Initial Environmental Examination

October 2018

UZB: Kashkadarya Regional Road Project

(Volume 1 - Main Report)

Prepared by The State Committee of the Republic of Uzbekistan for Roads (SCR) for the Asian Development Bank. This is an updated version of the draft originally posted in August 2016 available on https://www.adb.org/projects/documents/uzb-kashkadarya-regional-road- project-aug-2016-iee.

Kashkadarya Regional Road Project Initial Environmental Examination

TABLE OF CONTENTS

Table of Contents ...... i Abbreviations and Acronyms ...... vii Description of the Environment ...... 2 I. Introduction ...... 1 Third Central Asia Regional Economic Cooperation (CAREC) Corridor 2 Road Investment Program ...... 1 The Kashkadarya Regional Road Project ...... 2 IEE Objectives ...... 2 Project’s Area of Influence ...... 2 Study Approach and Methodology ...... 3 1. Reconnaissance Survey and Initial Consultations ...... 3 2. Primary Data Collection ...... 3 3. Secondary Data Collection ...... 4 4. Public Consultations ...... 4 5. Other Tools, Additional Surveys and Studies ...... 4 6. Assessment of Potential Impacts ...... 4 7. Preparation of the Environment Management Plan ...... 4 Structure of IEE Report...... 4 II. Legal, Policy and Administrative Framework ...... 5 Country Environmental Policies, Laws, Regulations and Administrative Framework ...... 5 1. Citizen’s Constitutional Rights and Responsibilities ...... 5 2. Overall legal framework ...... 5 3. Relevant Natural Resource and Environmental Management Laws ...... 6 Air, Water, Noise and Waste Standards and Regulations ...... 7 1. Air Quality Legislation and Standards ...... 7 2. Water Quality Legislation and Standards ...... 9 3. Noise Standards ...... 9 Vibration Guide Values ...... 10 Other Regulations Relating to Road Construction...... 12 1. Environmental Impact Assessment ...... 13 Administrative Framework ...... 14 International Conventions and Agreements ...... 15 ADB's Safeguard Requirement ...... 15 III. Description of the Project...... 17 Location of the Project ...... 17 Project Category ...... 18 Status of the Project Road ...... 20 Proposed Road Improvements ...... 20 Major Civil Works Components ...... 24 1. Pavement ...... 24 2. Bridges ...... 24 3. Drainage Structures...... 25 4. Earthworks ...... 25 5. Road Safety ...... 26 Source of Construction Materials ...... 26 Construction Method ...... 28 Construction Equipment ...... 28 Projected Traffic ...... 29 Proposed schedule for implementation & Cost ...... 31 IV. Description of the Environment ...... 31

Kashkadarya Regional Road Project Initial Environmental Examination

Physical Resources ...... 31 1. Air Quality and Climate ...... 31 2. Topography and Seismicity ...... 36 3. Hydrology ...... 37 Ecological Resources ...... 41 1. Flora ...... 42 2. Fauna ...... 42 3. Forests and Protected Areas ...... 43 Economic Development 44 1. Industry and Agriculture ...... 44 2. Infrastructure and Transportation facilities ...... 45 3. Land use ...... 45 Social and Cultural Resources ...... 48 1. Socio-Economic conditions ...... 48 2. Health and Education facilities ...... 48 3. Physical and Cultural Resources ...... 49 V. Screening of Potential Environmental Impacts and Mitigation Measures ...... 49 Introduction ...... 49 Summary of Impacts ...... 51 Physical Resources ...... 53 1. Air Quality and Climate Change ...... 53 2. Noise ...... 55 3. Vibration During Construction ...... 92 4. Topography ...... 96 5. Soils ...... 97 6. Hydrology – Surface Water ...... 98 7. Hydrology – Groundwater ...... 99 8. Geology and Seismicity ...... 100 9. Flora ...... 100 10. Fauna ...... 100 11. Forests and Protected areas ...... 101 12. Infrastructure Transportation Facilities ...... 101 13. Land use ...... 102 14. Waste Management ...... 102 15. Construction Camps and Batching Plants ...... 103 16. Borrow Pits ...... 106 17. Community Health and Safety ...... 107 18. Occupational Health and Safety ...... 108 19. Physical and Cultural Resources ...... 109 VI. Environmental Management Plans and Institutional Requirements ...... 111 Introduction ...... 111 1. Bid and Contract Documents ...... 111 2. Monitoring and Supervision ...... 111 3. PMU Environmental Counterpart ...... 113 Environmental Management Plan ...... 114 Environmental Monitoring Plan ...... 124 EMP Implementation Costs ...... 131 VII. Public Consultation, Information Disclosure and Grievance Mechanism..... 135 A. Consultation Method and Information Disclosure ...... 135 1. Public Consultations and Hearings ...... 136 B. Information Disclosure ...... 141 C. Grievance Redress Mechanism ...... 141 1. Local Level ...... 142 2. Central Level ...... 143 3. Legal System ...... 143

Kashkadarya Regional Road Project Initial Environmental Examination

4. ADB Accountability Mechanism ...... 143 VIII. Conclusion and Recommendation ...... 144 Conclusion...... 144 Recommendations ...... 145

List of Tables

Table 1: Project influence area for the initial environmental examination ...... 3 Table 2: Applicable Ambient Air Quality Standards and Guide Values ...... 8 Table 3: Maximum Allowable Concentrations to Water ...... 9 Table 4: Noise Limits from SanPiN No. 0267-09& IFC EHS Guidelines ...... 9 Table 5: Work Environment Noise limits ...... 10 Table 6: Building Vibration Damage Assessment Criteria ...... 11 Table 7: BS 5228 Vibration Assessment Criteria for Human Perception ...... 12 Table 8: International Conventions and Treaties ...... 15 Table 9: Kashkadarya Regional Road Project Sections ...... 18 Table 10: Geometric Design Standards for Category Ib Roads ...... 20 Table 11: Bridges Along the Karshi-Kitab Road Proposed to be Upgraded...... 24 Table 12:Details of the Culverts for the Road Project ...... 25 Table 13: Estimated Earthworks ...... 26 Table 14: Location of Proposed Borrow Pits ...... 26 Table 15: Key Equipment - Section 1: km 28 - km 76 (48 km) ...... 28 Table 16: Key Equipment - Section 2: km 98 - km 127 (29 km) ...... 29 Table 17: Traffic Forecasts, Vehicles per Day (VPD), 2013-2033 - Highway М-39 (at 1173km) ...... 30 Table 18: Traffic Forecasts, Vehicles per Day (VPD), 2013-2033 - Highway 4R79 (at 52km) ...... 30 Table 19: Schedule for Project Implementation and Cost ...... 31 Table 20: Air Quality Monitoring Results, 2016 ...... 32 Table 21: PM10 Ambient Air Monitoring (May 10-11, 2018) ...... 33 Table 22: Results of Short term noise monitoring ...... 34 Table 23: Results of 24hr monitoring noise monitoring. Dwelling in Chim Village, Receptor No.19 ...... 34 Table 24: Other Surface Water Courses in the Project Area ...... 39 Table 25: Kaskadarya River Water Quality Assessment, 2016 ...... 40 Table 26: Locations and Numbers of Trees to be Cut Along the Project Road ...... 42 Table 27: Populations of IBA Triggered Species ...... 43 Table 28: Photo Collage of the Surrounding Land Use ...... 46 Table 29: Ethnic Composition of Kashkadarya and its Districts ...... 48 Table 30: Sensitive Receptors in the Project Corridor ...... 48 Table 31: Summary Impact Table ...... 52 Table 33: Waste Types and Estimated Volumes...... 102 Table 34: The Environmental management Plan for the Kaskadarya Regional Road ...... 114 Table 35: Environmental Monitoring Plan (Construction Phase) ...... 124 Table 36: Environmental Monitoring Plan (Operation Phase)...... 128 Table 37: Estimated EMP Implementation Cost ...... 131 Table 38: Estimated Environmental Monitoring Cost* ...... 133 Table 39: Chim Public Hearing (24/05/16) ...... 136 Table 40: Yakkabog Public Consultation (May, 2015) ...... 137 Table 41: Shahrizabz Public Consultation ...... 139

Kashkadarya Regional Road Project Initial Environmental Examination

List of Figures

Figure 1: Karshi - Shahrizabz - Kitab Road (including ADB and GoU Sections) ...... 17 Figure 2: ADB Section 1 of Karshi - Shahrisabz - Kitab Road on 4R79 and 4K319 ...... 17 Figure 3: ADB Section 2 of Karshi – Shahrisabz – Kitab Road on M39 ...... 18 Figure 4: Project Road Sections ...... 19 Figure 5: Typical Project Road Cross Section in Settlement Areas ...... 22 Figure 6: Typical Project Cross Section Outside Settlement Areas ...... 23 Figure 7: Photo Collage of Identified Borrow Areas and Pits ...... 28 Figure 8: Road Crash Records between Tanhoz-Yakkabog-Erzat-Kozok, 2006-2015 .. 31 Figure 9: Climate Classification Map ...... 35 Figure 10: Mean Monthly and Annual Temperatures In Karshi ...... 35 Figure 11: Temperature Change Scenario towards 2035 ...... 36 Figure 12: Regional Topography ...... 37 Figure 13: Seismic Hazard Distribution Map ...... 38 Figure 14: Kashkadarya River (km 113) ...... 39 Figure 15: Aksudarya river (Km 106) ...... 40 Figure 16: Regional Water Use ...... 41 Figure 17: Important Bird Area ...... 43 Figure 18: Protected Areas in the Region...... 44 Figure 19: Land Use in Kashkadarya ...... 46 Figure 20: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Qirqzi ...... 61 Figure 21: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Chim ...... 62 Figure 22: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2034-2019) and Receptor Locations: Chim (cont.) ...... 63 Figure 23: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Chim( cont.) ...... 64 Figure 24: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Kamashi ...... 65 Figure 25: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Mangit ...... 66 Figure 26: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Korabog ...... 67 Figure 27: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Korabog (cont.) ...... 68 Figure 28: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Yakkabog ...... 69 Figure 29: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Yakkabog (cont) ...... 70 Figure 30: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Yakkabog (cont) ...... 71 Figure 31: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Yakkabog (cont.) ...... 72 Figure 32: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Hokimqorgan ...... 73 Figure 33: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Koramuncha ...... 74 Figure 34: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Yangiobod ...... 75 Figure 35: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Esat ...... 76

Kashkadarya Regional Road Project Initial Environmental Examination

Figure 36: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Esat (cont.) ...... 77 Figure 37: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Gallagula...... 78 Figure 38: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Shaharizab ...... 79 Figure 39: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Shaharizab (cont.) ...... 80 Figure 40: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Shaharizab (cont.) ...... 81 Figure 41: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Govishmon ...... 82 Figure 42: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Govishmon (cont.) ...... 83 Figure 43: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Kitob ...... 84 Figure 44: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Kitob (cont.) ...... 85 Figure 45: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Kitob (cont.) ...... 86 Figure 46: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Kitob (cont.) ...... 87 Figure 47: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Kitob (cont.) ...... 88 Figure 48: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Kaynar ...... 89 Figure 49: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Kaynar (cont.) ...... 90 Figure 50: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Kaynar (cont.) ...... 91 Figure 51: Vibration Damage Contours for High Risk (Adobe) Buildings: Quirzi ...... 93 Figure 52: Vibration Damage Contours for High Risk (Adobe) Buildings: Kamashi ...... 93 Figure 53: Vibration Damage Contours for High Risk (Adobe) Buildings:Mangit...... 94 Figure 54: Vibration Damage Contours for High Risk (Adobe) Buildings: Korabog ...... 94 Figure 55: Vibration Damage Contours for High Risk (Adobe) Buildings: Yakkabog .... 95 Figure 56: Vibration Damage Contours for High Risk (Adobe) Buildings: Hokkimqorgan ...... 95 Figure 57: Following up Consultation Queries (25/05/16) ...... 110 Figure 58: Consultation in Chim, 24th May, 2016 ...... 137 Figure 59: Consultation in Yakkabog, 24th May, 2016 ...... 139 Figure 60: Consultation in Shahrizabz, 25th May, 2016 ...... 141

Kashkadarya Regional Road Project Initial Environmental Examination

List of Appendices

Appendix A Rapid Environmental Assessment Checklist Appendix B Noise Baseline Study Appendix C Air Quality Modeling Appendix D Construction and Operation Noise Study Appendix E Construction Vibration Study Appendix F Plantation Feasibility Study Appendix G Consultations

Kashkadarya Regional Road Project Initial Environmental Examination

Currency Exchange Rates (as of 31 May 2016)

1 US$ = 2924.63 UZS (Uzbekistan Som)

ABBREVIATIONS AND ACRONYMS

ADB Asian Development Bank Khokimyat Town Mayor Office Ba Barium BAP Borrow Pit Action Plan CAREC Central Asia Regional Economic Cooperation Program CA Calcium CL Center Line (of carriageway) CO Carbon monoxide CO2 Carbon Dioxide Cr Chromium dBA decibel EA Executing Agency EARF Environmental Assessment and Review Framework EIA Environmental Impact Assessment EMP Environmental Management Plan EO Environment Officer ERP Emergency Response Plan ES Executive Summary FAO Food and Agriculture Organization FE Iron FS Feasibility Study GoU Government of Uzbekistan GLOF Glacial Lake Outburst Floods GOST Technical Standard Goskompriroda State Committee for Nature Protection Goskomgeodezkadastr State Committee for Land Resources, Surveys, Cartography and the State Cadastre Goskomgeologia State Committee for Geology and Mineral Resources Glavgosekoexpertiza Goskompriroda SEE Department GRC Grievance Redress Committees GRM Grievance Redress Mechanism Ha Hectare HC Hydrocarbons HSP Health and Safety Plan IBA Important Bird Area IFI International Financing Institution IEE Initial Environmental Examination IUCN International Union for the Conservation of Nature Km Kilometer Km2 Square kilometer LARP Land Acquisition and Resettlement Plan

Kashkadarya Regional Road Project Initial Environmental Examination

M Meter M2 Square meter M3 Cubic Meter MAC Maximum Allowable Concentrations MAWAR Ministry of Agriculture and Water Resources MPE Maximum Permissible Emission MPD Maximum Permissible Discharges MFF Multi-tranche Financing Facility MHRUz Ministry of Health MVD Ministry of Internal Affairs NGO Non-Governmental Organization NH4+ Ammonium NOx Nitrogen oxides NO3 Nitrate Ni Nickel Oblast Province OM Operational Manual (of ADB) OVOS Uzbek EIA PAH Polycyclic aromatic hydrocarbons Pb Lead PC Public Consultation PCR Physical and Cultural Resources PM Particulate matter PO4 Phosphate PMU Project Managing Unit PPE Personal Protective Clothing PPTA Project Preparatory Technical Assistance (Concept Paper) PZVOS Draft Statement on Environmental Impacts Rayon District RoW Right of Way RRF Republican Road Fund SanPiN Sanitary Regulations and Standards Sanoatgeokontekhnazorat State Inspectorate for Exploration Supervision, Operations Safety Supervision of Industry, Mining and Utilities Sector SEE State Environmental Expertise SNiP Construction Standards STD Sexually transmitted diseases (such as HIV/AIDS) SSEMP Site Specific Management Plan SO2 Sulfur Dioxide TOR Terms of Reference TDI Tashkent Design Institute TSP Total Suspended Particulates USAID United States Agency for International Development USD United States Dollar Uzhydromet Centre of Hydro-meteorological Service VPD Vehicles per Day WB World Bank WHO World Health Organization

Kashkadarya Regional Road Project Initial Environmental Examination

WMP Waste Management Plan ZEP Statement on Environmental Consequences ZVOS Environmental Assessment °C Degrees Celsius μg/m3 Micrograms per cubic meter

Kashkadarya Regional Road Project Initial Environmental Examination

NOTE ($ refers in this report to US-Dollars)

This initial environmental examination is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature. Your attention is directed to the “terms of use” section on ADB’s website.

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

Kashkadarya Regional Road Project Initial Environmental Examination

Executive Summary

ADB began the Central Asia Regional Economic Cooperation (CAREC) Program in 1997 to foster economic cooperation and integration in Central Asia. The Program is a partnership of 11 countries (Afghanistan, Azerbaijan, People's Republic of China, Georgia, Kazakhstan, Kyrgyz Republic, Mongolia, Pakistan, Tajikistan, Turkmenistan, and Uzbekistan), supported by 6 multilateral institutions, working together to promote development through cooperation, leading to accelerated growth and poverty reduction. Most CAREC countries are landlocked and rely almost exclusively on overland transport for trade within the region and with markets just outside. These transport corridors although extensive are still underdeveloped network of roads and railways spanning the region. CAREC has identified six priority corridors to be developed to expand trade and improve competitiveness and in the process augment regional economic cooperation and stronger integration. Corridor 3 focuses on Russian Federation–Middle East and South Asia comprised of Afghanistan, Kazakhstan, the Kyrgyz Republic, Tajikistan, Turkmenistan, and Uzbekistan.

The Resolution of the President of the Republic of Uzbekistan No 2313 on the Program of Development and Modernization of the Engineering‐Communication and Road and Transport Infrastructure for the period 2015‐2019, identified the Kashkadarya Regional Road Project as a priority for development. The road project involves the upgrading and construction of two sections of the regional road section connecting Karshi and Kitab with a total length of 77 kilometers. The road section will provide a shorter high capacity link between these two centers to A380 and M39 along 4R79, 4K319, 4R84 and M39 roads. The proposed road upgrading will comply with the Category I road in accordance with the design guideline ShNK 2.05.02-07.

The proposed rehabilitation and upgrading will comply with relevant natural and environmental laws including air, water, noise and waste standards and regulations, and international ground vibration values in addition to other regulations relating to road construction. The environmental risk screening, impact assessment, mitigation and monitoring planning, consultations, and public disclosure requirements of the Asian Development Bank Safeguard Policy Statement, 2009 were complied with in the conduct of the initial environmental examination. Project categorization has been done using Rapid Environment Assessment (REA) checklist of ADB for roads and highways and classified as environmental category B. The project scope involves the rehabilitation and upgrading from flexible to rigid pavement and widening of existing 2-lane to 4-lane configuration. All improvements can be accommodated within the existing right-of-way, hence it expected that stress on existing natural resource viz, land, water, soil, and aggregates is not significantly adverse. The project road does not pass through or located nearby any wildlife sanctuary, national park, protected area network, archeological monument/heritage sites or any other similar eco-sensitive areas

The Karshi – Shahrizabz - Kitab road begins on the outskirts of Karshi, the capital of Kashkadarya Region. The road broadly follows an easterly route until it reaches its destination at a checkpoint approximately 10 kilometers beyond Kitab in Kashkadarya. The road passes through the territories of Karshi, Guzar, Kamashi, Yakkabog, Shahrizabz and Kitab districts within Kashkadarya region. The proposed project will rehabilitate and upgrade a 77 km section of the Karshi and Kitab via Shahrizabz regional road. This project is part of a 4-section rehabilitation effort of the government that covers 127 kms of which sections 1 and 3 have been completed by the Republic of Uzbekistan (RUz) and sections 2-4 are proposed for ADB assistance. The Project Road will be rehabilitated to a Category Ib road with cement concrete pavement, reconstruction of 16 bridges, rehabilitate concrete culverts, formation of embankments on some sections, and improve road safety facilities. Construction materials such as gravel and sand will be source from nearby existing borrow pits and quarries. All land acquisition and resettlement were completed by the RUZ. The civil works activities involve

1 Kashkadarya Regional Road Project Initial Environmental Examination

ripping of the existing pavement slab, removal of base and sub-base course, levelling, and slip-form paving. The average annual average daily traffic in the project area is 12,255 vehicles per day (vpd) of which 93% are passenger cars followed by trucks at 6%. The project construction will be completed in 3 years followed by a one year defect liability period at a cost of USD266 million.

DESCRIPTION OF THE ENVIRONMENT

Ambient dust monitoring along the project road registered lower prescribed total suspended particulates and PM10 standards. A noise survey was carried out in May 2018 and a detailed description of the methodology, monitoring locations and the results is presented in the Ambient Noise Survey Report, Republic of Uzbekistan, Kashkadarya Regional Road Project. Monitoring comprised of a combination of short term attended noise monitoring at nine locations and unattended monitoring over a 24hr period at one further location. The baseline noise survey revealed ambient levels already exceed standards by as much as 13 dB(A) on Road 4R79 section and 12 dB(A) in Road K319. At these internal noise levels at colleges exceeds prescribed values when windows are opened.

Uzbekistan's climate is classified as continental, with hot summers and cool winters. The project is in a cold semi-arid climate zone with very low precipitation. The Project road is located on relatively flat, fertile valley also known as the Karshi Steppe. It is framed by two distinct mountain ranges, the Gissar Range to the east and the Zarafshan Range to the north, both of which are parts of the Pamir-Alay system. The Project road crosses both the Kashkadarya and Aksudarya rivers. The Kashkadarya river is fed from snow-glacier, snowfall and rainfall. The river is heavily utilized for irrigation and domestic water uses, and as such it eventually diminishes in the Karshi Steppe. The Project road traverses a mix of urban settlements, agricultural land and pastureland. Within these various pockets of land more than 48,000 trees can be found in the RoW that will need to be cut to allow the road to be widened to accommodate the specific design requirements. No endangered species have been identified within the project corridor. An Important Bird Area (IBA) is situated 60-70 km north- east of Karshi town in Chimkurgan Reservoir. It belongs to the Kamashi and Chirakchi districts of Karshinskaya province. The Gissar State Nature Reserve and Mirakinskiy Nature Reserve are located more than 50 kms east of the Project road.

The Kashkadarya region has significant petroleum and natural gas reserves. Major agricultural activities include cotton, various crops and livestock. The irrigation infrastructure is very well developed with the large Tollimarjon reservoir providing reliable water source. The share of agricultural production in Kashkadarya in the gross regional product is more than 40%. Kashkadarya is one of the main sources of grain, cotton and other agricultural products in Uzbekistan producing 10.2% of all agricultural products, 98% of gas, and more than 80% of oil extracted of the country’s total.

The villages within the Project corridor are served by electricity and gas mains and piped water systems. Many of the connecting utilities are located adjacent to the road sides. Irrrigation canals also cross several points of the project road.

The main ethnic groups are Uzbeks (79.2%), Russian (4.1%), Kazakhs (3.8%), and Karakalpaks (2.2%). By law, Uzbek is Uzbekistan's exclusive nation-wide state language. Islam is the dominant religion with Muslims constitute 90% of the population. Consultations with the Ministry of Cultural and Sport Affairs, Republic of Uzbekistan, indicated the existence of a 0.78 hectare culturally significant tokhir and zukhra located along the Karshi-Shakhrisabz between chainage 22-23km from the right side.

ii Kashkadarya Regional Road Project Initial Environmental Examination

Impacts Assessment and Mitigation

The results of construction noise assessment indicated that there will be major daytime noise impacts at dwellings and community facilities alongside the road, however these are transient effects and occur only when construction is taking place nearby. This is an unavoidable consequence of construction of the scheme. Good communication with affected communities is often the most effective way to manage potential construction noise impacts. The Contractor should keep residents informed of the progress of the works, including when and where the noisiest activities will be taking place and how long they are expected to last. All noise complaints should be effectively recorded, investigated and addressed Account should be taken of the needs of residents in choice of working hours and where possible these should be chosen to: avoid night time and weekend working, avoid working near mosques during prayer time; and carry out works near schools during holiday periods. In addition, the Contractor should consider general good working practices including the following which are particularly relevant to road construction, to include: i) modern, silenced and well-maintained plant and construction equipment should be used; ii) all vehicles and plant should be fitted with effective exhaust silencers which should be maintained in good and efficient working order; iii) fitted acoustic covers should be kept in a good state of repair and should be kept closed when plant is in use; iv) vehicles should not wait or queue on the road with engines running and plant in intermittent use should be shut down when not in use or where this is impracticable, throttled down to a minimum; v) If a site compound, or materials storage area is to be used, both it and any static plant within it should be sited as far as is practicable from noise sensitive buildings; vi) where activities, including delivery of material to site, cannot take place during normal working hours they should be carried out as close to normal working hours as is reasonably practicable; vii) concrete mixers should not be cleaned by hammering the drums; and viii) when handling materials, care should be taken not to drop materials from excessive heights.

The results of road traffic noise assessments show that in 2020 the widening of the road from 2 to 6 lanes through the populated areas alongside the roads will give rise to changes in noise levels of between -0.5 and +0.6 dB during the day and night time periods, which is a negligible noise impact. The intensification of road traffic, forecast to occur in the 15 year period following opening of the scheme, combined with the effect of the road widening will give rise to noise increases which vary for each section of road.

Considering baseline noise levels already exceeds RUz standards and IFC guide values, assessment of operational noise from the projected increase in traffic on Qirzi, Chim, Kamashi, Mangit, Korabog and Yakkabog (Takbay) community areas along 4R79 road indicated noise impacts below the 3dB(A) threshold during the entire project life. However, Road K319 communities of Yakkabog, Hokimquorgan, Koramuncha, Yangiobod, Esat, and Gallagula; and Road M39 communities of Shaharizab, Govichmon, Kitob, and Kaynar will be exposed to elevated noise levels higher than the 3 dB(A) guide value of 3 dB(A) after 12 and 9 years of operation, respectively.

Mitigation measures to reduce noise levels below 3dB(A) in these two sections of the project are as follow:

• 4R79, no mitigation measures are required

• K319 (12km) chainage 64-76: minor noise impacts up to 12 years of operation when predicted noise level increase is lower tha 3dB(A).

• M39 (29km). chainage 98-112: negligible noise impact during day and night time

iii Kashkadarya Regional Road Project Initial Environmental Examination

• M39 (29km). chainage 112–127. minor noise impacts up to 9 years of operation when predicted noise level increase is lower tha 3dB(A). When noise level increases greater than 3dB(A) mitigation can be achieved through 55kph speed restriction through populated areas

The extent of the area affected by the noise impacts (unmitigated) has been illustrated using noise contour mapping which demonstrated the significant increase in noise levels was restricted to those dwellings directly alongside the road.

An assessment of the construction vibration at dwellings alongside project road to determine the potential effect of the vibration on nearby houses and identify potential means of mitigation to reduce the risk of structural damage. Buildings of the types found alongside the road have been classified, according to their sensitivity to vibration damage, with the categories including low, medium and high-risk buildings. The high-risk buildings are those constructed from adobe. The assess revealed cosmetic the risk of vibration damage to high risk structures from the operation of rollers at high vibration setting within 36m and 22m for fragile ancient monuments like graves mode of adobe. Operation of excavator will pose cosmetic damage to similar structures located within a 5m from the operating excavators. Mitigation measures that will these distances include operation at low or no-vibration setting of the rollers, use of pneumatic tire rollers, and constructing trenches in between these activities and equipment, and the high-risk structures.

About 48,000 trees will be cleared along the RoW and none are of considered special status or provide habitat for any special status fauna. Compensatory plantation involving 59,674 trees will be re-established along the RoW and selected populated areas. An Important Bird Area is located approximately 3.2 km north of the project road and unlikely to be affected.

Most of the environmental impacts are typical of road construction that includes short- term, localized, and co-terminus deterioration of air quality due to increase in dust from vehicular exhaust emissions and dust-generated from quarries, borrow pits, haul roads, unpaved road travel, exposed soils and material stock-piles. These are readily mitigated through good engineering practices like proper maintenance of vehicles, used of covered trucks, reduced speed on unpaved road, adequate separation distances between community areas and construction camps, quarry, rock crushing, and concrete batching plants.

Deterioration of surface water quality particularly under the bridges can be minimized if not avoided through scheduling of construction activities in tandem with low water agricultural water requirement or low flow season of the rivers. Material spills and increase in turbidity will be minimized through interceptor drains and silt traps. No wastewater from the construction camps, labor camps, and active construction fronts will be disposed without adequate treatment to comply with water quality standards.

Occupational and community safety will be enhanced through adequate personal equipment, trainings, information campaign, and road safety furnitures.

A site-specific environmental management plans containing sub-section on air pollution control, water quality management, waste management, plant lay-out, traffic management, occupational health and safety training, borrow area management, and road safety will be prepared by the contractor for review and approval of the RRF prior to the start of construction activities. An environmental management plan (EMP) and monitoring plan were prepared and integrated into the bid documents which define roles of the CSC and Contractor, and ADB. The IEE recommended the appointment of a full-time environment safeguard position at the PMU. The cost of implementing key provision of the EMP is estimated at cost $7.092M. Monitoring equipment needed by the RRF is estimated at $40,800.

iv Kashkadarya Regional Road Project Initial Environmental Examination

Public consultations, Information Disclosure, and Grievance and Redress

The project conducted meaning public consultations during the project design and environmental examination which allowed the RRF and ADB to better design the project based on the community’s experience, knowledge, and expectations. Public consultations were undertaken in Chim, Yakkabog and Shahrizabz. A total of 88 villagers, government officials, and other relevant stakeholders participated. Consultations will continue during the project construction. The full IEE report will be disclosed on the ADB and RRF websites and made available to the interested parties upon request. A two-levels grievance and redress mechanism were organized by the RRF for road projects. A Grievance Redress Committees (GRC) at the local level and central (Tashkent) level already exist for earlier road projects and will be sustained. Local GRC is composed of members nominated from the PMU, Khokimyats, Engineer, and Contractor. GRC is chaired the RRF heads responsible for the overall operation of the project.

Conclusion and Recommendations

The scope of works under Kashkadarya Regional Road Project involves rehabilitation and upgrading of 77 kms in two section. All improvement will take place within the existing alignment and the entire stretch is outside any legally protected, eco-sensitive, or critical habitat areas. The proposed project is classified as environment Category B in accordance with the ADB’s SPS 2009. Most of the adverse impacts are co-terminus with the construction stage, site specific, limited within the RoW, and are easily mitigated through good engineering and housekeeping practices.

Daytime ambient baseline noise levels along the project road already exceeds the Uzbek standards and IFC guide values by as much as 13 dBA mainly due to existing traffic.

The assessment of construction noise on dwellings near the construction activities will be exposed to severe noise impacts high enough that speech interference effects may occur. On sensitive receptors like colleges, predicted construction noise levels exceeds recommended level by as much as 8-14dB(A) even when the windows are closed and working outside the school should be limited to holiday periods. Construction noise levels will result to serious impacts to the Kitob Music College that even with windows closed, internal noise levels will exceed recommended levels for auditoria by approximately 25dB which is extremely difficult to mitigate. Noise barriers are not recommended to attenuate noise during construction phase. Nonetheless, good communication with affected communities is often the most effective way to manage potential construction noise impacts and explore the resident’s preferences in avoiding night time and weekend working; avoiding working near mosques during prayer time; and to carrying-out works near schools during holiday periods. Further, the Contractor should consider general good working practices pertaining to equipment maintenance, use of mufflers, avoid concentrating noise generating equipment in a small place, hauling routes, and materials handling.

Long-term predicted noise levels during the operation phase are also anticipated to cause negative impacts to the nearby communities. Within 2020 negligible impacts are expected but by 2035 attenuating noise levels will require vehicle speed restrictions at 55kph.

There is a risk of cosmetic damage on weak adobe structures within 36 meters along the project road if the construction method adopts high vibration mode for roller operation. For fragile ancient monuments like graves constructed of adobe, even at low vibration operation of the roller, the 2mm/s contour threshold of potential damage would be around 22m from the edge of the road. Predicted levels of vibration arising from operation of an excavator could also pose similar damages on these structures within 5m. Vibration levels can be reduced

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through a combination of trenching between the receptor and the project road, with no or low vibration setting of the rollers, or the use of pneumatic tire rollers albeit requiring more passes.

The project received immense support from local people, as they perceive that this project will improve the overall connectivity and bring various economic opportunities to the people of the project area.

The project road does not pass through protected areas or encroaches precious ecology (sensitive or protected areas) or any historical or archeologically protected areas, or through forest. A few avenue trees will be cleared.

The IEE and its consultation process established that there were no significant environmental issues that could not be either totally prevented or adequately mitigated to levels acceptable to Uzbek and international standards. As such, based on the existing ADB Safeguards Policy (2009), this Project falls under ADB’s Category B. The total estimate costs of the environmental mitigation and management to be funded by the ADB has been calculated at approximately $7.092M.

The EMP, its mitigation and monitoring programs shall be included within the Bidding documents for project works. The Bid documents should state that the Contractor shall be responsible for the implementation of the requirements of the EMP through his own SSEMPs which will adopt all the conditions of the EMP and add site specific elements that are not currently known, such as the Contractors borrow pit locations. This ensures that all potential bidders are aware of the environmental requirements of the Project and its associated environmental costs.

The EMP and all its requirements shall be added to the Contractors Contract, thereby making implementation a legal requirement according to the Contract. The Contractor shall then prepare his SSEMPs which will be approved and monitored by the Engineer. Should the Engineer note any non-conformance with the SSEMP the Contractor can be held liable for breach of the contractual obligations of the EMP. To ensure compliance with the SSEMPs the Contractor should employ a national environmental specialist to monitor and report Project activities throughout the Project Construction phase.

Any major changes or any major additional work other than the proposed project activities will require preparation of another environmental assessment. This additional assessment will have to be submitted by the RRF to the ADB for concurrence before civil works commence

vi Kashkadarya Regional Road Project Initial Environmental Examination

I. INTRODUCTION

Third Central Asia Regional Economic Cooperation (CAREC) Corridor 2 Road Investment Program

ADB began the Central Asia Regional Economic Cooperation (CAREC) Program in 1997 to foster economic cooperation and integration in Central Asia. The Program is a partnership of 11 countries (Afghanistan, Azerbaijan, People's Republic of China, Georgia, Kazakhstan, Kyrgyz Republic, Mongolia, Pakistan, Tajikistan, Turkmenistan, and Uzbekistan), supported by 6 multilateral institutions, working together to promote development through cooperation, leading to accelerated growth and poverty reduction1. Most CAREC countries are landlocked and rely almost exclusively on overland transport for trade within the region and with markets just outside. These transport corridors although extensive are still underdeveloped network of roads and railways spanning the region. CAREC has identified six priority corridors to be developed to expand trade and improve competitiveness and in the process augment regional economic cooperation and stronger integration. These corridors were identified as priority based on: i) current traffic volume; ii) projected traffic growth and economic potential; iii) future capacity to link economic and population hubs; iv) future potential to reduce transport delays; v) economic and financial sustainability through investment in infrastructure, technology, and management; and vi) multimodal aspects. The six priority corridors are as follows. To date, more than $31.5 billion have been invested in transport, trade facilitation, and energy projects involving 185 projects.

• Corridor 1: Europe–East Asia (Kazakhstan, the Kyrgyz Republic, and XUAR)

• Corridor 2: Mediterranean–East Asia (Afghanistan, Azerbaijan, Kazakhstan, the Kyrgyz Republic, Tajikistan, Turkmenistan, Uzbekistan, and XUAR)

• Corridor 3: Russian Federation–Middle East and South Asia (Afghanistan, Kazakhstan, the Kyrgyz Republic, Tajikistan, Turkmenistan, and Uzbekistan)

• Corridor 4: Russian Federation–East Asia (IMAR, Mongolia, and XUAR)

• Corridor 5: East Asia–Middle East and South Asia (Afghanistan, the Kyrgyz Republic, Pakistan, Tajikistan, and XUAR)

• Corridor 6: Europe–Middle East and South Asia (Afghanistan, Kazakhstan, Pakistan, Tajikistan, Turkmenistan, and Uzbekistan)

Transport is one of the priority areas under the Central Asia Regional Economic Cooperation (CAREC) Program because regional cooperation in transport is essential to reduce high transport costs through improved transport infrastructure and services linking the landlocked CAREC countries to import and export markets2. The Third CAREC Corridor 2 The investment program was initially proposed as a Multi-tranche Financing Facility (MFF) to rehabilitate 364 km of international highways in the Republic of Karakalpakstan and the Khorezm and Kashkadarya regions of Uzbekistan. The initial MFF program contained three tranches. In June 2016, the decision was approved to implement the Kashkadarya Regional Road Project (former tranche I) as stand-alone project to expedite its implementation. The proposed stand-alone project will make available approximately $200 Million in ADB ordinary

1 https://www.adb.org/countries/subregional-programs/carec 2 https://www.adb.org/sites/default/files/project-document/67213/37362-reg-tcr.pdf

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capital resources, and the Government of the Republic of Uzbekistan will provide approximately $67 Million to finance the Program.

The Kashkadarya Regional Road Project

The Resolution of the President of the Republic of Uzbekistan No 2313 on the Program of Development and Modernization of the Engineering‐Communication and Road and Transport Infrastructure for the period 2015‐2019, dated March 6, 2015 identified the Kashkadarya Regional Road Project as a priority for development. The road project involves the upgrading and construction of two sections of the regional road section connecting Karshi and Kitab with a total length of 77 kilometers. The road section will provide a shorter high capacity link between these two centers to A380 and M39 along 4R79, 4K319, 4R84 and M39 roads. The proposed road upgrading will comply with the Category I road in accordance with the design guideline ShNK 2.05.02-07.

The length of the existing regional road between Karshi to Kitab through the regions of Guzar, Kamashi, Yakkabag, Shakhrisabz is 127 kilometers of which 2 sections with a total length of 77 kms will be the total project length as follow:

Section 1 from chainage 28+000 km to 76+000 km with a length of 48 kms passing through Road 4R79 traversing Karshi city – Khanabad village – Chirokchi – Shakhrisabz city”, and through Road K319 “railway station Tanhoz – Yakkabog city – Esat village – Kazak village”, km 18 – km 30 with a length of 12 km)

Section 2, design chainage km 98+000 km to 127+000 with a length of 29 kms through Road M39 traversing Almaty – Bishkek – Tashkent – Shakhrisabz - Termez”

The executing agency (EA) for the Third CAREC Corridor 2 Road Investment Program is the Republican Road Fund, subordinated to the Ministry of Finance of the Republic of Uzbekistan. A Project Management Unit (PMU) has been established as implementing agency. After ADB’s approval of the Kashkadarya Regional Road the proposed road sections shall be implemented by the implementation agency, the PMU.

IEE Objectives

The project is classified as environment category ‘B’ in accordance with ADB’s Safeguard Policy Statement (SPS), 2009 warranting the conduct of an initial environmental examination (IEE) and its documentation. An IEE identifies the environmental issues to be considered at project planning and design stage. This IEE report covers the general environmental profile of the study area and includes an overview of the potential environmental impacts and their magnitude on physical, ecological, economic, and social and cultural resources within the project’s influence area during design, construction, and operation stages. An Environmental Management Plan (EMP) is also proposed as part of this report which includes mitigation measures for significant environmental impacts during implementation of the project, environmental monitoring program, and the responsible entities for mitigation and monitoring. An IEE has four basic objectives; (i) identify the environmental issues that should be considered due to project interventions (ii) determine the magnitude of potential environmental concerns and to ensure that environmental considerations are given adequate weight at planning/design stage (iii) identify need for further environmental studies or environmental impact assessment (EIA) and (iv) suggest enhancement measures, if any.

Project’s Area of Influence

The proposed road upgrading and rehabilitation anticipated impacts and risks are identified and assessed in the context of its area influence which includes: i) road corridor,

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borrow pits, disposal areas, and construction camps; ii) associated facilities that takes into account the road section in between the proposed road project; and iii) areas and communities that can be exposed to elevated noise, dust, and vibration from the project’s construction and operation.

This IEE covers the entire length of the proposed project road funded by the ADB (77 km). The project’s influence area is a corridor of 200 meters wide on each side of the road over its entire length is identified as the primary impact area. This is well beyond the road- right-of-way (RoW) which varies from 34 meters to 51 meters. Special attention is given to sensitive receptors within this corridor such as schools, hospitals or other places where people congregate. In case of river crossings, the impact assessment is expanded to cover the identified continuous extent of any ecologically important habitats / features along the Project Corridor. The succeeding Table presents the project influence area.

Table 1: Project influence area for the initial environmental examination Terrestrial Aquatic Air Shed Acoustic Environment Environment Environment 200 m on either 50 m upstream and 200 m from center 200 m from centerline side of the road. 100m downstream line of road (and of road and extended of any project road rising 100 m from on sensitive areas crossing a river the road such as settlements. (not including centerline), and 500 irrigation or meters from rock drainage channel) crushing plant, batching plants, borrow pits, etc.

Study Approach and Methodology

This IEE report has been prepared based on the ADB TA No. 8950-UZB project preparatory technical assistance final report for the Third CAREC Corridor Road Investment Program, Phase 1, site visits, and stakeholder consultations to meet the requirements for environmental assessment process and documentation as per ADB’s Safeguard Policy Statement (SPS), 2009. The IEE commenced with the preliminary review of legal requirements for the project. This was followed by gathering technical details, numerous technical meetings and discussions with the ADB missions, Republic Road Foundation, field engineers, environmental agencies, and other representatives of the communities. Details are discussed in the succeeding sections.

1. Reconnaissance Survey and Initial Consultations

Reconnaissance or “windshield” survey and initial consultations provided key information on the status of the roads; focus of extent of the environmental baseline survey needed; identified the types, locations, and scale of potential environmental receptors; and supported with roadside consultations with stakeholders and guidance from the field engineers identify sensitive areas, data gaps, decide valued environment components, key stakeholders and key informants who can further substantiate the collected information.

2. Primary Data Collection

Environmental resource inventory was prepared on key environmental features that includes location of roadside land uses, waterways/irrigation canals, sensitive noise and vibration receptors, common property resources, utilities, industries, and accident-prone areas within the project’s influence area. Noise and dust samples were gathered along the road

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particularly where sensitive receptors including schools, institutional, and residential areas are concentrated.

3. Secondary Data Collection

Secondary sources were identified, and available information compiled to constitute relevant environmental baseline that includes PPTA reports, land acquisition and resettlement report, published government reports, environmental impact assessments conducted in the same region, government websites, recognized institutions and relevant government departments. Background data and information was obtained from published and unpublished sources, e.g., on: climate, topography, geology and soils, natural resources, flora and fauna, agriculture, and socio-economic data. Background data and information was obtained from published and unpublished sources, e.g., on: climate, topography, geology and soils, natural resources, flora and fauna, agriculture, and socio-economic data.

4. Public Consultations

Meaningful consultations were organized with the government agencies, local people/beneficiary population to know the level of project acceptability, understand their concerns, apprehensions, and overall opinion. Information were gathered about existing baseline environmental condition that includes ambient levels and its effects on health, water resources, flora and fauna, socio-economic standing of local people, impact due to loss of land other assets and common property resources, accident risk during construction and operation stage, and perceived benefits and losses. Relevant Information gathered were integrated in project design particularly in the formulate mitigation measures and environmental management plan.

5. Other Tools, Additional Surveys and Studies

Climate risk screening to identify the project’s vulnerability to climate change, and modeling tools that to assess noise, dust, and vibration impact were utilized in this environmental examination

6. Assessment of Potential Impacts

The assessment of the type, nature, direct, indirect, cumulative or induced impacts and their significance to the physical, biological, and socio-economic components of the environment has been done to ascertain the project’s environmental sustainability. Nature of impacts has been classified as significant, insignificant, short-term, long-term, reversible, irreversible etc. After identification of nature and extent of impacts, mitigation measures have been suggested.

7. Preparation of the Environment Management Plan

The project specific Environment Management plan has been formulated with an aim to avoid, reduce, mitigate, or compensate for adverse environmental impacts/risks and propose enhancement measures. This includes (i) mitigation of potentially adverse impacts; (ii) monitoring of impacts and mitigation measures during project implementation and operation; (iii) institutional capacity building and training (iii) compliance to statutory requirements (iv) integration of EMP with Project planning, design, construction and operation.

Structure of IEE Report

The IEE has been prepared based on the requirements of the Environment Protection Act (EPA), 1996 and Environment Protection Rules (EPR), 1997 of the Government of Nepal

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(GoN), and the ADB Safeguard Policy Statement (SPS), 2009. The content covers following eight chapters, including this introduction chapter:

Chapter – 1: Introduction Chapter – 2: Policy, Legal and Administrative Framework Chapter – 3: Description of Project Chapter – 4: Description of Environment Chapter – 5: Screening of Potential Environmental Impacts and Mitgation Measures Chapter – 6: Environmental Management Plan and Institutional Requirements Chapter - 7: Public Consultations, Information, and Grievance Mechanism Chapter – 8: Conclusion and Recommendation

II. LEGAL, POLICY AND ADMINISTRATIVE FRAMEWORK

This chapter presents a review of the international agreements and commitments, existing institutions and legislations relevant to the project at the national, regional and state levels. The environmental assessment process needs to adopt all relevant environmental regulations and guidelines of Republic of Uzbekistan (RUz) and ADB’s safeguard requirements.

Country Environmental Policies, Laws, Regulations and Administrative Framework

1. Citizen’s Constitutional Rights and Responsibilities

RUz has developed numerous laws and regulations over and has updated the old Soviet legislation and policies to pursue sustainable social and economic development. RUz is continuously revising and improving the national environmental legislation, enacting new environmental laws and regulations, developed programs and action plans to address environmental issues to promote sustainable use of natural resources.

The RUz constitution, under its nature protection and management framework define the rights and responsibilities of its citizens to include:

• All citizens shall protect the environment (Article 50)

• Any property shall not inflict harm to the environment (Article 54)

• Land, subsoil, flora, fauna, and other natural resources are protected by the state and considered as resources of national wealth subject to sustainable use (Article 55).

2. Overall legal framework

Environmental protection is administered in Uzbekistan by the State Committee for Nature Protection (Goskompriroda). Goskompriroda is the primary environmental regulatory agency reporting directly to the Parliament and responsible for the implementation the Environmental Protection Law (1992). Based on the Regulation on the State Environmental Committee of the Republic of Uzbekistan (1996), it is responsible for supervising, coordinating and implementing environmental protection. It also controls the use and renewal of natural resources at the central, region and district levels.

The overarching legislative framework that establishes the legal framework for environmental protection in the Republic of Uzbekistan is Law No.754-XII, 1992 on nature

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protection. The law states legal, economic, and organizational bases for the conservation of the environment and the rational use of natural resources. Its purpose is to ensure balanced relations between man and nature, to protect the environmental system and to guarantee the rights of the population of a clean environment. According to the legislation of the Republic of Uzbekistan, the Cabinet of Ministries of Republic of Uzbekistan, Goskompriroda and the local government bodies are responsible for implementing state laws on environmental protection and management of natural resources. Article 25 of this law requires the State Environmental Expertise (SEE) is a mandatory measure for environmental protection, preceded to decision making process. In addition. Article 25 prohibits the implementation of any project without a positive conclusion of SEE.

3. Relevant Natural Resource and Environmental Management Laws

RUz Uzbekistan has enacted the following natural resources and media-specific environmental management laws:

• “Nature protection” (1992) defines: i) legal, economic, and organizational bases for environmental conservation and rational use of natural resources; ii) ensure balance between man and nature; and iii) protect the environmental system and to guarantee the rights of the population of a clean environment. This law also provides the basis of the State Environmental Expertise (SEE) as a mandatory measure for environmental protection required for decision-making process. It also prohibits the implementation of any project without a positive conclusion of SEE.

• ” Atmospheric Air Protection” (1996, amended on 10.10.2006). Specified standards, quality and deleterious effect norms, requirements on fuels and lubricants, production and operation of vehicles and other transport means and equipment, ozone layer protection requirements, obligations of enterprises, institutions and organizations toward atmospheric protection, and compensations for damages from atmospheric pollutions.

• “Water and water use” (1993). Regulates the rational use of water and protects waters from pollution and depletion, prevention and liquidation of harmful effects of water, improvement of water bodies, and the protection of the rights of enterprises and institutions, organizations and dehkan farms for adequate and clean water.

• “Land Code” (1998). Regulate land use and development by ensuring present and future generations have science-based, sustainable use and conservation of land, breeding and improvement of soil fertility, conservation and improvement of the environment and creating conditions for equitable development of all forms of management, and protection of individuals and legal entities’ right for land.

• “Wastes management” (2002, as amended on 2011). Addresses waste management and mandating the SNPC to conduct inspections, coordination, provide ecological expertise and establishing certain parameters for waste management and disposal. The law promotes “polluter-pay” principle and makes enterprises responsible for their waste. Waste recycling is rewarded either through technical assistance grants from the state budget, the National Fund for Nature Protection or from voluntary contributions from businesses and individuals.3

• “Protected Natural Reserves” (2004) – Enacts the mandatory preservation of unique, valuable natural objects and complexes, genetic fund of plants and animals, the prevention of the negative impact of human activities on nature, the study of natural

3 Article 25. Financing of Waste Management and a Decrease in their Education. https://countrysafeguardsystems.net/sites/default/files/Law%20on%20Management%20of%20Waste.pdf

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processes, the monitoring of the environment, the improvement of environmental education.

• “Environmental control” (2013). Provides the approach to that include: (i) prevention, detection and suppression of violation of the requirements of legislation in the field of environmental protection and rational use of natural resources; (ii) monitoring the state of the environment, identifying situations that can lead to environmental pollution, irrational use of natural resources, create a threat to life and health of citizens; (iii) determination of compliance with the environmental requirements of the planned or ongoing economic and other activities; (iv) ensuring compliance with the rights and legitimate interests of legal entities and individuals, performing their duties in the field of environmental protection and rational use of natural resources.

Other laws and standards applicable to road projects are: i) Law on Protection and Usage Objects of Archeological Heritage (2009); ii) Decree of Cabinet Ministries of RUz on the procedure of issuing permits for special water use and consumption No. 171 of 14.06.2013; iii) State standard O’z DSt 1057:2004 “Vehicles. Safety requirements for technical conditions” and O’z DSt 1058:2004 “Vehicles. Technical inspection. Method of control”; iv) SanR&N RUz No.0179-04 Hygienic norms. List of Maximum Allowable Concentrations (MACs) of pollutants in ambient air of communities in the Republic of Uzbekistan; v) SanR&N RUz No. 0267-09 Admissible noise level into the living area, both inside and outside the buildings; vi) SanR&N RUz №0120-01 Sanitarian Norms of allowed level of noise at the construction sites; vii) SanR&N RUz No 0088-99 Sanitarian requirements for development and approval of maximum allowed discharges (MAD) of pollutants discharged into the water bodies with waste waters.

Air, Water, Noise and Waste Standards and Regulations

1. Air Quality Legislation and Standards

The key legislation relating to air emissions and ambient air quality in Uzbekistan applicable to the Project includes the following:

• Law of the Republic of Uzbekistan on Atmospheric Air Protection - No.353-I of 27.12.1996 (as amended on 10.10.2006), specifies standards, quality and deleterious effect norms, requirements on fuels and lubricants, production and operation of vehicles and other transport means and equipment, ozone layer protection requirements, obligations of enterprises, institutions and organizations toward atmospheric protection, and compensations for damages from atmospheric pollutions. The Cabinet of Ministries of the GoU, Goskompriroda and local government bodies are responsible for implementing the law.

• Law of the Republic of Uzbekistan on State Sanitary Control - No.657-XII of 03.07.1992 (as amended on 03.09.2010). Regulates sanitary-epidemiological well-being and radiation safety, the right of persons to a healthy environment and the rights and guarantees of their implementation.

• Criminal Code, Section 4. Environmental Crimes approved on 22.09.1994 (as amended on 04.01.2011) specifies the concept and defines punishment for violation of the norms and requirements of environmental safety, willful concealment or misrepresentation of environmental pollution, violation of flora and fauna, water, land, subsoil, and protected areas.

• Law of the Republic of Uzbekistan on Environmental Expertise - No.73-II of 25.05.2000 (as amended on 04.01.2011) provides the purposes, objectives and types of

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environmental expertise. The law defines the qualifications, duties and obligations of environmental experts. Goskompriroda has overall responsibility for implementing this legislation through The Departments of Glavgosecoexpertiza and Gosecoexpertisa (which are both under Goskompriroda) and the Provincial branches of Goskompriroda.

The key sanitary rules and norms include:

List of Maximum Allowable Concentrations (MACs) of pollutants in ambient air of communities in the Republic of Uzbekistan SanR&N RUz No.0179-04.

Sanitary norms and requirements to protect ambient air in communities of the Republic of Uzbekistan SanR&N RUz No.0246-08.

List of Maximum allowed concentration (MAC) of pollutants into the atmosphere air of settlements in Uzbekistan SanR&N No 0293-11.

List of maximum permissible concentration (MPC)- microorganism-producers in the air of settlement areas SanR&N No 0147-04.

Table 2: Applicable Ambient Air Quality Standards and Guide Values4 Averaging Source of Parameter Unit Concentration Period Standard 1 year 50 Uzbekistan 1 month 100 Uzbekistan Sulfur Dioxide (SO2) μg/m3 24 hours 20 IFC 10 minutes 500 IFC One time 500 Uzbekistan 1 year 40 IFC/ Uzbekistan 1 month 50 Uzbekistan Nitrogen Dioxide (NO2) 3 μg/m 24 hours 60 Uzbekistan

1 Hour 200 IFC/ Uzbekistan One time 85 Uzbekistan 1 year 60 Uzbekistan Nitrous Oxide NOx μg/m3 1 month 120 Uzbekistan 24 hours 250 Uzbekistan One time 600 Uzbekistan 1 year 3000 Uzbekistan Carbon Monoxide (CO) μg/m3 1 month 3500 Uzbekistan 24 hours 4000 Uzbekistan One time 5000 Uzbekistan Hydrocarbons saturated 3 μg/m One time 1000 Uzbekistan C12- C19 I Year 20 IFC Particulate matter PM10 3 μg/m 1 month 80 Uzbekistan

24 hours 50 Uzbekistan Particulate Matter PM2.5 μg/m3 1 year 10 IFC 24 hours 25 IFC

4 OLTIN YO'L GAS TO LIQUIDS PROJECT, Environmental, Social, Health and Safety Impact Assessment (ESHSIA), SECTION 4.0 – LEGAL. Golder Associates, 2014.

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2. Water Quality Legislation and Standards

Water resources management, allocation and use in Uzbekistan are under the control of the Ministry of Agriculture and Water Resources (MAWR). It oversees national specialized associations, provincial and district departments of agriculture and water resources, and interprovincial and inter-district canal management authorities. MAWR is responsible for the implementation of the Water and Water Use Law (No.837-XII of 06.05.1993). It monitors the regulation of water use; protection of waters from pollution and depletion; prevention and liquidation of harmful effects of water; and improvement of water bodies and the protection of the rights of enterprises and institutions, organizations and dehkan farms and individuals. This Law authorizes the following concerned agencies to carry out management and control of water use and protection; i) MAWR for surface water; ii) State Committee for Geology and Mineral Resources (Goskomgeologia); and iii) State Inspectorate for Exploration Supervision, Operations Safety Supervision of Industry, Mining and Utilities Sector (or Sanoatgeokontekhnazorat). The key regulations governing water quality are: i) rationalizing discharges of pollutants into water bodies and on the terrain, taking into account technically achievable performance of wastewater treatment (RH 84.3.6:2004), ii) endorsement and approval of projects of wastes disposal and limits for its disposal (RH 84.3.22:2006), iii) hygiene requirements for the protection of surface waters in RUz SanR&N No 0172-04 and criteria for hygienic assessment of the level water bodies contamination for health risks population in Uzbekistan (SanR&N No 0255-08); iv) development and approval of maximum allowed discharges (MAD) of pollutants discharged into the water bodies with waste waters (SanR&N No 0088-99).

Table 3: Maximum Allowable Concentrations to Water5 # Parameter MAC (River) MAC (Canal) 1 Ammonium (NH4+) 0.50 mg/l 1.50 mg/l 2 Nitrate (NO3) 9.10 mg/l 25.0 mg/l 3 Nitrogen Dioxide (NO2) 0.02 mg/l 0.50 mg/l 4 Sulfate (SO2) 100 mg/l - 5 Phosphate (PO4) 0.3 mg/l 1.00 mg/l 6 Calcium (Ca) 180 mg/l - 7 Iron (Fe) 300 μg/L - 8 Barium (Ba) 100 μg/L - 9 Chromium (Cr) 500 μg/L - 10 Nickel (Ni) 100 μg/L -

3. Noise Standards

SanPiN 0267-09 provides the noise limits which are consistent with the IFC guide values as follow:

Table 4: Noise Limits from SanPiN No. 0267-09& IFC EHS Guidelines Location Time SanPiN No. IFC Standards (7am – 0267-09 11pm / 11pm – 7am) Areas adjacent to homes, clinics, dispensaries, rest From 7 am 55 dB(A) 55 dB(A) homes, boarding houses, to 11 pm

5 http://nodaiweb.university.jp/desert/pdf/JALS-P17_195-198.pdf

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boarding homes for the elderly, childcare facilities, From 11pm schools and other 45dB(A) 45 dB(A) to 7 am educational institutions, libraries

SanPiN 0120-01 provides the norms for occupational noise and also consistent with the IFC guide values.

Table 5: Work Environment Noise limits Type of Work, workplace SanPiN No. 0120-01 IFC General EHS / Guidelines Performing all types of work on the permanent workplaces in industrial 80 dB(A) - premises and in the enterprises operated from March 12, 1985 Heavy Industry (no demand for oral 85 Equivalent level - communication) LAeq,8h Light industry (decreasing demand for 50-65 Equivalent level - oral communication) LAeq,8h

Vibration Guide Values

International Guidelines and Standards present criteria for vibration related building damage in the form of threshold levels of vibration (peak particle velocity), as either a value or range of values. Key factors in determine these levels are as follows:

the nature of the building including its construction, its condition, and whether is of historic importance;

the likely extent of damage i.e. cosmetic, minor structural or major structural; and

whether the source of vibration is continuous or a single event and the dominant frequency (Hz)

A useful review of some of the Standards, largely of US origin, is presented in the Caltrans Guidance Manual6, and this has been used as the basis of their own guideline values. overall these seem sensible, though they only set a threshold for cosmetic damage, do not specify a frequency range over which these limits apply, and appear to be overly conservative for industrial and framed buildings in comparison with European Standards.

Additional useful guidance is presented in the British and German Standards,78 both of which include a means of taking account of the variation of vibration damage threshold with frequency. In general, the threshold level at which vibration damage will occur increases with frequency. In common with the Caltrans guidance, both Standards differentiate between continuous and discrete vibration sources, with the threshold levels for continuous vibration

6 Transportation and Construction Vibration Guidance Manual. California Department of Transportation, Division of Environmental Analysis September 2013 7 British Standard BS 7385 Pt 2. Evaluation and measurement for vibration in buildings. Pt 2. Guide to damage levels from ground borne vibration 8 DIN 4150-3. Deutsche Norm. Structural Vibration. Part 3. Effects of Vibration on Structures. February 1999

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being roughly half the equivalent level for single event vibration. Using both the Caltrans and BS definitions, vibrating rollers are classified as continuous sources of vibration.

The British Standard BS ISO 4866:20109 offers a means of qualitatively assessing the sensitivity of the building taking into account structure, condition and soil but does not provide a means of taking these factors into account in determining vibration damage threshold levels.

The British and German standards also offer guidance on the vibration levels at which the onset of minor structural damage might occur with these being roughly a factor of two higher than those for cosmetic damage. The definitions of cosmetic and minor structural damage set out in BS 7385 in are as follows:

Cosmetic. The formation of hairline cracks on drywall surfaces or the growth of existing cracks in plaster or drywall surfaces; in addition, the formation of hairline cracks in mortar joints of brick/concrete block construction

Minor Structural. The formation of large cracks or loosening and falling of plaster or drywall surfaces, or cracks through bricks/concrete blocks

The criteria which will be used in this study are a combination of the recommendations of the Standards and Guidelines thought most relevant and are set out in Table below. Unless stated otherwise, they apply to the onset of cosmetic damage resulting from a continuous vibration source operating at a minimum frequency of 20Hz. Three classes of building are included as set out in the ToR, equivalent to low, medium and high risk of vibration damage. In classifying the building types, reference has been made to International Standards and Guidelines, taking into account the type of building seen alongside the road. Most of the older buildings alongside the roads fall into the High-Risk Class as they are of adobe/clay construction and are regarded as highly vulnerable. More recently built dwellings appear to be largely of brick or concreted, construction and hence fall into the medium or low risk Classes.

The British Standard BS 5228n sets out guideline values in terms of peak particle velocity for human response to construction works and these are shown out in below. Column three includes semantic descriptors of the scale of vibration impact which are equivalent to those commonly used in the assessment of construction vibration.

The overall results of the assessment are to be presented in the form of building vibration damage contours hence the human response to vibration must be considered in relation to these contours.

Table 6: Building Vibration Damage Assessment Criteria Cosmetic Building Assumed Damage Vibration Source Reference Building Building Description Threshold Damage for Criteria Coupling ppv Risk Level Loss (mm/s) Extremely fragile historic buildings, ruins, ancient 2 Caltrans/BART n/a monuments High Risk A Fragile buildings of clay construction with shallow (<1m) 3 Caltrans 1 rubble footings

9 British Standard BS ISO 4866:2010. Mechanical vibration and shock- vibration of fixed structures. Guide to measurement of vibration and evaluation of their effects on structures

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Cosmetic Building Assumed Damage Vibration Source Reference Building Building Description Threshold Damage for Criteria Coupling ppv Risk Level Loss (mm/s) Fragile buildings of clay High Risk B construction with concrete 3 Caltrans 0.5 foundations/footings Residential brick built on Medium Risk concrete foundations/footings 10 BS 7385/DIN 4150 0.5 and light commercial Heavy commercial, industrial Low Risk 25 BS 7385/DIN 4150 0.5 and framed buildings

Table 7: BS 5228 Vibration Assessment Criteria for Human Perception Vibration Level Description of Effect Description of ppv (mms-1) Impact <0.3 Vibration unlikely to be perceptible Negligible 0.3 to 1.0 Increasing likelihood of perceptible Minor vibration in residential 1.0 to 10 Increasing likelihood of perceptible Moderate vibration in residential environments but can be tolerated at the lower end of the scale if prior warning and explanation has been given to residents >10 Vibration is likely to be intolerable for any Major more than a brief exposure to a level of 10mms-1

Other Regulations Relating to Road Construction

The following section provides a summary of other regulations relating to road construction in Uzbekistan.

• Uzbek Law on Automobile Roads (July 03, 1992) states that any construction or reconstruction of roads requires the official approval of the Ecological Committee. • Law on Protection of Archeological Monuments (October 13, 2009). Regulation of the relations in the range of protection and use of cultural heritage objects which is national property of Uzbek people. • ShNK 2.05.02 – 07; KMK 2.05.03-97 Building Code & Regulations for Automobile Roads Environmental Protection: Indicates the general need to minimize adverse environmental impacts in road design and provides for instructions on the removal and re-use of top soil; the need to provide buffer between the road and populated areas and to carry out noise reduction measures to assure compliance with the relevant sanitary norms; on the dumping of excess materials. • The Law of the Republic of Uzbekistan on Sanitary and Epidemiological Safety, 1995 Section III: Responsibilities of State Bodies, Agencies, Companies on the Provision of Sanitary and Epidemiological Safety: General framework provisions on the requirement to provide healthy and safe conditions at workplaces and work camps (and many others) in compliance with the relevant sanitary hygiene, construction regulations and norms. • ShNK 3.06.03 – 08; КМК 3.06.04-97 Norms of Construction Safety: Detailed regulations on construction worker’s health and safety providing organizational procedures of construction and work sites and material transport, standards on maximum concentrations

12 Kashkadarya Regional Road Project Initial Environmental Examination

of toxic substances in the air of working zones, and information and education requirements for workers on sanitation and health care issues and the specific hazards of their work. • Guidelines for Road Construction, Management and Design, Part I: Planning of Automobile Roads: Addresses environmental issues in road design, construction and maintenance. Part II: Construction of Automobile Roads: Requires that the impacts on the ecological, geological, hydro-geological and other ecological conditions are minimized by implementing adequate protective measures. Part III: Protection of the Environment: Requires the consideration of appropriate protection measures, which shall contribute to the maintenance of stable ecological and geological conditions as well as the natural balance. Provides general overview on the requirements for environmental protection. • КМК 2.01.08-96; ShNK 2.07.01-03; КМК 2.10.09-97 Regulations on Environmental Protection in Construction, Rehabilitation and Maintenance of Roads: Comprehensive provisions on environmental protection measures of surface and groundwater resources; protection of flora and fauna; use, preparation and storage of road construction machinery and materials; servicing of construction machinery; provisional structures; provisional roads; fire protection; borrow pits and material transport; avoidance of dust; protection of soils from pollution, prevention of soil erosion etc. The appendices to this document also state standard for: maximum permitted concentrations of toxic substances; noise control measures; soil pollution through losses of oil and fuel from construction equipment; quality of surface water.

1. Environmental Impact Assessment

The Law on Ecological Expertise (2000) and by Decree of the Cabinet of Ministers No 491.31.12.2001. the law establishes the RUz environmental impact assessment system requiring the SEE Department (Glavgosekoexpertiza) to reviews environmental impact reports, among others. The review of environmental assessment is based on: i) compliance of projected economic and other activities with environmental requirements in the stages preceding decision making on its implementation; ii) level of ecological danger planned or carried out business and other activities, which may have or had a negative impact on the condition of the environment and public health; and iii) adequacy and reasonableness of the measures provided for the protection of the environment and rational use of natural resources.

All economic activities subject to SEE are classified into one of four categories based on potential environmental impacts as follows: i) Category I –Corresponds to ADB category A; ii) Category II –Corresponds to ADB category B; iii) Category III –Corresponds to ADB category B or C; and iv) Category IV - Corresponds to ADB category C.10

The state environmental review is conducted by the Main Directorate for State Ecological Expertise (Glavgosecoexpertiza) of Goskompriroda. State environmental expertise of the Republic of Karakalpakstan, Provinces and Tashkent city implements state environmental expertise. Depending on the project classification the review of the environmental assessment follows 3 stages: i) Stage 1: Draft Statement on Environmental Impacts (DSEI) (‘PZVOS’ is the national acronym) to be conducted at the planning stage of the proposed project prior to development funds being allocated. ii) Stage 2: Statement on Environmental Impact (SEI) (‘ZVOS’ is the national acronym) to be prepared as required by the Glavgosecoexpertiza at Stage I to include additional investigations or analyses as necessary. The Statement must be submitted to the Glavgosecoexpertiza before approval of the project’s feasibility study, and therefore before construction; and iii) Stage 3: Statement on

10 Based on the report “Uzbekistan Regional Roads and Development Project (P146334) Environmental and Social Management Framework” World Bank, March 2015. Note – the WB and ADB EIA categories are broadly the same.

13 Kashkadarya Regional Road Project Initial Environmental Examination

Environmental Consequences (SEC) (‘ZEP’ is the national acronym) represents the final stage in the SEE process to be completed before the project is commissioned. During this stage, the Goskompriroda at the state and oblast levels, defines the pollution limits of the project. Uzbekistan prescribes the maximum review period for Goskompriroda as 30 days review for Category I and II projects and 20 days for category III and 10 days for Category IV projects.

The proposed Kashkadarya Regional Road Project has already been subject to ZVOS and relevant approvals have been given by Glavgosecoexpertiza of Goskompriroda.

Administrative Framework

As stated above, Environmental protection is administered in Uzbekistan by the Goskompriroda which consists of a central body in Tashkent, and regional and district branches and agencies for scientific and technical support. Goskompriroda, through Glavgosecoexpertiza reviews, inter alia; environmental impact reports, prepares and implements ecological regulations and standards, coordinates environmental programs and elaborates the structure for environmental monitoring and governance of nature reserves. It approves regulations and issues permits for pollutant emissions and may prohibit projects and construction works that do not comply with environmental legislation.

The other State bodies within the Uzbekistan administrative framework with relevant environmental responsibilities are as follows:

• Ministry of Agriculture and Water Resources (MAWR) • State Committee for Land Resources, Surveys, Cartography and the State Cadastre (or Goskomgeodezkadastr) • State Committee for Geology and Mineral Resources (or Goskomgeologia) • Centre of Hydro-meteorological Service (or Uzhydromet) • Ministry of Health (or MHRUz) • State Inspectorate for Exploration Supervision, Operations Safety Supervision of Industry, Mining and Utilities Sector (or Sanoatgeokontekhnazorat) • Ministry of Internal Affairs (or MVD).

In 2017, the Government has net has instituted reforms to rationalize the bureaucratic arrangement for more effective environmental management. The State Nature Protection Committee tasked to supervise inter-agency activities on natural resources protection and use was reorganized to form the State Committee for Ecology and Environmental protection by virtue of RUz President Resolution No. 5024 ‘On Improving the System of State Management in the sphere of Ecology and Environmental Protection’. The newly organized Committee was strengthened to improve the environmental quality, pollution control, and further improve domestic waste management including treatment and disposal.

The same Resolution re-named provincial committees into departments and organizing the Inspectorate for Control of Wastes Generation, Collection, Transportation, Utilization, Treatment, Disposal and Sales Department at the cebtral and provincial levels. It introduced unitary enterprises named ‘Toza Hudud’ (clean area) under the Committee of the Republic of Karakalpakstan and provincial departments to transport domestic wastes under the district administration. Other reforms included the reorganization of the ‘Republican Inspectorate for Protection of Wild Animals and Plants and their Rational Usage’ to the ‘Inspectorate for Control of Biodiversity Protection and its Usage, and Protected Natural Areas’ under the State Committee for Ecology and Environmental Protection, the re-formation of the State Committee for Ecology and Environmental Protection (Goskompriroda) as the primary environmental regulator with regional branches and agencies providing scientific and technical support with similar structure as the Central.

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International Conventions and Agreements

The Republic of Uzbekistan has ratified the following international conventions that are part of this environmental examination.

Table 8: International Conventions and Treaties International Conventions and Date of coming into # Date of ratification Treaties force for Uzbekistan UN Framework Convention on Climate 20 June 1993 1 21 March 1994 Change (acceptance) 2 Kyoto Protocol to UNFCCC 20 October 1999 16 February 2005 18 May 1994 18 May 1993 (succession) London – Montreal Protocol on Substances that London – 08.09.1998; 01.05.1998; 3 Deplete the Ozone Layer (with London, Copenhagen – Copenhagen – Copenhagen, Montreal amendments) 08.09.1998l; Montreal 01.05.1998; Montreal – – 29.01.2007. 07.09.2006. Vienna Convention on the Protection of 18 May 1993 4 18 May 1993 Ozone Layer (succession) Ramsar Convention on Wetlands of 30 August 2001 5 International Importance Especially as 8 February 2002 (accession) Wildlife Habitat UN (Rio) Convention on Biological 6 May 1995 6 17 October 1995 Diversity (accession) Convention on International Trade in 25 April 1997 8 October 1997 7 Endangered Species of Wild Fauna and (accession) Flora Convention on Migratory Species of Wild 1 May 1998 8 1 September 1998 Animals (accession) Basel Convention on the Control of 22 December 1995 7 May 1996 9 Transboundary Movements of Hazardous (accession) Wastes and their Disposal United Nations Convention to Combat 10 31 August 1995 29 January 1996 Desertification UNECE Convention on the Protection and Use of Transboundary Watercourses and 9 August 2007 11 3 December 2007 International Lakes (UNECE Water (accession) Convention) Convention on the Law of the Non- 9 August 2007 Has not entered into 12 Navigational Uses of International (accession) force yet Watercourses Paris Convention on Protection of the 15 June 1996 13 22 December 1995 World Cultural and Natural Heritage

ADB's Safeguard Requirement

The Asian Development Bank has defined its environmental safeguard requirements under its “Safeguard Policy Statement, 2009‟ (SPS 2009). The SPS 2009 key requirements include screening for significant impacts and categorization, consultation, and disclosure. Proposed projects are screened according to type, location, scale, and sensitivity and the magnitude of their potential environmental impacts, including direct, indirect, induced, and cumulative impacts.

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Projects are classified into the following categories:

• Category A. The proposed project is likely to have significant adverse environmental impacts that are irreversible, diverse, or unprecedented; impacts may affect an area larger than the sites or facilities subject to physical works. A full-scale environmental impact assessment (EIA) including an environmental management plan (EMP), is required. • Category B. The proposed project’s potential environmental impacts are less adverse and fewer in number than those of category A projects; impacts are site-specific, few if any of them are irreversible, and impacts can be readily addressed through mitigation measures. An initial environmental examination (IEE), including an EMP, is required. • Category C. The proposed project is likely to have minimal or no adverse environmental impacts. No EIA or IEE is required although environmental implications need to be reviewed. • Category FI. The proposed project involves the investment of ADB funds to, or through, a financial intermediary. Project categorization has been done using REA checklist following the guidance provided above and the project is categorized as B. As per SPS 2009, Category B projects warrants preparation of an IEE. The SPS 2009 includes 11 policy principles on environment safeguards on screening, conduct of environmental assessment, alternative analysis, mitigation hierarchy, need for meaning consultation, public disclosure, environmental management planning, biodiversity protection and conservation, pollution prevention, occupational health and safety, and conservation of physical cultural resources.

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III. DESCRIPTION OF THE PROJECT

Location of the Project

The Karshi – Shahrizabz - Kitab road begins on the outskirts of Karshi, the capital of Kashkadarya Region. The road broadly follows an easterly route until it reaches its destination at a checkpoint approximately 10 kilometers beyond Kitab in Kashkadarya. The road passes through the territories of Karshi, Guzar, Kamashi, Yakkabog, Shahrizabz and Kitab districts within Kashkadarya region.

The proposed project will rehabilitate and upgrade a 77 km section of the Karshi and Kitab via Shahrizabz regional road. This project is part of a 4-section rehabilitation effort of the government that covers 127 kms of which sections 1 and 3 have been completed by the Ruz and sections 2-4 are proposed for ADB assistance.

Figure 1: Karshi - Shahrizabz - Kitab Road (including ADB and GoU Sections)

Figure 2: ADB Section 1 of Karshi - Shahrisabz - Kitab Road on 4R79 and 4K319

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Figure 3: ADB Section 2 of Karshi – Shahrisabz – Kitab Road on M39

Table 9: Kashkadarya Regional Road Project Sections Sub- Length Road Section IEE Road Funding Status as of Section (km) Name Chainage Source June 2018 1 28 4R79 0-28 GoU Completed 4R79 (36km) 2 48 28-76 ADB Proposed 4K319 (12km) 4K319 (6km) 3 22 4R84 (5km) 76-98 GoU Completed M39 (11km) 4 29 M39 (29km) 98-127 ADB Proposed

Project Category

Project categorization has been done using Rapid Environment Assessment (REA) checklist of ADB for roads and highways after survey and initial consultations. Project scope involves the rehabilitation and upgrading from flexible to rigid pavement and widening of existing 2-lane to 4-lane configuration. All improvements can be accommodated within the existing right-of-way, hence it expected that stress on existing natural resource viz, land, water, soil, and aggregates is not significantly adverse. The project road does not pass through or located nearby any wildlife sanctuary, national park, protected area network, archeological monument/heritage sites or any other similar eco-sensitive areas.

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Figure 4: Project Road Sections

19 Kashkadarya Regional Road Project Initial Environmental Examination

Status of the Project Road

The first and third sections of the Karshi-Kitab road between chainages 0-28km and 76-98km have been completed by the RUz. These sections comply with category I road with 4x3.75m lanes and 1.25m-3.0m shoulder width. A cement concrete pavement that complies with the requirements of GOST 26633-2012 Concrete heavy and fine-grained. Specifications and Cement under the GOST 10178-85 Portland cement and slag. Specifications" and "GOST 22266-94 sulfate resistant cements technical specifications."

The second and forth sections comprising the proposed project requires immediate rehabilitation due to increase in traffic particularly of multi-axle heavy vehicles. The second section is part of the 4K319road from km 64 – 76 currently has two lanes and is classified as a category II road. The main part of the road passes through the district center Yakkabog and has evident pavement failures like cracks and fractures, potholes, rutting, etc. On the road, there is one unguarded railway crossing. The width of the road ranges from 8-16 m. The thickness of the coating of asphaltic concrete is 5-16 cm with a base layer of sandy gravel 8- 50 cm thick.

The first section of the proposed project from km 28-64 of 4R79 (km 0-28 funded by GoU / km 28-64 funded by ADB) starts in Karshi. For the first eight kilometers the road has four lanes, which corresponds to category I road roadway width of 14-21 m, the rest of the road has two lanes of traffic covering the width of 8-12 m. The current thickness of the coating of asphalt concrete is 5-20 cm, the upper layer of the base material is 6-15 cm, the lower layer of the base material is sandy gravel 8- 40 cm thick. The status of the existing pavement in this section is unsatisfactory: over large areas there are cracks and fractures, potholes, rutting, depression, and other defects. The forth section is part of road M-39 from km 98 – 127. This section is a category I road with a mixture of cement concrete and asphalt surfacing along its entire length. On the cement concrete stretches, the pavement width is 16-21m and has visible cracks, chipped corners and joints in poor condition. Both sections of the project road also requires improvements on: i) longitudinal gradients curvature radii less than acceptable; ii) unsatisfactory embankment slope protection, channel walls and culverts is mostly unsatisfactory; iii) irregularities, cracks, fracture coatings on the roadway, erosion of embankments; iv) limited bridges capacities to handle projected traffic; iii) deck of the bridges are clogged with debris, and in general the bridges are in a poor state of repair; and iv) inadequate road safety provisions like road markings, road signs, traffic lights, barriers and signal bars.

Proposed Road Improvements

The Project Road will be rehabilitated to a Category Ib road to comply as provided in the succeeding Table while the succeeding Figures present the designed road cross-sections inside and outside settlement areas.

Table 10: Geometric Design Standards for Category Ib Roads Description Design Standard Road Category I Rural Design Speed (km/h) 120 Urban Design Speed (km/h) 70 No. of Lane Width Carriageway Shoulder Lanes (m) Width (m) Width (m) Cross-sectional Elements (m) 2 x 7.5 to 4 (6) 3,75 (settlement) 1.25 - 3.0 m 2 x 11.25 m

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Description Design Standard Roadway Shoulder Cross Slope, % 1.5 – 2.0 4.0 Maximum Super-elevation % 6.0 General Mountain Minimum Radius in Plan (m) 800 600 Stopping Passing Minimum Sight Distance 250 450

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Figure 5: Typical Project Road Cross Section in Settlement Areas

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Figure 6: Typical Project Cross Section Outside Settlement Areas

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Major Civil Works Components

1. Pavement

The design of the pavement considers the value and function of the road, traffic, reliability and cost, availability of local building materials, soil and climatic and hydrological conditions, operating conditions and maintenance of the road. The following pavement specification was proposed during the PPTA:

• Cement concrete pavement B30 (M-400) F100 (sulfate resistant) - 27 cm; • (CTB) Base course with gravel-sand mixture (cement treated grade M-75) - 20 cm; • Sub-base course with gravel-sand mixture with the addition of recycled material from the existing pavement - 20 cm; and • The capping layer of gravel-sand mixture - 25 cm.

The project road provides single-layer cement concrete pavement with high strength and a long service life under intense heavy traffic. Considering combined effect transport load and temperature fluctuations, the following standards were adopted.

• Requirements set to the concrete in the document "GOST 26633-2012 Concrete heavy and fine-grained. Specifications". • Cement under the "GOST 10178-85 Portland cement and slag. Specifications" and "GOST 22266-94 sulfate resistant Cements. Technical specifications"; • Gravel under the "GOST 8267-93 crushed stone and gravel of solid rocks for construction works. Technical specifications"; • Sand under the "GOST 8736-93 Sand for construction works. Specifications".

2. Bridges

Sixteen bridges will be reconstructed mainly to widen its carriage width and accommodate the increase in traffic volume and axle loads. The reconstruction will involve structural and associated works on: i) foundations; ii) substructure including bridge bearings; iii) superstructure, including construction of expansion and deformation joints and footpaths; iv) deck pavement including hydro isolation, drainage, hand railing, and conduits for services; v) approach slabs; vi) slope treatments in front and around the abutments; and vii) scour and erosion protection of the waterway areas and river bank protection upstream and downstream of the bridge crossing, and removal of old foundations and substructure from the waterways.

Table 11: Bridges Along the Karshi-Kitab Road Proposed to be Upgraded

(m) No. (km) spans Nearest Location Location Number of of Number settlement type/ Name Watercourse Bridge length length Bridge 1 28+740 Karatikan Canal 31.815 m 3 2 29+625 Karatikan Collector 36.6 m 3 3 43+025 Chim Pakhtaabad canal 45.6 m 3 4 45+857 Chim Collector 18.94 m 1 5 55+375 Mangit Collector 30.6 m 3 6 61+390 Takbay Collector 18.5 m 1 7 69+150 Karamurcha Canal 15.5 m 1 8 71+326 Yangiabad Collector 19.196 m 1 9 73+625 Esat Collector 16.46 m 1

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(m) No. (km) spans Nearest Location Location Number of of Number settlement type/ Name Watercourse Bridge length length Bridge 10 98+656 Shahrizabz Collector 27.6 m 3 11 102+525 Shahrizabz Railway overpass 72.9 m 5 12 103+825 Shahrizabz Collector 15.5 m 1 13 106+460 Akdarya Aksudarya river 90.7 m 5 14 108+345 Navkat Naukhat canal 15.5 m 1 15 113+470 Kitab Kashkadarya river 72.65 m 4 16 115+985 Ruskishlak Ankhor canal 18.5 m 1 TOTAL

3. Drainage Structures.

More 2,100 of mostly reinforce concrete culverts will be needed to rehabilitate and extend the existing pipes under the project road, details are provided in the succeeding Table. Surface runoff from the carriageway and all other pavements will be discharged through a network longitudinal drains designed with adequate cross section, bed slopes, invert levels, and outfalls. The construction of the drainage system in the urban and rural areas will vary according to types, dimensions, classes, and material requirements.

Table 12:Details of the Culverts for the Road Project Details/ Road Section Under A279 Road, Km28-74 Pipes to be retained (m) 138 New Pipes to be added (m) 35.69 Pipes to be reconstructed (m) 1771.03 Total number of new pipes 804 Details/ Road Section Under AK319 Road, Km 30-18 Pipes to be retained (m) 20 New Pipes to be added (m) 11.2 Pipes to be reconstructed (m) 1030.6 Total number of new pipes 547 Details/ Road Section Under Road M39 Km 1173-1144 Pipes to be retained (m) 1755.4 New Pipes to be added (m) 186.28 Pipes to be reconstructed (m) 1348.73 Total number of new pipes 759 Total Pipes to be retained (m) 1913.4 New Pipes to be added (m) 233.17 Pipes to be reconstructed (m) 4150.36 Total number of new pipes 2110

4. Earthworks

Earth will be required in the construction of embankments, subgrade, removal and replacement of unsuitable materials, backfilling during bridge construction, and retaining walls or other earth retaining structures, among others. The approximate earthworks and pavement quantities required for the proposed project is provided in the Table below.

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Table 13: Estimated Earthworks Description Unit Quantity Clearing and grubbing of trees diameter less than 32cm no. 27,500 Clearing and grubbing of trees diameter more than 32cm no. 570 Stripping of topsoil M3 65,000 Road bed excavation and excavation in cut M3 420,000 Embankment Construction for roads and associated works up M3 1,565,000 to bridge Subgrade Preparation M3 1,975,000 Preparation of the underlying granular pavement layer M3 115,000 Dismantling of existing concrete structures, loading on trucks M3 425 and haulage of up to 3km Removal and transportation of existing bituminous pavement M3 100,000 Structural excavation for culverts, headwalls, wingwalls and M3 250,000 retaining walls Granular backfill to culverts, headwalls, wingwalls and M3 220,000 bedding for culverts

5. Road Safety

Traffic control and safety facilities are designed according to the requirements of SHNK2.05.02-07 "Automobile roads". Road signs will be located and constructed according to the GOST10807-78 "Road signs" and GOST23457-86 "Technical means of traffic management".

Source of Construction Materials

Gravel and sand will be sourced from nearby existing quarries in Guzar, Tanhoz, Kitab and Kashkadarya located in Kashkadarya region. These five quarries have a total reserve of more than 380 million m3, meeting the requirements of GOSTs. No new quarries will be established for the project. The succeeding Table describes the quarry areas while the succeeding Figures present their locations.

Table 14: Location of Proposed Borrow Pits # Name Location Material Licensed Environmental Conditions 1 Guzar borrow Located from the sand and Yes An existing borrow pit pit right side 22 km gravel located in a riverbed. away from km 38 mix Existing residential of 4R79 road properties border the east and west boundaries of the site. 2 Tanhoz located from the sand and Yes An existing borrow pit borrow pit right side 4 km gravel located in a riverbed. away from km mix Surrounded by agricultural 99.5 of 4R79 land the nearest residential road properties are more than 500 meters from the site. 3 Kitab Sanoat located from the sand and Yes An existing borrow pit Qurilish left side 0.2 km gravel extracting materials from the borrow pit away from km mix riverbed. Most surrounding 1157.6 of M-39 land uses are non- road residential. 4 Kashkadarya located from the sand and Yes An existing borrow pit borrow pit right side 2.1 km gravel located in a riverbed. away from km mix Residential properties can be

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# Name Location Material Licensed Environmental Conditions 1163.7 of M-39 found within 150 meters of road. the site. 5 Kashkadarya located from the sand and Yes An existing borrow pit borrow pit right side 16 km gravel located in a riverbed. away from km mix Surrounded by agricultural 1173 of M-39 land the nearest residential road. properties are more than 400 meters from the site.

In addition, the following materials will be sourced:

• Cement concrete will be supplied from established, licensed cement plants with an average haulage range of 10 km. • Asphalt will be obtained from the Shaykhan and Tanhoz plants (average distance of haulage from the carriage - 28 km). Cement - from the plant "Kyzylkumcement" (average distance of haulage from the carriage - 234 km). Crushed stone - Shaykhan plant and Kitab MK (average haulage distance - 26 km). • Reinforced concrete structures, support traffic signs and other concrete structures will be sourced from Kitab plant concrete products (average haulage distance - 51 km). • Concrete culverts will be sourced from Karshi plant (average haulage distance - 82 km). • Reinforced concrete structures for bridges and overpasses, fences, metal pipes, screens road signs will be sourced from Tashkent (average haulage distance - 444 km). • Process water will be sourced from local sources (average haulage distance - 5 km). • Saplings - from Karshi, Shahrizabz, Kitab (average haulage distance - 33 km).

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Figure 7: Photo Collage of Identified Borrow Areas and Pits

Construction Method

Following the planning and design stages and substantial completion of land acquisition based on the approved land acquisition and resettlement plan (LARP) the contractor can start mobilization and initiate site clearing works. This starts with the survey and ground staking to provide control point and guide the construction crew. Within the right- of-way the road corridor is cleared and grubbed, all traffic signs including their foundations are removed, culverts and other drainage structures demolished, and all existing utilities and services that may be disrupted are relocated that includes overhead electric supply lines, gas pipelines, underground telephone cables, and sewer mains.

The road construction will commence on cleared sections which includes ripping of existing pavement slab, removal of base course and sub-base course, leveling of sub-base course and base course, and paving. Paving or the placing and consolidation of concrete is done either though slip-form or stationary form method. In the slip-form method, a paving equipment is used and maybe guided by false forms. The operations of depositing, spreading, consolidating, and finishing concrete is maintained continuously forward operation without starting and stopping the paver. Final finish is obtained with a burlap attached to the trailing forms. Slip-form pavers are self-propelled and capable of placing, consolidating, and finishing concrete pavement slabs true to grade and cross section in one complete pass without the use of fixed side forms. The paver is equipped to spread the concrete to a uniform depth before it enters the throat of the machine. The concrete is then vibrated externally or internally to consolidate the concrete throughout its entire depth and width. The pavers are capable of placing the concrete in two layers with automatic insertion of the dowel bars and tie bars. Using the stationary side-form method, concrete is consolidated by vibrators against and along the faces of all forms and along the full length and on both sides of all joint assemblies.

Construction Equipment

The succeeding Table provide indicative lists of the key equipment required in the construction phase.

Table 15: Key Equipment - Section 1: km 28 - km 76 (48 km) No. Equipment Type and Characteristics Minimum Number required 1 Bulldozer (>245HP) 4 2 Excavator (>100HP) 12 3 Crushing and screening plant – mobile type at least 150 m3/h including rock 2 material washing machinery

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No. Equipment Type and Characteristics Minimum Number required 4 Concrete Paving Machinery width not less than 9.0 m for 2-layer concrete 2 placing including film-forming machinery 5 Small Concrete Paving Machinery width not more than 5.0 m including film- 1 forming machinery 6 Front Loader (>135HP) 15 7 Concrete batching plant (>150m3/hr) 2 8 Motor grader (>135HP) 10 9 Vibratory roller (> 13T) 8 10 Tipper truck (10T) 30 11 Tipper truck (16T) 30 12 Mobile concrete carriers (>25T) 25 13 Transit mixer (>6m3) 6

Table 16: Key Equipment - Section 2: km 98 - km 127 (29 km) No. Equipment Type and Characteristics Minimum Number required 1 Bulldozer (>245HP) 4 2 Excavator (>100HP) 12 3 Crushing and screening plant – mobile type at least 150 m3/h including rock 2 material washing machinery 4 Concrete Paving Machinery width not less than 9.0 m for 2-layer concrete 2 placing including film-forming machinery 5 Small Concrete Paving Machinery width not more than 5.0 m including film- forming machinery 1 6 Front Loader (>135HP) 15 7 Concrete batching plant (>150m3/hr) 2 8 Motor grader (>135HP) 10 9 Bitumen Distributor (>6000 L) 2 10 Asphalt Plant (>100 t/hr) 1 11 Paver (>200t/hr) 2 12 Vibratory roller (> 13T) 8 13 Tandem roller (8T) 4 14 Pneumatic Tyred Roller (>15T) 2 15 Tipper truck (10T) 30 16 Tipper truck (16T) 30 17 Mobile concrete carriers (>25T) 25 18 Transit mixer (>6m3) 6

Projected Traffic

Traffic counts indicate that road traffic on the rehabilitated road will increase substantially by 2033. The following Tables illustrate the traffic forecasts for different sections of the road. The average annual average daily traffic in the project area is 12,255 vehicles per day (vpd). The composition of the average flow distributed as follows: passenger cars - 93%,

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trucks up to 3.5 t - 2%, trucks 3.5-12 tons - 2.5%; trucks over 12 tons - 1.5%, buses - 0.2%, train - 0.5%, tractors and agricultural machinery - 0.3%.

Table 17: Traffic Forecasts, Vehicles per Day (VPD), 2013-2033 - Highway М-39 (at 1173km) Structure of the flow, unit per day Total Tractor Year Light Comm’l Comm’l Comm’l Auto units per Auto s & duty vehicle vehicle vehicle > train day buses agri’l. vehicle <= 3,5 t 3,5 - 12 t 12 t s vehicle 2013 19,093 45 355 493 260 37 56 20,339 2018 23,208 55 431 599 316 45 68 24,722 2023 29,619 70 551 765 403 57 87 31,552 2028 37,803 89 702 976 515 73 111 40,269 2033 48,247 114 897 1246 657 93 141 51,395

Table 18: Traffic Forecasts, Vehicles per Day (VPD), 2013-2033 - Highway 4R79 (at 52km) Structure of the flow, unit per day Total Tractor Year Light Comm’l Comm’l Comm’l Auto units per Auto s & duty vehicle vehicle vehicle > train day buses agri’l. vehicle <= 3,5 t 3,5 - 12 t 12 t s vehicle 2013 4,860 31 193 147 235 100 37 5,603 2018 5,907 38 234 179 286 121 45 6,810 2023 7,539 48 299 228 365 155 57 8,691 2028 9,622 61 382 291 465 198 73 11,092 2033 12,281 78 488 371 594 253 93 14,158

Accident data provided by the Directorate of Internal Affairs, Road Police Department between 2006 and 2015 indicated three fatalities recorded on the road section “railway station Tanhoz – Yakkabog town – Esat village – Kozok village”. Most of the accidents recorded between 2006 and 2015 resulted from vehicle on vehicle collisions and vehicle – pedestrian collisions.

30 Kashkadarya Regional Road Project Initial Environmental Examination

Figure 8: Road Crash Records between Tanhoz-Yakkabog-Erzat-Kozok, 2006-2015

Proposed schedule for implementation & Cost

Table 19: Schedule for Project Implementation and Cost Project Duration Three years construction, one-year defects liability Construction Start Date June 2017 End Date Last quarter 2021 Cost 266,19 million USD (77 km)

IV. DESCRIPTION OF THE ENVIRONMENT

Physical Resources

1. Air Quality and Climate

a) Air Quality

Uzbekistan is situated in the arid zone, which includes large natural sources of dust from the Kara-Kum and Kyzyl-Kum deserts with their repeated windstorms, the Aral Sea area zone (Priaralye) and the dried Aral seabed area (Aralkum). Soil and mineral particles are the main constituents of suspended particulate matters from these sources. In Uzbekistan, sulfur dioxide (SO2), nitrogen dioxide (NO2) and carbon monoxide (CO), and suspended particulates of different composition and origin are the main anthropogenic air pollutants.

Within the Project corridor, most houses and buildings within settlements are located outside of the RoW. In addition, all road sections are currently paved with asphalt, or concrete which limits the potential for dust impacts normally associated with un-paved or degraded roads. The road traverses mainly agricultural land and urban settlements. Few stationary

31 Kashkadarya Regional Road Project Initial Environmental Examination

sources of emissions were noted within the project corridor except for a couple of concrete batching yards.

Monitoring of air pollutants within the project corridor has been undertaken in several instances. Table 20 shows results of the air quality monitoring conducted by an independent monitoring team as part of the 2016 environmental examination. The results of the air quality monitoring indicate that only dust was recorded at the three monitoring locations and that the levels were within the limits set by the GoU.

Table 20: Air Quality Monitoring Results, 2016 Shahrizabz km1170 of М-39 № Parameter (km 103,4 of designed section) GoU Limit IFC Limit Measured value Compliance 1 Dust 0.5 mg/m3 - 0,29 mg/m3 Yes 2 NOX (1 hour) 0.2 mg/m3 0.2 mg/m3 0,00 mg/m3 Yes 4 S0X (ten minute) - 0.5 mg/m3 0,00 mg/m3 Yes Value (one-time) Chim 37,4 km № Ingredient GoU Limit IFC Limit Measured value Compliance 1 Dust 0.5 mg/m3 - 0,28 mg/m3 Yes 2 NOX (1 hour) 0.2 mg/m3 0.2 mg/m3 0,00 mg/m3 Yes 3 S0X (ten minute) - 0.5 mg/m3 0,00 mg/m3 Yes Esat 73,2 km № Ingredient GoU Limit IFC Limit Measured value Compliance 1 Dust 0.5 mg/m3 - 0,30 mg/m3 Yes 2 NOX (1 hour) 0.2 mg/m3 0.2 mg/m3 0,00 mg/m3 Yes 3 S0X (ten minute) - 0.5 mg/m3 0,00 mg/m3 Yes

32 Kashkadarya Regional Road Project Initial Environmental Examination

Another set of dust monitoring was conducted in May 2018, focusing on PM10 ambient concentration on sensitive locations and land. The results are presented in the succeeding Table and indicates air quality complies with the World Bank International Finance Group (WB-IFC) 24-hour guideline value of 50 ug/m3.

Table 21: PM10 Ambient Air Monitoring (May 10-11, 2018) Dust Weather Wind General # Name of area Wind Temp. Ug/m3 mg/m3 Speed weather Direction (C) (m/s) description 29 km 1 Kitob 29 0.029 3 SE 24 Clean 2 Music College 28 0.028 2.5 SE 24 Clean 3 Center of Shahrizab City 43 0.043 3 SE 28 Clean 48 km 4 Esat 33 0.033 2.7 S 30 Clean 5 Yangiobod 40 0.040 2.8 SE 34 Clean 6 College #1 31 0.031 2.8 SE 34 Clean 7 Yakkabog 37 0.037 2.9 SW 30 Clean 8 Crossroads 45 0.045 3.0 S 28 Clean 9 Qorabog 39 0.039 4.9 S 27 Cloudy 10 College #2 38 0.038 4.1 S 28 Cloudy

b) Ambient Noise

Baseline noise levels at dwellings in the communities alongside the road are dominated by road traffic noise, but progressively further away from the road, traffic on local roads and day to day activities at dwellings will contribute to overall noise levels.

A noise survey was carried out in May 2018 and a detailed description of the methodology, monitoring locations and the results is presented in the Ambient Noise Survey Report, Republic of Uzbekistan, Kashkadarya Regional Road Project. Monitoring comprised of a combination of short term attended noise monitoring at nine locations and unattended monitoring over a 24hr period at one further location. The results of the short term and 24hr monitoring are shown in the succeeding Tables and are compared, where possible, with calculated road traffic noise levels for 2018.

The results of the daytime short-term monitoring corrected where relevant, from freefield to façade (+3dB) show reasonable agreement with calculated road traffic noise levels, considering differences between calculation and monitoring locations. For example, at Chim College, the monitoring position is on the college boundary (free-field) with the road, whilst the receptor location rec 31 is on the building façade around 45 metres further away from the road. There is no evidence of any systemic variation, indicating that assumptions made in the road traffic noise calculations including condition of road surface, traffic flows and speeds for 2018 are valid.

The day and night time results of the 24-hour monitoring show reasonable agreement with calculated road traffic noise levels, again, taking into account the variation between calculation and monitoring locations.

The baseline noise survey revealed the following:

• Road 4R79 (36km) Chainage 28-64: The principal communities alongside the section of the 4R79 road which is to be upgraded include Qirzi, Chim, Kamashi, Mangit, Korabog and Yakkabog (Takbay). Baseline road traffic noise levels at houses alongside the road

33 Kashkadarya Regional Road Project Initial Environmental Examination

already exceed levels set out in the IFC Guidelines by up to 13 dB during the daytime and exceed the Uzbek Standard for areas adjusted to highway. Internal noise levels at Chim College already exceed the internal noise criterion for a school by c.3dB with windows open. • Road K319 (12km) Chainage 64-76: The principal communities alongside the section of the K319 road which is to be upgraded include Yakkabog (Kazakkishlak), Hokimquorgan, Koramuncha, Yangiobod, Esat, and Gallagula. Baseline road traffic noise levels at houses alongside the road already exceed levels set out in the IFC Guidelines by up to 12 dB during the daytime, and also exceed the Uzbek Standard for areas adjusted to highway. Internal noise levels at Esat College already exceed the internal noise criterion for a school by c.4dB with windows open. • Road K319 (12km) Chainage 64-76: The principal communities alongside the section of the K319 road which is to be upgraded include Yakkabog, Hokimquorgan, Koramuncha, Yangiobod, Esat and Gallagula. Baseline road traffic noise levels at houses alongside the road already exceed levels set out in the IFC Guidelines by up to 12 dB during the daytime and exceed the Uzbek Standard for areas adjusted to highway. Internal noise levels at Esat College already exceed the internal noise criterion for a school by c.4dB with windows open.

Table 22: Results of Short-term noise monitoring Rec Location Date LAeq, 1hr Model No. Daytime Output (dB) (dB) 150 Kitob 10 May 59.3 65.4 n/a College (Kitob) 10 May 55.3 n/a 118 Shahrizab 10 May 62.3 64.0 n/a Esat 10-11 May 50.0 n/a 90 Yangiobod 10-11 May 61.0 60.5 81 College (Kormuncha) 10-11 May 58.5 59.9 69 Yakkabog 10-11 May 63.5 66.7 51 Qorabog 10-11 May 60.5 61.2 31 College 10-11 May 65.0 56.1

Table 23: Results of 24hr monitoring noise monitoring. Dwelling in Chim Village, Receptor No.19 Details Day Eve Night 07:00-19:00 19:00-23:00 23:00-07:00 Measured noise level (dB) 64.2 n/a 58.3 Calculated road traffic noise level (dB) 61.9 60.3 59.3

c) Climate

Uzbekistan's climate is classified as continental, with hot summers and cool winters. Summer temperatures often surpass 40 °C (104 °F); winter temperatures average about −2 °C (28 °F) but may fall as low as −40 °C (−40 °F). Most of the country also is quite arid, with average annual rainfall amounting to between 100 and 200 millimeters (3.9 and 7.9 in) and occurring mostly in winter and spring. Between July and September, little precipitation falls, essentially stopping the growth of vegetation during that time.

34 Kashkadarya Regional Road Project Initial Environmental Examination

Figure 9: Climate Classification Map

The project area is located in a cold semi-arid climate zone as presented in the previous Figure while the succeeding Figure illustrates the monthly precipitation levels and temperature for Karshi. Temperatures in Karshi rarely fall below 0 °C in the winter months but can reach into the 40’s during the summer months when hardly any precipitation falls. Precipitation, when it does fall is mostly rain with only 16 days of snow fall per year. Annual rainfall is approximately 250 mm.

60

50

40

30

20

10

0 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Daily Mean Temperature (°C) Average Precipitation (mm)

Figure 10: Mean Monthly and Annual Temperatures In Karshi11

d) Climate Change

Uzbekistan is significantly threatened by climate change, with serious risks already in evident. Climate change is projected to further lead to higher temperatures, changes in precipitation regimes, and more severe and prolonged droughts with corresponding decreases in water availability. Measurements of seasonal temperatures by district show that

11 http://en.climate-data.org/location/386274/

35 Kashkadarya Regional Road Project Initial Environmental Examination

the average annual temperature has increased in Uzbekistan by 0.29°С since 1951. Furthermore, based on a comparison of two 30-year periods (1951–1980 and 1978–2007), data shows that the number of days with temperatures lower than –20°C has declined by more than 50 % throughout Uzbekistan. Similarly, the number of days with temperatures lower than 15°C has declined by 28–48 % in the northern and mountainous regions of the country. On the other hand, the number of days with high temperatures (higher than 40°C) increased near the Aral Sea by more than 100 %, and in other regions by 32–70 %, except for foothills, where increases were more moderate (10–12 %).12

Future scenarios indicate that average warming over the next 20 years for the medium scenario will be about 1 – 2.5°C. Precipitation changes are more uncertain than temperature changes. The medium impact scenario indicates an increase in precipitation of about 48 mm per year in the desert and steppe zones, an increase of 42 mm per year in the piedmont zone, and a decrease of about 10 mm in the highlands zone. Despite an overall increase in precipitation, aridity is also expected to increase across the entire country, most notably in the western parts of Uzbekistan. 13

Figure 11: Temperature Change Scenario towards 203514

2. Topography and Seismicity

The physical environment of Uzbekistan is diverse, ranging from the flat, desert topography that comprises almost 80 percent of the country's territory to mountain peaks in the east reaching almost 4,500 meters above sea level. The southeastern portion of Uzbekistan is characterized by the foothills of the Tian Shan mountains, which rise higher in neighboring Kyrgyzstan and Tajikistan and form a natural border between Central Asia and China.

The Project road is located on relatively flat, fertile valley also known as the Karshi Steppe. It is framed by two distinct mountain ranges, the Gissar Range to the east and the Zarafshan Range to the north, both of which are parts of the Pamir-Alay system. Error!

12 Environmental Performance Review – Uzbekistan. Second Review. UN, 2010 13 http://infoclimate.org/wp-content/uploads/2014/04/Uzbekistan_Country_Profile-EN.pdf 14 Environmental Profile of Uzbekistan. UNDP, 2008

36 Kashkadarya Regional Road Project Initial Environmental Examination

Reference source not found. indicates the locations of these mountain ranges in relation to the Project road. Starting 28km east of Karshi, the road is situated in a relatively flat landscape at around 400 meters above sea level (msl). The road gradually rises approximately 50 meters every 15-20 kilometers as follows; Chim - 450 msl, Karabag - 500 msl, Yakkabog - 580 msl, Shahrizabz – 630 msl, road end point – 800 msl.

Uzbekistan is in the middle of Central Asia within a zone of high seismic activity (see Error! Reference source not found.). According to the Russian seismic code Chimkurgan dam (within three kilometers of the Project road) is located in seismic intensity zone VII according to MSK Intensity scale (Medvedev, Sponheuer and Karnik).15In 1999, the country established a law on earthquake disaster preparedness and also special building codes for planning and construction (KMK 2.01.03-96 “Norms and Regulations for Construction in Seismic Zones” and KMK 2.07.01-94 “Town-planning, lay-out and building of urban and village settlements”).

Figure 12: Regional Topography

3. Hydrology

The Republic of Uzbekistan and most of the neighboring countries are situated in the Aral Sea internal drainage basin, transboundary waters of which are in shared use for economic and environmental needs. The fresh waters of the rivers, lakes and reservoirs are used for irrigated farming, industrial and public utility sector needs. The use of low productivity saline lands for agricultural production, in-stream disposal of collector-drainage waters and

15 Aral Sea Basin Program Water and Environmental Management Project – Component C – Dam Safety and Reservoir Management: Chimkurgan Dam Safety Assessment Report. March 2000. SMEC

37 Kashkadarya Regional Road Project Initial Environmental Examination

inefficient wastewater purification systems is currently resulting in deterioration of Uzbekistan’s water resources quality and in increase in water salinity.

The largest amount of surface water resources, about 90%, is generated from the mountainous areas of neighboring countries. Internal water resources comprise lakes, groundwater resources, rivers and the water reserves of glaciers. Large and small rivers, as well as groundwater, are the main constituents of available water resources in Uzbekistan.

The main rivers are the Amu Darya River, formed by the confluence of the Vakhsh and Pyandj Rivers, the Syr Darya River, formed by the confluence of the Narin and Karadarya rivers, and the Chirchik River near Tashkent. The Amu Darya River basin includes the Surkhandarya, Sherabad, Kashkadarya and Zarafshan rivers, but only the Kashkadarya and Sherabad Rivers are entirely located within the territory of Uzbekistan.16

Figure 13: Seismic Hazard Distribution Map

The Project road crosses both the Kashkadarya and Aksudarya rivers. The Kashkadarya river is 378 km in length with a basin of 6,800 km2. The river rises in a massive mountain located at the junction of the Zarafshan and Gissar ridges. The largest tributaries of the Kashkadarya river are: Djinni-Darya, Aksu, Tanhaz and the Yakkabag. The Kashkadarya river is fed from snow-glacier and snowfall and rainfall.17 The river is heavily utilized for irrigation and domestic water uses, and as such it eventually diminishes in the Karshi Steppe without drain (see Error! Reference source not found.). A dam and reservoir are located approximately 20 km upstream of the Aksudarya river. The discharge rates from the dam are not known, however, coordination between the operators of the dam and the Contractor will

16 Environmental Performance Review – Uzbekistan. Second Review. UN, 2010 17 Aral Sea Basin Program Water and Environmental Management Project – Component C – Dam Safety: Chimkurgan Dam Safety Assessment Report. March 2000. SMEC

38 Kashkadarya Regional Road Project Initial Environmental Examination be necessary during the construction phase to avoid any significant discharges of water impacting on construction activities around the bridge crossing the river.

Figure 14: Kashkadarya River (km 113)

The road crosses many canals and collectors, including:

Table 24: Other Surface Water Courses in the Project Area # Km Type 1 28+740 Canal 2 29+625 Collector 3 43+025 Pakhtaabad canal 4 45+857 Collector 5 55+375 Collector 6 61+390 Collector 7 69+150 Canal 8 71+326 Collector 9 73+625 Collector 10 98+656 Collector 11 103+825 Collector 12 108+345 Naukhat canal 13 115+985 Ankhor canal

39 Kashkadarya Regional Road Project Initial Environmental Examination

Figure 15: Aksudarya river (Km 106)

Samples of water quality were taken from the Kashkadarya river at Km 113 in June 2016 by an independent monitoring consultant. The assessment reveled that pH, hardness, chlorides, and sulphates were within standards of Uzbekistan as provided in the succeeding Table. No analysis results were provided by the independent monitoring consultants on other parameters.

Table 25: Kaskadarya River Water Quality Assessment, 2016 Kashkadarya Kashkadarya Kashkadarya Parameters river 200 m river 20 m river 200 m Standard upstream downstream downstream Rate of smell intensity 26 26 26 Turbidity present present present Souring m20, dm3 2 2 2 Acidity m2 3 3 3 pH 7 7 7 6.6-8.5 Total Hardness mg/eq 3.2 3.2 3.2 <25 Dissolved solids mg/l 328.2 328.2 328.2 Calcium mg/l 2 2 2 Magnesium mg/l 2.2 2.2 2.2 Chlorides mg/l 10 10 10 300 Sulphates 55.2 55.2 55.2 100 Ammonia mg/l - - - Nitrites mg/l - - - Nitrates mg/l 4.4. 4.4. 4.4.

The estimated regional groundwater reserves in Uzbekistan make up 18,455 million m3/year. The total actual extraction is 7,749 million m3/year, which is about 42 % of the estimated reserves. Fresh groundwater is concentrated mainly in the Fergana Valley (34.5 %) and the regions of Tashkent (25.7 %), Samarkand (18 %), Surkhandarya (9 %) and Kashkadarya (5.5 %), with the rest being brackish or saline and having limited potential for use. Groundwater is mainly used for domestic and drinking water supplies (173.5 m3/s), irrigation and stock water development needs (70.5 m3/s) and industrial and process water supplies (29.6 m3/s).

40 Kashkadarya Regional Road Project Initial Environmental Examination

Groundwater in the project area occurs within 1–5 m. Groundwater chemical composition is concrete corrosive – its sulphate content ranges from 144 to 12230 mg/kg. In addition, high sulphate and chloride levels in the groundwater lead to salinization.

Figure 16: Regional Water Use18

From geological aspect within the project area is underlain by quaternary rocks, which are presented as hard clay loams and fine sandy loam with inclusions of shingle, gravel, granitic subsoil, ballast and boulders, and chalk deposits. In small rivers and ravines, gravel and shingle, crushed stones and boulders are found. Neogen rocks occur which are represented by red clays with inclusions of rocks, gravel, granitic subsoil and boulders. existing quarry and borrow pits are located near the project alignment that can supply gravel and sand requirements. These borrow pits are located in Guzar, Tanhoz, Kitab and Kashkadarya with a total reserve of more than 380 million m3.

Soils mapping by the FAO indicates that the soils in the Project area are generally salt free but become slightly saline as the road gets closer to Karshi.19

Ecological Resources

Uzbekistan is located at the crossroads of several bio-geographical regions. It contains a variety of landscapes, including high mountain ranges, wetlands, and the infamous Aral Sea. Almost 85 % of Uzbekistan’s territory is occupied by desert or semi desert, including the largest arid zones in Central Asia: the Kyzyl-Kum, and the Ustyurt Plateau. About 10 % of

18 http://www.cawater-info.net/aral/i/vod-res-bam-e.gif 19 http://www.fao.org/fileadmin/user_upload/GSP/docs/eurasian_workshop/Uzbekistan_Moscow_20.11.2013.pdf

41 Kashkadarya Regional Road Project Initial Environmental Examination

Uzbekistan’s land, most of it in the Fergana Valley, is classified as arable, and 0.8 % is planted to permanent agricultural crops. About 0.4% is forested. Most of the rest is desert.

1. Flora

The flora of Uzbekistan is represented by at least 4,800 species of vascular plants which belong to 650 genera and 115 families. Endemism rate is rather low at 8 % or 400 species of the total number of species.20

The Project road traverses a mix of urban settlements, agricultural land and pastureland. Within these various pockets of land more than 48,000 trees can be found in the RoW that will need to be cut to allow the road to be widened to accommodate the specific design requirements. The succeeding Table indicates the numbers of trees to be cut in the specific portions of the Project road. The types of trees found within the Project corridor include Mulberry, Sycamore, Poplar, Pine, English Elm, Hazel, Almond, Apricot and Cherry.

Table 26: Locations and Numbers of Trees to be Cut Along the Project Road District Section Affected trees

Kamashi 4P79 / 28,5-35 km 3204 Kamashi 4P79 / 35-42 km 5454 Kamashi 4P79 / 42-58 km 4947 Yakkabog’ 4К319 / 12-30 km 6388 Yakkabog’ 4Р79 / 58-64 km 2376 Shahrizabz М-39 / 1164-1173 km 1805 Kitab М-39 / 1144-1154 km 256 Kitab М-39 / 1154-1184 km 3364 Total 27,794

2. Fauna

According to the 2008 Red List of Threatened Species of the IUCN, there are 52 critically endangered / endangered / vulnerable species in Uzbekistan, further there are 415 species have a lower risk and the data for five species are insufficient. From the Uzbekistan’s national Red Book published in 2006, which overlaps with the 2008 International Red List and being more stringent in some instances. No endangered IUCN Red List species have been identified within the Project corridor including land migration corridors.

An Important Bird Area (IBA)21is situated 60-70 km north-east of Karshi town in Chimkurgan Reservoir. It belongs to the Kamashi and Chirakchi districts of Karshinskaya province. The reservoir a channel storage type located in the Kashkadarya river basin. The area of the reservoir is 44.4 km2, with a length of 17.5 km, maximum width of 5.5 km, average depth of 17.2 m, and a maximum depth of 30m. Its water is used for irrigation. Access to the reservoir is strictly controlled and permission is required to enter the site. The succeeding Table enumerates the populations of IBA triggered species found at the site, the most important of which is the Lesser White-fronted Goose considered as ‘vulnerable’ by the IUCN Red Book.

20 http://enrin.grida.no/htmls/uzbek/report/english/animal.htm 21 An Important Bird and Biodiversity Area (IBA) is an area identified using an internationally agreed set of criteria as being globally important for the conservation of bird populations. The program was developed and sites are identified by BirdLife International.

42 Kashkadarya Regional Road Project Initial Environmental Examination

Figure 17: Important Bird Area22

Table 27: Populations of IBA Triggered Species23 Population Quality of IBA IUCN Species Season Period estimate estimate Criteria Category Lesser White- winter 2007 7-18 medium A1 Vulnerable fronted Goose individuals Anser erythropus Greylag Goose winter 2007 323-12,868 good A4i Least Anser anser individuals Concern Ruddy Shelduck winter 2007 528-2,986 medium A4i Least Tadorna individuals Concern ferruginea Great Cormorant winter 2007 108-4,640 medium A4i Least Phalacrocorax individuals Concern carbo Demoiselle Crane passage 2007 28-1,004 medium A4i Least Anthropoides virgo individuals Concern Common Crane passage 2007 18-1,103 medium A4i Least Grus grus individuals Concern A4iii Species winter 2007 3,091-20,825 good A4iii group - waterbirds individuals

3. Forests and Protected Areas

Uzbekistan’s current protected natural areas fall into five categories: nature reserves/national reserves (zapovedniks); national parks; one ecological center; wildlife areas (zakazniks); and national nature memorials.24 The nearest protected areas include:

Kitab State geological nature reserve - situated in the south-western branches of the Zarafshan range (1300 msl. to 2650 msl). Flora includes more than 500 types. Fauna represents 21 types of mammals and 120 types of birds, including those which are listed

22 http://www.birdlife.org/datazone/geomap.php?r=i&c=225 23 http://www.birdlife.org/datazone/geomap.php?r=i&c=225 24 Environmental Performance Review – Uzbekistan. Second Review. UN, 2010

43 Kashkadarya Regional Road Project Initial Environmental Examination

to the Red Book of Uzbekistan including the golden eagle, bearded vulture, booted eagle and others. The reserve is located more than 25 kilometers north-east of the Project road.

Kitab Geological Nature Reserve

Gissar State Nature Reserve

Project Road

Figure 18: Protected Areas in the Region25

The Gissar State Nature Reserve - situated on the western mountainsides of the Gissar range between 1,750 msl and 4,349 msl and was established in 1985 when two independent nature reserves were merged. The first of these was the Kizilsuyskiy Nature Reserve, founded in 1975 for the protection of one of the best and extensive juniper forests in the Western Pamoro-Alay. The second was the Mirakinskiy Nature Reserve, founded in 1976 for the protection of the upper reaches and source of the Kashkadarya river and the Severtzov glacier (about 3.5 km long). The nature reserve is rich in natural features, including one of the largest caves in Central Asia – the Cave of Amir Temur – kuragoni in the southern part of the reserve, which is situated at more than 2,900 m. Mature juniper forests cover less than 10% of the site, while open juniper forests and elfin woods cover approximately 20 %. The flora of the Western Gissar is typical of the mountains of Central Asia. It is rich in species composition and there is a considerable number of endemics. The reserve is located more than 50 kilometers east of the Project road.

Economic Development

1. Industry and Agriculture

Economic production is concentrated in commodities. Uzbekistan has the fourth largest gold deposits in the world. The country mines 80 tons of gold annually, seventh in the world. Uzbekistan's copper deposits rank tenth in the world and its uranium deposits twelfth.

25 http://w ww.protectedplanet.net/country/UZ

44 Kashkadarya Regional Road Project Initial Environmental Examination

The country's uranium production ranks seventh globally. The Uzbek national gas company, Uzbekneftegas, ranks 11th in the world in natural gas production with an annual output of 60 to 70 billion cubic metres (2.1–2.5 trillion cubic feet). The country has significant untapped reserves of oil and gas: there are 194 deposits of hydrocarbons in Uzbekistan, including 98 condensate and natural gas deposits and 96 gas condensate deposits.

Along with many Commonwealth of Independent States or CIS economies, Uzbekistan's economy declined during the first years of transition and then recovered after 1995, as the cumulative effect of policy reforms began to be felt. Since the mid-2000s, Uzbekistan has enjoyed robust GDP growth due to the trade of its key export commodities like copper, gold, natural gas, and cotton, and coupled with the government’s macro-economic management and limited exposure to international financial markets that protected it from the economic downturn. Overall GDP growth for Uzbekistan has continued at around 8 % annually during 2011-15, supported by net exports and a large capital investment program.

Agriculture employs 26% of Uzbekistan's labour force and contributes 18% of its GDP (2012 data). Cultivable land is 4.4 million hectares, or about 10% of Uzbekistan's total area.

The Kashkadarya region has significant petroleum and natural gas reserves, with the Mubarekh Oil and Gas Processing Plant as the region’s largest industry. Other industry includes wool processing, textiles, light industry, food processing and construction materials. Major agricultural activities include cotton, various crops and livestock. The irrigation infrastructure is very well developed with the large Tollimarjon reservoir providing reliable water source.

The economy of the Kashkadarya Region and the Project area is focused on agriculture. The share of agricultural production in Kashkadarya in the gross regional product is more than 40%. The gross agricultural output of the region is 796.1 billion soms. Kashkadarya is one of the main sources of grain, cotton and other agricultural products in Uzbekistan producing 10.2% of all agricultural products (10% of cotton, 11% of grain). 98% of gas and more than 80% of oil extracted in Uzbekistan comes from Kashkadarya.26

2. Infrastructure and Transportation facilities

The villages within the Project corridor are served by mains electricity and mains gas and piped water systems. Many of the connecting utilities are located adjacent to the road sides, such as gas and water pipes. Careful consideration needs to be applied to these utilities during the design and construction phases of the Project to minimize disruption to these utilities, especially in winter months. Other infrastructure in the Project area includes irrigation channels. As with utilities, design and construction activities should be coordinated with users of irrigation waters to ensure minimal disruption.

Numerous access roads line the Project corridor. These access roads are important to the local population who use them to access villages, individual properties and farmland. As noted in the Project Description section of this IEE, the Project actually comprises two separate road sections, and as such it is important for access to remain open to the other portions of these sections from the Project road.

3. Land use

Land use mapping by the FAO concurs with the findings of the site visits, that the Project area is dominated by agricultural lands and pastureland. The road also passes through several settlements, the most populous of which are Chim, Yakkabog, Shahrizabz and Kitab.

26 http://www.uzbekembassy.org/e/investment_guide_by_kashkadarya/

45 Kashkadarya Regional Road Project Initial Environmental Examination

No heavy industrial land uses were noted within the Project Corridor. Commercial and light industrial activities are within the more established settlements, such as Shahrizabz, but none of these activities were noted within the RoW. No buildings of architectural or historical importance were noted within the Project corridor.

Figure 19: Land Use in Kashkadarya27

Table 28: Photo Collage of the Surrounding Land Use

Section 1 Start Point (4R79). Pavement in good Chainage 32.2 showing agricultura l area. Road condition. Mainly agricultural land. Small trees will be expanded to four lanes totaling 13 meters

27 http://www.fao.org/fileadmin/user_upload/GSP/docs/eurasian_workshop/Uzbekistan_Moscow_20.11.2013.pdf

46 Kashkadarya Regional Road Project Initial Environmental Examination

(conifers) have been planted by the Hokhimat to (including shoulder). None of these trees are delineate the boundaries of the ROW within the ROW

Center of Chim village, chainge 38.5 km Qozoq, chainage 64 km. Numerous schools and colleges were noted within the vicinity of the project road. None are located within 25 meters from the road edge

Start of second ADB road section, Shahrizabz Shahrizabz, chainage 102. Once the road leaves the center of Shahrizabz the road traverses predominantly commercial and industrial areas, here it crosses a railway line.

47 Kashkadarya Regional Road Project Initial Environmental Examination

Kishlyk, chainage 126. The road continues to rise Road end, chainage 127. The road ends at this the hills. Long strips of mulberry line the road will toll gate. not be affected.

Social and Cultural Resources

1. Socio-Economic conditions

a) Ethnic Groups

Despite of the permanent emigration of ethnic minorities from Uzbekistan since the collapse of the Soviet Union, more than 130 nationalities still live in the country. The main ethnic groups are Uzbeks (79.2%), Russian (4.1%), Kazakhs (3.8%), and Karakalpaks (2.2%). Table below indicates the ethnic composition of Kashkadarya and its districts.

Table 29: Ethnic Composition of Kashkadarya and its Districts28 Ethnic Composition (%) Region / District Uzbek Tajik Kazakh Karakalpak Other Kashkadarya Region 97.7 2.2 0 0 0.1 Kasan District 100 0 0 0 0 Kamashi District 100 0 0 0 0 Yakkabog District 99.4 0 0 0 0.6 Chirokchi District 100 0 0 0 0 Shahrizabz District 97 3 0 0 0 Kitab District 89.7 10.3 0 0 0

b) Languages

By law, Uzbek is Uzbekistan's exclusive nation-wide state language. Government policy requires the use of Uzbek in all dealings with officials, in street signage, and in business and education. Russian is still spoken widely and enjoys ambiguous legal status as the language of inter-ethnic communication. In the autonomous Karakalpakstan region, Karakalpak is a state language alongside Uzbek. In Samarkand, many people speak Tajik as their mother tongue. Within the project area the main language is Uzbek.

c) Religion

Islam is by far the dominant religion in Uzbekistan, as Muslims constitute 90% of the population while 5% of the population follow Russian Orthodox Christianity, and 5% of the population follow other religions. 54% of Muslims are non-denominational Muslims, 18% are Sunnis and 1% are Shias.

2. Health and Education facilities

Several schools, clinics and hospitals were noted within 200 meters of the centerline of the Project corridor. Table lists the school locations and distances from the centerline.

Table 30: Sensitive Receptors in the Project Corridor Approximate Distance # Type Location (km) from Centerline (m) 1 School in Chim 37.4 50 m 2 Clinic in Chim 38.7 >50 m

28 Ethnic minorities development framework. Kashkadarya and Navoi rural water supply and sanitation sector project. ADB, 2005.

48 Kashkadarya Regional Road Project Initial Environmental Examination

Approximate Distance # Type Location (km) from Centerline (m) 3 School in Chim 40.2 >50m 4 College 41.6 >50m 5 Cemetery 54 5 m 6 School 57.6 <50m 7 Cemetery 59.6 2m 8 School 60.0 >50m 9 School and Kindergarten 64.0 >50m 10 Cemetery 64 14m 11 College in Yangiobod 69.8 50 m 12 School in Esat 73.2 <25m 13 College in Yakkabog 82.2 50 m 14 School 84.9 >50m 15 School 95.8 >50m 16 Cemetery 103 >20m 17 School 107 >50m 18 School 119 50m 19 Cemetery 122 >20m 20 School 125 >100m

3. Physical and Cultural Resources

Consultations with the Ministry of Cultural and Sport Affairs, Republic of Uzbekistan, the principal scientific agency on of protection and use of cultural heritage objects, in Kashkadarya and Surkhandarya regions indicated the existence of a 0.78 hectare culturally significant tokhir and zukhra located along the Karshi-Shakhrisabz between chainage 22- 23km from the right side.

V. SCREENING OF POTENTIAL ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

Introduction

This section details the Project’s potential environmental impacts and mitigation measures to limit any residuals at acceptable levels. The assessment starts with the identification of impacts at different stages of project development cycle. The report then presents the impacts and mitigation. The valued ecosystem components (VEC), defined as an element of the environment that has scientific, economic, social or cultural significance that may be affected by the regional road rehabilitation and upgrading activities, are defined as follows:

• Physical resources and environmental quality: includes air quality (noise and dust) and climate; topography, soils, ground and surface waters, waste Management. • Ecological Resources: are avenue flora, fauna, and forests or protected areas • Economic Resources: industries, infrastructure and transportation facilities, land use • Social and Cultural Resources: community and occupational health and safety , and physical and cultural resources

The project activities and components that are expected to have interaction with the VECs are as follow: land acquisition, borrow pits, batching plants, construction camp, storage areas, haul routes, site clearance, pavement construction, bridge construction, culverts, earthworks, removal of vegetation, relocation of services, and increased traffic. Their impacts

49 Kashkadarya Regional Road Project Initial Environmental Examination

to the environment are classified according to construction phases: feasibility / design or pre- construction, construction, and operation.

The types environmental impacts are classified as direct, indirect, cumulative, and compliance as described below:

• Direct Impacts - i.e., those directly due to the Project itself such as the impacts to air quality resulting from construction activities, equipment and vehicles. • Indirect Impacts - i.e., those resulting from activities prompted by the Project, but not directly attributable to it. The use of rock and other construction materials, for example, has an indirect impact of increasing the demand for these materials. • Cumulative Impacts - i.e., impacts in conjunction with other activities. A single road improvement may not exert a significant environmental impact, but if several roads are developed in the same area developing a road network the cumulative or additive effect could be more significant. • Compliance Impacts - i.e. impacts that would occur if correct compliance mechanisms are not enforced.

Impacts are also classified according to duration as follow:

• Short-term– i.e., impacts which occur during construction and affect land use, air quality and other factors. Many of these impacts, however, will be short-lived and without long-lasting effects. Many potential short-term negative impacts can be avoided or otherwise mitigated through proper engineering designs and by requiring Contractors to apply environmentally appropriate construction methods. • Long-term – i.e., construction impacts that could, for example, affect regional hydrology and flooding if poor design practices are used.

50 Kashkadarya Regional Road Project Initial Environmental Examination

Both short-term and long-term impacts may be either beneficial or adverse. Short-term positive impacts will include, for example, the generation of employment opportunities during construction period. Long-term benefits will include enhanced development opportunities, improved transport services, easier access to commercial and service facilities; faster communications and commodity transport; improved access to markets and growth centers and increased services and commercial facilities.

Bid and contract documents will specify the preparation of site specific environmental management plan (SSEMP) by the contractor and for review and approved by the Engineer at least 10 days before taking possession of any work site. No access to the site will be allowed until the SSEMP is reviewed and approved by the Engineer and RRF.

Summary of Impacts

The succeeding Table provides a summary of the potential impacts attributable to the project.

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Table 31: Summary Impact Table Physical Characteristic Biological Socio-economic Characteristic Characteristic

-

Soils Flora Noise Areas Fauna Waste Socio Safety Natural Natural Geology Hazards Facilities Structure Protected Protected Land Use economic Hydrology Air Quality Population Community Community Educational Educational Topography Climate and and Climate Management Infrastructure Public Health & & Health Public Cultural Heritage Cultural Land Acquisition D/L D\L Borrow Pits D/L D/L D/L D/L D/L D/L D/L Batching Plants D/L D/L D/S D/S D/L D/L D/L Construction Camp D/L D/L D/S D/S D/L D/L D/L D/L Storage Areas D/L D/L D/S D/S D/L D/L D/L Haul Routes D/L D/L D/L D/L D/L D/L Site Clearance D/L D/L D/L D/L D/L D/S D/S Pavement D/S D/S D/S D/S D/S D/ D/S D/S D/S D/S construction S Bridge construction D/S D/S D/L D/L D/L D/S D/S D/S Culverts D/S D/S D/L D/S D/S D/S D/S

Earthworks D/L D/L D/S D/S D/S D/S D/S D/ D/S D/S D/S D/S S Removal of D/L D/L D/L D/L D/L D/S Vegetation Relocation of D/L D/L D/L D/L D/L Services Increased traffic D/L D/L D/L D/L D/L

D = Direct Impact S = Short-term Impact L= Long term Impact Potential Positive Potential Low/Medium Potential High Impact Impact Impact

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Physical Resources

1. Air Quality and Climate Change

a) Potential Air Quality Impacts

The potential impacts of the Project to air quality and climate are described as follows:

Construction Phase

During construction of the road, air quality is likely to be degraded by a range of operational activities including: exhaust emissions from the operation of construction machinery (e.g. nitrogen oxides (NOx), sulphur oxides (SOx), and carbon monoxide (CO)); Open burning of waste materials; and dust (particulate matter (PM)) generated from quarries, borrow pits, haul roads, unpaved roads, exposed soils and material stock-piles.

The road rehabilitation works are done along different stretches and as such air quality impacts will be short term in specific locations. Fugitive emissions from stationary sources such as quarries, borrow pits, concrete batching plants and rock crushing plant will be continuous if materials are being mined. These sites can selected away from human and ecologic receptors.

Operational Phase

During dry periods dust can build up on roads and the movement of vehicles, especially heavy goods vehicles, can kick up dust plumes. It should be noted that naturally dusty conditions do occur in the Project area, especially during the summer months.

Modeling of air quality was undertaken to determine if levels of air emissions would increase above national standards because of increased vehicle movements on the Project road. The modeling indicates that air emissions will not be elevated above the national standards between 2020 and 2040.

b) Potential Climate Change Issues

Even though traffic will increase on the Project road, vehicle emissions are unlikely to contribute in any significant way to regional or global greenhouse gas levels. The potential risks to the project from climate change include the following:

a. Change in Temperature:

i. Potential corrosion of steel reinforcements in concrete structures due to increase in surface salt levels in some locations resulting from increased evaporation due to increased temperatures. ii. Potential for reduced pavement deterioration from less exposure to freezing, snow, and ice. Warmer winters could result in reductions in snow and ice removal costs, extend the construction season and improve the mobility/safety of passenger and freight. iii. Cement Concrete Pavement Joint Issues - Bitumen can be pressed out of road joints during the hot summer days owing to expansion of the cement concrete pavement and the resulting compression of the joints. Once displaced, this

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bitumen can overflow on to the surface. In the cold winter season, the cement concrete pavement can shrink, resulting in dilation of the joints, which do not have sufficient bitumen left inside. This results in an accumulation of water, which freezes at night. The ice expands inside the joint, causing lateral stress on the adjoining pavement, leading to cracking of the pavement surface.29

b. Change in precipitation levels:

i. Potential damage to roads and drainage systems due to flooding - more frequent as well as intense and heavy precipitation events can cause immediate damages, undermine road structural integrity, affect the maintenance of roads, bridges and drainage systems. ii. Increases in heavy precipitation events/floods may cause more weather-related accidents due to vehicle and road damages and poor visibility, delays, and traffic disruptions. However, embankments heights are being reduced to limit fatalities and serious injuries caused when vehicles roll off the road. iii. Increase in scouring of roads, bridges, and support structures.

c) Mitigation Actions

Pre-construction Phase

To adequately manage air quality impacts, the Contractor shall be responsible for the preparation of an Air Quality Plan. The plan will detail the action to be taken to minimize dust generation (e.g. spraying un-surfaced roads with water, covering stock-piles, etc.) and will identify the type, age and standard of equipment to be used and will also provide details of the air quality monitoring program for baseline and routine monitoring. The Plan shall also include contingencies for the accidental release of toxic air pollutants (or shall make reference to the Emergency Response Plan).

In addition to the above plan, the following assessments associated with potential climate changes should be undertaken by the designers during the design stage of the Project:

• Corrosion of steel reinforcements in concrete structures – Assess if the use of Advanced concrete materials and structures will help improve the durability of concrete infrastructure and their adaptation to climate change. • Damage to roads and drainage systems due to flooding – Assessment of 1/50 year flood return period for all bridges. Increase capacity of side and cross drains to accommodate more intense floods. • Increase in scouring of roads, bridges, and support structures – Assess designs of piers, abutments and embankments to determine if protection methods (e.g. rip-rap) are required to cope with additional water volumes and increased flow intensity. • Cement Concrete Pavement Joints - To improve the resilience of the joints, the project should consider adopting plastic joint profiles made of ethylene-propylene-diene monomer rubber (EPDM).

29 Climate Proofing ADB Investment in the Transport Sector. ADB, 2014.

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Construction Phase

To limit air pollution during the construction phase, the Contractor will take measures to ensure the following conditions are met:

• Exhaust emissions - No furnaces, boilers or other similar plant or equipment using any fuel that may produce air pollutants will be installed without prior written consent of the Engineer. Construction equipment shall be maintained to a good standard and fitted with pollution control devices regularly monitored by the Contractor and Engineer. • Open burning of waste materials - No burning of debris or other materials will occur on the Site without permission of the Engineer. • Dust generated from haul roads, unpaved roads, material stock piles, etc.- The Contractor shall ensure and that material stockpiles shall be located in sheltered areas and be covered with tarpaulins or other such suitable covering to prevent material becoming airborne. All trucks used for transporting materials to and from the site will be covered with canvas tarpaulins, or other acceptable type cover (which shall be properly secured) to prevent debris and/or materials from falling from or being blown off the vehicle(s). Hard surfaces will be required in construction areas with regular movements of vehicles. Effective use of water sprays will be implemented (e.g., all roads within the construction areas of the Site shall be sprayed at least twice each day, and more if necessary to control dust to the satisfaction of the Engineer).

Locations for quarry sites, borrow pits, rock-crushing and concrete batching plants shall require approval from the Engineer and the PMU during the Construction phase. Efforts should be made to ensure that these facilities are as near to the Project road as practical to avoid unnecessary journeys and potential dust issues from vehicle movements during construction works.

No quarry, rock crushing plant or concrete batching plant shall be located within one kilometer of any urban area or sensitive receptor. The locations of these facilities shall be indicated within the Contractors SSEMP. Baseline air quality monitoring shall also be undertaken by the Contractor as described by the EMP.

Operational Phase

During the operational phase of the Project it is recommended that the PMU undertake annual air quality monitoring at Chim, Esat and Shahrizabz to determine if dust levels generated from vehicle movements on the Project road are within the limits set by the GoU.

2. Noise

2.1 Impacts during Construction Phase

An assessment has been carried out of potential noise effects arising from the rehabilitation and operation of two sections of roadway which form part of a corridor linking the city of Karshi with Kitab via Shahrizabz). The first section comprises the 4R79 (36km) and 4K319 (12km). and the second section, is the M39 (29km).

Noise levels from road construction have been calculated using the procedures contained in the British Standard BS 5228: 2009 ‘Code of Practice for Noise and Vibration Control on

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Construction and Open Sites’ as embodied in the NoiseMap 5.2 computer software which has been used in this study.

The same modelling software has been used to calculate road traffic noise levels from the existing and rehabilitated/upgraded road at dwellings and community facilities within the villages, based on the method set out in the UK Calculation of Road Traffic Noise. Noise levels have been calculated for both the year of opening (2020), both with and without the scheme, and for the year fifteen years after opening (2035), with the scheme, allowing both short and long term effects arising from the scheme to be assessed.

The Uzbek National Noise Standards and IFC Noise Guidelines were reviewed and appropriate noise assessment criteria taking into account these standards were adopted.

A baseline noise monitoring survey was carried out in 2018 and the results of this and the road traffic noise calculations showed that baseline noise levels already exceed IFC guideline values at dwellings alongside the road during both the day and night time periods.

The results of construction noise assessment indicated that there will be major daytime noise impacts at dwellings and community facilities alongside the road, however these are transient effects and occur only when construction is taking place nearby. This is an unavoidable consequence of construction of the scheme.

The results of road traffic noise assessments show that in 2020 the widening of the road from 2 to 6 lanes through the populated areas alongside the roads will give rise to changes in noise levels that are negligible noise impact. The intensification of road traffic, forecast to occur in the 15 year period following opening of the scheme, combined with the effect of the road widening will give rise to noise increases which vary for each section of road.

The assessment of construction noise revealed the following for Road 4R79 (36km) chainage 28-64. The principal communities alongside the section of the 4R79 road which is to be upgraded include Qirzi (receptors 1-7), Chim (receptors 8-30), Kamashi (receptors 32-33), Mangit, (receptors 34-41), Korabog and Yakkabog (Takbay):

• Baseline Noise Levels. Baseline road traffic noise levels at houses alongside the road already exceed levels set out in the IFC Guidelines by up to 13 dB during the daytime, and also exceed the Uzbek Standard for areas adjusted to highway. Internal noise levels at Chim College (receptor 31) already exceed the internal noise criterion for a school by about 3dB with windows open. • Construction Noise Effects. At dwellings within the communities along the road there will be major noise impacts when construction activities are close by to dwellings and noise levels will be sufficiently high that speech interference effects may occur at houses directly alongside the road. At Chim College (receptor 31), with windows closed, internal noise levels will exceed recommended levels for classrooms by about 8dB and if possible working outside the school should be limited to holiday periods.

The assessment of construction noise revealed the following for Road K319 (12km) chainage 64-76 with the principal communities alongside the section of the K319 road which is to be upgraded include Yakkabog (Kazakkishlak), Hokimquorgan, Koramuncha, Yangiobod, Esat and Gallagula:

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• Baseline Noise Levels. Baseline road traffic noise levels at houses alongside the road already exceed levels set out in the IFC Guidelines by up to 12 dB during the daytime and exceed the Uzbek Standard for areas adjusted to highway. Internal noise levels at Esat College (receptor 97) already exceed the internal noise criterion for a school by about 4dB with windows open. • Construction Noise Effects. At dwellings within the communities along the road there will be major noise impacts when construction activities are close by to dwellings and noise levels will be sufficiently high that speech interference effects may occur at houses directly alongside the road. At Esat College (receptor 97), with windows closed, internal noise levels will exceed recommended levels for classrooms by about 13dB and if possible working outside the school should be limited to holiday periods.

The assessment of construction noise revealed the following for M39 (29km) chainage 98- 127 with the principal communities alongside the section of the M39 road which is to be upgraded include Shaharizab (rec 115-127, Govichmon (rec 128-138), Kitob (recs139-157 & 177-183) and Kaynar (recs 158-176):

• Baseline Noise Levels. Baseline road traffic noise levels at houses alongside the road already exceed levels set out in the IFC Guidelines by up to 14 dB during the daytime and exceed the Uzbek Standard for areas adjusted to highway. Internal noise levels at Kitob Music College (rec. 150) already exceed the internal noise criterion for auditoria by c.20dB with windows open. • Construction Noise Effects. At dwellings within the communities along the road there will be major noise impacts when construction activities are close by to dwellings and noise levels will be sufficiently high that speech interference effects may occur at houses directly alongside the road. At Kitob College (rec. 150), with windows closed, internal noise levels will exceed recommended levels for auditoria by approximately 25dB and if possible working outside the music college should be limited to holiday periods.

2.2 Mitigation of Construction Noise

Noise effects arising from construction of road schemes are transient and it is not normal practice to provide mitigation in the form of barriers.

Good communication with affected communities is often the most effective way to manage potential construction noise impacts. Therefore, the Contractor should keep residents informed of the progress of the works, including when and where the noisiest activities will be taking place and how long they are expected to last. All noise complaints should be effectively recorded, investigated and addressed Account should be taken of the needs of residents in choice of working hours and where possible these should be chosen to:

• Avoid night time and weekend working; • Avoid working near mosques during prayer time; and to • Carry out works near schools during holiday periods

In addition, the Contractor should consider general good working practices including the following which are particularly relevant to road construction:

• Modern, silenced and well-maintained plant and construction equipment should be used;

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• All vehicles and plant should be fitted with effective exhaust silencers which should be maintained in good and efficient working order. • Fitted acoustic covers should be kept in a good state of repair and should be kept closed when plant is in use. • vehicles should not wait or queue on the road with engines running and plant in intermittent use should be shut down when not in use or where this is impracticable, throttled down to a minimum. • If a site compound, or materials storage area is to be used, both it and any static plant within it should be sited as far as is practicable from noise sensitive buildings. • Where activities, including delivery of material to site, cannot take place during normal working hours they should be carried out as close to normal working hours as is reasonably practicable. • Concrete mixers should not be cleaned by hammering the drums. • When handling materials, care should be taken not to drop materials from excessive heights

2.3 Impacts during Operation Phase

The results of operational noise calculations, receptor mapping, and noise contour is presented in Appendix C. Day and night time noise levels and changes in road traffic noise level are presented for short term effects (Scheme 2020) and long term (Scheme 2035) noise effects. The results of road traffic noise calculations are presented to an accuracy of 0.1 dB. The noise contour maps are an overlay of noise contours on aerial photography of the route and give an estimate of the spatial extent of the daytime long-term noise change from the year 2020 without the scheme to 2035. The estimate is based on the assumption that the existing ambient noise level without traffic on the road i.e. noise generated during the daytime by traffic on local roads and daily activities at dwellings is 45dB. This figure is typical of daytime noise levels and is below the lowest level measured in the initial baseline survey.

The project road is divided into 4 sections, namely: Road 4R79 (36km) Chainage 28-64; 4K319 (12km) chainage 64-76; M39 (14 km) chainage 98-112; and M39 (15 km) chainage 112- 127. The Road 4R79 (36km). Chainage 28-64. The principal communities and number of noise receptors (recs) alongside these roads are as follow:

• 4R79 road: Qirzi (recs. 1-7), Chim (receptors (recs).8-30), Kamashi (recs.32-33, Mangit, (recs.34-41), Korabog and Yakkabog (Takbay) (rec 59-64). • Road K319 (12km). Chainage 64-76: include Yakkabog (Kazakkishlak) (recs. 65-72), Hokimquorgan (recs. 73-78), Koramuncha (recs. 79-85), Yangiobod (recs. 86-93), Esat (recs. 94-106) and Gallagula (recs.107-112). • M39 (14km). Chainage 98-112: Shaharizab (recs. 115-127, Govichmon (rec 128-138), Kitob (recs139-149 & 177-183) • M39 (15km). Chainage 112-127: Kitob (recs. 151-157) and Kaynar (recs. 158-176)

The following section presents the predicted operation noise levels.

a) 4R79 road:

• Baseline Noise Levels. Baseline road traffic noise levels at houses alongside the road already exceed levels set out in the IFC Guidelines by up to 13 dB during the daytime and 15 dB during the night time and also exceed the Uzbek Standard for areas adjusted to highway for

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these periods. Internal noise levels at Chim College (rec. 31) already exceed the internal noise criterion for a school by c.3dB with windows open. • Operational Noise Effects. Short term operational effects (2020) - The widening of the road from 2 to 6 lanes through the populated areas will give rise to a change in noise levels at dwellings of between -0.5 dB to -0.3dB during both day and night time periods which is negligible noise impact. Long term operational effects (2035) - The intensification of road traffic forecast to occur in the 15 year period following opening of the scheme, combined with the effect of the road widening will give rise to noise increases of c. 2.8dB at dwellings alongside the road during both day and night time periods. This is negligible noise impact. Internal noise levels within Chim College (rec.31) building would continue to exceed the internal noise criterion for school classrooms.

b) Road K319 (12km).

• Baseline Noise Levels. Baseline road traffic noise levels at houses alongside the road already exceed levels set out in the IFC Guidelines by up to 12 dB during the daytime and dB during the night time. and also exceed the Uzbek Standard for areas adjusted to highway. Internal noise levels at Esat College (rec. 97) already exceed the internal noise criterion for a school by c.4dB with windows open.

• Operational Noise Effects. Short term operational effects (2020) - The widening of the road from 2 to 6 lanes through the populated area will give rise to a change in noise levels at dwellings of c.- 0.1dB during both day and night time periods which is a negligible noise impact. Long term operational effects (2035) - The intensification of road traffic, which is largely independent of the scheme, forecast to occur in the 15 year period following opening of the scheme, combined with the effect of the road widening will give rise to noise increase of between 2.3 and 3.7dB during both day and night time periods minor noise impacts, corresponding to both negligible and minor noise impacts. At Esat College (rec. 97), with windows open, internal noise levels will continue to exceed recommended levels for classrooms.

c) M39 (14km). Chainage 98-112

• Baseline Noise Levels. Baseline road traffic noise levels at houses alongside the road already exceed levels set out in the IFC Guidelines by up to 12 dB during the daytime and dB during the night time and also exceed the Uzbek Standard for areas adjusted to highway. Internal noise levels at Kitob Music College (nearest rec. 177) already exceed the internal noise criterion for auditoria by c.3 dB with windows open. • Operational Noise Effects. Short term operational effects (2020) - The widening of the road from 2 to 6 lanes through the village will give rise to a change in noise levels of between - 0.5dB to +0.5 dB during both day and night time periods which is a negligible noise impact. Long term operational effects (2035) - The intensification of road traffic forecast to occur in the 15 year period following opening of the scheme, combined with the effect of the road widening will give rise to increases of c.2.1 dB during both day and night time periods which is a negligible noise impact.

d) M39 (15km). Chainage 112-127

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• Baseline Noise Levels. Baseline road traffic noise levels at houses alongside the road already exceed levels set out in the IFC Guidelines by up to 12 dB during the daytime and 16 dB during the night time, and also exceed the Uzbek Standard for areas adjusted to highway. • Operational Noise Effects. Short term operational effects (2020) - The widening of the road from 2 to 6 lanes through the populated areas will give rise to a change in noise levels of between 0.2dB to +0.1dB which is a negligible noise impact. Long term operational effects (2035) - The intensification of road traffic forecast to occur in the 15 year period following opening of the scheme, combined with the effect of the road widening will give rise to increases of between c3.3-4.2 dB during both day and night time periods.

2.4 Mitigation measures

For Road 4R79, no mitigation measures are needed as the precicted noise levels on all recepetors are lower than 3dB(A)

For Road K319, the mitigation of long term effects includes limiting traffic speeds to 55 kph through populated areas, which would reduce the long term noise increase to c 2.0 dB LAeq,T which would no longer be a significant effect.

For M39 (15 kms), the mitigation of long term effects include limiting traffic speeds to 55 kph through populated areas, which would reduce the long term noise increase to c 2.2 dB LAeq,T which would no longer be a significant effect.

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Figure 20: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020–2035) and Receptor Locations: Qirqzi

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Figure 21: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020–2035) and Receptor Locations: Chim

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Figure 22: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2034–2019) and Receptor Locations: Chim (cont.)

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Figure 23: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020–2035) and Receptor Locations: Chim(cont.)

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Figure 24: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020–2035) and Receptor Locations: Kamashi

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Figure 25: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020–2035) and Receptor Locations: Mangit

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Figure 26: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020–2035) and Receptor Locations: Korabog

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Figure 27: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020–2035) and Receptor Locations: Korabog (cont.)

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Figure 28: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020–2035) and Receptor Locations: Yakkabog

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Figure 29: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020–2035) and Receptor Locations: Yakkabog (cont)

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Figure 30: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020–2035) and Receptor Locations: Yakkabog (cont)

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Figure 31: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Yakkabog (cont.)

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Figure 32: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Hokimqorgan

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Figure 33: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Koramuncha

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Figure 34: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Yangiobod

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Figure 35: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Esat

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Figure 36: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Esat (cont.)

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Figure 37: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Gallagula

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Figure 38: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Shaharizab

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Figure 39: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Shaharizab (cont.)

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Figure 40: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Shaharizab (cont.)

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Figure 41: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Govishmon

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Figure 42: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Govishmon (cont.)

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Figure 43: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Kitob

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Figure 44: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Kitob (cont.)

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Figure 45: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Kitob (cont.)

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Figure 46: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Kitob (cont.)

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Figure 47: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Kitob (cont.)

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Figure 48: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Kaynar

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Figure 49: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Kaynar (cont.)

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Figure 50: Noise Contour Plot: Long Term Daytime Noise Change (yr. 2020-2035) and Receptor Locations: Kaynar (cont.)

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3. Vibration During Construction

3.1 Potential Impacts

A study has been made of construction vibration at dwellings alongside roads in Kashkadarya at which ADB is funding the rehabilitation, including the 4R79 (36km) the 4K319 (12km) and the M39 (29km). The study is intended to determine the potential effect of the vibration on nearby houses and identify potential means of mitigation to reduce the risk of structural damage (see Appendix E).

The principal source of vibration is the operation of vibratory rollers during ground preparation, and a review has therefore been made of existing methods for calculation of vibration from ground preparation and compaction. Of these the TRL model was chosen to offer the best available methodology.

Buildings of the types found alongside the road have been classified, according to their sensitivity to vibration damage, with the categories including low, medium and high risk buildings. The high risk buildings are those constructed from adobe. Vibration damage criteria for each category have been set, based on recognised International Standards.

The effectiveness of potential methods of mitigation of ground borne vibration from vibratory compaction have been examined including the use of low vibration operation of the roller and the use of trenches, formed by over excavation of proposed drainage channels. It was concluded that both these options offered significant levels of mitigation, though further measurements would be needed prior to construction to confirm the effectiveness of a trench in the local geological conditions.

The vibration model developed by TRL has been used to calculate the variation of vibration with distance from the road, resulting from the operation of a typical large road roller (SEM 520). The method is based on a statistical approach and provides output in the form of vibration prediction levels, with for example the 95% prediction level being the level at which there is a 5% probability of the vibration level being exceeded. Following normal good practice, the calculated vibration levels were compared to measured vibration data, obtained during a previous study, for the same model of road roller. For high vibration setting good agreement was found between the TRL 66% prediction level and the measured data, however for the low vibration setting, the TRL 95% prediction level gave better agreement.

The TRL method was then used to calculate the distance between the roller and the position at which buildings of the three vibration damage categories (high, low & medium) would be at risk of cosmetic or structural damage resulting from operation of the roller. The results are presented in the form of vibration damage contour distances, which were set out in diagrammatic form for each of these roller operating modes and vibration prediction levels. The following Figures present samples of the contour maps.

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Figure 51: Vibration Damage Contours for High Risk (Adobe) Buildings: Quirzi

Figure 52: Vibration Damage Contours for High Risk (Adobe) Buildings: Kamashi

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Figure 53: Vibration Damage Contours for High Risk (Adobe) Buildings: Mangit

Figure 54: Vibration Damage Contours for High Risk (Adobe) Buildings: Korabog

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Figure 55: Vibration Damage Contours for High Risk (Adobe) Buildings: Yakkabog

Figure 56: Vibration Damage Contours for High Risk (Adobe) Buildings: Hokkimqorgan

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3.2 Mitigation Measures

For the high vibration operating mode, the distance to the vibration damage contour for cosmetic damage to high risk buildings, assuming the TRL 95% prediction level, would be 36m. The addition of mitigation in the form of an over excavated drainage channel i.e. a trench, would reduce the vibration damage (cosmetic) contour distance to 22m. The distance to the vibration damage contour for minor structural damage to high risk buildings, assuming the TRL 95% prediction level would be 22m. This would reduce to 13m, considering the use of a trench as mitigation.

In the case of the low vibration operating mode, the distance to the vibration damage contour for cosmetic damage to high risk buildings, assuming the TRL 95% prediction levels, would be 16m. This would reduce to 9m, taking into account the use of a trench as mitigation. The distance to the vibration damage contour for minor structural damage to high risk buildings, assuming the TRL 95% prediction level would be 9m. This would reduce to 5m, taking into account the use of a trench as mitigation.

The distance to the vibration damage contours was also calculated for fragile ancient monuments, for example graves constructed of adobe. Assuming low vibration operation of the roller, the 2mm/s contour, (i.e the threshold of potential damage) would be c.22m from the edge of the road. This could be reduced to c.13m through use of a trench, should that be practicable.

Predicted levels of vibration arising from operation of an excavator have also been presented. The results indicated that the distance to the high-risk building class vibration damage contour (cosmetic damage) was c.5m. For example, where excavation of drainage channels is carried out at distances any less than c.5m from a high risk building there may be a risk of cosmetic damage.

The vibration damage contour distances presented in the study for operation of a vibrating roller and for operation of an excavator are considered sufficiently robust for the purposes of updating the IEE. However, they are based on the use of a specific design of roller, and the future contractor must ensure that the vibration levels of the plant selected for use do not exceed those of the SEM 520. This can be verified initially through calculation, but once plant is on site, some preliminary vibration measurements should be made to validate the calculations and ensure predicted levels will not be exceeded.

4. Topography

4.1 Potential Impacts

Pre-construction Phase

The Project location in this instance has been determined by the existing RoW to be rehabilitated. No significant alteration in realignment is included in the Project and all works will occur within the RoW and no impacts in the topography is anticipated.

Construction Phase

Sand and gravel will be sourced from riverbeds and existing borrow pits. As such no impacts to topography are anticipated during the construction phase.

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4.2 Mitigation Actions

None warranted.

5. Soils

5.1 Potential Impacts

Construction Phase

The decision to restrict the project road within the existing RoW minimized impacts on soils. Potential impacts to this component are:

• Contamination Due to Spills or Hazardous Materials - Potential soil contamination is a possibility resulting from poorly managed fuels, oils and other hazardous liquids used during the project works. • Erosion – It is possible, that without adequate protection measures soil erosion could occur on road embankments and bridge embankments. It is also possible, that stockpiles of soil located close to surface waters could infiltrate the water courses during heavy rainfall and cause siltation of the rivers. • Topsoil–Several impacts to topsoil may occur during the construction phase, including; removal of top soil for construction outside the RoW; compaction of topsoil; loss of top soil by wind and water erosion and covering of top soil by project works.

5.2 Mitigation Actions

Construction Phase

Mitigation to address impacts on soil are:

• Erosion - Contractor will be responsible for ensuing material that is less susceptible to erosion will be selected for placement around bridges and culverts. Further, the contractor will ensure re-vegetation of exposed areas including; (i) selection of fast growing and grazing resistant species of local grasses and shrubs; (ii) immediate re-vegetation of all slopes and embankments; (iii) placement of fiber mats to encourage vegetation growth. The Engineer and the Contractor will both be responsible for ensuing that embankments are monitored continuously during construction for signs of erosion. • Topsoil –To reduce lost of topsoil, the following measures should be employed by the Contractor; locate topsoil stockpiles outside drainage lines and protect stockpiles from erosion; construct diversion channels and silt fences around the topsoil stockpiles to prevent erosion and loss of topsoil; rip ground surface prior to the spreading of topsoil; limit equipment and vehicular movements to within the construction zones; remove unwanted materials from topsoil such as roots of trees, rubble and waste etc. • Contamination Due to Spills or Hazardous Materials. The Contractor, with oversight from the Engineer, shall ensure that: - All fuel and chemical storage (if any) shall be sited on an impervious base within a bund and secured by fencing. The storage area shall be located away from any watercourse or wetlands. The base and bund walls shall be impermeable and of sufficient capacity to contain 110 percent of the volume of tank (or one tank if more than one tank is in the bund).

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- The construction camp maintenance yard shall be constructed on impervious hardstand with adequate drainage to collect spills, there shall be no vehicle maintenance activities on open ground. - Filling and refueling shall be strictly controlled and subject to formal procedures. Drip pans shall be placed under all filling and fueling areas. Waste oils shall be stored and disposed of by a licensed contractor. - All valves and trigger guns shall be resistant to unauthorized interference and vandalism and be turned off and securely locked when not in use. - The contents of any tank or drum shall be clearly marked. Measures shall be taken to ensure that no contaminated discharges enter any soils. - No bitumen drums or containers, full or used, shall be stored on open ground. They shall only be stored on impervious hardstand. - Areas using bitumen shall be constructed on impervious hardstand to prevent seepage of oils into the soils.

6. Hydrology – Surface Water

6.1 Potential Impacts

Construction Phase

Potential impacts to surface water are:

• Bridge Construction - Bridge construction activities may increase silt load in the river during construction due to accidental spillage of concrete and liquid waste into the river and irrigation canals which could have adverse impacts on the ecology and water use. • Discharge from Dam and Reservoir -A dam and reservoir are located approximately 20 km upstream of the Aksudarya river. Large releases of water from the dam could impact upon the construction works at the bridge site if they are not coordinated with the Contractor.

Operational Phase

Run-off from the re-habilitated bridge decks could flow directly to the rivers and canals if correct drainage is not installed on the bridges which could cause accumulated oils and grease to drain to the receiving surface waters.

6.2 Mitigation Actions

Design Phase

All new bridges shall be designed for the life expectancy of 75 years. The bridge rehabilitation and strengthening works shall be designed for the life expectancy of 50 years. The design loading and design of all structural components must conform to the bridge design standards provided in the Employer’s Special Requirements. Bridge designs should ensure that drainage from bridge decks over 50 meters does not discharge directly to the watercourses beneath the bridges. Discharge waters should lead to a filter pond adjacent to the bridge to trap oil and grease run-off.

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Construction Phase

Potential adverse impacts in the Project Area will be avoided or otherwise mitigated by ensuring the Contractor complies with the following:

• Water Use - The Contractor shall ensure that all required permits have been gathered prior to the excavation of any borehole. • Discharge from Dam and Reservoir -The discharge periods and rates from the dam upstream of the Aksudarya bridge are not known, however, coordination between the operators of the dam and the Contractor will be necessary to avoid any significant discharges of water impacting on construction activities around the bridge over the river. • Bridge Construction - The Contractor shall consult with Goskompriroda to establish the fish spawning period in relation to the bridge construction works crossing the Aksudarya and Kashkadarya rivers. The Contractor shall ensure that all works are undertaken in periods least likely to affect the fish spawning period. In addition, concerning bridge construction works, the Contractor shall: i. Divert the water flow near the bridge piers. ii. Provide coffer dams, silt fences, sediment barriers or other devices to prevent migration of silt during construction within streams. iii. Perform dewatering and cleaning of cofferdams to prevent siltation by pumping from cofferdams to a settling basin or a containment unit. iv. Carry out bridge construction works without interrupting the traffic on the Project Road. v. Ensure no waste materials are dumped in the river, including re-enforced concrete debris.

7. Hydrology – Groundwater

7.1 Potential Impacts

Construction Phase

The construction activities will use significant amounts of fuel and lubricant. Without a standardized material handling and storage protocol in place, spills and contamination of nearby waters through surface runoff is likely. Other impacts to groundwater could occur from the washing out of concrete mixers onto bare soils, lack of oil and grease interceptor tanks in drainage systems.

7.2 Mitigation Actions

The same mitigation measures outline for the prevention of surface water pollution will be followed. If boreholes are required, the Contractor will be responsible for obtaining all necessary permits for the drilling and operating of a borehole during the construction period. The Engineer will ensure that all appropriate permits are in place before excavation of boreholes can begin.

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8. Geology and Seismicity

8.1 Potential Impacts

The project is in a seismically active area. Risk of damage from ground acceleration and movement due to earthquakes.

8.2 Mitigation Actions

RRF has ensured road design is compliant with the relevant seismic standards (KMK 2.01.03-96).

9. Flora

9.1 Potential Impacts

The most significant impact to flora will be the cutting of more than 48,000 trees as part of the Project None of the trees that will be cut are considered special status, and they do not provide habitat for any special status fauna.

9.2 Mitigation Actions

Compensatory tree plantation will be implemented by the RRF complying with the process outlined below:

• A survey is completed outlining the number of trees to be cut in the various sections of the road • Based on the number, types and age of trees to be cut, the RFF will be responsible for paying compensation direct to Goskompriroda (the RFF has, to date, paid US$ 3m for all portions of the Project road, including the ADB sections). • Trees can only be cut once compensation has been paid to Goskompriroda. • RRF will determine the location and species of trees that will be planted along the road. As part of the project’s feasibility study a detailed tree planting program has been prepared (see Appendix F). The construction supervision consultant will finalize the plan and ensuring its implementation by the contractor and tree maintenance during the construction phase and defects liability period. • The RFF will be responsible for paying for the replacement trees as part of the Project costs. The current estimate for the tree-planting program is approximately US$ 700,000. • The local Khokimyat will be responsible for maintaining the trees after the defect’s liability period. The costs for maintenance by the Khokimyat are not currently known. • The local Khokimyat will be responsible for periodic monitoring of the trees during the construction phase to ensure that they are being maintained by the Contractor.

10. Fauna

10.1 Potential Impacts

An IBA has been identified and is located approximately 3.2 km north of the Project road which means that this habitat is unlikely to be impacted directly by Project activities during both the construction and operational phases of the Project (e.g. by elevated noise levels).

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10.2 Mitigation Actions

No construction camp, or construction facility, such as a concrete batching plant, shall be constructed within 5 km of the IBA.

11. Forests and Protected areas

11.1 Potential Impacts

No protected areas are within 25 km of the Project area.

11.2 Mitigation Actions

None required.

12. Infrastructure Transportation Facilities

12.1 Potential Impacts

The main impacts resulting from Project works will be road diversions and some temporary blocking of access routes. Road closure may occur for periods between one and two hours and as such is not a significant issue if the local population are given notice of the delays. Blocking of access routes will be temporary while structures, such as side drains and culverts, are constructed. Notwithstanding the above, the potential beneficial impacts to transport are significant. The road, when complete, will offer reduced travel times, smoother ride (resulting in less vehicle maintenance and less damage to perishable goods) and safer driving conditions.

Medium and low voltage power lines, water supply and gas pipes are located within the Project corridor interrupted during utilities shifting.

12.2 Mitigation Actions

To mitigate the potential impacts the Contractor will:

• Submit a Traffic Management Plan to local traffic authorities prior to mobilization and include the plan as part of his SSEMP; • Provide information to the public about the scope and schedule of construction activities and expected disruptions and access restrictions; • Allow for adequate traffic flow around construction areas; • Provide adequate signalization, appropriate lighting, well-designed traffic safety signs, barriers and flag persons for traffic control; and • Provide temporary access where accessibility is temporarily restricted due to civil works.

Access roads should be maintained during the construction phase and rehabilitated at the end of construction by the contractor to the satisfaction of the local authorities and in compliance with the contract. Compliance shall be monitored by the Engineer throughout the construction period.

During construction all utilities in the project corridor shall be kept operational during the winter months. Facilities may require temporary relocation during the construction phase and as such the Contractor will be responsible for liaising with the relevant utilities operators to ensure

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they remain operational. Should utilities need relocating and will cost temporary disruption, the Contractor will consult with the relevant utilities and local community to ensure prior information and consent are secured.

13. Land use

13.1 Potential Impacts

Pre-construction Phase

As the road involves reconstruction and rehabilitation of an established road, the project impact on the land acquisition is minimal. However, land acquisition and resettlement will still be required under the project.

13.2 Mitigation Actions

Pre-construction Phase

Under the terms of the agreement with the ADB, before the commencement of the construction works at any part of the Project, the RRF must prepare the Land Acquisition and Resettlement Plan (the LARP), obtain the approval of ADB and then implement the plan and acquire the land. The LARP will be processed by the Employer and ADB during the bidding period, and it does not require any action of the Contractor. It will be approved and implemented before the Commencement Date. Under the terms of the agreement with the ADB, the Employer must notify all persons affected by land acquisition, approximately one month before the commencement of works on the acquired land. The notice is required to give these persons sufficient time to remove their belongings and to salvage the material from any structure.

14. Waste Management

14.1 Potential Impacts

Road construction will generate solid and liquid wastes that may include inert waste like concrete, wood and plastics; and hazardous waste that may include acids and alkaline solutions, waste oils and oily sludge, batteries, asbestos, and bitumen.

In addition, uncontrolled discharges of sewage and ‘grey water’ from washrooms and canteens, the construction sites and worker’s camps may also cause odors and pollute local water resources resulting to complaints by the local population.

The main construction waste produced will be asphalt and waste concrete Table below indicates the main types of waste and estimate of volumes.

Table 32: Waste Types and Estimated Volumes # Waste Type Hazardous Estimated Volume 1 Concrete No 200 m3 2 Asphalt No 100,000 m3 3 Bituminous Mixtures Yes 1 t 4 Wood No 1 t 5 Uncontaminated Metal No 5 t

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# Waste Type Hazardous Estimated Volume 6 Uncontaminated Plastic No 1 t 7 Contaminated metal (paint tins, etc.) Yes 2 t 8 Contaminated plastic (oil containers) Yes 3 t 9 Domestic waste (food stuffs) No 5 t 10 Domestic Waste (non-foodstuff) No 40 t 11 Sewage Water Yes 150 m3 12 Tyres Yes 150 t 13 Hazardous liquid waste Yes 20 m3 14 Hazardous solid waste Yes 10 t 15 Asbestos Yes 50 m3

14.2 Mitigation Actions

To ensure waste management is adequately controlled, the Contractor shall be responsible for a range of measures including a Waste Management Plan covering the safe handling, storage, treatment, and disposal of: domestic waste, food waste, asphalt, plastic, metals, wood, demolition wastes construction, hazardous waste particularly asbestos, and liquid waste. Oversight of the implementation of the Plan is the responsibility of the Engineer as outlined in the EMP. The waste management plan will include:

• Asbestos Management given the large quantity asbestos pipes which will be replaced generating substantial hazardous wastes posing risk in the handling and disposal. The Contractor will a separate method statement for the safe excavation, handling and disposal of asbestos pipes. The method statement should be reviewed and approved by the Engineer before excavation of these pipes begins. • Recycling and Reuse where possible, surplus materials will be reused or recycled – this should include asphalt, concrete, wood, plastic, metal and glass. • Storage of Hazardous Wastes like oils, fuels chemicals (bitumen, bridge deck and waterproofing agents) requiring proper labeling and storage within the construction camp and also at construction sites (e.g. bridges, culverts, etc.). Bitumen, oil and fuel should be stored in tanks with lined bunds to contain spillage. The bund should be able to contain at least 110% of the volume of the largest storage tank within the bund. • Waste Disposal. Wastes, both hazardous and non-hazardous, shall be collected and disposed of by a licensed waste management contractor. The Contractor will keep copies of the waste management company’s licenses on file at his site office. The Contractor shall also keep a record of the waste volumes and types removed from the site and the waste transfer notes provided by the waste management contractor. • Asphalt will be recycled where possible by the Contractor. Around 100,000 cubic meters of asphalt will be removed from the pavement and will be recycled for base and shoulder material. • Concrete waste concrete will also require disposal. Waste concrete should be crushed and re-used as fill material, or base material where possible. Under no circumstances should concrete mixers be washed out onto open ground at construction sites. • Liquid wastes including concrete sludge, camp run-off water, vehicle washing water, batching plant wastewater will require treatment prior to disposal.

15. Construction Camps and Batching Plants

15.1 Potential Impacts

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Construction camps constitute a temporary land use change and raise issues related to activities such as impacts to air quality; poor sanitation arrangement and improper methods used for disposal of solid wastes and effluent; and transmission of communicable diseases to the local people by the construction workers due to inappropriate health monitoring facilities.

15.2 Mitigation Actions

Construction Camps. No construction camp shall be located within one kilometer of an urban area and at least 500 meters from any surface water course. The Engineer shall approve the locations of the Contractors camps prior to the establishment of the camp after the submission and approval of the Construction Camp Site Plan which will form part of the SSEMP. The Plan shall indicate the system proposed and the locations of related facilities in the site, including latrines, holding areas, etc. The Contractor shall ensure the following conditions are met within the Plan:

• Rain-water run-off arising on the site shall be collected, removed from the site via a suitable and properly designed temporary drainage system and disposed of at a location and in a manner that will cause neither pollution nor nuisance. The drainage system should be fitted with oil and grease interceptors. • There shall be no direct discharge of sanitary or wash water to surface water. Septic tanks shall be provided at construction camps for sewage water. Licensed contractors will be required to collect and disposal of liquid waste from the septic tanks on regular basis. • Disposal of materials such as, but not limited to, lubricating oil and onto the ground or water bodies shall be prohibited. • Liquid material storage containment areas shall not drain directly to surface water. • Waste water from vehicle washing bays should be free of pollutants • Lubricating and fuel oil spills shall be cleaned up immediately and spill cleanup materials shall be maintained at the storage area. • Construction and work sites will be equipped with sanitary latrines that do not pollute surface waters and are connected to septic tanks, or waste water treatment facilities. • Discharge of sediment-laden construction water directly into surface watercourses will be forbidden. Sediment laden construction water will be discharged into settling lagoons or tanks prior to final discharge. • Washing out concrete trucks at construction sites shall be prohibited unless specific concrete washout areas are provided for this purpose at the construction site (e.g. a bridge site). The washouts should be impermeable and emptied when 75% full. • Spill clean-up equipment will be maintained on site (including at the site maintenance yard and vehicle fueling areas). The following conditions to avoid adverse impacts due to improper fuel and chemical storage: - Fueling operations shall occur only within containment areas. - All fuel and chemical storage (if any) shall be sited on an impervious base within a bund and secured by fencing. The storage area shall be located away from any watercourse or wetlands. The base and bund walls shall be impermeable and of sufficient capacity to contain 110 percent of the volume of tanks. - Filling and refueling shall be strictly controlled and subject to formal procedures and will take place within areas surrounded by bunds to contain spills / leaks of potentially contaminating liquids. - All valves and trigger guns shall be resistant to unauthorized interference and vandalism and be turned off and securely locked when not in use.

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- The contents of any tank or drum shall be clearly marked. Measures shall be taken to ensure that no contaminated discharges enter any drain or watercourses. - Disposal of lubricating oil and other potentially hazardous liquids onto the ground or water bodies will be prohibited. - Should any accidental spills occur immediate clean up will be undertaken and all cleanup materials stored in a secure area for disposal to a site authorized to dispose of hazardous waste.

The Contractor shall also be responsible to maintain and cleanup campsites and respect the rights of local landowners. If located outside the RoW, written agreements with local landowners for temporary use of the property will be required and sites must be restored to a level acceptable to the owner within a predetermined time period.

Concrete Batching Plants. The Contractor shall not utilize the two concrete batching plants currently used by contractors working on the GoU sections of the Project road due to their proximity to urban areas. More specifically, the following measures shall be followed to limit the potential for pollution from batching plants:

• To limit impacts from dust, the following conditions shall apply:

o Batching plants shall be located downwind of urban areas and not within one kilometer of any urban area. o The entire batching area traversed by vehicles – including driveways leading into and out of the area – should be paved with a hard, impervious material. o Sand and aggregates should be delivered in a dampened state, using covered trucks. If the materials have dried out during transit they should be re-wetted before being dumped into the storage bunker. o Sand and aggregates should be stored in a hopper or bunker which shields the materials from winds. The bunker should enclose the stockpile on three sides. The walls should extend one metre above the height of the maximum quantity of raw material kept on site and extend two metres beyond the front of the stockpile. o The hopper or bunker should be fitted with water sprays which keep the stored material damp at all times. Monitor the water content of the stockpile to ensure it is maintained in a damp condition. o Overhead storage bins should be totally enclosed. The swivel chute area and transfer point from the conveyor should also be enclosed. o Rubber curtain seals may be needed to protect the opening of the overhead bin from winds. o Conveyor belts which are exposed to the wind and used for raw material transfer should be effectively enclosed, to ensure dust is not blown off the conveyor during transit. Conveyor transfer points and hopper discharge areas should be fully enclosed. o Conveyor belts should be fitted with belt cleaners on the return side of the belt. o Weigh hoppers at front end loader plants should be roofed and have weigh hoppers shrouded on three sides, to protect the contents from the wind. The raw materials transferred by the front-end loader should be damp, as they are taken from a dampened stockpile. o Store cement in sealed, dust-tight storage silos. All hatches, inspection points and duct work should be dust-tight. o Silos should be equipped with a high-level sensor alarm and an automatic delivery shut-down switch to prevent overfilling.

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o Cement dust emissions from the silo during filling operations must be minimised. The minimum acceptable performance is obtained using a fabric filter dust collector. o Totally enclose the cement weigh hopper, to ensure that dust cannot escape to the atmosphere. o An inspection of all dust control components should be performed routinely – for example, at least weekly. o Batching Plants will not be permitted within 1 kilometer of urban areas. • All contaminated storm water and process wastewater should be collected and retained on site. • All sources of wastewater should be paved and bunded. The specific areas that should be paved and bunded include; the agitator washout area, the truck washing area, the concrete batching area, and any other area that may generate storm water contaminated with cement dust or residues. • Contaminated storm water and process wastewater should be captured and recycled by a system with the following specifications: o The system’s storage capacity must be sufficient to store the runoff from the bunded areas generated by 20 mm of rain. o Water captured by the bunds should be diverted to a collection pit and then pumped to a storage tank for recycling. o An outlet (overflow drain) in the bund, one metre upstream of the collection pit, should divert excess rainwater from the bunded area when the pit fills due to heavy rain (more than 20 mm of rain over 24 hours). o Collection pits should contain a sloping sludge interceptor, to separate water and sediments. The sloping surface enables easy removal of sludge and sediments. o Wastewater should be pumped from the collection pit to a recycling tank. The pit should have a primary pump triggered by a float switch and a backup pump which automatically activates if the primary fails. o Wastewater stored in the recycling tank needs to be reused at the earliest possible opportunity. This will restore the system’s storage capacity, ready to deal with wastewater generated by the next rainfall event. Uses for recycling tank water include concrete batching, spraying over stockpiles for dust control and washing out agitators.

16. Borrow Pits

16.1 Potential Impacts

Opening and operating of borrow pits can result in multiple environmental and social impacts, including degradation of productive soils, elevated levels of noise, degradation of air quality, etc. The Designers have identified existing, licensed borrow pits which can provide the necessary quantity of materials for the Project indicates that two of these borrow pits (Guzar and Kashkadarya) are located within proximity to residential properties and as such could result in significant noise and dust impacts.

16.2 Mitigation Measures

Several mitigation measures are recommended for borrow pits:

• Alternatives to the borrow pits at Guzar and Kashkadarya should be considered given their potential impacts to residential areas close to these sites.

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• If the Contractor intends to use other existing borrow pits, due diligence review shall be carried out by the Engineer to confirm that these sites identified for use by the Contractor are indeed operating or operable in an appropriate manner. This will include review of the borrow pits operational license and its potential environmental impacts, such as its proximity to sensitive receptors. A copy of the agreement between the operator and the Contractor should also be provided to the Engineer. • For any new borrow pit to be opened and operated by the Contractor, the Contractor will be responsible for the preparation of a Borrow Pit Action Plan (BAP). The BAP will be submitted to the Engineer prior to the start of construction. The plan will identify the locations of all proposed borrow pits which will also be approved by both the Engineer, Goskompriroda and representatives of the RRF. The plan shall ensure that: - Pit restoration will follow the completion of works in full compliance with all applicable standards and specifications. - Arrangements for opening and using material borrow pits will contain enforceable provisions. - The excavation and restoration of the borrow areas and their surroundings, in an environmentally sound manner to the satisfaction of the Engineer will be required before final acceptance and payment under the terms of contracts. - Additional borrow pits will not be opened without the restoration of those areas no longer in use.

17. Community Health and Safety

17.1 Potential Impacts

The local population may not be able to provide the necessary skilled workers for requiring migrant workers to be deployed which could lead to social tensions and potential conflict if these workers are not aware of local customs and practices. Construction of the road may result in an increase in the total number of road traffic accidents between vehicles, pedestrians and vehicles especially in the areas close to schools and colleges and livestock and vehicles.

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17.2 Mitigation Measures

Mitigation measures to limit community health and safety impacts includes road safety measures that optimizes the use of safety barriers and fencing, traffic signs, road crossings, speed bumps, speed limits, unhampered access by road users, and bridges to houses, and street lighting.

The Contractor shall provide regular health and safety training to their workers which will include sessions on social and cultural awareness.

To limit elevated noise levels impacting upon the local community the Contractor shall be responsible for ensuring the use of:

• Source Controls, i.e., requirements that all exhaust systems will be maintained in good working order; properly designed engine enclosures and intake silencers will be employed; and regular equipment maintenance will be undertaken; • Site Controls, i.e., requirements that stationary equipment will be placed as far from sensitive land uses as practical; selected to minimize objectionable noise impacts; and provided with shielding mechanisms where possible; • Work near Sensitive Receptors shall be limited to short term activities. No concrete batching plants, rock crushing plants or any long-term generators of significant noise shall be allowed within 500 meters of sensitive receptors; • Time and Activity Constraints, i.e., operations will be scheduled to coincide with periods when people would least likely be affected; work hours and work days will be limited to less noise-sensitive times. Hours-of-work will be approved by the site engineer having due regard for possible noise disturbance to the residents or other activities. Construction activities will be strictly prohibited between 10 PM and 6 AM in the residential areas. When operating close to sensitive areas such as residential, nursery, or medical facilities, the Contractor’s hours of working shall be limited to 8 AM to 6 PM; • Community Awareness, i.e., public notification of construction operations will incorporate noise considerations; methods to handle complaints will be specified. Sensitive receptors will be avoided as possible (i.e., aggregate crushers,

18. Occupational Health and Safety

18.1 Potential Impacts

Occupational related accidents due to workers near heavy equipment operation, elevated noise and dust, exposure to heat, and continued use of the remaining lanes where traffic is diverted or maintained.

18.2 Mitigation Actions

An OHS Plan shall be prepared by the Contractors to manage worker safety. The OHS Plan shall include the following items:

• Safety Training Program. A Safety Training Program is required and shall consist of: a. Initial Safety Induction Course. All workmen shall be required to attend a safety induction course within their first week on Site.

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b. Periodic Safety Training Courses. Period safety course shall be conducted not less than once every six months. All Subcontractor employees will be required to participate in relevant training courses appropriate to the nature, scale and duration of the subcontract works. Training courses for all workmen on the Site and at all levels of supervision and management. • Safety Meetings. Regular safety meetings will be conducted monthly and shall require attendance by the safety representatives of Subcontractors unless otherwise agreed by the Engineer. The Engineer will be notified of all safety meetings in advance. The Engineer may attend in person or by representative at his discretion. The minutes of all safety meetings will be taken and sent to the Engineer within seven days of the meeting. • Safety Inspections. The Contractor shall regularly inspect, test and maintain all safety equipment, scaffolds, guardrails, working platforms, hoists, ladders and other means of access, lifting, lighting, signing and guarding equipment. Lights and signs shall be kept clear of obstructions and legible to read. Equipment, which is damaged, dirty, incorrectly positioned or not in working order, shall be repaired or replaced immediately. • PPE - Workers shall be provided (before they start work) with of appropriate personnel safety equipment suitable for electrical work such as safety boots, helmets, gloves, protective clothes, goggles, and ear protection at no cost to the workers. Site agents/foremen will follow up to see that the safety equipment is used and not sold on. In addition, life vests should be provided to Contractors staff working on the Kashkadarya bridge piling works.

All sub-contractors will be supplied with copies of the SSEMP. Provisions will be incorporated into all sub-contracts to ensure the compliance with the SSEMP at all tiers of the sub-contracting. All subcontractors will be required to appoint a safety representative who shall be available on the Site throughout the operational period of the respective sub-contract unless the Engineers approval to the contrary is given in writing. In the event of the Engineer’s approval being given, the Engineer, without prejudice to their other duties and responsibilities, shall ensure, as far as is practically possible, that employees of subcontractors of all tiers are conversant with appropriate parts of the SSEMP.

It shall be a requirement of the Contract that the Contractor subcontracts with an Approved Service Provider to provide an HIV Awareness Program to the Contractor’s Personnel and the Local Community as soon as practicable after the Contractor’s Personnel arrive at the Site and no later than two weeks after the Contractor’s Personnel arrive at Site and to repeat the HIV Awareness Program at intervals not exceeding four months.

Zones with noise level above 80 dBA must be marked with safety signs and appropriate PPE must be worn by workers.

19. Physical and Cultural Resources

19.1 Potential Impacts

Several cemeteries are located close to the road, all of them are outside of the RoW however, two cemeteries at km 54 and km59.6 are within the RoW. However, adverse impacts to these sites are unlikely due to its distance from the road (14 meters) and road widening will occur on the opposite site of the road. Given the rich cultural heritage of this region of Uzbekistan it is possible that unexpected discoveries of physical and cultural resources could occur in the construction process.

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Figure 57: Following up Consultation Queries (25/05/16)

19.2 Mitigation Actions

Any chance finds of artifacts, the Uzbek procedures as defined in relevant legislations and guidelines will apply.

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VI. ENVIRONMENTAL MANAGEMENT PLANS AND INSTITUTIONAL REQUIREMENTS

Introduction

This section of the report provides the project’s environmental management plan (EMP), concomitant cost, and the necessary implementation institutional requirements.

There are 2 types of environmental management plans (EMP) to be used in this project, a general management that is provided in this report that provides summary information on the types of impacts, required mitigation and monitoring measures, and implementation arrangements including reporting requirements. The second type of EMP is the site-specific EMPs (SSEMP) the Contractor will prepare in consultation with the Construction Supervision Engineer and Environmental Specialist. The SSEMP describes the precise location of the required mitigation and monitoring, persons responsible, and the schedule and reporting methodology. The SSEMPs will be submitted to the PMU for approval at least 10 days before taking possession of any work site. No access to the site will be allowed until the SSEMPs are approved by the PMU.

1. Bid and Contract Documents

The Bid Documents for the potential Contractor(s) will provide two sections the required environmental management. First is the is a basic clause indicating that the Contractor will be responsible for following the requirements of this EMP and that he should prepare his own SSEMP for the Project. Secondly, the EMP shall be repeated in its entirety as an Annex to the Bid Documents so as the bidder is aware of his environmental requirements under the Project and help him put environmental costs to his proposal.

The Contract Documents should follow a broadly similar pattern to the Bid Documents. It is not considered necessary to repeat the mitigation measures verbatim in a list of environmental contract provisions, rather the Contract should specify that the Contractor(s) is responsible for implementation of the EMP via his SSEMPs. Again, the EMP should be included as an Annex to the Contract so the Contractor(s) is liable for any non-conformance with the EMP, and thereby this IEE.

Contracting procedures are an essential aspect of the Project Design. The Project shall incorporate procedures which include important safeguards, most notably the SSEMP. It is important to note that, to be meaningful, the recommendations of the EMP must go beyond recommendations and become legally enforceable and incorporated in the bid and contract documents.

2. Monitoring and Supervision

The environmental monitoring and supervision roles are as follows:

• Engineer. The Engineer will ensure safeguard compliance of civil works - with particular emphasis on the monitoring of implementation of SSEMP and related aspects of the Project. The Engineers team will include one national environmental specialist (NES) and one international environmental specialist (IES). • Contractor's Environmental Specialist. The Contractor will be required to retain expertise to do this work and must keep that person/firm to oversee the operation throughout the contract period.

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• PMU. Responsible for overall EMP implementation and will be assisted by the Engineer. Their tasks include but are not limited to supervision for overall compliance with SPS 2009 requirements, preparation and submission of environmental monitoring reports and update of IEE during construction in case of technical design changes or unanticipated impacts.

Specific functions of the construction supervision consultants (Engineer and the environmental specialist for environmental functions), are:

• Undertake environmental monitoring including all of the requirements of the project IEE to ensure that the construction methods proposed by the Contractor for carrying out the works are satisfactory, with particular references to the technical requirements of sound environmental standards on the basis of the ADB’s Safeguard Policy Statement (SPS) 2009; • Prepare with the contractor, the site-specific Environmental Management Plan. This task should be completed before the start of the construction. • Ensure that the construction works are undertaken based on the environmental management plans to mitigate the environmental issues as detailed in the Initial Environmental Examination (IEE). The status of the implementation of environmental management plans and the environmental monitoring reports shall be covered in the reports submitted by the Engineer to the EA and ADB; • Ensure minimum disruption to the local settlements while approving Contractor’s work programme, including monitoring of the impacts of construction work on local settlements, and by reporting impact monitoring to the Employer; • Ensure that no child labour is used for the construction works or any other activities associated with the project; • Ensure opportunities for skilled female labour are facilitated and made available; • Monitor the implementation of the health and safety programme at camp site (focusing on construction workers) and local communities in the project area including the information and education campaign in the form of awareness raising seminars and meetings in collaboration with MoH, Women’s Committee of Uzbekistan (regional branches) on sexually-transmitted diseases and HIV/AIDS (human immunodeficiency virus/acquired immunodeficiency syndrome) with disseminating relevant gender-sensitive publications and distribution materials as required under the civil works contract; and • Provide on-the-job training for the EA’s staff at site on construction supervision, contract administration, quality control and assurance, safeguards, PPMS and monitoring and evaluation and other activities.

During construction the Contractor must retain the expertise of an Environmental Officer (EO) to implement and continually update the SSEMPs and to oversee and report on the operation throughout the contract period. The EO should be full-time member of staff on the Contractors roster and should be on site five days per week.

The required qualifications of the EO are as follows:

• Degree in environmental sciences and related expertise. • Fluent in Uzbek, Russian. English is an advantage. • Experience of at least one construction project of a similar size and scale.

The Contractor(s) EO is also responsible for engaging external service from a certified laboratory for environmental instrumental monitoring such as air quality monitoring, noise and water. The monitoring requirements for each time need to be approved by the Engineer. The EO

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will also be responsible for the preparation of weekly environmental checklists and an environmental section of the contractor’s monthly progress reports that shall be submitted to the Engineer for review.

The monthly reports, which will include the weekly environmental checklists, shall contain sections relating to:

• General Progress of the Project • Environmental Incidents; e.g. spills of liquids, blasting issues • Progress of any environmental initiatives, e.g. protection of sensitive sites • Records of any environmental monitoring, both observational and instrumental • Conclusions and Recommendations

The EO shall provide daily toolbox training at the construction camp and also at construction sites. The EO shall keep a record of all monthly training and toolbox training undertaken.

The environmental specialist will will prepare a detailed action plan including environmental monitoring checklists to be completed by the national specialist to ensure that the Environmental Management System is established, implemented, maintained and will monitor its performance. He/she will also take care of all environmental issues during bridge construction works. He/she will also conduct environmental training and briefings to provide environmental awareness on ADB and the government environmental safeguards policies, requirements and standard operating procedures in conformity with the government’s regulations and international practice for project and EA staff; ensure baseline monitoring and reporting of Contractor’s compliance with contractual environmental mitigation measures during the supervision stage.

3. PMU Environmental Counterpart

It is required that the that PMU designate a full-time safeguard position to manage and coordinate the contractors and Engineer in reporting to EA and ADB on safeguard performance of the project. It is required that the IES provides a short training program to the PMU safeguard person and Contractors EO prior to the start of construction to develop their knowledge and understanding of the environmental, social, health and safety aspects of the Project. The PMUs Safeguards Specialist will Supervise the Engineer and Contractors in EMP implementation for overall compliance with SPS 2009 requirements and project environment-related legal covenants. With assistance of the Engineer, prepare, submit to the EA and ADB, and disclose semi-annual environmental monitoring reports on ADB website. Report in a timely manner to ADB of any non- compliance or breach of ADB safeguard requirements. Update the IEE in case of technical design changes or unanticipated impacts. Make sure that the GRM is operational to effectively handle environmental and social concerns of project affected persons.

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Environmental Management Plan

Table 33: The Environmental management Plan for the Kaskadarya Regional Road Design / Pre-construction Phase Subject Potential Mitigation Measure Responsibilities Impact / Issue Air Quality Construction • Preparation of an Air Quality Plan (AQP). • Contractor to prepare AQP impacts • Engineer to review and approve AQP. Air quality • Locations for quarry sites, borrow pits and concrete batching plants • Contractor to select sites. impacts from require approval from the Engineer and Goskompriroda. • Engineer and stationary • No quarry borrow pit or batching plant shall be located within one Goskompriroda to approve sources kilometer of any urban area or sensitive receptor. sites. Climate Cement • Consider adopting plastic joint profiles made of ethylene-propylene- • Design consultants Change Concrete diene monomer rubber (EPDM). Pavement Joints Corrosion of • Assess if the use of advanced concrete materials and structures will • Design Consultants steel help improve the durability of concrete infrastructure and their reinforcements adaptation to climate change. in concrete structures Damage to • Assessment of 1/50 year flood return period for all bridges and roads • Design Consultants roads and embankment. drainage • Recommend measures to mitigate the flood risks of all planned project systems due to roads. increased • Increase capacity of side and cross drains to accommodate more flooding intense floods. Increase in • Assess designs of piers, abutments and embankments to determine if • Design Consultants scouring of protection methods (e.g. rip-rap) are required to cope with additional roads, bridges, water volumes and increased flow intensity. and support structures Borrow Pits Suitability of • Alternatives to the borrow pits at Guzar and Kashkadarya should be • PMU and Contractor to and Quarry’s borrow pits considered given their potential impacts to residential areas close to consider alternatives these sites. borrow locations.

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New Quarry • Any new quarries must obtain the required permits prior to • Contractor to select quarry Sites commencement of works at these sites, this shall include approval sites and apply for from Goskompriroda and the Engineer. approval from • No quarry shall be located within one kilometer of any urban area or Goskompriroda and any sensitive receptor. other regulatory agencies. • Engineer to review quarry locations, licenses and approvals from Goskompriroda. Existing Borrow • For existing borrow pits a due diligence review will be carried out by • Engineer to undertake due Pits the Engineer. diligence review.

New Borrow • Obtain all necessary permits from the regulatory authorities. • Contractor to select borrow Pits • Prepare a Borrow Pit Action Plan (BAP). sites and apply for • No borrow pit shall be located within five hundred meters of any approval from protected area. Goskompriroda and any • Arrangements for opening and using material borrow pits will contain other regulatory agencies. enforceable provisions. • Engineer to review borrow locations, licenses and approvals from Goskompriroda. Bridge • All new bridges shall be designed for the life expectancy of 75 years. • Design Consultants Construction • The bridge rehabilitation and strengthening works shall be designed for the life expectancy of 50 years. • Bridge designs should ensure that drainage from bridge decks over 50 meters does not discharge directly to the watercourses beneath the bridges. Bridge • Consult with Goskompriroda to establish the fish spawning period in • Contractor to consult with Construction relation to the bridge construction works to ensure that all works are Goskompriroda regarding undertaken in periods least likely to affect the fish spawning period. fish spawning periods. Flora & Fauna Tree cutting • No tree cutting shall commence until compensation has been paid by • RFF to compensate the RFF to Goskompriroda. Goskompriroda Impacts to IBA • No construction camp, or construction facility, such as a concrete • Contractor to implement batching plant, shall be constructed within 5 km of the IBA. mitigation. • Engineer to approve final locations.

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Construction Selection of • Preparation of a Construction Camp Site Plan. • Engineer to review & Camps Construction • Construction camps shall not be located within one kilometer of an approve Site Plan. Camp Site urban area and at least 50 meters from any surface water course. • Engineer and PMU to • Coordinate all construction camp activities with neighboring land uses. approve camp locations. Occupational Worker Health • Prepare an Occupational Health and Safety Plan (OHS Plan). • Contractor to prepare OHS Health and and Safety Plan. Safety • Engineer to review and approve OHS Plan. Traffic Safety • Traffic safety issues shall be accounted for during the design phase of • Design Consultants to the Project. prepare designs. • Consider additional traffic safety measures close to schools, including • Engineer to review and reduced speed limits (maximum 50 kilometers per hour) and traffic approve design calming measures such as speed bumps. documents. • Submit a Traffic Management Plan to local traffic authorities prior to • Contractor to prepare mobilization. Traffic Management Plan. • Engineer to approve Traffic Management Plan. Emergency Fires, • Preparation of an Emergency Response Plan (ERP). • Contractor to prepare ERP Response explosions, • Engineer to review and earthquakes, approve ERP. etc. EMP Preparation of • Prepare SSEMPs. • Contractor to prepare Requirement SSEMPs SSEMPs. • Engineer to review and approve SSEMPs Incorporation of • A specific environmental section shall be included within the main Bid • RFF to ensure EMP is Items into Bid Documents indicating that the Contractor shall be responsible for included within Bid Documents conforming with the requirements of the EMP. Documents. Construction Phase Subject Potential Mitigation Measure Responsibilities Impact / Issue Air Quality Open burning • No burning of debris or other materials will occur on the at any camp • Contractor to implement of waste or construction site without permission of the Engineer. mitigation. materials • Engineer to routinely monitor Contractors activities.

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Fuel Emissions • No furnaces, boilers or other similar plant or equipment using any fuel • Contractor to implement that may produce air pollutants will be installed without prior written mitigation. consent of the Engineer. • Engineer to routinely monitor Contractors activities. Rock-crushing • Rock crushing plant equipment shall be fitted with water sprinklers that • Contractor to implement plant will run continuously while the plant is operational. mitigation. • Engineer to routinely monitor Contractors activities. Exhaust • Construction equipment shall be maintained to a good standard and • Contractor to implement emissions from fitted with pollution control devices. mitigation. the operation of • Engineer to routinely construction monitor Contractors machinery activities. Fugitive • Conveyor belts (e.g. at batching plants and rock crushing plants) shall • Contractor to implement emissions. be fitted with wind-boards, and conveyor transfer points and hopper mitigation. discharge areas shall be enclosed to minimize dust emission. • Engineer to routinely • All trucks used for transporting materials to and from the site will be monitor Contractors covered with canvas tarpaulins. activities. • All roads within the construction areas of the Site shall be sprayed at least twice each day, and more if necessary. Borrow Pits New Quarry • Any new quarries must obtain the required permits prior to • Contractor to select quarry and Quarry’s Sites commencement of works at these sites, this shall include approval sites and apply for from Goskompriroda and the Engineer. approval from • No quarry shall be located within one kilometer of any urban area or Goskompriroda and any sensitive receptor. other regulatory agencies. • Engineer to review quarry locations, licenses and approvals from Goskompriroda.

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New Borrow • Obtain all necessary permits from the regulatory authorities. • Contractor to select borrow Pits • Prepare a Borrow Pit Action Plan (BAP). sites and apply for • No borrow pit shall be located within five hundred meters of any approval from protected area. Goskompriroda and any • Pit restoration will follow the completion of works in full compliance all other regulatory agencies. applicable standards and specifications. • Engineer to review borrow • Arrangements for opening and using material borrow pits will contain locations, licenses and enforceable provisions. approvals from • The excavation and restoration of the borrow areas and their Goskompriroda. surroundings, in an environmentally sound manner to the satisfaction of the Engineer will be required before final acceptance and payment under the terms of contracts. • Additional borrow pits will not be opened without the restoration of those areas no longer in use. Bridge Bridge • Consult with Goskompriroda to establish the fish spawning period in • Contractor to implement Construction Construction relation to the bridge construction works to ensure that all works are mitigation. undertaken in periods least likely to affect the fish spawning period. • Contractor to consult with • Implement the specific measures relating to bridge construction. Goskompriroda regarding fish spawning periods. • Engineer to routinely monitor Contractors activities. Soils Erosion Contamination • Implementation of the specific soil contamination mitigation measures. • Contractor to implement and Soil of Soils mitigation. Contamination • Engineer to routinely monitor Contractors activities. Loss of topsoil • Locate topsoil stockpiles outside drainage lines and protect stockpiles • Contractor to implement from erosion. mitigation. • Construct diversion channels and silt fences around the topsoil • Engineer to routinely stockpiles to prevent erosion and loss of topsoil. monitor Contractors • Rip ground surface prior to the spreading of topsoil. activities. • Limit equipment and vehicular movements to within the construction zones. • Remove unwanted materials from topsoil such as roots of trees, rubble and waste etc.

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Soil Erosion • Material that is less susceptible to erosion will be selected for • Contractor to implement placement around bridges and culverts. mitigation. • Re-vegetation of exposed areas including; (i) selection of fast growing • Engineer to routinely and grazing resistant species of local flora; (ii) immediate re- monitor Contractors vegetation of all slopes and embankments if not covered with gabion activities. baskets; (iii) placement of fiber mats to encourage vegetation growth. Hydrology Drainage and • Construct, maintain, remove and reinstate as necessary temporary • Contractor to implement Flooding drainage works and take all other precautions necessary for the mitigation. avoidance of damage by flooding and silt washed down from the • Engineer to routinely Works. monitor Contractors activities. Discharge from • Coordination between the operators of the dam upstream of the • Contractor to coordinate Dam and Aksudarya bridge and the Contractor to avoid any discharge impacts. bridge works schedule with Reservoir the dam operators. Ground and • Implementation of the specific mitigation measures outlined in the IEE. • Contractor to implement surface water mitigation. pollution. • Engineer to routinely monitor Contractors Water Supply • Only legally permitted water resources are used for technical water • Contractor to implement supply. mitigation. • Engineer to routinely monitor Contractors activities. Flora & Fauna Tree cutting • The Contractor will be responsible for planting trees according to the • Contractor to follow design design of the Design Consultants. recommendations for tree • The Contractor shall be responsible for maintenance of planted trees. planting. • The local Khokimyat will be responsible for periodic monitoring of the • Engineer to ensure trees to ensure that they are being maintained by the Contractor. Contractors compliance with Design Consultants design. • Contractor to maintain saplings during the construction phase. • Local Khokimyat to monitor the condition of the saplings. Waste and Recycling and • Where possible, surplus materials will be reused or recycled. • Contractor to implement Spoil re-use mitigation.

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Spoil • Under no circumstances shall the Contractor dump excess materials • Contractor to implement on private lands. mitigation. • Excess spoil shall not be dumped or pushed into any river at any • Engineer to routinely location. monitor Contractors activities. Inert Solid & • Provide refuse containers at each worksite. • Contractor to implement Liquid waste • Maintain all construction sites in a cleaner, tidy and safe condition. mitigation. • Train and instruct all personnel in waste management practices and • Goskompriroda to approve procedures. any waste disposal site. • Collect and transport non-hazardous wastes to all approved disposal • Engineer to routinely sites. monitor Contractors activities. Asphalt and • Waste asphalt will be recycled where possible for base material and • Contractor to implement Concrete shoulder material. any recommendations for • Waste concrete shall be crushed and re-used as fill material, or base re-use of asphalt. material where possible. • Under no circumstances should concrete mixers be washed out onto open ground at construction sites, such as bridges. Hazardous • Storage of hazardous waste shall be in specific secure locations as • Contractor to implement Waste identified by the waste management plan. mitigation. • Hazardous liquids must be stored within impermeable bunds. • Goskompriroda to approve • Training and suitable PPE will be provided to all personnel handling any waste disposal site. hazardous waste. • Engineer to routinely • Disposal of waste materials shall be undertaken by a licensed waste monitor Contractors management company. activities. • Keep records of the types and volumes of waste removed from the site on a weekly basis. • A method statement for the safe handling and disposal of asbestos waste. Construction Soil and water • Implement all of the specific mitigation measures provided in the • Contractor to implement Camps pollution appropriate section of the IEE mitigation. • Engineer to routinely monitor Contractors activities. Water Supply • Ensure that potable water for construction camps and workers meets • Contractor to implement the necessary water quality standards. mitigation. • Engineer to routinely monitor Contractors activities.

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Concrete Concrete • The Contractor shall not utilize the two concrete batching plants • Contractor to implement Batching Batching Plants currently used by contractors working on the GoU sections of the mitigation. Plants Project road. • Engineer to routinely • In addition, all of the mitigation measures for batching plants outlined monitor Contractors in the IEE shall be implemented, including measures to limit air and activities. water pollution. Occupational HIV / AIDS • Subcontract with an Approved Service Provider to provide an HIV • Contractor to implement Health and Awareness Program to the Contractor’s Personnel and the Local mitigation. Safety Community. • Service Provider to • Repeat the HIV Awareness Program at intervals not exceeding four implement training. months • Engineer to review program. Worker Health • Develop a Safety Training Program. • Contractor to implement & safety • Safety Meetings conducted on a monthly basis. mitigation. • Regularly inspect, test and maintain all safety equipment. • Engineer to routinely • Equipment, which is damaged, dirty, incorrectly positioned or not in monitor Contractors working order, shall be repaired or replaced immediately. activities. • Safety equipment and protective clothing are required to be available on the Site at times. • All construction plant and equipment used on or around the Site shall be fitted with appropriate safety devices. • A fully equipped first aid base shall be provided. • Coordinate with local public health officials and shall reach a documented understanding with regard to the use of hospitals and other community facilities. Sub-contractor • All sub-contractors will be supplied with copies of the SSEMP. • Contractor to implement H&S • Provisions to be incorporated into all sub-contracts to ensure the mitigation. compliance with the SSEMP. All sub-contractors will be required to • Engineer to routinely appoint a safety representative who shall be available on the Site. monitor Contractors and sub-contractors’ activities. Noise • Zones with noise level above 80 dBA must be marked with safety • Contractor to implement signs and appropriate PPE must be worn by workers. mitigation. • Engineer to routinely monitor Contractors activities.

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Community Road closures, • Provision of all road diversion signs and ensure that diversion roads • Contractor to implement Health and diversions and do not impact negatively upon private lands. mitigation. Safety blocking of • Any diversions shall be agreed upon by the Engineer. • Engineer to routinely access routes • All access routes shall be kept open during Project works for at least monitor Contractors 50% of the day during construction works and 100% of the time after activities. construction works are completed for the day. Traffic safety • Provide information to the public about the scope and schedule of • Contractor to implement construction activities and expected disruptions and access mitigation. restrictions. • Engineer to routinely • Allow for adequate traffic flow around construction areas. monitor Contractors • Provide adequate signalization, appropriate lighting, well-designed activities. traffic safety signs, barriers and flag persons for traffic control. • Access roads for borrow pits, batching plants, etc, should be maintained during the construction phase and rehabilitated at the end of construction. Construction Avoid night time and weekend working; • Contractor to implement Noise • Avoid working near mosques during prayer time; and to mitigation. • Carry out works near schools during holiday periods • Engineer to routinely monitor Contractors In addition, the Contractor should consider general good working practices activities. including the following which are particularly relevant to road construction: • Modern, silenced and well-maintained plant and construction equipment should be used; • All vehicles and plant should be fitted with effective exhaust silencers which should be maintained in good and efficient working order. • Fitted acoustic covers should be kept in a good state of repair and should be kept closed when plant is in use. • vehicles should not wait or queue on the road with engines running and plant in intermittent use should be shut down when not in use or where this is impracticable, throttled down to a minimum. • If a site compound, or materials storage area is to be used, both it and any static plant within it should be sited as far as is practicable from noise sensitive buildings. • Where activities, including delivery of material to site, cannot take place during normal working hours they should be carried out as close to normal working hours as is reasonably practicable. • Concrete mixers should not be cleaned by hammering the drums.

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• When handling materials, care should be taken not to drop materials from excessive heights • Public notification of construction operations. • Disposal sites and haul routes will be coordinated with local officials.

Vibration • Roller Vibration Setting -roller start up and shut down is carried out • Contractor to implement away from vibration sensitive properties as transient vibration levels mitigation. during start up and shut down will generally exceed levels for steady • Engineer to routinely state operation. Use of vibratory rollers directly atop the underlying monitor Contractors soil adjacent to dwellings should also be avoided if possible. If activities. compaction of the soil is required, this should be done using a sheep foot type roller in non-vibratory mode or a non-vibratory roller.

• Use of Alternative Compaction Equipment. Alternative means of compaction of the sidewalk sub-base and the sides of embankment could be adopted such as using a non-vibratory rubber tyre roller.

• Trench. The design of the road will in some places incorporate a drainage channel proposed to run alongside the outer limits of the road. The depth of the channel could be temporarily increased during the construction of the road, which would enable it to function as a trench providing vibration isolation to properties alongside the road from operation of the roller. Should compaction of the road without vibration prove impracticable for any reason, this could form an alternative solution in limited areas and could be suggested to the Contractor carrying out the works. It would be possible to achieve an attenuation in levels of ground-borne vibration of the order of c. 50% using a trench alongside the road. The depth of the trench would be likely to be between c.1.5-3m. However, this assumption will need to be confirmed by carrying out some additional vibration measurements prior to commencement of construction within populated areas.

Infrastructure Electrical • All power lines gas and water pipes shall be kept operational. • Contractor to implement Systems, Gas mitigation.

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and water • Engineer to routinely pipes monitor Contractors activities. Physical and Impacts to • In the event of any chance finds during the construction works • Contractor to implement Cultural Historical and procedures shall apply that are governed by GoU legislation and mitigation. Resources archeological guidelines. • Engineer to routinely areas • The Contractor shall place temporary fencing around the cemeteries monitor Contractors at km 103 and km 122. activities. • Prior to the removal of any portion of a cemetery consultation will be undertaken with the local community to ensure that no impacts to graves will occur. Operational Phase Subject Potential Mitigation Measure Responsibilities Impact / Issue Community Operational • Implementation of the noise mitigation measures specified in the IEE • Road Foundation in Health and phase traffic to include speed limit of up to 55kph coordination with local Safety noise units to implement the speed limit

Environmental Monitoring Plan

Regular monitoring of air quality, water quality and noise levels against Uzbek and IFC standards shall be carried out throughout the construction period. The party responsible for monitoring will be the Contractor, who will be obliged to report to the Engineer as well as the PMU. The succeeding Tables provides the monitoring actions required during the construction phase of the Project and operational phase of the Project.

Table 34: Environmental Monitoring Plan (Construction Phase) Issue Mitigation Locations Schedule Responsibilities Reporting Air The Contractor shall establish Along the following Monitoring to be The Contractor shall The Independent Quality routine Air Quality Monitoring principal communities undertaken once a hire certified Specialist shall throughout the construction where identified month during laboratory to perform provide his results to period. The following receptors are at risk. construction period the monitoring the Contractor and parameters shall be monitored: These are: (18 months) activities. Engineer within three Particulate Matter (PM10 & 4R79 road: Qirzi days of the sampling PM2.5), Sulfur Dioxide (SO2), (recs. 1-7), Chim activity. Nitrogen Dioxide (NO2) and (receptors (recs).8- Carbon Monoxide (CO). Other 30), Kamashi parameters maybe warranted (recs.32-33, Mangit,

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Issue Mitigation Locations Schedule Responsibilities Reporting as and when requested by the (recs.34-41), Korabog Engineer. and Yakkabog (Takbay) (rec 59-64).

Road K319 (12km). Chainage 64-76: include Yakkabog (Kazakkishlak) (recs. 65-72), Hokimquorgan (recs. 73-78), Koramuncha (recs. 79-85), Yangiobod (recs. 86-93), Esat (recs. 94-106) and Gallagula (recs.107- 112).

M39 (14km). Chainage 98-112: Shaharizab (recs. 115-127, Govichmon (rec 128-138), Kitob (recs139-149 & 177- 183)

M39 (15km). Chainage 112-127: Kitob (recs. 151-157) and Kaynar (recs. 158-176) Noise The Contractor shall ensure that Along the following Monitoring to be The Contractor shall The Independent routine noise and vibration principal communities undertaken once hire certified Specialist shall monitoring is undertaken where identified every month both laboratory to perform provide his results to throughout the construction receptors are at risk. daytime and night- the monitoring the Contractor and period. Parameters to be These are: time measurements activities. Engineer within three monitored include: 4R79 road: Qirzi during construction days of the sampling Laeq 1h (dBA), PPV (recs. 1-7), Chim period (18 months) activity. (receptors (recs).8- 30), Kamashi

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Issue Mitigation Locations Schedule Responsibilities Reporting (recs.32-33, Mangit, (recs.34-41), Korabog and Yakkabog (Takbay) (rec 59-64).

Road K319 (12km). Chainage 64-76: include Yakkabog (Kazakkishlak) (recs. 65-72), Hokimquorgan (recs. 73-78), Koramuncha (recs. 79-85), Yangiobod (recs. 86-93), Esat (recs. 94-106) and Gallagula (recs.107- 112).

M39 (14km). Chainage 98-112: Shaharizab (recs. 115-127, Govichmon (rec 128-138), Kitob (recs139-149 & 177- 183)

M39 (15km). Chainage 112-127: Kitob (recs. 151-157) and Kaynar (recs. 158-176) Water Baseline monitoring will be • Kashkadarya Monitoring to be The Contractor shall The Independent Quality undertaken by the Contractor River undertaken monthly hire certified Specialist shall prior to the start of construction. • Aksudarya River during bridge laboratory to perform provide his results to This will then be followed by construction works. the monitoring the Contractor and routine water quality monitoring 200 meters upstream activities. Engineer within three throughout the construction from the bridge site; 20 pH testing to be days of the sampling period. Parameters to be meters downstream of undertaken bi- activity. monitored include: the bridge site; 200 monthly.

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Issue Mitigation Locations Schedule Responsibilities Reporting pH; Suspended Solids; BOD5; meters downstream of Contractor to provide COD; Coliforms; Nitrate (NO3); the bridge site. pH tests in monthly Phosphate (PO4); Oil and reports. Grease Other locations maybe warranted as and Other parameters maybe when requested by the warranted as and when Engineer. requested by the Engineer. pH monitoring should be undertaken in the Batching Plant area drainage channels.

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Table 35: Environmental Monitoring Plan (Operation Phase) Issue Mitigation Locations Schedule Responsibilities Reporting Noise Additional noise monitoring shall Along the following 2030 RRF N/A be undertaken in 2030 to principal communities determine if additional noise where identified mitigation measures are receptors are at risk. required. These are: 4R79 road: Qirzi (recs. 1-7), Chim (receptors (recs).8- 30), Kamashi (recs.32-33, Mangit, (recs.34-41), Korabog and Yakkabog (Takbay) (rec 59-64).

Road K319 (12km). Chainage 64-76: include Yakkabog (Kazakkishlak) (recs. 65-72), Hokimquorgan (recs. 73-78), Koramuncha (recs. 79-85), Yangiobod (recs. 86- 93), Esat (recs. 94- 106) and Gallagula (recs.107-112).

M39 (14km). Chainage 98-112: Shaharizab (recs. 115-127, Govichmon (rec 128-138), Kitob (recs139-149 & 177- 183)

M39 (15km). Chainage 112-127:

128 Kashkadarya Regional Road Project Initial Environmental Examination

Issue Mitigation Locations Schedule Responsibilities Reporting Kitob (recs. 151-157) and Kaynar (recs. 158-176)

Air Air quality monitoring in urban Along the following Annually RRF N/A Quality areas to determine if dust levels principal communities generated from vehicle where identified movements on the Project road receptors are at risk. are within the limits set by the These are: GoU. 4R79 road: Qirzi (recs. 1-7), Chim (receptors (recs).8- 30), Kamashi (recs.32-33, Mangit, (recs.34-41), Korabog and Yakkabog (Takbay) (rec 59-64).

Road K319 (12km). Chainage 64-76: include Yakkabog (Kazakkishlak) (recs. 65-72), Hokimquorgan (recs. 73-78), Koramuncha (recs. 79-85), Yangiobod (recs. 86- 93), Esat (recs. 94- 106) and Gallagula (recs.107-112).

M39 (14km). Chainage 98-112:

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Issue Mitigation Locations Schedule Responsibilities Reporting Shaharizab (recs. 115-127, Govichmon (rec 128-138), Kitob (recs139-149 & 177- 183)

M39 (15km). Chainage 112-127: Kitob (recs. 151-157) and Kaynar (recs. 158-176)

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EMP Implementation Costs

Most costs associated with the environmental recommendations of the EMP are a normal part of preparing the bid and contract documents and ensuring that proper environmental provisions are incorporated therein. The installation of septic systems at construction camps, for example, is an environmental necessity, but not generally considered an “environmental cost”. Table below lists the proposed mitigation measures and indicates where they would be “included in the project budget” as part of a bid document and where additional costs are a likely “environmental cost” beyond what would normally be included in a project budget.

Table 36: Estimated EMP Implementation Cost Activity Item Number of Units / Cost Respon’lty, ADB Loan Govt Unit cost estimate / counterpart US$ Pre-construction SSEMPs SSEMP Included in Project - Contractor X Budget Approval of Approval Included in Project - PMU / Camp Budget Engineer X X locations Incorporation Item in Bid Included in Project - PMU of Document Budget Environmental X Items into Bid Documents Update Noise and air Included in IEE - IEE Consultant baseline quality Modelling Consultants budget monitoring Report and projection X including air quality and noise modelling Obtain permits Permits Included in Project - Contractor X Budget Review of Climate Change Included in Project - DESIGN climate Review Budget CONSULTAN X change issues TS Construction Standard site Septic Tanks Included in Project - Contractor X management Construction costs Additional Spill Kits 20 / US$200 4,000 Contractor X environmental measures Bunds for fuel Included in Project - Contractor X and oil storage Construction costs Waste Included in Project - Contractor X containers Construction costs Waste Storage Included in Project - Contractor X areas Construction costs Waste collection Included in Project - Contractor X and disposal Construction costs Storage areas Included in Project - Contractor for hazardous Construction costs X materials Drainage Included in Project - Contractor (including oil and Construction costs X grease interceptors)

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Activity Item Number of Units / Cost Respon’lty, ADB Loan Govt Unit cost estimate / counterpart US$ Vehicle washing Included in Project - Contractor X bay Construction costs Fire safety Included in Project - Contractor X Construction costs PPE Included in Project - Contractor X Construction costs Impervious Included in Project - Contractor hardstanding Construction costs (for maintenance X yards, bitumen storage, etc) First aid facilities Included in Project - Contractor X Construction costs Fencing around 2 / US$ 5,000 10,000 Contractor X cemeteries Water bowsers Included in Project - Contractor X Construction costs Water sprinklers Included in Project - Contractor (rock crushing Construction costs X plant) Dust control Included in Project - Contractor measures (rock Construction costs X crushing and batching plants) Tarpaulins Included in Project - Contractor X Construction costs Tree cutting Compensation 48,000 / US$20.8 1,000,000 RFF X fee General Tree Saplings and 38,838 / US$18.0 700,000 Contractor X planting labour Tree Labour and Included in Project - Contractor X maintenance water Construction costs Noise Plantation 280,000 Contractor mitigation shrubs and 11,200 / US$25 X labour

Embankment Vegetation, Included in Project - Contractor vegetation and labour and Budget soil erosion maintenance X measures

Training Safety Training Included in Project - Contractor X Budget HIV/AIDS 4 / US$1,000 4,000 Independent X Training Contractor Toolbox Training Included in Project - Contractor X Budget PMU Training Included in Project - Engineer X Budget Clean up of Labour, waste Included in Project - Contractor construction disposal Budget X sites. Environmental EO 18 / US$ 2,000 36,000 Contractor X Staff IES 3 / US$ 20,000 60,000 Engineer X NES 8 / US$ 1,000 8,000 Engineer X PIU Safeguard 18 / US$ 2,000 36,000 PIU X ADB Cost $4,927,500

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Activity Item Number of Units / Cost Respon’lty, ADB Loan Govt Unit cost estimate / counterpart US$ GoU Cost $1,585,000 Total Cost 6,512,500

Table 37: Estimated Environmental Monitoring Cost* Activity / Item Frequency Unit Cost Cost /USD Routine Instrumental Monitoring 1. Air Quality Along the following principal 200 per site x 17 x 24 81,600 Monitoring communities where identified months receptors are at risk. These are: 4R79 road: Qirzi (recs. 1-7), Chim (receptors (recs).8-30), Kamashi (recs.32-33, Mangit, (recs.34-41), Korabog and Yakkabog (Takbay) (rec 59-64).

Road K319 (12km). Chainage 64-76: include Yakkabog (Kazakkishlak) (recs. 65-72), Hokimquorgan (recs. 73-78), Koramuncha (recs. 79-85), Yangiobod (recs. 86-93), Esat (recs. 94-106) and Gallagula (recs.107-112).

M39 (14km). Chainage 98-112: Shaharizab (recs. 115-127, | Govichmon (rec 128-138), Kitob (recs139-149 & 177-183)

M39 (15km). Chainage 112-127: Kitob (recs. 151-157) and Kaynar (recs. 158-176) 2. Noise Monitoring Along the following principal 200 per site x 17 x 24 81,600 community es where identified receptors are at risk. These are: 4R79 road: Qirzi (recs. 1-7), Chim (receptors (recs)0.8-30), Kamashi (recs.32-33, Mangit, (recs.34-41), Korabog and Yakkabog (Takbay) (rec 59-64).

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Activity / Item Frequency Unit Cost Cost /USD Road K319 (12km). Chainage 64-76: include Yakkabog (Kazakkishlak) (recs. 65-72), Hokimquorgan (recs. 73-78), Koramuncha (recs. 79-85), Yangiobod (recs. 86-93), Esat (recs. 94-106) and Gallagula (recs.107-112).

M39 (14km). Chainage 98-112: Shaharizab (recs. 115-127, Govichmon (rec 128-138), Kitob (recs139-149 & 177-183)

M39 (15km). Chainage 112-127: Kitob (recs. 151-157) and Kaynar (recs. 158-176) 3. Vibration Along the following principal 500 per site x 17 x 6 US$51,000 Monitoring communities where identified months receptors are at risk. These are: 4R79 road: Qirzi (recs. 1-7), Chim (receptors (recs).8-30), Kamashi (recs.32-33, Mangit, (recs.34-41), Korabog and Yakkabog (Takbay) (rec 59-64).

Road K319 (12km). Chainage 64-76: include Yakkabog (Kazakkishlak) (recs. 65-72), Hokimquorgan (recs. 73-78), Koramuncha (recs. 79-85), Yangiobod (recs. 86-93), Esat (recs. 94-106) and Gallagula (recs.107-112).

M39 (14km). Chainage 98-112: Shaharizab (recs. 115-127, Govichmon (rec 128-138), Kitob (recs139-149 & 177-183)

M39 (15km). Chainage 112-127: Kitob (recs. 151-157) and Kaynar (recs. 158-176)

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Activity / Item Frequency Unit Cost Cost /USD 3, Water Quality Every month during 400 per site x 6 x 2 4,800 Monitoring construction period at the bridge sites crossing rivers (two sites). ** Total 219,000

VII. PUBLIC CONSULTATION, INFORMATION DISCLOSURE AND GRIEVANCE MECHANISM

The ADB SPS 2009 requires consultation with affected communities and stakeholders and their participation in the project design and implementation. These consultations benefit the RRF and ADB to better design the project based on the community’s experience, knowledge, and expectations. Some of the key characteristics of meaningful consultations pertains to timing, conduct, gender inclusive, and responsiveness. Consultations are conducted early and sustained throughout the project life and information disclosed in timely manner allow the communities to make informed decisions. Its conduct by the project sponsor is free form coercion ensuring participation is voluntary. The consultations ensure inclusive and responsive to the disadvantage and vulnerable members of the community to ensure their concerns are considered in the project design and implementation. Finally, consultations should show proofs that relevant views generated during the consultation process are considered in the design.

A. Consultation Method and Information Disclosure The principal consultation method used was through announced public meetings or hearings conducted by both RRF, local government units, and the design consultants. During these public hearings, the project description, highlights of the environmental assessment, potential impacts and mitigation measures were presented and discussed. This allowed the RRF to identify issues pertaining to noise and vibration, road safety, and climate resilience measures; key sensitive resources like trees, utilities, physical cultural resources; road hazards; and other community requirements that should be considered by the project. It facilitates timely consultation that is early enough to influence the design, provides venue to have a common understanding of the project, voluntary participation is promoted, and inclusive in terms of gender and vulnerable members of the community.

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1. Public Consultations and Hearings Public consultations were undertaken in Chim, Yakkabog and Shahrizabz. A total of eighty-eight villagers, government officials, and other relevant stakeholders participated (see Appendix G). The succeeding Tables and Figures presents the highlights of these consultations. Table 38: Chim Public Hearing (24/05/16) Location: Kamashi District Administration Panel Members: i) Mr. Nick Skinner, International Environmental Specialist; ii) Mr. Kudiyar Kamalov, National Environmental Specialist; iii) Mr. Atakhodjaev Bakhtier, PMU Director; iv) Mr. Eshmamatov Shukhrat, Vice- Governor of Economic Issues; v) Mr. Baratov Yodgor, District Governor Assistant; vi) Mr. Mukhamadiev Rashid – District Governor No. of participants: 32 # Name Question / Comment Answer IEE Status 1 Mr. Chim hospital is located Noise and air quality Baseline noise and air quality Djabbarov within 200m of the road monitoring will be monitoring has been – what will be the undertaken in Chim to undertaken. Noise and air impacts to the hospital? quantify impacts in this quality modeling will be area. Based on the undertaken prior to the start of results mitigation construction to assess the measures, such as potential operational impacts of double-glazed windows, the Project on noise levels and will be recommended. air quality. 2 Shuliyev There is a clinic in Chim This issue will be dealt Additional investigations failed Tu’ra that is within 15 meters with as part of the LARP. to identify any such clinic in the of the road. Will it be area mentioned. removed? 3 Djurayev When will construction Construction is due to N/A Suyun activities start? start in the first quarter of 2017, but first all documents need to be approved by the ADB, including this IEE. 4 Dilshod Will there be street Street lighting will be street lighting will be provided Khakimov lighting? provided in urban areas by the Project. according to the detailed design prepared by the Design Consultants.

6 How will vegetation be The contractor will be IEE provides the procedures for irrigated during responsible for the tree planting and maintenance construction? maintenance of saplings during the construction phase, during the construction including the responsibilities of phase. the Contractor to maintain the saplings during the construction phase.

6 Norchayev Will heavy duty vehicles No. IEE provides requirements for Bekzod be restricted on the Contractors to prepare a traffic road? management plan, which although will not restrict heavy duty vehicles on the road, will provide measures to reduce their impacts.

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Figure 58: Consultation in Chim, 24th May 2016

Table 39: Yakkabog Public Consultation (May 2015) Location: Yakkabog District Administration Panel Members: i) Mr. Nick Skinner, International Environmental Specialist, ii) Mr. Kudiyar Kamalov, National Environmental Specialist; iii) Mr. Atakhodjaev Bakhtier, PMU Director; iv) Mr. Uktam Abdurahimov, District Governor. No. of participants: 29 # Name Question / Answer IEE Status Comment 1 Mr. The term of the road In summary, no. The N/A Makhkamov construction period construction period will is very long, can it be three years, with a be shortened? one-year defect liability period. 2 Djumayev The access road to Any damage caused by N/A Farkhad my house, but now it construction activities is lower that the will be repaired by the existing road, can it Contractor, but any be fixed as part of existing problems will the Project? not be fixed unless specifically designated by the detailed design. 3 Mr. Ibragimov We live in a small The Design The IEE discusses this issue village called Jambo Consultants will have and notes that from design km (approx. km 81+500 surveyed the road and approx. 81+500 to 82+100 a to 82+300). The know the areas where re-alignment to the right-hand road is higher than drainage is required. side is foreseen in the design

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the village, we are However, we will note and surface run-off water worried that when the location of the should not affect the village. the new road is village in the IEE and constructed there make a specific maybe flooding in recommendation for the the village if the Design Consultants to correct drainage is review their designs in not installed. this village to ensure no flooding will occur. 4 Kendjayev In Akash village Akash village is in the N/A Kurbanazar trees have already GoU funded section of been cut. How will the project. However, they be replaced the GoU procedures for and by whom? tree cutting should still apply in this portion of the road. 5 Eshdavlatov A cemetery is We will come and look IEE indicates that further Bakhrom located within 25 at the site tomorrow investigation of the site meters of the road and make revealed that this site is at km 69 close to recommendations. unlikely to be impacted by the Qozok village. How Project due to its distance from will this cemetery be the road (14 meters) and the affected? fact that road widening will occur on the opposite site of the road. 6 Khudjankulov A small irrigation The Design the IEE provides the Yigitali canal is located Consultants will design procedures for consultations close to the road in the road to ensure that with local communities before my village, how will where practical, the removal or disruption of this be affected? impacts to irrigation are irrigation channels. minimized. If the canal will be impacted the Contractor will be obliged to consult with the users of the canal to ensure that there are no impacts to the canal during operational periods, e.g. ensuring works occur during the winter, or by diverting the canal.

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Figure 59: Consultation in Yakkabog, 24th May 2016

Table 40: Shahrizabz Public Consultation Panel Members: i) Mr. Nick Skinner, International Environmental Specialist; ii) Mr. Kudiyar Kamalov, National Environmental Specialist; iii) Mr. Atakhodjaev Bakhtier, PMU Director; iv) Mr. Abdurasul Safarov, Vice Governor of Shahrizabz District No. of Participants: 27 # Name Question / Answer IEE Status Comment 1 Kushvakov The road has been This is in a GoU funded This issue is having been Kurbon excavated on one section of the Project, but discussed with the GoU side, and now it is it is noted that this is an impossible for us to issue. A traffic cross the road, for management plan and the kids to get to grievance mechanism school. should prevent these kinds of impacts occurring. 2 Islomov We have a large The Design Consultants The IEE provides the Dilmurod irrigation pipe that will design the road to procedures for consultations irrigates 300 ensure that where with local communities before hectares. What will practical, impacts to the removal or disruption of happen to this pipe? irrigation are minimized. If irrigation channels. the pipe will be impacted the Contractor will be obliged to consult with the users of the pipe to ensure that there are no impacts to the pipe during operational periods, e.g.

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ensuring works occur during the winter, or by diverting the pipe during construction. 3 Teshaev Will there be Yes. The Design The IEE provides the Gayrat replanting of trees? Consultants will procedures for tree planting and Who will irrigate the recommend locations and maintenance during the trees? Will grass types of trees to be construction phase, including and flowers be replanted. The Contractor the responsibilities of the planted in city will be responsible for Contractor to maintain the medians? maintaining the trees and saplings during the construction plants during the phase. construction period. We do not know if flowers will be planted in medians, this is not a focus of the IEE. 4 Safarov Will the R39 have Yes. N/A Abdurasul pedestrian pavements in urban areas? 5 Safarov Will new bridges be This is really an N/A Abdurasul built, or old ones engineering question. We rehabilitated? understand that old bridges will be rehabilitated. 6 Begaliev The new trees to be The Design Consultants IEE provides the procedures for Nurali planted are unlikely will recommend locations tree planting and maintenance to be the same type and types of trees to be during the construction phase, as the old trees and replanted. The types of including the responsibilities of will not have the trees should be suitable the Contractor to maintain the same benefits as for the local environment. saplings during the construction the old ones. phase. 7 Rahimov Dust emissions will The Contractor will be IEE provides mitigation Shuhrat be high on the road. responsible for watering measures for air quality, How will these be the road, and access including the requirements for managed? routes on a regular basis regular watering of roads during to reduce dust impacts. the construction phase.

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Figure 60: Consultation in Shahrizabz, 25th May 2016

B. Information Disclosure Information was disclosed through public consultation and more formally by making documents and other materials available in a form and at a location in which they can be easily accessed by stakeholders. This involved making a summary of draft reports available (in the Uzbek language) at public locations and districts and providing a mechanism for the receipt of comments and making documents available more widely. In this regard, ADB encourages RRF to disclose all documents onto their own website. The full IEE report will be disclosed on the ADB and RRF websites and made available to the interested parties upon request.

Monitoring is one of the components of EMP. Monitoring of physical, biological and socio- economic parameters of the environment of this project will be carried out. The outcomes of the monitoring activities will be maintained in a database. The results of monitoring will also be disclosed to the local people, school students and other interested stakeholders. In the process of compliance monitoring of the project construction, local people and construction workers will be consulted. The monitoring reports will also be disclosed on the ADB website.

The RRF will extend and expand the consultation and disclosure process during the implementation (construction) of the project. The feedback of the affected people, stakeholders and the public has been incorporated in the detailed project design for implementation during construction.

C. Grievance Redress Mechanism The Grievance Redress Mechanism (GRM) is available to people living or working in the areas impacted by the project activities. Any person impacted by or concerned about the project

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activities has the right to participate in the GRM, should have the easy access to it, and be encouraged to use it. The proposed GRM does not replace the public mechanisms of complaint and conflict resolution envisaged by the legal system of the GoU, but attempts to minimize use of it to the extent possible.

Overall responsibility for timely implementation of GRM lies with the RFF through its PMU supported by the Engineer involved in managing and supervising the civil works, while the Contractor undertakes the actual civil works. Relevant Khokimyats, who are mandated by law to perform grievance redress related tasks, and mediators who are involved in facilitating amicable resolution of grievances are also included in GRM.

This GRM envisages two levels of grievance resolution for the road sector projects implemented under the supervision of the PMU: Grievance Redress Committees (GRC) at the local level and central (Tashkent) level. Local GRCs are usually composed of members nominated from the PMU, Khokimyats, Engineer & Contractor. GRCs at the central levels are chaired by the Heads responsible for the overall operation of GRM and its efficient and timely implementation, while the Coordinators are responsible for involving the relevant parties and coordinating the works of GRCs at regional/central levels.

1. Local Level

At the first stage, the resolution of grievance will be attempted through GRC at local level through the following steps.

• Grievance registration: complainants or concerned individuals can visit, call or send a letter or e-mail or fax to the Khokimyat, the Contractor, the Engineer or the PMU. Receipt of grievances lodged in person, via phone, through a letter or e-mail or fax will be acknowledged. Grievances will be recorded in a standard format. • Grievance processing: Queries and complaints that are clarified and resolved at the intake point are closed immediately. Cases requiring further assessment and action are considered by the GRC at the local level. The GRC at the local level: (i) holds meetings on bi-monthly basis, however special ad hoc meetings can be arranged, as needed; and (ii) discusses the grievance case within ten working days and recommend its settlement to parties. The GRC Coordinator at the local level circulates relevant information among the members of GRC, prepares Minutes of GRC meeting and progress reports, and ensures that actions and decisions are properly documented. • Feedback provision: Receipt of grievances lodged in person or via phone will be acknowledged immediately. Receipt of grievances received through a letter or e-mail or will be acknowledged through a letter / e-mail / fax within 3 working days upon receipt by GRC coordinator at regional level.

If the grievance was resolved at the local level, the complainant will be informed of the outcome. If grievance was not resolved at the local level and was passed to the GRC at the central level for consideration and resolution, appropriate information will be provided to the complainant, including the date when the case was passed to GRC at the central level and the date by which the outcome at the central level is expected.

In case of anonymous complaints, the printed response will be posted at the information board of the relevant Khokimyat, so as the complainant can approach and review the feedback.

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2. Central Level

Following unsuccessful consideration of grievance by the GRC at the local level, complaint resolutions will be attempted at a central level through following steps

• Grievance processing: If grievance cannot be resolved by the GRC at the local level, it will be forwarded for consideration by the GRC at the central level, including all relevant documents. The GRC at central level: (i) holds meetings on monthly basis, however special ad hoc meetings can be arranged, as needed; and (ii) discusses the grievance case within twenty working days and recommend its settlement to parties. GRC Coordinator at central level circulates relevant information among the members of GRC, prepares Minutes of GRC meeting and progress reports, and ensures that actions and decisions are properly documented. • Feedback provision: If the grievance was resolved, the complaining party will be informed on the outcome of grievance resolution. If grievance was not resolved by the GRC at central level, appropriate information will be provided to the complaining party, including details why the case was not resolved, as well as recommendation to seek for resolution through the GoU legal system.

3. Legal System

If after the intervention and assistance from the GRCs at both local and central levels, no solution has been reached, and if the grievance redress system fails to satisfy the complaining parties, the case will be referred to the court for resolution in accordance with the GoU legislation.

In the meantime, it should also be emphasized that the GRM Guideline does not limit the right of the complaining party to submit the case to the court of law in the first stage of grievance process.

4. ADB Accountability Mechanism

In addition to the GRM, the ADB has also developed its Accountability Mechanism (AM) Policy. The AM provides a forum where people adversely affected by ADB-assisted projects can voice and seek solutions to their problems and report alleged noncompliance with ADB's operational policies and procedures. It consists of two separate but complementary functions: problem solving function and compliance review function. The objective of the Accountability Mechanism Policy 2012 is to be accountable to people for ADB-assisted projects as a last resort mechanism.

The complaints resolution process was and will continue to be disseminated through information brochures and posted to the Khokimyats. The grievance redress mechanism will also be presented during informal meetings at Project area during the construction phase of the Project. The information of grievance resolution will be summarized in PMU progress reports to be submitted to ADB.

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VIII. CONCLUSION AND RECOMMENDATION

Conclusion

The scope of works under Kashkadarya Regional Road Project involves rehabilitation and upgrading of 77 kms in two sections: the continuous stretch of AR79 (36 km) and AK319 (12 kms), and segment of M39 (29kms). The rehabilitation and upgrading involves widening from 2 to 4 lanes with shoulders. All improvement will take place within the existing alignment and the entire stretch is outside any legally protected, eco-sensitive, or critical habitat areas. The proposed project is classified as environment Category B in accordance with the ADB’s SPS 2009. Most of the adverse impacts are co-terminus with the construction stage, site specific, limited within the RoW, and are easily mitigated through good engineering and housekeeping practices.

The findings of initial environmental examination roads indicate that impacts are mostly similar, and subprojects are unlikely to cause any significant environmental impacts. While some of the impacts are negative there are likely to occur during construction stage, are temporary in nature, and can be mitigated with minor to negligible residual impacts. The proposed reconstruction works are likely to cause short-term and locally confined impacts -mainly associated with the preparation of concrete slabs, earth works, stockpiling and movement of heavy construction vehicles. However, daytime ambient baseline noise levels along the project road already exceeds the Uzbek standards and IFC guide values by as much as 13 dBA mainly due to existing traffic.

The results of construction noise assessment indicated that there will be major daytime noise impacts at dwellings and community facilities alongside the road, however these are transient effects and occur only when construction is taking place nearby. This is considered to be an unavoidable consequence of construction of the scheme. The results of road traffic noise assessments show that in 2020 the widening of the road from 2 to 6 lanes through the populated areas alongside the roads will give rise to changes in noise levels of between -0.5 and +0.6 dB during the day and night time periods, which is a negligible noise impact.

The intensification of road traffic, forecast to occur in the 15 year period following opening of the scheme, combined with the effect of the road widening will give rise to noise increases which vary for each section of road and are as follows:

• 4R79, no mitigation measures are required • K319 (12km) chainage 64-76: minor noise impacts up to 12 years of operation when predicted noise level increase is lower tha 3dB(A). When noise increases greater than 3dB(A) mitigation measure includes the use of a 55kph speed restriction through populated areas • M39 (29km). chainage 98-112: negligible noise impact during day and night time • M39 (29km). chainage 112–127. minor noise impacts up to 9 years of operation when predicted noise level increase is lower tha 3dB(A). When noise level increases greater than 3dB(A) mitigation measures includes the use of 55kph speed restriction through populated areas.

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There is a risk of cosmetic damage on weak adobe structures within 36 meters along the project road if the construction method adopts high vibration mode for roller operation. For fragile ancient monuments like graves constructed of adobe, even at low vibration operation of the roller, the 2mm/s contour threshold of potential damage would be around 22m from the edge of the road. Predicted levels of vibration arising from operation of an excavator could also pose similar damages on these structures within 5m. Vibration levels can be reduced through a combination of trenching between the receptor and the project road, with no or low vibration setting of the rollers, or the use of pneumatic tire rollers albeit requiring more passes.

The project received immense support from local people, as they perceive that this project will improve the overall connectivity and bring various economic opportunities to the people of the project area.

The project road does not pass through protected areas or encroaches precious ecology (sensitive or protected areas) or any historical or archeologically protected areas, or through forest. A few avenue trees will be cleared.

The IEE and its consultation process established that there were no significant environmental issues that could not be either totally prevented or adequately mitigated to levels acceptable to Uzbek and international standards. As such, based on the existing ADB Safeguards Policy (2009), this Project falls under ADB’s Category B. The total estimate costs of the environmental mitigation and management to be funded by the ADB has been calculated at approximately $6.512M,

Recommendations

The EMP, its mitigation and monitoring programs, contained herewith shall be included within the Bidding documents for project works. The Bid documents should state that the Contractor shall be responsible for the implementation of the requirements of the EMP through his own SSEMPs which will adopt all the conditions of the EMP and add site specific elements that are not currently known, such as the Contractors borrow pit locations. This ensures that all potential bidders are aware of the environmental requirements of the Project and its associated environmental costs.

The EMP and all its requirements shall then be added to the Contractors Contract, thereby making implementation of the EMP a legal requirement according to the Contract. He shall then prepare his SSEMPs which will be approved and monitored by the Engineer. Should the Engineer note any non-conformance with the SSEMP the Contractor can be held liable for breach of the contractual obligations of the EMP. To ensure compliance with the SSEMPs the Contractor should employ a national environmental specialist to monitor and report Project activities throughout the Project Construction phase.

Any major changes or any major additional work other than the proposed project activities will require preparation of another environmental assessment. This additional assessment will have to be submitted by the RRF to the ADB for concurrence before civil works commence.

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