pipelines, electricity and other communications lines and objects or public utilities not linked with functioning of natural park; Unauthorized geological surveys and digging of mineral resources, disturbing soil and vegetation, processing of minerals and causing erosion of mountain rocks; haying, stock pasture and other use of vegetation impacting its’ natural presence; harassing, catching and killing animals, disturbing their proper environment and conditions of their habitats; Ecological introduction of new species, (preserved) Center of the park - deliberate increasing of number of local animals, thereby Preservation of exceeding the natural capacities of the local habitat area; natural communities and resources collecting of any natural resources, except for formation of informational collection for special (scientific and authorized) purposes; II 7,719 use of chemical and biological methods against undesired predators, plants and animals' illnesses and for regulation of their number; passing of livestock; any artificial noise and other acoustic impacts exceeding the applicable norms. It is allowed to carry out: scientific researches (after obtaining respective licenses and permits); actions that are aimed to fight against natural fires, (including anti-fire training activities. People can visit this area only with special permitting document (reference given to article 40, of the Kazakh law№ 175-III dated to 07.07.2006), exempted are park staff and state agencies’ representatives responsible for park.
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Area, Sectio hectar Main tasks Regulations n es
Zone of Ecological Stabilization – 19,142 hectares (27.9%)
Formation of basic I 3284 conditions for preservation of most Excluded activities are: all economic and recreational activities; II 5514 valuable natural complexes and Except: supervised (guided) eco-tours and implementation of objects III 8745 measures on rehabilitation of impacted natural resources (e.g. replantation or ecological enhancement efforts) and maintenance of objects of state natural-preservation values. Rehabilitation of V 1599 eroded lands
Zone of Touristic and Recreational Activities – 19,730 hectares (28.8%)
Support observation of preventative objects of the park, Arrangement of tourist and excursion routes. IV 9607 It is allowed to implement supervised touristic and Support of basic recreational activities (except hunting), including conditions for arrangement of touristic routes, camping and preservation of observation places with consideration of recreation key historical and capacity norms. cultural observation spots on the territory of the park
Arrangement of 10 V recreation in 123 nature
Zone of Limited Economic Activities – 13,588 hectares (19.8%)
II 3190 In this zone there will be the location of administrative buildings and premises, museum, information center Carry out etc. III 715 economic activities needed Herein, all activities are permissible that are needed for for functioning of protection and maintenance of the park and providing natural park some (specified) services for visitors. IV 9683 As for local farmers, it will be allowed to use these zones for limited pasture of their stock, farming of trees
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Area, Sectio hectar Main tasks Regulations n es and bushes on limited areas and producing souvenirs.
C.2.5 Management Duties and Responsibilities
The following duties and responsibilities are recommended for managing Kysylsai Nature Park 54 :
1. The Head of the Department of Protection of Natural Resources of Mangystau Oblast has the overall supervision task to monitor and regulate The general and the specific uses of the Park, Manages and oversees the inspection of the Park and its specific ecosystems; Monitors the activities and reports of the Park Rangers, and informs, as applicable, relevant other state and control authorities The decision for specific measures on rehabilitation of natural complexes.
2. Generally, the Rangers, affiliated and employed by the Department of Protection of Natural Resources of Mangystau Oblast shall be responsible for Controlling compliance with regulations, public behavior; Reporting any observation and/or irregularities occurring in the day-to-day operation of the Park Management, as well as extraordinary events (e.g. deliberate trespassing of regulations, fires and other calamities, damage to established information and safety structures, dysfunctions or damages of Park buildings and utilities, functionalities of established parking lots; Execution of authorized measures to protect or enhance the natural resources and ecological functions within the Park, Registration of daily visitors, issuing of visitor tickets Escorting of visitors on routes, Carry out, as necessary, rescue operations for stranded or injured visitors, contact police or emergency services, or escort victims to nearest hospital.
3. The Scientific Section shall be responsible for: issuing licenses for scientific researches and study groups;
54 The discussed duties are large and by based on proposals forwarded in the Feasibility Study (2006) prepared by ECO-PROEKT Consulting.
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carry out the overall /annual planning of ecological enhancement and monitoring programs; organize and moderate workshops on the KSRNP; propagate scientific information in scientific journals and on internet pages. The Section may also execute its own research and investigation programs as they will contribute to the overall knowledge of the Park, and be used as basis for further management planning activities. It needs further be discussed if and to what extent specific research programs might be outsourced to qualified national and international institutions.
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Annex 5: Statistical Socio-Economic and Public Health Data of Mangystau Oblast
Table 5-1: Selected demographic data relating to the Rayons along the Tranche 2 Corridor, year 2011
Number of Population No. of Families families w.low No. of No. of economically active Total with in- house- familie more come, holds s Rayon total officially employe receivin active d g social employ self- un- register member support ed employ employ ed s ed ed jobless
Mangystau 100.1 225.6 36.980 42.352 184 1.165 96.291 13.322 3.865 537 Region 56 69
Aktau City 850 1.522 n.d. 1 1.67 1.652 162 24 24 2.78 6 9
Beineu 21.99 20.012 1.611 1.981 126 51.44 6.969 8.520 31 711 3 1
Mangystau 15.04 14.639 2.641 415 91 31.87 5.156 5.625 0 76 5 5
[Source: Statistical Bureau Mangystau, Aktau, August 2011]
Table 5-2: Average monthly nominal wage (KZT) of employees in the Region (2003-2009)
2003 2004 2005 2006 2007 2008 2009
Entire Republic of Kazakhstan 23 128 28 329 34 060 40 790 52 479 60 805 64 553
Mangystau Region 44 369 53 832 63 959 72 086 82 055 98 743 106 361
[Source: Agency of Statistics of the Republic of Kazakhstan “Regions of Kazakhstan” 2009]
Table 5-3: Average Subsistence Minimum (KZT) per capita in the Region (2003-2009)
2003 2004 2005 2006 2007 2008 2009
Entire Republic of 5 128 5 427 6 014 8 410 9 653 12 364 12 660 Kazakhstan
Mangystau region 6 932 7 174 7 844 10 322 11 823 15 050 15 883
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[Source: Agency of Statistics of the Republic of Kazakhstan “Regions of Kazakhstan” 2009]
Table 5-4: Living Facilities/Housing in the Region (2011)
Housing construct Individu construct Total living Rayon area m² per ed al ed by space, m³ person houses Houses NGOs
Aktau City 617878 11 21.322 n.d. 0
Beineu 415.222 15,98 17.590 n.d. 0
Total Oblast 1.872.188 66,59 80.872 80.872 0
[Source: Statistical Bureau Mangystau, Aktau, August 2011]
Table 5-5: Public Service Structure in the Region (2011)
Consum Public No of Trade Rayon Total er Catering workers facilities Services Services
Mangystau 300 689 222 51 27
Aktau City 24 42 14 0 2
Beineu 583 1.081 349 146 133
Total Oblast 1.471 2.854 983 319 214
[Source: Statistical Bureau Mangystau, Aktau, August 2011]
Table 5-6: Communication Facilities in Mangystau (urban) Households, in %
Appliances Data from 2007 Data from 2008
Fixed phone line 66,2 78,8 Cell phone, with internet connection 41,3 49.9 other cell phone 33,4 40,2 Cable TV 26,2 33,9 Satellite TV 7,5 11,9 Game station 10,1 12,8 PC and Notebook 23,8 47,7 Hand PC 5,0 8,0
[Source: Statistical Bureau, Aktau, April 2010]
Table 5-7: Livestock and other income-generating activities in Mangystau Oblast
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Rayon Animal Husbandry Other
Cattle Horses Sheep Pork Poultry Camels Fisheries Hunting Handicraf t
Mangystau 4.978 22.505 261.998 0 1.512 18.265 0 0 0
Aktau City 0 0 0
Beineu 0 0 0
Total Oblast 12.728 49.561 623.830 338 9.392 47.341 4 2 7
[Source: Statistical Bureau, Aktau, April 2011]
Table 5-8: Infectious Diseases in The Rayons along the Tranche 2 Corridor: Cases recorded in the years 2005-2009 [Source: Sanitary and Epidemiology Control Department, Aktau, April 2010]
Location / Rayon Tuberculosis
2005 2006 2007 2008 2009
Karakiyan Rayon 49 25 39 32 28
Mangystau Rayon 57 44 40 36 28
Aktau city 369 298 281 208 165
Munailinsky Rayon - - 29 72 77
Mangystau Oblast 748 615 612 564 436
Location / Rayon Respiratory Diseases
2005 2006 2007 2008 2009
Karakiyan Rayon 355 305 265 531 561
Mangystau Rayon 294 177 223 374 457
Aktau city 22113 26961 34101 30379 31105
Munailinsky Rayon - - 961 3053 3543
Mangystau Oblast 42300 37810 47102 44627 44892
Location / Rayon Acute Intestinal Infections
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2005 2006 2007 2008 2009
Karakiyan Rayon 22 31 32 38 60
Mangystau Rayon 24 33 20 26 31
Aktau city 444 442 425 361 240
Munailinsky Rayon - - 181 212 178
Mangystau Oblast 722 676 805 787 639
Location / Rayon Measles
2005 2006 2007 2008 2009
Karakiyan Rayon 1 - - - -
Mangystau Rayon 2 - 2 - -
Aktau city 93 19 1 1 -
Munailinsky Rayon -- - 4 - -
Mangystau Oblast 132 23 8 1 -
Location / Rayon Acute Viral Hepatitis
2005 2006 2007 2008 2009
Karakiyan Rayon 7 5 3 1 2
Mangystau Rayon 3 - 1 - 3
Aktau city 77 47 67 40 19
Munailinsky Rayon - 10 40 11
Mangystau Oblast 128 78 104 106 73
Location / Rayon Influenza
2005 2006 2007 2008 2009
Karakiyan Rayon 2 9 - 2 4
Mangystau Rayon 3 3 1 10 11
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Aktau city 312 142 7 70 90
Munailinsky Rayon - - - 23 17
Mangystau Oblast 327 192 10 143 156
Location / Rayon Syphilis
2005 2006 2007 2008 2009
Karakiyan Rayon 1 -- - - -
Mangystau Rayon 0 - - - -
Aktau city 133 112 62 51 60
Munailinsky Rayon - - - - -
Mangystau Oblast 173 130 78 79 83
Location / Rayon Skin Diseases, Rash
2005 2006 2007 2008 2009
Karakiyan Rayon 10 6 4 7 10
Mangystau Rayon 3 - 2 1 -
Aktau city 47 75 53 21 9
Munailinsky Rayon - - 9 21 14
Mangystau Oblast 122 162 133 107 101
Table 5-9: Number of Health Organizations operating in Mangystau Oblast
Hospitals Outpatient polyclinic organizations
2006 2007 2008 2006 2007 2008
33 30 30 51 54 101
[Source: Sanitary and Epidemiology Control Department, Aktau, April 2010]
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Table 5-10: Number of physicians of all specialties in Mangystau
2006 2007 2008
1432 1447 1586
[Source: - ibid - ] Table 5-11: Statistical Data for the past years, on Education Facilities in Mangystau Region Number of Schools and Attendants registered per year
2006 2007 2008 2009 Facility . No of No of No of No of No of No of No of No of schools Students schools Students schools Students schools Students
Primary School 36 8.434 35 8.592 56 11.023 n.a. n.a.
Secondary School 123 2.716 122 2.627 121 2.562 n.a. n.a.
College 14 15.283 13 16.817 16 19.384 n.a. n.a.
Techn. Vocational 22 n.a. 22 n.a. 24 23.615 n.a. n.a.
University 4 14.480 4 10.921 3 9.112 n.a. n.a.
[Source: Statistical Bureau, Aktau, April 2010]
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Annex 6: Outline of the Environmental Baseline Surveys Proposed for this Project
1. Background The proposed Environmental Baseline Surveys are linked to the ADB-financed Road Development Project, (CAREC Program Kazakhstan), Tranche 2 (Aktau-Beineu). By its nature, the first survey is a field parameter monitoring program which focuses primarily and exclusively on the baseline measurement of specific physical and chemical parameters for air/ noise and soil in selected locations in the Kyzylsai Regional Natural Park (KSRNP). The second survey is an Ecological Baseline Study will exclusively investigate the biological and ecological aspects of the KSRNP buffer zone through which the rehabilitated highway A380 will pass through55. The KSRNP has received an upgraded legal protection status which requires special mitigation measures to ensure the best safeguard of the natural resources, and to avoid or offset potential threats and risks that may be associated with both the construction works and the operation of the newly rehabilitated road. The underpinning rationale of this type of survey is to identify the natural resources in the buffer zone, their values and sensitivities in order to prepare for best management options to provide maximum protection to fauna and flora. 2. Institutions Contacted Following their ToR, the Environmental Team assigned to this Project initiated several contacts to qualified national institutions and laboratories to prepare an Environmental Survey for KRNP. The team had several contacts and discussions with experts from national institutes and research laboratories who are familiar and qualified to carry out the planned survey. Among the contacted institutions were: (a) The Ecological Research Laboratory of the Mangystau Department for Protection of Natural Resources in Aktau (b) KAPE Ltd in Aktau, a consulting company qualified in environmental surveys and studies, and (c) KAZECOPROJEKT, a consulting company operating country-wide from its main base in Almaty. On behalf of ABD a final agreement for carrying out the planned study was reached with KAZECOPROJECT, who worked over the past decades nationwide for preparation studies for gazetted nature reserves. This consulting company disposes of its own ecological laboratory56 and had been involved significantly in the establishment of Kysylsai Regional Nature Park. The consulting implemented both an Environmental Baseline Analysis and the Feasibility for the KSRNP, with both studies submitted in 2010. Hence, the experts affiliated with this company are well familiar with the terrain, its sensitivity and significance for biodiversity protection. The laboratory is well familiar and equipped to perform field surveys for monitoring physical and chemical parameter like the ones that are in demand for this project (see below).
55 For location of this zone, reference is made to Annex 4, Map C-1. 56 KAZECOANALYSIS Ltd., Almaty, with branches in several provinces, also in Mangystau Oblast.
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The Environmental Team assisted the contacted institutions to formulate a draft for proposing the Baseline Surveys as applicable.
3. Agreement and Proposed Methodologies
For both Baseline Studies, all procedures for assessing the pre-selected parameters were discussed in technical details with the contacted institutions. Contractual agreements will be implemented through the ADB Country Representative Office.
All procedures (from data collection to analysis and reporting) will be documented in accordance to the specified standards by regulatory framework of the Ministry of Environmental Protection, and the standards applicable to ADB programs.
Prior to the commencement of the work, the contracted institution will provide the Environmental Team the details of the sampling equipment to be used, detection levels adopted and the analytical techniques to be followed.
All contacted laboratories agreed to the proposed schedule, i.e. to commence with the first field tests for the physical-chemical parameters as soon as the Contract has been signed (mid August, 2011).
3.1 Pre-selected Parameters Based on the time limitations, laboratory facilities and budget limitations, the Environmental Team and experts of the contacted laboratories agreed on the following parameters to be tested:
a) Carbon Monoxide CO b) Nitrogen Oxide NO
c) Nitrogen Dioxide NO2 d) Hydrocarbons CH e) Total Suspended Particles (in Air) TSP
f) Sulfur Dioxide SO2 g) Lead concentration in soil Pb h) Noise Levels in 3 pre-selected distanced to Center Line of the Road Special test standards were discussed, as to avoid undesired interferences and ensuring replicability. The laboratory shall obtain, relevant meteorological data from either own measurements or from the nearest meteo-station to the test locations. Parameters to be recorded per test series include, for each location, the information data for air temperature, air pressure, humidity, wind force and direction, rainfall and other events (storm, hail, snow, as applicable).
As for biological/environmental parameters, the following should be included in the offer:
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(i) Ornithological Data (ii) Small mammals (iii) Insects (selected groups) (iv) Botany (v) Geological (basic aspects and formations /surface sedimentology only) As for the biological and geological information, the output shall include occurrence lists of species observed, their biodiversity status, presentation of relevant ecological facts and sensitive habitats. The analysis will result in cartographic elaboration of thematic maps relating to the investigated biological groups and ecological parameters. For each such information a brief analysis will be included relating to potential risks associated with the planned road rehabilitation project. 3.2 Pre-selected Locations For the physical parameters, seven locations have been pre-selected and referenced in accord with the technical drawings, respectively the picket markings to identify the road chainages (km). More specific, the exact sites of measurement in each location were determined.
The pre-selected locations are: (1) At start of the project corridor, East of Aktau town, at the Y-Junction of national road to Zhetibai-Zhanouzen, Chainage km 786,0, right; (2) At the parking lot at km 748 right, bordering the steep slope leading South to Karagiye Reserve ; (3) In the Center of Zhetibay town, km 711, right road side, in front of the urban hospital. (4) Southern starting point of Shetpe bypass, at junction near new Shetpe hospital, chainage km 644, right; (5) About 8 km East of Shetpe, km 632 right,50 m S of railway crossing where the new Shetpe bypass will join the national road; (6) At foothill of Manata Pass, km 554 left, parking place in front of local prayer Monument; (7) At crest of Manata Pass, km 546 left, near parking lot of the only local café. For the biological and geological parameters, the studies will focus exclusively on the buffer zone directly adjacent to the rehabilitation road, within KNRP. The corridor of investigation extends to maximum 1 km on each side of the alignment. The studies shall be carried out in accord with weather conditions and other ecological aspects in Autumn 2012.
3.3 Frequency and Schedule of Measurements
For the physical parameters: The following frequencies of each site measurement shall be as much as possible carried out within the planned day hours, such as:
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For the parameters CO, NO, NO2 and CH, two measurements per same test day shall be carried out within the time window of 7:00 – 9:30 in the morning, and between 15:00 and 17:30 in the afternoon.
For the parameters TSP and SO2 one measurement per location is considered sufficient for the respective test day For the measurement of noise levels, at each test location there will be three measurements on each side of the road, in 5m, 20m and in 50m vertical distance from the road shoulder. As these measurements are to be taken on both sides of the road, each location will receive a set of 6 noise measurements per site. The time of noise meter exposure will be adjusted in relation to the actual noise development (5- 15 min ranges). The schedule of the test program will be coordinated with the progress of the works. As for reference, however, the schedule for the first set of measurement in all locations will commence as soon as the contractual agreement has been finalized. It is therefore anticipated that the first tests will take place in the first half of August, 2011. As for further measurements, the following schedule is foreseen:
in the year 2011: mid August 1 test series
in the year 2012: January 1 test series
June 1 test series
in the year 2013: January 1 test series
June 1 test series
There will be an option for extending the program onto the year 2014, which will require a new contractual agreement and adjustment of the cost estimates for possible price escalations which shall be in line with the national economical price index. For the biological and ecological investigations: It is suggested to choose a period of about 6-8 days (continual) in Autumn 2012.
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Annex 7: Minutes of the Public Consultation Meetings
A. Aktau, First Meeting: Subject and Agenda: Minutes of Public Consultations Regarding “Discussing the Feasibility Study of Reconstruction of Beineu-Aktau Section (km 372-802) of Atyrau-Aktau Higway”
Location, Date, Time: Aktau Akimat Conference Hall, 21 April 2010, Time 04.00 p.m.
Organizing Panel and Agency Representatives: A.B. AYTKULOV - Deputy Akim of Mangystau Region; S.A.ABLALIEV the Head of the Board for External Loans and Concession Projects, Committee for Motor Roads of the Ministry of Transport and Communication of the Republic of Kazakhstan; K.B.SUEBAEV – Director of Motor Roads Department of the Ministry of Transport and Communication of Mangystaus Region of the Republic of Kazakhstan; Manzur REKHMAN - Head of the Mission of Asian Development Bank, Manila; Asem Chakenova - Asian Development Bank, Astana Office; Реter C. DARJES - Asian Development Bank, Manila; Tito NIKOLAS - Asian Development Bank, Manila.
From ADB Consultants’ Team: Olga G. GORPINICH – national consultant on resettlement issues; Svetlana M. SHAKIROVA - national consultant on social issues; Gulnara JUNUSSOVA - national consultant on economic and ecological issues.
From "Kaz SR&DI Dortrans" LLP: L.V.KAN - leader of experts' group of "Kaz SR&DI Dortrans" LLP; Batyr DADAMURZAEV – Deputy Director; Erkebulan TOLUMBAEV – Engineer.
From “Astana Engineering Center”LLP: T.D.NANOSHKINA – Engineering Manager.
In addition: Representatives of public organizations and Aktau residents (see list with signatures of registered participants).
Documentation/Protocols: Minutes and Photos taken by L.Kan and G.Junussova
Secretary of the meeting: Representative of "Kaz SR&DI Dortrans" LLP
Presidium:
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1. A.B. AYTKULOV – Deputy Akim of Mangystau Region; 2. S.A.ABLALIEV - the Head of the Board for External Loans and Concession Projects, Committee for Motor Roads of the Ministry of Transport and Communication of the Republic of Kazakhstan; 3. K.B.SUEBAEV – Director of Motor Roads Department of the Ministry of Transport and Communication of Mangystaus Region of the Republic of Kazakhstan; 4. Manzur REKHMAN - Head of the Mission of Asian Development Bank, Manila; 5. Asem Chakenova - Asian Development Bank, Astana.
Speakers: a) A.B. AYTKULOV - introduced the participants of the Public Consultations and informed the participants about the program of development of the road-transport branch for the period of 2008- 2012, which includes the reconstruction of the highway section. The Akimat hopes that residents of the Region will support the project and there will be mutual understanding and cooperation. b) S.A.ABLALIEV – mentioned significance of this road section, pointed out that this is the only highway link to a Kazakhstan sea port, also noted positive sides in the development of transport infrastructure of the entire region. c) Manzur Rekhman – expressed his gratitude for participation in the public consultations, informed the participants about funding of the project on the account of ADB loans. He noted that this highway will make substantial contribution to the development of the Republic of Kazakhstan. The Asian Development Bank cooperates already with the Republic of Kazakhstan under other project - the transit corridor “Western Europe – Western China”, the ADB, in particular, finances the construction of the road section in Zhambyl Region. MOTC decided to deliver the FS report and to obtain consent of the people who will be subjected to the project’s impact. The purpose of these public consultations is to consider opinions of all the interested parties and to take into account these opinions in the course of further project’s elaboration. We also express our gratitude to the government for its applying to us for funding this project, and we would like to thank MOTC and Akimat of the Region for their invitation to participate in these public consultations. d) L.V.KAN - informed the participants about the FS of the highway reconstruction, purposes and objectives of this project, presented main technical and economic factors regarding the object to be reconstructed, represented the project and all engineering details with use of a slide show.
Questions received from the audience: 1. What is the timeframe and work schedule for reconstruction of Beineu-Aktau section of Atyrau-Aktau highway? Traffic hindrances and traffic jams? 2. What is the established axle load for the selected pavement of the highway? 3. What are the parameters of the highway, in particular, what is the width of the roadway? 4. What are the priority areas for commencement of the construction? 5. Do they take into account the expected increase of traffic volume after the reconstruction of the highway? 6. Do they provide for rest areas for road users at the reconstructed section of the highway?
Public Discussion with Audience: Taking into account all the set issues in the course of the public consultations and the possibility for development of road-transport branch of the economy of the Republic consider as necessary the reconstruction of “Beineu-Aktau” section of “Atyrau-Aktau” highway. All participants welcome the project soon to start. No further objections.
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B. Shetpe Meeting:
Subject and Agenda: Minutes of Public Consultations Regarding “Discussing the Feasibility Study of Reconstruction of Beineu-Aktau Section (km 372-802) of Atyrau-Aktau Higway”
Location, Date, Time: Shetpe Akimat Meeting Hall, 22 April 2010, Time 02.15 p.m.
Organizing Panel and Agency Representatives:
S.A.SARBALIEV - Deputy Akim of Mangystau District (Rayon); S.A.ABLALIEV - the Head of the Board for External Loans and Concession Projects, Committee for Motor Roads of the Ministry of Transport and Communication of the Republic of Kazakhstan; K.B.SUEBAEV - Director of Motor Roads Department of the Ministry of Transport and Communication of Mangystaus Region of the Republic of Kazakhstan; Manzur REKHMAN – Head of the Mission of Asian Development Bank, Manila; Asem Chakenova – Asian Development Bank, Astana; Tito NIKOLAS – Asian Development Bank, Manila.
From ADB Consultants’ Team: Olga G. GORPINICH – national consultant on resettlement issues; Svetlana M. SHAKIROVA – national consultant on social issues; Gulnara JUNUSSOVA – national consultant on economic issues;
From "Kaz SR&DI Dortrans" LLP: Batyr DADAMURZAEV – Deputy Director; Erkebulan TOLUMBAEV – From “Astana Engineering Center”LLP: T.D.NANOSHKINA - Engineering Manager.
Plus representatives of public organizations, residents of Shetpe village and Zhetybay village. (see list with signatures of registered participants).
Documentation/Protocols: Minutes and Photos taken by L.Kan and G.Junussova
Secretary of the meeting: Representative of "Kaz SR&DI Dortrans" LLP
Presidium: 1. S.A.SARBALIEV – Deputy Akim of Mangystau District (rayon); 2. S.A.ABLALIEV the Head of the Board for External Loans and Concession Projects, Committee for Motor Roads of the Ministry of Transport and Communication of the Republic of Kazakhstan;
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3. K.B.SUEBAEV – Director of Motor Roads Department of the Ministry of Transport and Communication of Mangystau Region of the Republic of Kazakhstan; 4. Manzur REKHMAN - Head of the Mission of Asian Development Bank, Manila; 5. Asem Chakenova - Asian Development Bank, Astana Office;
Speakers: K.B.Suebaev opened the meeting - mentioning the significance and benefits of Aktau-Beineu highway and the need for its reconstruction. S.A.SARBALIEV – introduced the participants of the Public Consultations and informed the participants about the program of development of the road-transport branch for the period of 2008- 2012, which includes the reconstruction of the highway section. S.A.ABLALIEV - mentioned significance of this road section, pointed out that this is the only highway to a sea port, also noted positive sides in the development of transport infrastructure of the Region, informed the participants about the work of the MOTC and objectives of this project. Manzur Rekhman – expressed his gratitude for participation in the public consultations, informed the participants about funding of the project on the account of ADB loans. He noted that this highway will make substantial contribution to the development of the Republic of Kazakhstan. The Asian Development Bank cooperates already with the Republic of Kazakhstan under other project – the transit corridor “Western Europe – Western China”, the ADB, in particular, finances the construction of the road section in Zhambul Region. MOTC decided to deliver the FS report and to obtain consent of the people who will be subjected to the project’s impact. The purpose of these public consultations is to consider opinions of all the interested parties and to take into account these opinions in the course of further project’s elaboration. We also express our gratitude to the government for its applying to us for funding this project, and we would like to thank MOTC and Akimat of the Region for their invitation to participate in these public consultations. Erkebulan TOLUMBAEV – informed the participants about the FS of the highway reconstruction technical features, purposes and objectives of this project, presented main technical and economic factors regarding the object to be reconstructed, represented the project with use of a PPT-slide show. K.B.SUEBAEV - explained certain technical details of the highway reconstruction, pointed out the location of the Shetpe village bypass, spoke about construction materials to be used, location of open pits, and the timeframe for implementation of the project.
Questions received from the audience: 1. What/who is ADB? 2. What ecological damage is expected from construction of the highway? 3. How the road construction materials will be delivered to the object? 4. Who personally will be responsible for the works’ performance, quality of the construction and appropriation/control of the financial resources? 5. Will the school at the bypass road remain on the same place? What will protect the school children?
Public Discussion with Audience: Taking into account all issues discussed in the course of the public consultation and the possibility for development of road-transport branch of the economy of the Republic consider as necessary the reconstruction of “Beineu-Aktau” section of “Atyrau-Aktau” highway. All participants welcome the project soon to start. After the clarifications and answering the forwarding questions by members of the Panel, there were no objections.
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C. Aktau, Second Public Consultation Meeting:
Subject and Agenda: Minutes of Public Consultation Regarding “Discussing the Design Project and Environmental Aspects of Implementation of Second Tranche of CAREC Transport Corridor - Beineu- Aktau Road Section (km 632-802)”
Location, Date, Time: Aktau MOTC, Road Department Conference Room, 19 July 2011, Time 03.00 p.m.
Organizing Panel and Agency Representatives: K.B. SUEBAEV – Director of Roads Department of the Ministry of Transport and Communication of Mangystau Oblast of the Republic of Kazakhstan;
From ADB Consultants’ Team: Dr M. MASTALLER - Environmental Specialist, International Consultant of Asian Development Bank G.A. JUNUSSOVA – National Consultant of Asian Development Bank
From “Astana Engineering Center” LLC: T.D.NANOSHKINA – Engineering Manager
In addition: Representatives of public organizations and Aktau residents (the plenum received a list with signatures of registered participants, deposited in the MOTC Director's Office).
Documentation: G.Junussova
Number of Participants (signed on attendance list): 40, plus two consultants from ADB
Display Material: The Engineer displayed 8 Technical Drawings and Maps from the entire road section km 632 – 802. The information shown on the Drawings referred to: - Bypasses in Shetpe and Zhetibay, - Technical detail information of road construction particulars, - Types and quantities of construction materials - Schedules of Works
Presidium: 1. K.B. SUEBAEV – Director of Motor Roads Department of the Ministry of Transport and Communication of Mangystaus Region of the Republic of Kazakhstan; 2. Dr M. MASTALLER - Environmental Specialist, International Consultant of Asian Development Bank 3. G.A. JUNUSSOVA – National Consultant of Asian Development Bank
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4. T.D. NANOSHKINA – Engineering Manager.
Speakers: a) K.B. SUEBAEV – welcomed and introduced the participants of the Public Consultations, referring to the general situation and status of the “Shetpe-Zhetybai-Aktau” section of the “Atyrau- Aktau” motor road; b) T.D. NANOSHKINA – presented detailed design project and all technical details for constructing /rehabilitating the Road Section (km 632-802) of the Beineu-Aktau connection.
Questions received from the audience, and answered by the Engineer:
1. Did the Engineers provide a good solution for animal crossings along the planned road?
ANSWER: yes, the road has for example 5 animal crossings in form of an underpath tube of 2.5 m diameter.
2. Did the Engineers provide a good and safe solution like fences along the entrances to the animal crossings?
ANSWER: yes, there will be high and long fences along the entrance to the tubes, on both sides of the road, to prevent that animals can run up to the road and cause accidents.
3. No other questions were put forward by the participants.
Public Discussion with Audience and General Conclusion:
Taking into account all the set issues in the course of the public consultations and the possibility for development of road-transport branch of the Republic it is generally considered necessary and urgent to reconstruct the “Shepte-Zhetybai- Aktau” section of “Atyrau-Aktau” highway.
End of Meeting: Time 04.20 p.m.
Secretary and Protocol: E. Dzhanissova (Road Department Aktau), with assistance of G.Junussova.
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Annex 8: Environmental Management Plan:
PART A. Mitigation Measures for Identified Potential Impacts
A.1 PRE-CONSTRUCTION (DESIGN) PHASE
Responsibility Costs / Environmental Impact/ Time Budget Mitigation Measures Location Issue Frame Implementati Supervisio on n
A.1.1 Bid documents No bid documents will be prepared without the Aktau, Before bid Detailed MOTC and included in prepared without access to authors having incorporated a (Russian) copy of availability of Design the Project document PMU with or use of the EIA and the mitigation and monitoring plan EMP, which documents at Costs s are Consultant and particularly this EMP in a shall be included in the safeguard clauses of the RC advice from translated version Technical Specifications in the contracts. completed RC MOEP
A.1.2 Poor landscape Consider aesthetical roadside plantations as along bypass at early Detailed MOTC and included in aesthetics due to Design much as environmental conditions (e.g. water sections near design Design RC the Project supply and availability of plants) allow settlements Costs stage Consultant
A.1.3 Site selection for Proper site selection, observing criteria which At selected at early Designer MOTC and included in large construction camps, primarily protect the public general. Observe a camp site design RC the Project near or within existing minimum distance (buffer zone) between camp locations, stage Costs settlements. Impact on site and nearest residential area. Observe local wherever these public health and wind conditions to reduce nuisances. Work are in close sociological setting safety and environmental protection measures vicinity to
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to be specified by the Contractor in a Site settlements Management Plan (CEAP). Planning for independent water and electric supply network and a medical service station at the site.
A.1.4 Planning for Provide for adequate and safe removal of At all locations at early Detailed Local included in structure demolishing and demolished structures in certified dump sites. where utilities design Design Authorities the Project removal of utilities for need to be responsible Costs Plan for timely and fully functional substitution Consultant widening the RoW removed and stage for utilities for any public utility that needs to be removed. substituted Obtain certificates from local authorities.
A.1.5 Road safety issues Planning for safe and adequate pedestrian At bypass at early Detailed MOTC and included in associated with pedestrian crossing facilities, which will be in most cases sections Shetpe design Design RC the Project crossing over passages equipped with ramps and Costs Consultant structures that allow the use of wheelchairs, stage
pushcarts, bicycles and prams. Public Meetings shortly at Aktau (2), Environm. Planning for public awareness meetings before Shetpe, Zhetibay works Budget 2.1 start
A.1.6 Road Accidents with Planning for suitable protective measures, as At 6 pre-selected Before the Detailed Design MOTC and Fence, to livestock animals and/or locations team – MOE, and be included 1. Pre-consult with local people, to identify bid collision risks with wildlife following following field CHF in the spots where mitigation measures are needed crossing the road, consultations document inspection and Project especially causing impacts 2. Plan for animal (under-)passages, sufficiently with local s are stakeholder Costs / on biological resources in dimensioned, taking into account specific shepherds completed consultation, Nature Reserves behavioural aspects to allow safe use by and in Civil Works Along both established along road. different livestock species consultation Nature Reserves with the 3. Plan for strong animal fences along min. 200 Karagije and Environmental m each side of an animal passage Kysylsai (km Department 560-590 and Units in Aktau 4. Provide adequate length and strength of 745-765) animal fences along the two established /planned protected areas
A.1.7 Addressing black Planning for adequate countermeasures to 1. Detailed MOTC / RC Project
127 | Page Draft EIA for MFF CAREC Corridor 2 (Mangystau Oblast Sections), Tranche 2 spots in landscape where contain the occurrence and continuation of such 1. at 6 sites 1. During Design team – Costs / significant littering and spots, by where animal pre-design field inspection Civil Works illegal dumping of waste passages are phase 1. re-designing/removal of roadside bays where 2. Detailed material takes place, e.g. at designed littering and waste dumping occurs Design team in Karagiye Reserve, near km 2. particularly at consultation Environm. 740 and Ashyagar River 2. fencing off the road shoulder to render illegal 2. as above bypass locations with CFH to crossing km 755 dumping of waste material impossible, Budget 1.1, where mature prepare tree especially at sites where deep slopes and 2.2, and, trees will be cut removal and canyons border the road shoulder 3.3, 3.4 replanting 3.and 4. at all 3. increase patrolling at those sites, and in case sites where 3. Traffic Police of trespassing, exert strict law enforcement and illegal dumping penalties; 3+4.conti- 4. Traffic Police Traffic occurs nual Police own 4. the (part-time) installation of video cameras Budget 5. at each rest at those sites may be considered to identify Traffic Police site (bay, cafe) 5. Detailed De- violators along the entire sign Team with Environm. 5. provision of adequate type and number (20) road section 5. before help of ecologi- garbage bins at selected sites along the road. any bridge cal expertise Budget 3.2 building MOTC / RC Project tasks place Costs /
A.1.8 Use of contaminated MOTC in cooperation with the SES of the At locations During the MOTC and MOTC and to be soil: Failure to carry out a Ministry of Health need undertake a selective where roadside detailed SES of Ministry RC included in roadside soil testing roadside soil sampling program (between Aktau material will be design of Health the program to establish and Zhetibay) for potential lead contamination, re-used. stage Project possible lead contamination establish the distance from the pavement edge Selective testing Costs / of material to be re-used. and depth of dangerous concentrations must take place including a treatment plan and map of locations on both sides of Civil Works
and depths. the road, and to specified depths. In case soil tests indicate lead contamination Environm. higher than permissive level, safe excavation Contracted and deposit of spoils need to be arranged. laboratory Budget As applicable, safe ultimate deposits for 1.2 contaminated soils must be arranged.
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A.2 CONSTRUCTION PHASE
Environmental Impact/ Mitigation Measures Location Time Responsibility Costs / Budget Issue Frame Implementati Supervision on
A.2.1 Contractor fails to As specified by law, contractor will be required to Entire contract Prior to the Contractor MOTC and to be retain a ecological expert to employ a licensed expert to prepare the CEAP section for start of the PMU, included in prepare the CEAP and to and obtain all relevant permits. The contractor will which the construction the Environmental implement all mitigation and not be permitted to mobilize workers without an CEAP will be work. Supervision Project monitoring measures as approved CEAP and the appropriate permits in prepared Engineer Costs specified in the EMP place.
A.2.2 Common issues The contractor will be required to employ a - as above - - as above - Contractor MOTC and to be related to operation of camp licensed expert to prepare the CEAP which will PMU, included in sites (environmental, social, address all potential impacts identified in the EIA. the Environmental security, public health, Focal aspects are medical care, insurances, Supervision Project workers safety, sanitary, social welfare, work safety, good housekeeping Engineer Costs and waste concerns) practices, work hours, security, crime prevention, electricity and water supply, waste management, awareness training, grievance relief.
A.2.3 Large water Contractor/sub-Contractors must submit a plan for At all locations Throughout Contractor Local Water to be extraction volumes for type, location and quantity of both drinking and where construction (and all sub- Authorities, included in construction purposes and technical water extraction. The plan needs to be groundwater works. contractors) RE, the camps may lead to conflicts approved and monitored by the responsible extraction is Environmental Project with local water users authorities. Prevent any illegal fishing in local planned Supervision Costs rivers which would involve labourers. Engineer
A.2.4 Contractor The contractors is required to develop a sketch Along any Prior to any Contractor, PMU, to be undertakes excessive, map of the location number and species of trees section of the clearing with advice included in Environmental unauthorized or along the roadside that he intends to cut. Such road were taking place from the the Supervision unnecessary tree removal plan needs to be screened by the Supervision trees are Oblast CHF Engineer Project or causes damages to Consultant and approved by the RE. subject to the
129 | Page Draft EIA for MFF CAREC Corridor 2 (Mangystau Oblast Sections), Tranche 2 ecologically vital vegetation The Contractor must develop a plan for replacing Contractor’s Costs / at construction sites any removed tree or important vegetation, and discretion for Civil engage the CHF in the intended replanting removal Works scheme, describing: species selection, minimum size, number of young trees per cut tree, maintenance for a specified time, replacement of unsuccessful replantation
A.2.5 Sourcing of Materials; Materials may only be excavated in authorized At all Throughout Contractor MOTC and to be Side borrow operations borrow pits. Contractors shall develop a borrow pit rehabilitation the PMU, RE, included in leading possibly to erosion, site management plan to ensure all precautions sections where construction the Environmental landslide and landscape for avoiding environmental impacts. additional period Supervision Project deterioration. Impacts material is While not strictly forbidden, the practice of taking Engineer Costs / associated with stockpiling required from fill material from the side of the road, creating a borrow pits. Civil landscape of craters shall not be acceptable impact zones Works unless complete landscaping and erosion control requiring follows. Any such borrow areas should not special intrude visually on the road, meaning it should be protection out of eyesight from the road with proper site re- include the contouring and replacement of topsoil. hauling roads. Provide adequate fencing to prevent unauthorized access to borrow sites. Provide for proper decommissioning plan for each borrow site.
A.2.6 Public hindrances Provision of a site-specific traffic diversion - as above - Throughout Contractor MOTC and to be due to traffic diversions and management plan, including precautionary the PMU, RE, included in hauling routes measures such as signage, working hours, public construction the Environmental awareness, preparation of emergency plans, and period Supervision Project proper decommissioning of such temporary roads. Engineer Costs / Liaison with local railway authorities and hospitals
A.2.7 Potential Impacts Choose operation site for AMP (as for crushers) At all Throughout Contractor RE, included in associated with the Asphalt at least 2 km away from the next human construction the Environmental the Mixing Plant AMP settlement, and always on leeward side with sites nearby construction Supervision Project respect to prevailing winds. settlements period Engineer
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Costs
A.2.8 Potential Impacts Avoid, all time, contact of bitumen with water and At all Throughout Contractor RE, included in associated with bitumen dust; Bitumen and solvents shall not be spilled on construction the Environmental the works ground, ditches or water courses. If this happens, sites construction Supervision Project spills need to be removed immediately and period Engineer Costs disposed in a safe site that is protected from public access. No waste material shall be burned in connection with hot bitumen. All manual works while handling bitumen require special protective clothing (shoes and gloves). Bitumen works shall not be carried out in winter, rainy or stormy weather conditions. Trucks used for hauling asphalt mixture shall be adequately equipped. Surfacing works should not occupy more than one single traffic lane at a time.
A.2.9 Potential Impacts Avoid concrete works during windy, icy or very hot At all Throughout Contractor RE, included in associated with concrete conditions. Aim at pre-cast solutions. Dust construction the Environmental the works development at site can be managed by suitable sites construction Supervision Project covers (canvas) and/or water spraying. While period Engineer Costs working in streams casting concrete structures utilize cofferdams. Use spray waters for slowly curing and make all precautions to avoid contamination of adjacent surface or groundwater resources. Cover newly cast concrete surface with waterproof sheet material or sand to prevent moisture losses, and accelerate the curing process by using steam or radiant heating. While working with additives (e.g. anti-corrosive mixtures) special care needs to be applied, following the general and specific precaution prescriptions described in the Contractor’s work safety guidelines.
A.2.10 Improper Large volumes of quarry rock, aggregate and Anywhere Throughout Contractor MOTC and to be management of earthworks; sand will be transported and stored to work site. where material the (being PMU / RE, included in transport and storage is excavated construction responsible for the Hauling roads (dirt roads) need regular water Environmental
131 | Page Draft EIA for MFF CAREC Corridor 2 (Mangystau Oblast Sections), Tranche 2 procedures,; impacts spraying to contain dust development. and period local sub- Supervision Project caused by any activity transported contractors) Engineer Costs / 1. Ensuring that the contractor’s fleet of vehicles generating dust and air to/from sites of and diesel generators are properly maintained Civil pollution construction and tuned to prevent excessive TPM pollution; Works inspection reports are submitted to the RE
B.2. Observance and control of specified haul
loads; as and if necessary, upgrade the haul roads into all-weather road; 3. Documentation that the Contractor uses specified fuel for his fleet; 4. Use of dust suppressants (regular watering) 5. Vehicle operators must make provisions to cover trucks, particularly during windy conditions. 5. Truck and excavator operators must strictly observe specified speed limits being 30 km/hr near (100 m) or within settlements. 4. Vehicle idling time must not exceed 2 min. All topsoil needs to be collected, stored in appropriate stacks, protected from wind and rain, and be fully re-used to rehabilitate/revegetate the areas disturbed and as specified by the RE.
A.2.11 Modification of 1. All construction materials in a channel with At the bridge Throughout Contractor MOTC and to be sur-face drainage during flowing water must be removed so as not to site the PMU included in culvert and bridge provide any obstruction. Culvert removal and construction the km 755 replacement and raising of replacement will be done during the dry months. period Project horizontal road alignment B.2. Maximum care is needed to avoid Costs / without repair and degradation of the river, stream shore and to rehabilitation after Civil undertake excessive excavation in the water. construction is finished Works Demolition must be done in a way that prevents large junks of material from falling into the river. Stabilization of disturbed crossing banks must take place as part of the construction work and
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include filter fabric , gabions and preferably bioengineering techniques. .
A.2.12 Inadequate handling Should the tests during the pre-construction Any road Prior to any Contractor and MOTC and see Table of lead-contaminated period indicate contaminated soils at non- shoulders road shoulder SEC of the PMU, 10 of EIA roadside soils permissive concentrations, and these need to be where excavation or Min of Health Environmental excavated, the contractor must treat these soils excavation is clearing as well as Supervision as hazardous materials, seek proper disposal planned in the where there MOEP Engineer, permits and get expert advice on how and where vicinity of is risk of soil to dispose or decontaminate these soils. tested terrain. contamination SES expertise as applicable
A.2.13 Failure to properly The Contractor/Sub-contractor will be required to have At all Throughout Contractor MOTC and to be manage petroleum products the following spill prevention measures in place at all construction construction (and all sub- PMU, RE, included in such as fuel, lubricants and work sites: sites, and works, contractors) the Environmental bitumen, potentially within camps including 1. All fuelling to be done on a concrete surface pro- Supervision Project resulting in spillage and and storage decommissio vided with spill catch tank that can be cleaned and all Engineer Costs / contamination. facilities ning phase. spilled fuel recovered and recycled based on established Civil discussions with fuel supplier. Works B.2. All repair and maintenance work must either be done on a concrete surface with oil spill catch basin or oil catch pans must be provided at all service areas and training provided to all ‘mechanics’. 3. All fuel use areas where spills and leakage is possible, e.g. the generator, must have drip basins installed to pre-vent leakage. All recovered materials must be recycled. 4. A fuelling areas must be equipped with proper fuel nozzles and means for preventing accidental spills. 5. All bitumen handling must not permit any material from leaking to the ground, including transfer areas and any areas where bitumen is transported in drums. 6. Bitumen drums must be stored in a dry covered secure place where no leakage to water or ground is
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possible. Drums must be recycled at least once/yr. 7. Any spills must be cleaned up according to GoK norms and codes within 24 hours of the occurrence, with contaminated soils and water treated according to GoK norms and codes. Records must be handed over without delay to the RE.
A.2.14 Inadequate erosion Contractor will be required to know the subsoil particularly in Throughout Contractor MOTC and to be control and slope stabiliza- materials that are being cut into and excavated sections with the PMU, RE, included in tion potentially causing land and have ready appropriate plans to prevent land steep canyons construction the Environmental slip and chronic erosion at slippage and erosion adjacent to period Supervision Project cuts and water crossings. road At water crossings where structures are to be Engineer Costs / replaced careful replacement and use of gabions Civil and bioengineering methods for rapid revegetation Works and slope stabilization need be considered.
A.2.15 Noise and vibration Contractor shall take all necessary steps to: At all Throughout Contractor MOTC and to be impacts, generated by construction the PMU, RE, included in construction activities, 1.Selection of modern and well-serviced sites, construction the Environmental potentially causing health equipment and plants with reduced noise level especially period Supervision Project impacts and damages to ensured by suitable in-built techniques and those located Engineer Costs / structures appropriate silencing devices; nearby B.2.Confining excessively noisy work and settlements Civil movement of heavy machinery to specified Works daytime working hours (this relates especially to stone crushers. percussion hammers and pneumatic drills); 3. Work hours need observe special restrictions Environm. near residential and sensitive areas; Budget 4. Providing the construction workers with 2.1 suitable hearing protection (ear muffs); 5. Avoid vehicle idling. 6. Timely public announcements of works
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A.2.16 Failure to adhere to Contractors will adhere to standard good house- All work Throughout Contractor MOTC and to be construction related good keeping practices as defined in the contract camps, the (including sub- PMU included in housekeeping practices, Terms & Conditions and Contract Specifications: construction construction contractors) the including solid and sanitary maintenance period 1. Management of construction waste and water Project waste management yards and any Costs / B.2. Equipment lubricants and fuel, including other areas management and collection of waste oils and fuel operated by Civil particularly related to refuelling depots, the contractor Works maintenance areas and diesel generator sets and involved in the project 3. Sewage will require latrines or chemical toilets with complete clean up after the construction is complete. 4. Garbage will be collected and properly disposed, in accordance with GOK norms and codes 5. The contractor shall orient all construction workers in basic sanitation and health care issues, general health and safety matters, and on the specific hazards of their work and will need to certify to that effect at the start of the construction period. 5. Once the site is no longer needed the contractor must fully decommission it, with emphasis on waste removal /clean up of any spills or hazardous materials plus any necessary revegetation.
A.2.17 Loss of cultural or Wherever roadside graves/markers of accident At any During the Contractor PMU, MOTC to be archaeological heritage, victims are along road sections, grave removal gravesites or construction (and sub- and any included in including cemeteries and requires a process of consultation with the local sites that period and contractors) authority the roadside graves/markers of Akim as well as the victim’s family to possibly would indicate ahead of ex- issuing a Project accident victims move the grave to another appropriate site. archaeological cavation at Cultural Costs / /historical any such site Heritage Since all the work is basically in previously items at Expertise Civil disturbed soil the risk of loss of historical or construction Works cultural relics is highly unlikely. However when sites, including widening roads in villages and towns, contractors newly establi- will have to meet with local Akims to consult about shed hauling any possible past relics or foundations of old roads to
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buildings along the road. Any finds must be quarries. reported to the RE, to the Oblast Cultural Heritage
Department and all construction work stopped until authorities have issued clearance to go on. Prior to earth moving in these areas
A.3 OPERATION PERIOD
Environmental Impact/ Mitigation Measures Location Time Responsibility Costs / Budget Issue Frame Implementati Supervision on
A.3.1 Concerns related to Recommended actions include: Appropriate road Emergency at the start of RC, in MOTC and partly in general traffic safety signage, traffic monitoring and control, human phone posts operations collaboration Traffic Police Env. capacity development, review of the driving license at identified with local Budget issuing system and a wise application of penalties black spots Traffic police seem to be the most likely responses. The where and local 2.1. installation of an early warning electronic and radio regular road medical system in case of bad road conditions ahead may accidents services also considerably contribute to improve the road occur. safety. 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 contacting to a nearby police station.
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A.3.2 Increased risk of To manage these problems the operator will In every at the start of RC, in MOTC and partly in pedestrian accidents within enforce speed limits through increased ‘radar’ village operations, collaboration MOE Env. settlement areas due to surveillance, better and more frequent signage and crossed and at defined with local Budget improved roads, faster increased speeding fines. In villages at crossing bypass schedule Traffic police speeds and greater traffic the owner will improve the signage and include section (e.g. and 2.1. volume amber lights were possible. As many town Shetpe) Environmental bypasses as possible are planned and should Agencies reduce project generated traffic through towns and villages.
A.3.3 Inadequate Adequate signage and awareness measures Where t.b.d. RC, in MOTC MOTC management of traffic- forwarded by Traffic Police, to improve the flow of applicable collaboration generated air pollution traffic, reduce deceleration- acceleration cycles and required, with and idling periods, all measures that will lead to the nearby Environmental Environm.
overall reduction in the emission levels, despite the human Agencies Budget predicted increase in the overall traffic volume. settlements 2.1 Consider air pollution test program.
A.3.4 Traffic-related noise Identify feasible and effective measures to enforce Where t.b.d. RC, in MOTC MOTC development, affecting suggested speed limits. applicable collaboration nearby human settlements. and required with Within settlement areas, where soil and soil Environmental Environm. humidity conditions would allow, consider the Agencies establishment of natural noise barriers (hedges), Budget based on a specific monitoring program 2.1
A.3.5 Increased risk of Although the risk is extremely small since most in Shetpe and Within the Road MOTC and MOTC hazardous material spills such materials are transported by rail, the road Atkau, at first year of Operator, MOE due to increased traffic operator will: defined Road the road Traffic Police volume and provision of Inspection being in 1. Insure that all trucks carrying hazardous larger capacity bridges and Sites or operation materials are marked according to GoK norms stronger road surfaces, Checkpoints inviting large trucks to use 2. Enforce traffic controls the road. 3. Set speed limits for trucks carrying hazardous
material to max. 85kph or according the GoK
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norms and codes. 4. Restrict all truck carrying hazardous material from passage through towns and villages where
bypasses exist; MOTC to 5. Assist Mangystau Oblast to prepare a rapid spill arrange for response and clean up protocol so that in the event District of a spill the appropriate people and equipment are Contingency quickly notified and action can be taken. Environm. Plan Budget 3.1
A.3.6 Potential spread of Commendable actions to curtail such impacts are: in Beineu and Continual SES, Traffic SES SES own STDs and human trafficking 1. Public awareness campaigns to address risks Atkau activity, as Police budget associated with girl trafficking and spread of required by Environm. sexually communicable diseases; records of incidences Budget 2. Increased controls on highway sections where 2.1 girl traffickers are reported to operate
3. Seeking assistance of locally operating NGOs.
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Environmental Management Plan
PART B: Environmental Monitoring
B.1 PRE-CONSTRUCTION (DESIGN) PERIOD Executing Reporting Monitoring Aspect Monitoring Activity / Details / Outputs Timing Unit Responsibility B.1.1 No provision for translation of Confirm that Kazakh/Russian version of EIA and EMP are with During Detailed MOTC/ RC MOTC EIA and related documents for use the Oblast Inspectors Design Period, at by Oblast Inspectors, and for use in the time of Confirm that bid documents contain environmental clauses Bid documents ( at least this EMP) preparing the bid tailored to the project conditions as well as a copy of the documents precautionary measures outlined in this EMP
B.1.2 Failure of designers to include Confirm by reviewing design documents and discussion with During Detailed Detailed MOTC design measures that will prevent design team that Design Period, at Design later impacts such as: livestock the time of Team under 1. livestock crossings in Section 3 have been addressed crossing management, poor traffic preparing the bid the management and excessive tree B.2. a plan to protect roadside trees as much as possible has documents direction of removal been prepared; MOTC/ RC 3.There is step-by-step protocol for traffic management during construction ( as opposed to ad hoc, hap hazard existing system); and 4. an environmentally friendly bridge and culvert replacement guide has been prepared
B.1.3 Roadside soil testing program Monitor / verify the testing program for selected soil samples, During Detailed Specialist MOTC and to identify potential levels of lead focusing on the section between Aktau and Zhetibay, together Design Period Laboratory SES of MOH contamination with the SES. contracted
by Project
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B.1.4 Lack of capacity to understand Collect and review written material and expertises indicating that During Detailed Environ- MOTC and implement environmental MOTC has provided instructions for the contractors to use all Design Period, at mental mitigation measures, in particular the information available in and from the EIA. the time of Supervision compliance monitoring procedure contract awards Prepare environmental compliance forms together with Engineer Contractors and Sub-Contractors to secure acceptance MOTC/ RC
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B.2 CONSTRUCTION PERIOD Executing Reporting Monitoring Aspect Monitoring Activity / Details / Outputs Timing Unit Responsibility B.2.1 Availability of ecological Confirm ecological expertise is with contractor at start of At time of each PMU MOTC expertise to prepare the CEAP and construction period: check CV and license certificate(s). contractor to implement all mitigation and appointment Discuss with contractors/sub-contractors the management monitoring measures with contractor implications of all measures included in EMP.
B.2.2 Lack of good housekeeping Using agreed monitoring checklists, confirm that the items as Throughout PMU PMU and practices at both camp sites and listed in the CEAP and in the Technical Specifications are fully construction MOTC work sites, including solid and sanitary implemented. period, monthly waste management
B.2.3 Tree removal program Inspection of cutting plan and confirmation of consultation with Throughout the PMU Monitor PMU and damaging the old trees and shelter CFH, then review and record re-planting/revegetation efforts. construction with the CFH MOTC belt plantings along roadsides kept to period, spot of the Oblast a absolute minimum. checks and Rayon were cutting is foreseen
B.2.4 Earthworks and material Using a checklist confirm the following: PMU handling processes, including 1. haul road upgraded so it becomes an all weather road; aggregate sites, haul roads to Start of quarries or processing sites; B.B.2. speed limit of 30 KMP within 500m of any village and the Construction period and use of chemical dust suppressants at least on road for 500m on PMU and thereafter either side of a village is enforced. The same approach is to be MOTC taken if the other site is used. monthly until use of roads/sites is 3. Aggregate sites are operating legally and contractors have finished. marked the boundaries, work within them, and fully rehabilitate and stabilize the site as part of decommissioning.
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B.2.5 Side borrow operations Undertake inspections to determine the type of borrow Throughout the PMU PMU and potentially causing erosion, landslide operations the contractor is applying and ensure that roadside construction MOTC and destruction of landscape borrowing is not taking place and is always out of the visual field period and from the road. monthly
B.2.6 Earthworks - transport and Undertake, as part of the construction inspection, regular Every day, PMU PMU and storage; managing of dust, noise, confirmation that earthworks are handled in an environmentally throughout the MOTC drainage during haulage of materials acceptable manner and dust control is undertaken at all time, construction including the use of tarpaulins by trucks hauling fine materials, period as well as watering along the haul road sections passing
near/thru villages, and that a speed limit of 30 km/hr is strictly enforced. Haulage through roadside villages and settlements must be restricted between 07:30 and 17:30..
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Executing Reporting Monitoring Aspect Monitoring Activity / Details / Outputs Timing Unit Responsibility B.2.7 Erosion control and slope Undertake regular inspection to confirm that slope stabilization Every day, PMU PMU and stabilization to prevent landslip and and standard erosion protection method are being used by the throughout the MOTC chronic erosion at cuts and water contractor for all work where there is clearing of topsoil, cutting construction crossings is being applied. and filling. period
B.2.8 Excavation and disposal of The excavation of roadside soils between Aktau and Zhetibay At every PMU PMU and roadside lead-contaminated soils needs to be matched with reasonable proof at selected sample excavation MOTC (see also 1.3) spots that the materials are not significantly contaminated with activity lead; if contamination exists, verify proper handling, treatment and ultimate disposal of such material
B.2.9 Potential bitumen/asphalt and Confirm that sighting specification for both asphalt and concrete Throughout PMU PMU and concrete production spills and plants are according to norms and codes but also that are at construction MOTC pollution. least as far away from settlement areas as defined in the period and mitigation table. monthly Bitumen storage and handling is done without spillage
B.2.10 Management of petroleum Using the monitoring checklist the 8 specific spill and Quarterly PMU PMU and products such as fuel, lubricants contamination prevention measures listed in item B.B.2.13 of inspections, MOTC and bitumen, without spills and the Mitigation table will be assessed and reported on. unannounced contamination being practiced by Unannounced (spot) inspections at all work sites, work camps. contractor and all subcontractors. diesel generators, technical workshops, maintenance yards and fuel storage facilities Any non-compliance will be rectified immediately
B.2.11 Potential deficiencies of The PMU will inspect and verify that adequate consideration 5X during the PMU PMU and surface drainage at construction and drainage works and protection have been provided: construction MOTC areas specifically that the 3 mitigation measures defined in B.B.2.9 of period, and 2X the mitigation table are fully implemented in a timely manner. during each rainy season
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Executing Reporting Monitoring Aspect Monitoring Activity / Details / Outputs Timing Unit Responsibility B.2.12 Construction-related air Using a monitoring checklist confirm that the six mitigation Ongoing PMU PMU and pollution actions defined in B.B.2.9 of the Mitigation Table are being throughout the MOTC implemented project as part of the construction inspection
B.2.13 Damage or loss of cultural Confirm that all roadside graves (based on an inventory of sites) Continual checks PMU, PMU and or archaeological heritage, including are dealt with in a dignified and legal manner including viewing each time a new working close MOTC cemeteries and roadside records of consultation with Akims and with family members and construction with local graves/markers of accident victims. reviewing the process being taken for check the possible section starts authorities presence of cultural relics.
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B.3 OPERATING PERIOD Executing Reporting Monitoring Aspect Monitoring Activity / Details / Outputs Timing Unit Responsibili ty B.3.1 Post construction operational The owner of the road shall organize and undertake a No more than 13 MOTC, and MOTC and audit, 1-year after road completion complete environmental audit of the project. This audit is to be months after the MOEP Oblast-level undertaken by the Oblast-level DOEP. Findings must be operating period Department reported within 15 days of completion of the field inspection has fully started. of Env. and actions to repair any non-compliance conditions started Inspection within 5 days of notification by the Inspection Department. All Unit. actions must be completed within 30 days.
B.3.2 Management of traffic- As traffic growth is projected to reach 7%/year, a site-specific Monitoring MOTC in MOTC monitoring at roadside settlements will be required. 1X/year for two cooperation generated air pollution Parameters to be monitored are in line with the norms and continuous 24 with codes of the national environmental legislation. hour period KAZHYDRO- Environm. during the non- MET or other Monitoring Report. winter season at approved Budget 1.2 t.b.d. sites agency
B.3.3 Management of traffic- Noise impacts are expected to marginally affect human Monitoring will MOTC in MOTC settlements due to the remoteness. Near or at settlements take place cooperation generated noise (bypasses) noise levels need to be tested to confirm or modify 1X/year during with Ministry the measures taken. peak traffic of Health’s Environm. periods over two Sanitary and Parameters to be monitored are in line with the norms and 24 hour monito- Epidemiologi Budget 1.2 codes of the national environmental legislation. ring periods at cal Service Monitoring Report. t.b.d. sites
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B.3.4 Risk of road accidents with Report on the effectiveness of proposed measures for Undertake annual MOTC MOTC pedestrians and domestic animals pedestrian and animal crossing structures, and make further safety check and working with due to improved roads, faster speeds recommendations to improve road safety with respect to these review statistics Oblast and and greater traffic volume. aspects. Modify, as applicable, speed limit signage, of pedestrian- Rayon level Environm. pedestrian use zones, and provide more cross walk lighting. vehicle accidents authorities Budget 3.1 and address Reconsider, as necessary, strengthening and extension of areas where animal fences along road. Accident Monitoring Report. problems occur Executing Reporting Monitoring Aspect Monitoring Activity / Details / Outputs Timing Unit Responsibili ty B.3.5 Risk of hazardous materials Elaboration of a contingency plan in case of major after one year of MOTC MOTC spills due to increased traffic volume emergencies, and plan responsibilities for different scenarios. operation working with
Oblast and Rayon level Environm. authorities Budget 1.2
Abbreviations used in the EMP: CEAP - Construction Environmental Action Plan CFH - Committee for Forestry and Hunting, under the Ministry of Agriculture GoK - Government of Kazakhstan MOEP - Ministry of Environmental Protection MOTC - Ministry of Transport and Communication PMU - Projects Management Unit, Team of consultants working closely with the Implementing Agency, the Mangystau Road Committee (RC) RC - (Mangystau) Road Committee, under the MOTC RE - Resident Engineer SES - Sanitary and Epidemiological Services, under the Ministry of Health
t.b.d. - to be determined
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Annex 9: Survey Photos along Road Alignment Tranche 2
Photo 1: End of Tranche 2, outside the city Photo 2: Existing bridge over the Ashyagar Creek of Aktau, km 802 Km 755
Photo 3: Depression of Karagiye, view of the central area of the Karagiye-Karakol Reserve adjacent to Hwy A380. Note the widespread littering with tires.
Photo 4: Depression of Karagyie, view from East, Ch km 760
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Photo 5: Oil Exploration Field SAR, East of Zhetibay Photo 6: Railway level crossing N of Zhetibay km 720, where the new bypass will be located km 718, where the new 9 km bypass will start
Photo 7: Existing highway condition, passing through Photo 8: Undulating steppe through Mangyshlak Mangyshlak Desert, km 645, South of Shetpe Desert, km 650; crossing of large livestock herds over the road pose high accident risks.
Photo 9: Alignment location for Shetpe Bypass, Photo 10: Alignment location for Shetpe Bypass, km 637 km 632-640
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Photo 11: Primary School at Kosbulak Village km Photo 12: Quarry near Kosbulak Village km 644, 640, adjacent to bypass alignment Shetpe. The plans one of the major sources for construction material for foresee the relocation of the school the road, located close to the alignment
Photo 13: Eastern start point of Shetpe Bypass, km Photo 14: Approach from West to Manata Mountain 642 Range, km 565
Photo 15: Start ascent to Manata pass. Monument Photo 16: Limestone cliffs, forming the core of the used for local worships, km 555. proposed Kysylsai Reserve, km 556
Photo 17: Manata pass; this steep passage at km 555-560 is the most accident-prone part of the A380. Photo 18: Manata pass, Kysylsai Park, km 530; Note that almost all vegetation near road shoulder steep passage with almost no road shoulder, slope has died due to regular application of salt during erosion and insufficient rail guards along both sides winter. of the road.
Photo 19: The vast Ustyurt-Plateau is transected at Photo 20: Zhetibay, Public Consultation Meeting, few locations (km 515) by deep erosion canyons. 11 June 2010 These canyons are biodiversity hotspots as there is sufficient humidity to support bushy vegetation.
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Photo 21: Public consultations in Aktau city 20-4-10 Photo 22: Public Consultation in Shetpe 21-4-10
[Photos: Michael Mastaller, Gulnara Junussova and Asem Chakanova]
Annex 10: Baseline Monitoring of Physico-Chemical Parameters
REPORT ON ENVIRONMENTAL BASELINE STUDY ALONG THE ROAD SECTION OF AKTAU-BEINEU MOTORROAD (2ND TRANCHE)
by
Director «Kazecoanaliz» LLC Z.M. Zhaparova
Project (Study) Manager B.B. Ernazarov
Almaty, October 2011
FILED SURVEY EXPERT TEAM:
«Kazecoproect» LLC
Main Specialist A.A. Belousov Leading Specialist O.B. Gordienko
«Kazecoanaliz» LLC
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Vice-Head of the Laboratory N.I. Razuvaeva Main Specialist, Candidate of Chemical Science A.M. Zagorev Senior Specialist E. N. Belozerova Senior Specialist М. А. Mazhinova Specialist G. L. Toimbetova Technical Engineer А. К. Adenov
Introduction and Background
This Environmental Baseline Study of selected locations along the Aktau Beineu motor road (2nd tranche) was based on a contract signed between Asian Development Bank and Kazecoanaliz LLC. The samples of air, soil and noise (near the settlements) were taken by a team of experts commissioned by Kazecoanaliz LLC and analyzed in their laboratory. The results of the noise measurements were mathematically processed with the help of the “Ecolog-Shum” Computer Program.
The following map indicates the location of sampling sites Nr. 1 to 7 Map along the Aktau- Beineu Road:
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Testing of Air Quality Parameter
The air sampling tests of the project area included identification of the concentrations of following pollutants’ average concentrations of carbon monoxide (СО), nitrogen oxide (NO),
nitrogen dioxide (NO2), hydrocarbons (СН),
sulfur dioxide (SO2), suspended particles. All samples were taken in the lower layer of the atmosphere. Two samples were considered for measurement of concentrations of СО, NO, NO2 and СН. One sample was used for measurement of concentrations of SO2 and suspended substances. Results obtained were noted as average, and were transformed in MAC (Maximum Allowed Concentrations) units by means of dividing of these concentrations by maximum allowed См concentrations of each component MACмр( ). MACмр Concentrations of pollutants in the air then were compared with the limits according to the Maximum Allowed Concentrations (MAC, mg/m3) in air specified by current state health standards for human settlements [SS 2.1.6.695-98 RoK 3.02.036.99]. The results on air quality monitoring tests are provided in the following table:
Table 1.1 – Test results for potential pollutants concentration in the air
Presence of Actual MAC concentrations concentration, at stan exceeding MAC, Conclusion on Location of Potential time window dard, repetition factor environmental testing site Pollutant mg/ situation 7:00- 15:00- m3 7:00- 15:00- 9:30 17:30 9:30 17:30 1 2 3 4 5 6 7 8 No concentrations СО 0,9 1,4 5 0,18 0,28 exceeded MAC standard
Site №1. No concentrations near km 786 of NO 0,002 0,013 0,4 0,01 0,03 exceeded MAC Beineu-Shepte- standard Zhetibai-Aktau No concentrations motor road 0,08 NO 0,017 0,010 0,2 0,1 exceeded MAC 2 5 standard
CH 15,6 14 50 0,3 0,3 No concentrations exceeded MAC
standard No concentrations SO2 0,005 0,5 0,01 exceeded MAC standard
suspended No concentrations 0,03 0,5 0,06 substances exceeded MAC standard No concentrations СО 0,8 0,9 5 0,16 0,18 exceeded MAC standard
No concentrations NO 0,014 0,013 0,4 0,04 0,03 exceeded MAC standard No concentrations 0,08 Site №2. 0,025 0,022 0,3 0,3 exceeded MAC NO2 5 in the area of standard Karagie depression, No concentrations CH 17 15,6 50 0,3 0,3 exceeded MAC road km 748 standard No concentrations 0,007 0,5 0,01 exceeded MAC SO2 standard
suspended No concentrations 0,04 0,5 0,08 substances exceeded MAC standard No concentrations СО 0,8 0,9 5 0,16 0,18 exceeded MAC standard
No concentrations NO 0,006 0,022 0,4 0,02 0,06 exceeded MAC standard No concentrations Site №3. 0,08 NO 0,014 0,018 0,2 0,2 exceeded MAC Zhetibai 2 5 settlement, near standard the hospital located along No concentrations CH 23,1 12,7 50 0,5 0,3 the central exceeded MAC street standard No concentrations SO2 0,006 0,5 0,01 exceeded MAC standard
suspended No concentrations 0,03 0,5 0,06 substances exceeded MAC standard No concentrations СО 1,1 0,9 5 0,22 0,18 exceeded MAC Site №4. standard road km 644 (near Shetpe No concentrations settlement) NO 0,011 0,015 0,4 0,03 0,04 exceeded MAC standard
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No concentrations 0,08 NO 0,017 0,016 0,2 0,2 exceeded MAC 2 5 standard
No concentrations CH 22,3 18,4 50 0,4 0,4 exceeded MAC standard No concentrations SO2 0,002 0,5 0,004 exceeded MAC standard
suspended No concentrations 0,06 0,5 0,12 substances exceeded MAC standard No concentrations СО 0,8 0,9 5 0,16 0,18 exceeded MAC standard
No concentrations NO 0,017 0,005 0,4 0,04 0,01 exceeded MAC standard No concentrations 0,08 NO 0,013 0,019 0,2 0,2 exceeded MAC Site №5. 2 5 between road standard km 633 and km 632 near the No concentrations CH 20,4 18,8 50 0,4 0,4 railway crossing exceeded MAC standard No concentrations SO2 0,007 0,5 0,01 exceeded MAC standard
suspended No concentrations 0,03 0,5 0,06 substances exceeded MAC standard No concentrations СО 0,8 0,9 5 0,16 0,18 exceeded MAC standard
No concentrations NO 0,016 0,003 0,4 0,03 0,01 exceeded MAC standard Site №6. No concentrations 0,08 in the area of NO 0,014 0,001 0,2 0,01 exceeded MAC 2 5 road km 555, standard before the elevation of No concentrations Manata pass, CH 11 11 50 0,2 0,2 exceeded MAC near the Manat- standard Ata monument No concentrations SO2 0,004 0,5 0,01 exceeded MAC standard
suspended No concentrations 0,03 0,5 0,06 substances exceeded MAC standard
No concentrations СО 0,7 1,0 5 0,14 0,2 exceeded MAC standard
No concentrations NO 0,016 0,008 0,4 0,04 0,02 exceeded MAC standard No concentrations 0,08 Site №7. NO 0,011 0,011 0,1 0,1 exceeded MAC 2 5 in the area of standard road km 550- 545 near café No concentrations on the elevation CH 10,7 12,1 50 0,2 0,2 exceeded MAC of the pass standard No concentrations SO2 0,004 0,5 0,01 exceeded MAC standard
suspended No concentrations 0,03 0,5 0,06 substances exceeded MAC standard
Findings:
The measured concentrations of all considered parameters did nowhere exceed the maximum allowed concentrations, that corresponds with Sanitary-Epidemiological Requirements to the Air Quality approved by the decree № 629 of the Minister of Health of RoK, dated August 18, 2004. a) Carbon monoxide (CO) concentrations have been observed in the range of 0,7-1,4 mg /m3, while the average values in the entire area ranged between 0,8-0,9 mg/m3. It is noted that in all locations the CO concentrations were elevated during the afternoon hours (see diagram 1.1).
MAC 5,0 MAC 5,0
07:00-09:30 15:00-17:30
b) Nitrogen Oxide (NO): Concentrations of nitrogen oxide (NO) were in the range from 0,002 to 0,022 mg/m3, the sensibility of identification was 0,0004 mg/m3. Maximum concentration of NO equal to 0,022 mg/m3 was fixed in the 3rd testing site (Zhetibai
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settlement, near the hospital located along the central street). However, the obtained values did not exceed the established MAC standard for nitrogen oxide (0,4 mg/m3). The sensitivity for these tests was ± 0,01 mg/m3.
MAC 0.4 MAC 0.4
07:00-09:30 15:00-17:30
c) Nitrogen Dioxide (NO2): Concentrations of nitrogen dioxide (were in the range from 0,0020,001 to 0,025 mg/m3. Average concentration of nitrogen dioxide in the area was 0,014-0,016 mg/m3. Maximum concentration was observed in the testing site No.2 (Karagie depression area, road km 748). Also this value did not exceed the standard MAC limits of 0,085 mg/m3).
MAC 0,085 MAC 0,085
07:00-09:30. 15:00-17:30.
3 d) Concentrations of Hydrocarbons (СуНх) in the air varied from 11,0 to 23,1 mg/m , the average concentration is 0,0013 mg/m3. Maximum concentration was observed in location No 3 testing location (Zhetibai settlement, near the hospital located along the central street) (diagram 1.4).
07:00-09:30. 15:00-17:30.
3 e) Concentrations of Sulfur Dioxide (SO2) in the air varied from 0,002 to 0,007 mg/m , the average concentration was 0,005 mg/m3. Maximum concentration was observed in test location No 5 (between road km 633 and 632 near railway crossing). Measurement sensitiveness was 0,0004 mg/m3.
MAC 0,5
07:00-09:30.
f) Concentrations of suspended substances in the air varied from 0,03 to 0,06 mg/m3, the average concentration is 0,03 mg/m3. Maximum concentration was observed in the 4th test site (road km 644, near Shetpe settlement).
07:00-09:30.
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Conclusion The obtained results of air sampling allow the conclusion that no pollutants concentrations exceeding MAC standards were discovered within the tested sites in the project area of Aktau-Beineu road. The air quality along the whole road corridor fully correspond with the ruling sanitary norms of the Republic of Kazakhstan (Sanitary-Epidemiological Requirements to the Air Quality approved by the decree № 629 of the Minister of Health of RoK, dated August 18, 2004). Accordingly, no environmental countermeasures are required (i) as long as the traffic volume does not increase substantially, and (ii) the proposed bypasses through uninhabited terrain around the two settlements (Shetpe and Zhetibai) are implemented.
Measurements of the acoustic conditions along the Aktau-Beineu motor road
Punctual noise measurements were carried out to identify the current levels of noise development in the project area of Aktau-Beineu road (2nd tranche). The measurements were implemented according to the requirements of GOST 20444-85 «Noise. Transport Traffic. Method of Noise Characteristic Measurement Using Methodology of Inventory Survey of Harmful Physical Impact on Air and Its Sources, approved by the decree № 229-p of MEP RoK, dated July 18, 2007. The used noise level meter was Testo 816 (№ 308518031, in accord with the checking certificate № ВА1г-05-4279, and dated 01.09.2011). The results of noise measurements provided in tables 1.2.1-1.2.4 were compared with requirements of national standards, as specified in the SNiP 23-03-2003 / Noise Protection.
Table 1.2.1 – Standards of noise level for territories adjacent to the settling areas
Level of noise pressure L in dB, in octave band frequency with average compound Maximum of Sensitive territories frequency in Hz sound level LAмакс, dB 63 125 250 500 1000 2000 4000 8000
Territories adjacent to the residential housing, recreation 90 75 66 59 54 50 47 45 70 buildings and hospitals
Table 1.2.2 – Results of noise level measurements in testing site 3 (near the hospital located along the central street, Zhetibai)
Level of noise pressure L in dB, in octave band Maximum Time of frequency with average compound frequency in Hz of sound Location measurement level L , dB 63 125 250 500 1000 2000 4000 8000 Aмакс
At the distance of 5 07:30 m from the 49,7 52,6 55,5 57,9 59,5 57,8 54,9 49,5 63,9 road at the 15:35 left side
At the 07:35 49,5 52,4 55,3 57,7 59,3 57,6 54,7 49,3 63,7
distance of 20 15:40 m from the road at the left side
At the distance of 5 07:42 m from the 53,7 56,6 59,1 61,9 63,5 61,8 58,9 53,5 67,9 road at the 15:50 rigth side
At the distance of 20 07:47 m from the 48,1 51 53,9 56,3 57,9 56,2 53,3 47,9 62,3 road at the 15:55 rigth side
Table 1.2.3 – Results of noise level measurements in testing site 4 (near Shetpe settlement)
Level of noise pressure L in dB, in octave band Maximum Time of frequency with average compound frequency in Hz of sound Location measurement level L , dB 63 125 250 500 1000 2000 4000 8000 Aмакс
At the distance of 5 m from 9:05 53,6 56,5 59,4 61,8 63,4 61,7 58,8 53,4 67,8 the road at the 15:15 left side
At the distance of 20 m from 9:10 49,4 52,3 55,2 57,6 59,2 57,5 54,6 49,2 63,6 the road at the 15:20 left side
At the distance of 5 m from 08:50 52,6 55,5 58,4 60,8 62,4 60,7 57,8 52,4 66,8 the road at the 15:00 rigth side
At the distance of 20 m from 08:55 50 52,9 55,8 58,2 59,8 58,1 55,2 49,8 64,2 the road at the 15:05 rigth side
Table 1.2.4 – Results of noise level measurements in testing site 6 (near the Manat-Ata monument)
Level of noise pressure L in dB, in octave band Maximum Time of frequency with average compound frequency in Hz of sound Location measurement level LAмакс, dB 63 125 250 500 1000 2000 4000 8000
At the 08:28 distance of 5 52,9 55,8 58,7 61,1 62,7 61 58,1 52,7 67,1 m from the 16:50 road at the
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Level of noise pressure L in dB, in octave band Maximum Time of frequency with average compound frequency in Hz of sound Location measurement level LAмакс, dB 63 125 250 500 1000 2000 4000 8000 left side
At the distance of 08:35 20 m from 49,9 52,8 55,7 58,1 59,7 58 55,1 49,4 64,1 the road at 16:55 the left side
At the distance of 5 08:40 m from the 53 55,9 58,8 61,2 62,8 61,1 58,2 52,8 67,2 road at the 17:00 rigth side
At the distance of 08:44 20 m from 47,3 50,2 53,1 55,5 57,1 55,4 55,2 47,1 61,5 the road at 17:05 the right side
Conclusions and Recommendations: The above results of acoustic conditions of the environment in the project area of the Aktau-Beineu road (2nd tranche) allow the following conclusions: Nowhere at the tested locations do the current noise level exceed the allowable standard norm levels of RoK. Equally, the obtained results exceeded anywhere at any time the allowable maximum noise level (GOST 12.1.003-83 Noise General Safety Requirements). However, with the possible increase of traffic pressure on the motor road, connecting with growth of traffic volume after reconstruction of the road, and also with the likely technical modifications of transportation vehicles in the future these limit levels might be met. On the other hand, mitigation technical measures, better road surfaces and speed limits may positively reduce the local on the noise development. According to the SNiP 23-03-2003 Protection against Noise, for protection of residential and public buildings from the noise caused by transport and provision of required noise isolation of external constructions it is recommended to select special structures (effective isolation walls and windows) to provide optimal noise isolation for sensitive buildings such as schools, kindergartens and hospitals in the vicinity of the source of noise development. In addition, special noise barriers (screens, walls, roadside trees and hedges) are recommended at locations where it is necessary to minimize noise impacts from motor roads. 1.3 Soil quality The tests carried out focused on the evaluation of current condition of soil within selected spots along the project road are based on field surveys conducted in autumn 2011 by Kazecoproject LLC together with Kazecoanaliz LLC. Soils samples were taken from 0-5 and 5-20 cm depth. The samples were used for identification of potential lead contaminations in three locations that were identified as possibly contaminated. The coordinates of these location is shown in table 1.3.1.
Table 1.3.1 – Coordinates of soil sampling points
Location North latitude East longitude
№ 3 43° 35' 3.720" N 52° 6' 17.700" E
№ 4 44° 7' 31.320" N 52° 9' 49.680" E
№ 6 44° 5' 50.760" N 53° 10' 15.120" E
The results of chemical analysis of these samples are provided in table 1.3.2 and diagram 1.3.2. and the obtained results were compared with the actual standard limits identified by the MAC, following the Decree N 99 on approval of Norms on Maximum Allowable Concentrations of Harmful Compounds, Harmful Microorganisms and other Biological Substances Polluting Soils of Health Ministry and Ministry of Environmental Protection of Republic of Kazakhstan, dated January, 30 2004.
Table 1.3.2 – Lead contamination test results in soils along the Aktau-Beineu road Lead contamination Test site number Depth of soil sampling % of MAC mg/kg limit
0-5 см 10,05 0,31 №3 – Zhetibai settlement, hospital 5-20 см 7,08 0,22
0-5 см 6,25 0,20 №4 – road sign at km 644, Shetpe settlement 5-20 см 6,65 0,21
0-5 см 9,55 0,30 №6 - road sign at km 555, before pass elevation 5-20 см 8,68 0,27
MAC standard 32
The Table above shows that in all tested locations the lead contamination is relatively low, in fact, well below the standard maximum of allowable concentration (MAC). Maximum results were obtained in soil level 0-5 cm in the location 3 – 0,31 MAC, minimum concentration in location 4 – 0,20 MAC. The above results are graphically illustrated in the following diagram: Diagram 1.3.1. Lead concentration tested in the soil along the Aktau-Beineu road
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Conclusion: The results of chemical analysis show that no the lead contamination exceeding allowable concentrations in soil was found anywhere within the tested locations. The conclusion is therefore that according to the ecological requirement in the area of Environmental Protection and Land Use (including agricultural lands) (Astana, 2005) all tested levels of potential chemical pollution, including potential lead contamination, are within allowable ranges, and no specific countermeasures are necessary when considering rehabilitation works of the said motorway.