CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

1 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Table of Contents

1 INTRODUCTION ...... 13 1.1 Overview ...... 13 1.2 Objectives ...... 13 1.3 Project parties ...... 13 1.4 ESIA report structure ...... 14 1.5 Contact details...... 15 2 PROJECT DESCRIPTION ...... 16 2.1 Project overview...... 16 2.2 Project location ...... 20 2.3 Project history and timeframe ...... 21 2.4 Project components ...... 23 2.4.1 Interchange and toll station “Mostar North” ...... 23 2.4.2 Tunnel T1 ...... 24 2.4.3 Tunnel T2 ...... 25 2.4.4 Viaduct M1 ...... 25 2.4.5 Tunnel T3 ...... 26 2.4.6 Viaduct M2 ...... 26 2.4.7 Tunnel T4 ...... 26 2.4.8 Tunnel T5 ...... 27 2.4.9 Viaduct M3 ...... 27 2.4.10 Viaduct M4 ...... 27 2.4.11 Viaduct M5 ...... 28 2.4.12 Viaduct M6 ...... 28 2.4.13 Tunnel T6 ...... 28 2.5 Associated facilities ...... 29 2.5.1 Local roads ...... 29 2.5.2 Potential disposal sites ...... 29 2.5.3 Local infrastructure ...... 32 2.6 Construction activities ...... 33 2.7 Oil separators and water drainage ...... 34 2.8 Noise barriers ...... 35 2.9 Fence ...... 36 2.9.1 Elastic-reflective fence...... 36 2.9.2 Protective wire fence ...... 37 2.10 Project area of influence ...... 37 3 ANALYSIS OF ALTERNATIVES ...... 39 3.1 No project alternative ...... 39 3.2 Alternative routes ...... 39 4 POLICY, LEGISLATIVE AND INSTITUTIONAL CONTEXT ...... 42 4.1 National requirements...... 42 4.2 Lender’s requirements...... 47 4.3 EU requirements ...... 48 5 ENVIRONMENTAL BASELINE ...... 51 5.1 Assumptions and limitations ...... 51 5.2 Flora and fauna...... 52 5.2.1 Background information...... 52 5.2.2 Habitats...... 53 5.2.3 Flora ...... 57

2 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

5.2.4 Fauna...... 64 5.2.5 Critical Habitat Assessment...... 79 5.2.6 Protected areas ...... 80 5.2.7 Potential Natura 2000 sites ...... 83 5.2.8 Ecosystem services ...... 84 5.3 Water ...... 87 5.3.1 Hydrology ...... 87 5.3.2 Hydrogeology ...... 88 5.4 Air quality...... 90 5.5 Land ...... 94 5.5.1 Geology ...... 94 5.5.2 Geomorphology ...... 97 5.5.3 Land categorization...... 100 5.5.4 Land use ...... 101 5.5.5 Soil quality ...... 102 5.6 Climate ...... 106 5.6.1 Climatic factors...... 106 5.6.2 Climate change ...... 109 5.7 Landscape ...... 110 5.8 Noise ...... 111 5.9 Waste and materials management...... 113 6 SOCIAL BASELINE ...... 116 6.1 Settlements...... 116 6.2 Population and demographics ...... 117 6.2.1 Population and demographics for the City of Mostar ...... 117 6.2.2 Population and demographics for the settlements in the vicinity of the motorway section ...... 118 6.3 Current land use ...... 122 6.3.1 Land use on private land plots ...... 122 6.3.2 Land use on state-owned land plots...... 125 6.4 Education ...... 126 6.4.1 Education in the City of Mostar ...... 126 6.4.2 Education in settlements in the vicinity of the motorway section...... 126 6.4.3 Local educational establishments ...... 127 6.5 Employment, income and livelihoods ...... 128 6.5.1 Employment, income and livelihood in the City of Mostar ...... 128 6.5.2 Employment, income and livelihood in settlements in the vicinity of the motorway section...... 129 6.6 Vulnerable groups ...... 130 6.7 Contextual ethnicity risk analysis ...... 131 6.8 Local economy ...... 134 6.9 Traffic infrastructure ...... 135 6.9.1 Road infrastructure ...... 135 6.9.2 Railway infrastructure ...... 136 6.9.3 Air transport infrastructure ...... 136 6.10 Local infrastructure ...... 137 6.10.1 Water supply and sanitation ...... 137 6.10.2 Electricity supply system ...... 138 6.10.3 Telecommunication services ...... 138 6.11 Existing material assets including cultural-historical and archaeological heritage ...... 138 6.12 Project perceptions and consultations ...... 140

3 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

7 ASSESSMENT OF IMPACTS ...... 143 7.1 Methodology ...... 143 7.2 Assessment of environmental impacts...... 145 7.2.1 Habitats, flora and fauna ...... 145 7.2.2 Protected areas ...... 152 7.2.3 Water ...... 155 7.2.4 Air quality ...... 157 7.2.5 Land...... 160 7.2.6 Climatic factors...... 163 7.2.7 Landscape ...... 167 7.2.8 Noise ...... 169 7.2.9 Waste and materials management ...... 171 7.3 Assessment of social impacts ...... 173 7.3.1 Methodology ...... 173 7.3.2 Community impacts ...... 174 7.3.3 Land acquisition and physical displacement ...... 178 7.3.4 Economic displacement...... 180 7.3.5 Restriction on land use and damage to private property ...... 181 7.3.6 Access restriction ...... 182 7.3.7 Road damage and impacts on local traffic ...... 183 7.3.8 Health and safety risks for workers ...... 184 7.3.9 Danger from UXO ...... 186 7.3.10 Existing material assets including cultural-historical and archaeological heritage ...... 187 7.4 Assessment of cumulative impacts ...... 188 8 ENVIRONMENTAL AND SOCIAL MANAGEMENT AND MONITORING PLAN...... 196 8.1 Habitats, flora and fauna ...... 197 8.2 Water ...... 209 8.3 Air quality...... 212 8.4 Land ...... 215 8.5 Climatic factors ...... 217 8.6 Landscape ...... 218 8.7 Noise ...... 218 8.8 Waste and materials management...... 220 8.9 Community impacts ...... 221 8.10 Land acquisition and physical displacement ...... 228 8.11 Economic displacement ...... 229 8.12 Restriction on land use and damage to private property ...... 230 8.13 Access restriction ...... 232 8.14 Road damage and impacts on local traffic ...... 233 8.15 Health and safety for workers ...... 234 8.16 Existing material assets including cultural-historical and archaeological heritage ...... 235 8.17 Cumulative impacts...... 236 9 ENVIRONMENTAL MONITORING PLAN ...... 238 9.1 Introduction ...... 238 9.2 Habitats, flora and fauna ...... 238 9.3 Water ...... 239 9.4 Air quality...... 239 9.5 Land ...... 240 9.6 Noise ...... 241

4 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

10 RESIDUAL IMPACTS ...... 243

5 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Table of Figures

Figure 1: LOTs of Corridor Vc in Bosnia and Herzegovina ...... 16 Figure 2: Current status of the sections on Corridor Vc...... 17 Figure 3: Normal profile of the motorway route in cut ...... 19 Figure 4: Motorway section from Mostar North to Mostar South on the Corridor Vc ...... 20 Figure 5: Overview of alternatives subject to first multicriteria analysis (black route - 2006, blue route -2011, yellow route-2015)...... 22 Figure 6: Mostar North Interchange 1...... 23 Figure 7: Mostar North Interchange 2 (Source: Google Earth)...... 23 Figure 8: Access road from M17 to Mostar South Interchange (grey line) ...... 28 Figure 9: Three recommendations for potential construction landfill sites (orange polygons) (Source: Google Earth) ...... 29 Figure 10: First considered construction landfill site (orange polygon) (Source: Google Earth) ...... 29 Figure 11: Second considered construction waste landfill site (orange polygon) (Source: Google Earth) ...... 30 Figure 12: Third considered construction waste landfill site (orange polygon) (Source: Google Earth)...... 30 Figure 13: Project footprint (red line) and Project areas of influence (black line)...... 36 Figure 14: Overview of alternatives subject to first multicriteria analysis (black route - 2006, blue route -2011, yellow route-2015)...... 39 Figure 15: Map of surveyed sample points ...... 51 Figure 16: Map of EUNIS habitat types in the surveyed area ...... 52 Figure 17: The map of EUNIS habitat types in the project footprint zone ...... 53 Figure 18: Mixed deciduous and coniferous woodland in Suhi do ...... 54 Figure 19: Thermophilous deciduous woodland typical for the surveyed area ...... 55 Figure 20: Garrigue in the higher elevations of hills in the surveyed area ...... 55 Figure 21: Dry grasslands in the surveyed area ...... 56 Figure 22: Screes in the surveyed area ...... 57 Figure 23: Ruderal communities developed in the surveyed area...... 57 Figure 24: Intensive vineyards...... 58 Figures 25: Butcher's-broom (Ruscus aculeatus) in thermophilous deciduous woodland in the surveyed area... 60 Figure 26: Ailanthus altissima (Tree of heaven) and Broussonetia papyrifera (Paper mulberry) ...... 61 Figure 27: Distribution of survey locations along the motorway route ...... 62 Figure 28: L1_petlja Residential buildings of villages and urban peripheries with hedgerow ...... 63 Figure 29: L1_tocilo Oak forests and macchia ...... 63 Figure 30: Dalmatolacerta oxycephala ...... 64 Figure 31: Lacerta trilineata ...... 64 Figure 32: Podarcis melliselensis ...... 64 Figure 33: Testudo hermanni ...... 64 Figure 34: Spatial distribution of surveyed locations along the motorway route and project area of influence.. 66 Figure 35: Territory of Eurasian Eagle-Owl (Bubo bubo) ...... 67 Figure 36: Nesting site of Bubo bubo in Suhi Do...... 68 Figure 37: Spatial distribution of suitable nesting area of Eurasian Eagle-Owl (Bubo bubo) to be avoided during construction activities...... 68 Figure 38: Spatial distribution of nearest speleological objects with regard to the motorway ...... 71 Figure 39: Scrubland vegetation at planned construction site – area on T2 recording point; In background – City of Mostar (Photo: Admir Aladzuz) ...... 72 Figure 40: Spatial distribution of existing protected areas s in relation to the project area ...... 77 Figure 41: Ongoing initiatives for new protected areas in relation to project area...... 78 Figure 42: Spatial distribution of potential Natura 2000 sites in relation to the project area ...... 79 Figure 43: Water courses in the Project area...... 83

6 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 44: Hydrogeological characteristics of the Project area ...... 84 Figure 45: Satellite image of the location SP1 43° 23' 32.12"N 17° 54' 0.29"E (Source: Google Earth) ...... 86 Figure 46: Satellite image of the location SP2 43° 21' 53.36"N 17° 50' 55.34"E (Source: Google Earth) ...... 86 Figure 47: Satellite image of the location SP3 43° 19' 57.57"N 17° 49' 38.21"E (Source: Google Earth) ...... 86 Figure 48: Satellite image of the location SP4 43° 19' 18.11"N 17° 50' 12.25"E (Source: Google Earth) ...... 86 Figure 49: Loose screes ...... 90 Figure 50: Bonded screes ‐ talus breccias; weathered ...... 90 Figure 51: Terrain view ‐ surface deluvial deposits with blocks and limestone pieces ...... 91 Figure 52: Genetic types of the terrain in the Project area ...... 92 Figure 53: Seismotectonic map of wider area around the planned route ...... 94 Figure 54: Land categorisation in the Project area ...... 95 Figure 55: Land use in the Project area ...... 96 Figure 56: Satellite image of the location SP1 (Source: Google Earth) ...... 97 Figure 57: Satellite image of the location SP2 (Source: Google Earth) ...... 97 Figure 58: Satellite image of the location SP3 (Source: Google Earth) ...... 97 Figure 59: Satellite image of the location SP4 (Source: Google Earth) ...... 97 Figure 60: Climate zones on the territory of City of Mostar ...... 100 Figure 61: Monthly value of insolation in 2019 comparing to the average sum of insolation in 1961-1990...... 101 Figure 62: Average monthly temperatures in 2019...... 102 Figure 63: Average maximum temperatures in 2019...... 102 Figure 64: Average minimum temperatures in 2019 ...... 102 Figure 65: Monthly precipitation in 2019 comparing to the average precipitation in period 1961-1990...... 102 Figure 66: Wind rose (the frequency of the wind direction in % on the left and wind speed in m/s on the right) ...... 103 Figure 67: Gnojnice settlement ...... 104 Figure 68: Slopes of the Velez and Podvelez mountains ...... 105 Figure 69: Satellite image of the location SP1 (Source: Google Earth) ...... 106 Figure 70: Satellite image of the location SP2 (Source: Google Earth) ...... 106 Figure 71: Satellite image of the location SP3 (Source: Google Earth) ...... 106 Figure 72: Satellite image of the location SP4 (Source: Google Earth) ...... 106 Figure 73: Settlements along the motorway section alignment ...... 110 Figure 74: Ethnic background of interviewed land owners who do not live on land plots affected by land acquisition ...... 115 Figure 75: Location of the elementary school in Gnojnice in relation to the motorway section Mostar North- Mostar South...... 120 Figure 76: Unemployed inhabitants of the City of Mostar in 2018 according to education level ...... 121 Figure 77: Local roads in the Project area of influence ...... 128 Figure 78: The existing railway section Mostar-Capljina in the area of Opine ...... 129 Figure 79: Potential Natura 2000 Sites in BiH...... 146 Figure 80: Potential Natura 2000 Sites Around Project Area ...... 147 Figure 81: UXOs suspicious areas in the City of Mostar ...... 178

7 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

List of Tables

Table 1: Project information ...... 13 Table 2: ESIA report structure ...... 14 Table 3: ESIA contact details ...... 15 Table 4: List of the sections where EBRD financing has been provided, or is under consideration ...... 17 Table 5: Details of the Project ...... 18 Table 6: Project milestones ...... 21 Table 7: Requests of local communities for local infrastructure ...... 31 Table 8: Minimum requirements for structural elements ...... 34 Table 9: Minimum technical requirements for protective fences ...... 35 Table 10: Overview of National Requirements Relevant to the Project ...... 40 Table 11: EBRD PRs applicable to the Project ...... 45 Table 12: Overview of EU Requirements Relevant to the Project...... 46 Table 13: Assumptions and limitations ...... 48 Table 14: Habitat types identified in the surveyed area ...... 51 Table 15: Area under specific habitat types directly and indirectly affected by the project ...... 53 Table 16: Area under specific habitat types directly affected by the project - potential landfill site 1 ...... 54 Table 17: List of survey locations with coordinates and habitat information ...... 61 Table 18: The coordinates, location name, general observations regarding sampling points along the Vc corridor ...... 63 Table 19: Observed locations with coordinates ...... 65 Table 20: Coordinates and short description of bat-detector monitoring point ...... 69 Table 21: The coordinates, location name, general observations regarding sampling points along the Vc corridor ...... 73 Table 22: The approximate number of main hunting game for hunting organization Mostar...... 74 Table 23: Planned PAs in FBiH...... 77 Table 24: Ecosystem services identified in the project area ...... 80 Table 25: Status of air quality in the City of Mostar in the period 2000-2007 ...... 85 Table 26: Measurements methods ...... 87 Table 27: Results of air quality measurement at SP1 ...... 87 Table 28: Results of air quality measurement at SP2 ...... 87 Table 29: Results of air quality measurement at SP3 ...... 87 Table 30: Results of air quality measurement at SP4 ...... 87 Table 31: List of recorded earthquakes in the wider area around the planned route ...... 93 Table 32: Land categorisation in the Mostar area and the project area ...... 94 Table 33: Results of soil quality measurements at the location SP1 ...... 97 Table 34: Results of soil quality measurements at the location SP2 ...... 98 Table 35: Results of soil quality measurements at the location SP3 ...... 98 Table 36: Results of soil quality measurements at the location SP4 ...... 99 Table 37: Temperatures in the City of Mostar in 2019...... 101 Table 38: Results of outdoor baseline noise measurements...... 106 Table 39: Categorization of waste that will be generated during the construction of the motorway ...... 107 Table 40: Categorization of waste that will be generated during the operation of the motorway ...... 108 Table 41: Natural movement of a population – City of Mostar 2013-2018 ...... 111 Table 42: Natality rate in the City of Mostar for the period 2013-2018 ...... 111 Table 43: Participation of age and gender categories of Mostar population according to Census 2013 ...... 112 Table 44: Population density in Project affected settlements according to Census 2013 ...... 113 Table 45: Ethnic background of population in affected settlements according to Census 2013 ...... 113 Table 46: Gender structure of in affected settlements according to Census 2013...... 113

8 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Table 47: Ethnic background of interviewed land owners in each settlement who do not live on land plots affected by land acquisition ...... 115 Table 48: Total number of affected land plots per cadastral municipality ...... 115 Table 49: Economic structure of the population of the City of Mostar according to Census 2013 ...... 121 Table 50: Number of vulnerable persons identified ...... 123 Table 51: Businesses identified on the motorway section alignment ...... 127 Table 52: List of protected goods of cultural and historical heritage ...... 131 Table 53: Summary of previous consultation and stakeholder’s engagement activities...... 132 Table 54: Criteria for determining impact magnitude ...... 136 Table 55: Criteria for determining sensitivity of a receptor ...... 137 Table 56: Impact evaluation matrix...... 137 Table 57: Summary of impact assessment on habitats and assessment of their significance ...... 140 Table 58: Summary of impact assessment on vegetation and flora and assessment of their significance ...... 141 Table 59: Summary of impact assessment on fauna and assessment of their significance ...... 144 Table 60: Ramsar and IBA Sites in BiH...... 147 Table 61: Pollutants in the surface run-off...... 149 Table 62: Summary of impacts on waters and assessment of their significance ...... 149 Table 63: Dust emission and impact magnitude ...... 151 Table 64: Dust emission and impact magnitude ...... 152 Table 65: Summary of impacts on air quality and assessment of their significance...... 153 Table 66: Summary of impacts on land and soil quality and assessment of their significance...... 155 Table 67: Input data requirements and calculation methods...... 156 Table 68: Materials used for the project scenario and their corresponding EF values ...... 156 Table 69: Equipment used for constructing the road ...... 157 Table 70: Input data for activities of the operation phase – baseline and project scenario ...... 157 Table 71: Emissions baseline and project scenario expressed in different units ...... 158 Table 72: Summary of impacts on climate and assessment of their significance ...... 159 Table 73: Summary of impacts on landscape and assessment of their significance...... 161 Table 74: Summary of impacts of noise and assessment of their significance...... 163 Table 75: Summary of impacts of waste and materials management and assessment of their significance .... 164 Table 76: Criteria for determining social impact magnitude ...... 165 Table 77: Criteria for determining sensitivity of a social receptor ...... 165 Table 78: Summary of impacts on community from worker influx and assessment of their significance...... 166 Table 79: Summary of impacts on community health and safety and road safety and assessment of their significance ...... 168 Table 80: Summary of impacts on community from job creation and assessment of their significance ...... 169 Table 81: Summary of impacts on community from disruptions to water and sanitation, electricity and telecommunication and assessment of their significance ...... 170 Table 82: Summary of impacts from land acquisition and physical displacement and assessment of their significance ...... 171 Table 83: Summary of impacts from economic displacement and assessment of their significance ...... 173 Table 84: Summary of impacts related to restrictions on land use and damage to private property and assessment of their significance ...... 173 Table 85: Summary of impacts from access restrictions and assessment of their significance ...... 174 Table 86: Summary of impacts from local road damage and impacts on local traffic and assessment of their significance ...... 175 Table 87: Summary of impacts from health and safety risks for workers and assessment of their significance 177 Table 88: Summary of impacts on cultural-historical and archaeological heritage and assessment of their significance ...... 179

9 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Table 89: Existing and planned infrastructure projects and possible impacts ...... 180 Table 90: Identified Valued Environmental and Social Components...... 180 Table 91: Summary of cumulative impacts resulting from construction activities and their assessment...... 181 Table 92: Summary of cumulative impacts resulting from operation activities and their assessment ...... 184 Table 93: Assessment of residual impacts ...... 234 Table 94: Assessment of magnitude and acceptability of post mitigation residual impacts ...... 241

10 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Abbreviations

BHANSA Bosnia and Herzegovina Air Navigation Services Agency BHDCA Bosnia and Herzegovina Civil Aviation Directorate BiH Bosnia and Herzegovina BMP Biodiversity Management Plan CEPF Critical Ecosystem Partnership Fund CESMP Construction Environmental and Social Management Plan CKS Center for Karst and Speleology CSOP Construction Site Organisation Plan DCWMP Detailed Construction Waste Management Plan E&S Environmental and Social EBRD European Bank for Reconstruction and Development EBRD ESP EBRD’s Environmental and Social Policy EIA Environmental Impact Assessment ESAP Environmental and Social Action Plan ESIA Environmental and Social Impact Assessment ESMP Environmental and Social Management Plan FBiH Federation of Bosnia and Herzegovina FBiH CR Federation of Bosnia and Herzegovina Critically Endangered Species FBiH LC Least-concerned Species FBiH RL Red List FBiH VU Vulnerable Species FMET Federal Ministry of Environment and Tourism GHG Greenhouse gas GIIP Good International Industry Practice HD Habitat Directive IUCN International Union for Conservation of Nature IUCN DD Data Deficient IUCN EN International Union for Conservation of Nature Endangered Species IUCN LC Least-concerned Species IUCN NE Not Evaluated IUCN NT Near-threatened Species IUCN RL Red List IUCN VU Vulnerable Species JPAC Motorways of the Federation of Bosnia and Herzegovina LARF Land Acquisition and Resettlement Framework LARP Land Acquisition and Resettlement Plan LC Local Community NGO Non-governmental Organisation NTS Non-technical Summary

11 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

OHS Occupational Health and Safety PAP Project Affected People PAs Protected Areas PBF Priority Biodiversity Features PIU Project Implementation Unit PR Performance Requirement RCIA Rapid Cumulative Impact Assessment RSA Road Safety Audit SEP Stakeholder Engagement Plan VEC Valued Environmental and Social Components

12 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

1 INTRODUCTION

1.1 Overview

PC Motorways of the Federation of Bosnia and Herzegovina (the Company or “JPAC”) is a public company form by the Federation of Bosnia and Herzegovina (FBiH), in charge of management of motorway construction and management, maintenance and protection of motorway operation in FBiH. One of the Company’s key projects is the development of the motorway which is part of the Trans-European Corridor Vc connecting Budapest (Hungary) and Port of Ploce (Croatia). The total length of Corridor Vc in FBiH is approximately 335 km.

General Project benefits for the local communities include improved access to tourist centres, religious, recreational, catering and health facilities; improved transport services, increased value of commercial properties, as a result of improved access to commercial activities; and reduced traffic on local roads, especially M17, which can have positive impacts on local air quality, noise, severance and quality of life. Furthermore, given that that Corridor Vc is a part of a greater Pan-European transport corridor (direction south), construction of the Project sections will lead to the better transport connectivity of South Eastern Europe.

The European Bank for Reconstruction and Development (EBRD) is considering providing financial support to JPAC for the construction of the new 14.21 km motorway section from Mostar North Interchange to the Mostar South Interchange2 on the Corridor Vc (LOT 4).

Table 1: Project information

Section Length Category Type of works Mostar North Interchange to Mostar South Interchange 14.2 km A Construction of motorway

1.2 Objectives

In accordance to the Bank’s Environmental and Social Policy (2014) (ESP), the objective of the assessment is to carry out an Environmental and Social Assessment (ESIA) for the Project addressing the Lenders requirements, specifically the EBRD’s Environmental and Social Policy and Performance Requirements (PRs). The ESIA will form part of an ESIA disclosure package that will be publicly available and subject to a public disclosure and consultation process.

1.3 Project parties

The Project will be constructed and operated by the Public Company of the Motorways of the Federation of Bosnia and Herzegovina, a limited liability company, established in accordance with the Law on Roads of the Federation of Bosnia and Herzegovina3. The Company is wholly owned by the Government of Federation of Bosnia and Herzegovina. The following activities are performed by JPAC:

. Preparation of long-term, mid-term and annual plans and development programs, maintenance, protection. Construction, reconstruction of roads and buildings on roads, as well as reports on realization of these plans and programs; . Performing motorway maintenance work;

1 Even though the ToR states that the section is 15.4 km long, during a meeting held with the representatives of JPAC, it was confirmed that the official length of this section is 14.2 km. 2 Mostar South interchange is part of Mostar South-Tunnel Kvanj Corridor Vc subsection 3 Official Gazette FBiH, No. 12/10, 16/10, 66/13

13 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

. Investment projects for studies and projects, reconstruction, construction, reconstruction and maintenance on motorways and facilities; . Proposing financial plans and improving the way funds are collected for the construction of motorways; . Keeping records (databases) of motorways, facilities, traffic signs and equipment on motorways and cadastre of the motorway land area; . Transfer of works on reconstruction, construction, reconstruction and maintenance of motorways; Preparing and monitoring the realization of programs of measures and activities for improvement of traffic safety on the motorways running by them; . Preparing the basis for granting concessions and providing expert and technical supervision; Organization of toll collection system; . Collecting data and informing the public about the state of the motorways and the manner of traffic flow; . Taking the necessary measures for preserving and protecting the environment; . Organizing and providing services to users of motorways and motorways.

The contractor for the Project construction had not been selected at the time of writing.

1.4 ESIA report structure

The ESIA disclosure package includes seven volumes organised as follows:

. Volume 1: Environmental and Social Impact Assessment (ESIA) Report (inclusive of Environmental & Social Management and Monitoring Plan (ESMMP)) (this volume) . Volume 2: Technical Annexes . Volume 3: Environmental and Social Action Plan (ESAP) . Volume 4: Biodiversity Management Plan (BMP) . Volume 5: Non-technical summary (NTS) . Volume 6: Stakeholder Engagement Plan (SEP) . Volume 7: Land Acquisition and Resettlement Framework (LARF)

Volume 1 ESIA (this document) is structured as presented in Table 2.

Table 2: ESIA report structure

Section Description of Content Introduction Presents a brief Project overview, description of key role players, and purpose of the ESIA study and report. Project Description Describes the Project, its main elements and activities for construction and operation. Project Need and Analysis of Presents the purpose and rationale of the Project and summarises the alternatives Alternatives considered to the proposed Project site and design, including the no project alternative. Policy, Legal and Institutional Defines key national policy, legislation and international lender guidelines applicable to Framework the Project, as well as key national institutions. ESIA Methodology Sets out the stages of the ESIA, key assumptions and methodologies for undertaking the ESIA. Environmental Baseline Provides an understanding of current environmental conditions that form the baseline against which Project impacts can be predicted and measured during its implementation. Social Baseline Provides an understanding of current social conditions that form the baseline against which Project impacts can be predicted and measured during Project implementation. Assessment of Impacts Itemizes and describes the identified impacts, makes predictions in terms of their probability and assesses their significance. This Chapter also includes assessment of cumulative impacts carried out in line with good practice guidelines and includes identification of valued environmental and social components (VECs), assessment of

14 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Section Description of Content the predicted impacts to the viability or sustainability of the VECs, and design and implementation of mitigation measures to manage the cumulative impacts and risks. Environmental and Social An Environmental and Social Management and Monitoring Plan (ESMMP) documents Management and Monitoring the Project’s risk management strategy for those impacts that are assessed to be Plan significant. It integrates the findings of all impact studies carried out until now, the plans and other provisions for complying with the requirements of the standards that were triggered as well as country- and site-specific information relevant for the Project’s risk management strategy. It provides monitoring related information and key performance indicators for measuring the success. Residual impacts This Chapter presents residual impacts that will remain after implementation of all mitigation measures, as well as assess their significance.

1.5 Contact details

Contact details for enquires on this ESIA are listed in the table below.

Table 3: ESIA contact details

Project proponent Information Name of the company Public Company Motorways of the Federation of Bosnia and Herzegovina Ltd. Mostar Address Adema Buca 20, 88000 Mostar, Bosnia and Herzegovina Telephone +387 36 512 300 e-mail [email protected] Website www.jpautoceste.ba

15 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

2 PROJECT DESCRIPTION

2.1 Project overview

The Corridor alignment is divided into four lots, as shown in the map below. Section Mostar North Interchange to Mostar South Interchange is part of the LOT4.

Figure 1: LOTs of Corridor Vc in Bosnia and Herzegovina

16 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 2: Current status of the sections on Corridor Vc

Table 4: List of the sections where EBRD financing has been provided, or is under consideration

EBRD, other IFI financing EBRD Link to disclosed Unconstructed sections of Corridor Vc No Length provided/ DTM E&S Status in FBiH under number documentation consideration EBRD TUNNEL PUTNIKOVO BRDO 2 - Procurement 1 8.50 financing 50603 MEDAKOVO in progress provided Preparation 2 MEDAKOVO - OZIMICA 22.00 Other IFI / of project documents Preparation 3 OZIMICA - POPRIKUSE 12.90 Other IFI / Okolišno- of project društvena documents EBRD dokumentacija - Under 4 POPRIKUSE - NEMILA 5.50 financing 49058 JP Autoceste construction provided FBiH Procurement 5 NEMILA - VRANDUK 5.67 Other IFI / in progress Other IFI Under 6 VRANDUK - PONIRAK 5.30 / construction PONIRAK - VRACA Other IFI Under 7 2.65 / TUNEL ZENICA construction 8 TUNNEL ZENICA - (ZENICA NORTH) - 3.90 EBRD 47372 Under

17 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

DONJA GRACANICA financing construction provided TARCIN - IVAN Under 10 4.90 Other IFI / LOT 1 TARCIN - ENT. TO TUNNEL IVAN construction EBRD TARCIN - IVAN Under 11 2.00 financing 49058 LOT 2 TUNNEL IVAN construction provided Financing not 12 IVAN - OVCARI 11.40 / Planned secured Financing Preparation 13 OVCARI - KONJIC - TUNNEL PRENJ 10.00 considered by / of project EBRD documents Financing Preparation 14 TUNNEL PRENJ 12.00 considered by / of tender EBRD documents Financing Preparation TUNNEL PRENJ (SALAKOVAC) - 15 13.50 considered by / of project MOSTAR NORTH EBRD documents Financing Preparation 16 MOSTAR NORTH - MOSTAR SOUTH 15.40 considered by / of tender EBRD documents EBRD Procurement 17 MOSTAR SOUTH - TUNNEL KVANJ 9.20 financing 49058 in progress provided Procurement 18 TUNNEL KVANJ - BUNA 5.25 Other IFI / in progress EBRD Under 19 BUNA - POCITELJ 7.20 financing 47372 construction provided POCITELJ - ZVIROVICI Other IFI Under 20 10.10 / LOT 1 construction POCITELJ - ZVIROVICI Other IFI Under 21 0.98 / LOT 2 construction LEGEND: EBRD FINANCING PROVIDED 36.30 km FINANCING CONSIDERED BY EBRD 50.90 km FINACING PROVIDED BY OTHER IFI 69.75 km FINANCING NOT SECURED 11.40 km TOTAL 168.35 km

A summary of key Project details is provided in Table 5.

Table 5: Details of the Project

Aspect Details Project name Bosnia and Herzegovina, Corridor Vc in FBiH, Section Mostar North Interchange to Mostar South Interchange (LOT4) Country Bosnia and Herzegovina Location City of Mostar (settlements of Kutilivac, Vrapcici, Suhi Do, Opine, Gnojnice) Purpose Construction of Trans-European Corridor Vc connecting Budapest (Hungary) and Port of Ploce (Croatia) Length of the Project 14.2 km Project components . Mostar North interchange . Toll station

18 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Aspect Details . Tunnel T1, L=500m . Tunnel T2, L=1,050m . Viaduct M1, L=150m . Tunnel T3, L=330m . Viaduct M2, L=360m . Tunnel T4, L=3,380m . Tunnel T5, L=250m . Viaduct M3, L=220m . Viaduct M4, L=80m . Viaduct M5, L=70m . Viaduct M6, L=60m . Tunnel T6, L=2,600m Technical . Design speed, Vp = 120 km/h characteristics4 . Calculated speed, Rp = Vp = 120 km/h . Relevant axle load, 15 kN . Floor plan curves radius, Rmin = 1,180.75 m . Transition curve, Lmin = 121.62 m . Longitudinal slope, Smax = 5% . Convex radius, Rmin = 23,500 m . Concave radius, Rmin = 15,000 m . Transverse slope, q = 2.5 % . Traffic lanes = 3.75 m . Emergency lane = 2.30 m . Edge strip, along the traffic lanes, 0.5 + 0.2 = 0.70 m . Central reservation, 4.00 - 26.50 m . Deceleration (acceleration) lanes, 3.50 m . Width of embankment (berm), 2.0 (2.5) m Developer Public Company Motorways of the Federation of Bosnia and Herzegovina Financier European Bank for Reconstruction and Development (EBRD) Total cost cca. €200 million Website http://www.jpautoceste.ba/

Figure 3 shows the normal profile of the route of the section Mostar North-Mostar South in the cut.

Figure 3: Normal profile of the motorway route in cut5

4 Main construction project (book A 1010) LOT 5 for the section Mostar North-Mostar South, Inzenjerski projektni zavod d.d. Zagreb, September 2010. (The main construction project (book A 1010) LOT 5 for the section Mostar North-Mostar South (2010) was used only as a reference to the general technical characteristics of the section Mostar North-Mostar South) 5 Main construction project (book A 1010) LOT 5 for the section Mostar North-Mostar South, Inzenjerski projektni zavod d.d. Zagreb, September 2010 (The main construction project (book A 1010) LOT 5 for the section Mostar North-Mostar South (2010) was used only as a reference to the general technical characteristics of the section Mostar North-Mostar South)

19 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

2.2 Project location

The 14.2 km long section Mostar North-Mostar South begins 500 m before the Mostar North Interchange in the Kutilivac settlement, east of Vrapcici, and ends just before the Mostar South Interchange near the Mostar Airport. After the interchange, the alignment extends towards the settlement of Suhi Do, where the route is moved to the east (“up the hill”), in order to avoid houses.

After Suhi Do, the section enters the longest tunnel on this subsection, Tunnel Ostri Rat (L=3,380 m), turning towards the south and bypassing the City of Mostar. In the area east of Luke settlement, the alignment exits the tunnel and passes the slopes above the settlements and extends south. The section crosses the relatively uneven terrain between Ostri Rat and Gnojnice via viaducts and tunnels. In Kocine settlement the alignment passes through a tunnel (L=2,600 m). After exiting this tunnel, the alignment descends towards the Mostar South Interchange.

The section ends prior to the Mostar South Interchange, which enables the connection between the motorway and main road M6.1 and it is located east of Mostar Airport. This location provides direct connection between the City of Mostar, the Airport and western Herzegovina via the planned southern bypass of the City to the motorway on Corridor Vc.

On this section the total length of the tunnels is 8,110 m, and the total length of the viaducts is 940,00 m. The route on this section runs manly through a mountainous and hilly terrain with significant spatial limitations, so cuts and embankments alternate with a larger number of buildings along the section.

Figure 4: Motorway section from Mostar North to Mostar South on the Corridor Vc

20 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

2.3 Project history and timeframe

Information of the key milestones in the Project development are given in Table 6. More information about analysis of alternatives is given in Chapter 3.

Table 6: Project milestones

Year Activity Description 2003 BiH Government Decision BiH Ministry of Transport and Communications adopted Decision on public on public interest for the interest for construction of the motorway on Corridor Vc through Bosnia and motorway on Corridor Vc Herzegovina, based on assigned concession on the part and alignment that will be defined by the agreement6 and started the procedure of development of spatial, planning and technical documentation for the motorway. 2005- First analysis of alternative A total of 12 potential options (Corridors 5c and 4) of the future motorway were 2006 routes and development of considered, for which a multicriteria analysis was performed and based on which Preliminary Design for the one potential option passing through Mostarsko polje was selected and the proposed alternative Preliminary Design was developed for the proposed route. 2007 First EIA for the Corridor Initial analyses of the motorway route in the Project area were made as a part of Vc motorway Mostar the development of the project planning documentation for LOT 4 of the North-South border motorway on Corridor Vc for the period from 2005 to 2006. The aim was to determine the optimal route of the Motorway on Corridor Vc through BiH, and/or the economic justification of the construction of certain sections on Corridor Vc. The total length of the route on LOT 4 was 67,329 km. With the Conceptual Design, the route LOT 4 is presented by sub-sections (from 1 to 5), of which it is important to single out the route of sub-section 3 (Mostar South-Pocitelj). Sub- section 2, Mostar North-Mostar South, continues from the end of sub-section 1 of LOT 4 at chainage 9+800.00, ending after the Mostar South Interchange at km 26+500.00. It is 16,450 m long and spreads from the area above the Vrapcici settlement towards the town of Mostar. Acting upon the Request, and based on the submitted Environmental Impact Study, the Federal Ministry of Environment and Tourism issued a Decision approving the Study for the section LOT 4: Mostar North-South Border, number: UPI / 03 / 02-23-4-53 / 05 on 19 September 2007. After the approval, the Investor initiated the procedures for the preparation of relevant project documentation. 2008 Beginning of the process of Start of the development of Spatial plan for an area of special interest for FBiH development of the Spatial „Motorway on corridor Vc” for period 2008-2028. plan 2010 Main Design for section LOT 4 was divided to three LOTs: LOT 5 (Mostar North-Mostar South, 16 km), LOT Mostar North-Mostar 6 (Mostar South-Pocitelj, 20km) i LOT 7 (Pocitelj-South border, 31.33km). The South (LOT 5, 16 km) and main designs for LOT 5 and LOT 6 were prepared as a baseline document for Mostar South-Pocitelj (LOT expropriation and permitting. 6, 20 km) Main Design (2010.) cannot be completely used since the alignment area at the end of the section, together with interchange Mostar South, is not in accordance with the Proposal for Spatial Planning of FBiH. 2011 Second analysis of The route passing in the hinterland of Blagaj was selected as the optimal one. The alternative routes alignment has been moved towards the south, up the hill, by approximately 3.5 km (maximum distance) comparing to the first route passing through Mostarsko polje. Distance of the proposed route from the sources of Buna and Bunica was 700 m and 500 m, respectively. 2011 Adoption of Proposal of Government of FBiH adopted the Proposal of Spatial plan for an area of special Spatial Plan interest for FBiH „Motorway on corridor Vc” 2008-2028. 2015 Third analysis of JPAC starts the new procedure to find the possible new alignment on the route alternative routes Stanojevici-Buna-Mostar South-Ostri rat. The proposed alignment was assessed as a route with obvious spatial restrictions, unsuitable technical elements and numerous road components with high investment and operational costs. From the new location of Mostar South Interchange (connection to the M17 in the area of the airport Mostar), the proposed route is passing along the Mostar airport in Ortijes, crosses over the Buna River to Stanojevici, where it is connected to LOT 6. 2016 Multicriteria analysis of The results of this multicriteria analysis showed that the most suitable alternative

6 Official Gazette BiH no. 23/03

21 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Year Activity Description three variants, those from is the one from 2015 where the route is passing near the airport Mostar. 2006, 2011 and 2015. 2017 Fourth analysis of The results of this multicriteria analysis showed that the most suitable alternative alternative routes is the one that stays on the left bank of Neretva river. 2017 FBiH Parliament adopted Parliament of FBiH has adopted the Spatial plan for areas of special interest for amendments on the FBiH „Motorway on Corridor Vc” for period of 20 years7. Spatial Plan

Figure 5: Overview of alternatives subject to first multicriteria analysis (black route - 2006, blue route -2011, yellow route- 2015)8

2.4 Project components

2.4.1 Interchange and toll station “Mostar North” The section starts with the Mostar North Interchange at the chainage km 0+000, including also additional access road and roundabout planned for connection up to to the M17 road in Potoci settlement. Interchange is laid in the embankment, and it is in a shape of a trumpet. Mostar North Interchange is projected with lateral toll station (Figure 6, Figure 7).

Toll station Mostar North consist of 8 toll booths and 9 traffic lanes and it has a ground floor structure - pay toll control building and passage for extra-large vehicles, roofed parking for employees and a power supply structure.

All technical elements of the motorway and other parts of roads are defined according to the Rulebook on basic conditions which roads, its elements and facilities must meet due to traffic safety9.

7 Official Gazette FBiH, No. 100/17 8 IPSA Institut d.o.o., Multicriteria Analysis for the Motorway Section on Corridor Vc: Mostar North-Buna, Sarajevo, 2017. 9 Official Gazette of BiH, No. 13/07

22 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 6: Mostar North Interchange 110

Figure 7: Mostar North Interchange 2 (Source: Google Earth)

2.4.2 Tunnel T1 Two‐tube, two‐lane road Tunnel T1 is located on the Corridor Vc motorway, section Mostar North-Mostar South. According to the data given in Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, total length of each tube is L=500m. Beginning of the tunnel is planned at chainage of 1+190.00, and its end on chainage of 1+690.00 (in regards to the central axis of the motorway).

At 1+190.00 chainage elevation of the alignment is 149.5 m a.s.l., and at 1+690.00 chainage elevation of the alignment is 151.5 m a.s.l. The maximum of an excessive burden, in regards to the central axis of the motorway, is around 20 m (km 1+500.00).

10 IGH d.o.o. Mostar, Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subection Mostar North-Mostar South, November 2019.

23 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Right tunnel tube will have a smaller overload since the Tunnel T1 is classified as slope tunnel because of its positioning on the terrain. In fact, only around 20% of the length of the right tunnel tube will have the overload larger than the underground excavation width.

Considering the thickness of the surface and upper weathering belt (5‐20m), which is additionally increased in the fault zones as a result of geomechanical categorization of the base rock of tunnel, open excavation (cut&cover method) is proposed as a method of construction for this tunnel. Considering the aforementioned, presence of certain categories of base rock masses is not predicted, but the open excavation is proposed for both tunnel tubes11.

2.4.3 Tunnel T2 Two‐tube, two‐lane road Tunnel T2 has a total length of each tube L=1,050 m, according to the data given in Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1. Beginning of the tunnel is planned at a chainage of 3+165.00, and its end on chainage of 4+215.00.

Execution using tunnel excavation (underground excavation) is planned in a length of 1,026 m for one tube (portal constructions with length of 12 m are assumed). It starts at the chainage of 3+177,00 and ends at the chainage of 4+203.00.

Elevation of the alignment at 3+177.00 chainage (start of the underground excavation in regards to central axis) is 174.64 m a.s.l., and 182.79 m a.s.l. at 4+203.00 chainage (end of the underground excavation in regards to the central axis). The maximum of an excessive burden, also in regards to the central axis of the motorway, is around 75 m (km 3+627.50)12.

2.4.4 Viaduct M1 The viaduct M1 is designed for a length of 150 m. The viaduct runs across the slope leaning towards north- northwest. Beginning of the viaduct is planned at chainage of 4+675.00, and its end on chainage of 4+825.00. Almost all the terrain is represented by deposits of upper Cretaceous, which is often alternated with layers of dolomite and breccia. In the area of about 5+300.00 and the next 150 m, these deposits are in reverse contact with the younger Eocene deposits of the Foraminifera limestone, well-layered, and occasionally banked. The layers are usually 0.1 to 0.5 m thick, sloping south at an angle of about 30°.

Between the chainage approximately km 4+730 to 4+765 (along the central axis) there are scree deposits on the surface, formed along the fault. Scree deposits are mostly fragments and limestone gravels, with a smaller percentage of clay and silt. The thickness is assumed to be slightly less than 10 m, but larger thicknesses are also possible, which should be investigated in the Main Design project phase.

Slope stability analysis is required and should be carried out for the preparation of the Main Design. This analysis shall be made after all the necessary geotechnical exploration works and after obtaining more detailed information on the composition and characteristics of the soil13.

2.4.5 Tunnel T3 According to the data given in Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, two‐tube, two‐lane road Tunnel T3 has total length of each tube L=330 m. Beginning of the tunnel is planned at chainage of 4+850.00, and its end on chainage of 5+180.00 (in regards to the central axis of the motorway).

11 IGH d.o.o. Mostar, Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subsection Mostar North-Mostar South, November 2019. 12 IGH d.o.o. Mostar, Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subsection Mostar North-Mostar South, November 2019. 13 IGH d.o.o. Mostar, Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subsection Mostar North-Mostar South, November 2019.

24 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Execution using tunnel excavation (underground excavation) is planned in a length of 306 m for one tube (portal constructions with length of 12 m are assumed), it starts on the chainage of 4+862.00 (start of the underground excavation in regards to the central axis) and ends on the chainage of 5+168.00.

At 4+862.00 chainage (start of the underground excavation in regards to central axis) elevation of the alignment is 187.90 m a.s.l., and. at 5+168.00 chainage (end of the underground excavation in regards to the central axis) the elevation of the alignment is 190.30 m a.s.l. The maximum of an excessive burden, in regards to the central axis of the motorway, is around 42 m (km 5+063.00)14.

2.4.6 Viaduct M2 The viaduct M2 is of designed length 360 m. Beginning of the tunnel is planned at chainage of 5+180.00, and its end on chainage of 5+540.00. Almost all the terrain is represented by deposits of upper Cretaceous. In the area of about 5+300.00 and the next 150 m, these deposits are in reverse contact with the younger Eocene deposits of the Foraminifera limestone, well-layered, and occasionally banked. The layers are usually 0.1 to 0.5 m thick, sloping south at an angle of about 30°.

In the area between approx. 5+320-5+390 s, scree is registered, mostly unbound and consisting of rubble and clay in different proportions. Scree deposits are mostly fragments and limestone gravels, with a smaller percentage of clay and silt. Their thickness is assumed to be slightly less than 10 m, but larger thicknesses are also possible, which should be investigated for the Main Design project phase15.

2.4.7 Tunnel T4 According to the data given in Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, two‐tube, two‐lane road Tunnel T4 is located on this subsection with total length of each tube L=3,380 m. Beginning of the tunnel is planned at chainage of 5+560.00, and its end on chainage of 8+940.00 (in regards to the central axis of the motorway).

Execution using tunnel excavation (underground excavation) is planned in a length of 3,356 m for one tube (portal constructions with length of 12 m are assumed), it starts on the chainage of 5+572.00 and ends on the chainage of 8+928.00.

Elevation of the alignment at 5+572.00 chainage (start of the underground excavation in regards to central axis) is 209.3 m a.s.l., and 275.5 m a.s.l. at 8+928.00 chainage (end of the underground excavation in regards to the central axis). The maximum of an excessive burden, in regards to the central axis of the motorway, is around 253 m (km 7+430.00)16.

2.4.8 Tunnel T5 Two‐tube, two‐lane road Tunnel T5 is located on this subsection. According to the data from the accessible layout, total length of each tube is L=250 m. Beginning of the tunnel is planned at chainage of 9+300.00, and its end on chainage of 9+550.00 (in regards to the central axis of the motorway).

Execution using tunnel excavation (underground excavation) is planned in a length of 226 m for one tube (portal constructions with length of 12 m are assumed), it starts on the chainage of 9+312.00 and ends on the chainage of 9+538.00.

Elevation of the alignment at 9+312.00 chainage (start of the underground excavation in regards to central axis) is 220.00 m a.s.l., and 215.80 m a.s.l. at 9+538.00 chainage (end of the underground excavation in regards

14 IGH d.o.o. Mostar, Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subsection Mostar North-Mostar South, November 2019. 15 IGH d.o.o. Mostar, Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subsection Mostar North-Mostar South, November 2019. 16 IGH d.o.o. Mostar, Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subsection Mostar North-Mostar South, November 2019.

25 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment to the central axis). The maximum of an excessive burden, in regards to the central axis of the motorway, is around 21 m (km 9+420.00)17.

Considering the assumed thickness of the upper weathering belt (5‐7 m), which is additionally increased in the fault zones as well as the assumed engineer geological relationships and the result of geomechanical categorization of the base rock of tunnel, open excavation (cut&cover method) is considered as a possible method of construction of the tunnel.

2.4.9 Viaduct M3 The viaduct M3 is of designed length 220 m. Beginning of the tunnel is planned at chainage of 9+710.00, and its end on chainage of 9+930.00. Almost all the terrain is represented by deposits of upper Cretaceous. The terrain is mostly covered with grass between the shoots and low vegetation. The limestones are generally well- layered, and occasionally banked. The layers are usually 0.2 to 0.5 m, inclined southwest at an angle of about 30°.

Unbound scree occurs on the slopes and in the ditch. More significant is the scree in the ditch area of approx. km 9+770 to 9+870 where it engages the columns of the viaduct. It consists of loose gravel, clay and silt. The route is intersected diagonally by two reverse faults of the northwest-southeast. Vertical extensions to reverse faults and east-west extensions are common18.

2.4.10 Viaduct M4 Viaduct M4 is of designed length 80 m. Beginning of the tunnel is planned at chainage of 10+280.00, and its end on chainage of 10+360.00. Practically all over the terrain is represented by upper chalk deposits. The limestones are well layered, occasionally banked. The layers are most commonly of 0.2 to 0.5 m thickness, inclined southwest at an angle of about 30°. Unbound scree occurs in narrow areas on slopes and ditches. The route is intersected diagonally by two reverse faults of the northwest-southeast. Vertical extensions to reverse faults and east-west extensions are common.

Subsiding of the facility is not expected19.

2.4.11 Viaduct M5 Viaduct M5 has a design length of 70 m. Beginning of the tunnel is planned at chainage of 10+730.00, and its end on chainage of 10+800.00. Almost all of the terrain is represented by deposits of the Foraminifera limestones of the Lower and Middle Eocene. The limestones are generally of grayscale to floutston type and are usually well-layered with thickness of 0.2-0.6 m. They are tilted to the southwest most often at an angle of about 50 °. At the end of the block, these limestones in one place cover the youngest deposits of diluvium, but in this block, they do not affect the route itself. Unbound scree occurs in narrow areas on slopes and ditches. The faults are north-south and north-east-southwest.

Subsiding of the object is not expected20.

2.4.12 Viaduct M6 Viaduct M6 is designed to be 60 m long. Beginning of the tunnel is planned at chainage of 11+270.00, and its end on chainage of 11+330.00. Almost all of the terrain is represented by deposits of the Foraminifera limestones of the Lower and Middle Eocene. The limestones are generally of grayscale to floutston type and

17 IGH d.o.o. Mostar, Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subsection Mostar North-Mostar South, November 2019. 18 IGH d.o.o. Mostar, Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subsection Mostar North-Mostar South, November 2019. 19 IGH d.o.o. Mostar, Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subsection Mostar North-Mostar South, November 2019. 20 IGH d.o.o. Mostar, Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subsection Mostar North-Mostar South, November 2019.

26 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment are usually well-layered with thicknesses of 0.2-0.6 m. They are tilted to the southwest most often at an angle of about 50 °. At the end of the block, these limestones in one place cover the youngest deposits of diluvium, but in this block, they do not affect the route itself. Unbound scree occurs in narrow and isolated zones in ditches. The faults are north-south and north-east-southwest.

Subsiding of the object is not expected21.

2.4.13 Tunnel T6 Two‐tube, two‐lane road Tunnel T6 is located on the Corridor Vc motorway, section Mostar North‐Mostar South. According to the data from the accessible layout, total length of each tube is L=2,600 m. Beginning of the tunnel is planned at chainage of 11+610.00, and its end on chainage of 14+210.00 (in regards to the central axis of the motorway).

Execution using tunnel excavation (underground excavation) is planned in a length of 2,048 m for one tube (the northern side with length of 12 m of portal construction is assumed), it starts on the chainage of 11+622.00 and ends on the chainage of 13+670.00. Remaining 540 m of the tunnel for both tubes will be executed through the open excavation method (cut&cover).

Elevation of the alignment at 11+622,00 chainage (start of the underground excavation in regards to central axis) is 121.30 m a.s.l., and 54,3 m a.s.l. at 13+670.00 chainage (end of the underground excavation in regards to the central axis). The maximum overburden, also in regards to the central axis of the motorway, is around 54 m (km 12+290.00)22.

2.5 Associated facilities

2.5.1 Local roads At the very beginning of the route, the access road will be introduced as the connection between M17 and the Mostar South Interchange. The road is laid down vertically on the main road M17. Total length and technical details of its construction will be given in Preliminary and Main Design.

21 IGH d.o.o. Mostar, Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subsection Mostar North-Mostar South, November 2019. 22 IGH d.o.o. Mostar, Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subsection Mostar North-Mostar South, November 2019.

27 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 8: Access road from M17 to Mostar South Interchange (grey line)

2.5.2 Potential disposal sites The construction of the motorway section Mostar North-Mostar South will generate approx. 2.7 million23 cubic metres of excess material. Location of the construction waste disposal site is preliminary determined and assessed within this assignment as a Consultant’s recommendation. The final location of disposal site will be determined by and the JPAC/Contractor during development of the Preliminary Design and Main Design, respectively. While selecting the suitable location for potential disposal site, it is important to plan the construction waste landfills outside any river or stream and preferably in areas with already degraded condition. During site visits conducted in September 2020, the Consultant has visited three potential locations as disposal sites, as shown in figure below.

23 Assessment based on the data on substrate conditions and technical description given in Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subsection Mostar North-Mostar South (IGH d.o.o. Mostar, November 2019)

28 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 9: Three recommendations for potential construction landfill sites (orange polygons) (Source: Google Earth)

First potential landfill site is located on the river terrace of the Neretva River, represented by the area of former above-ground extractive industrial site upon which existing illegal construction waste landfill is being disposed, between the left river bank on the west and main road M17 on east (Figure 10). The given location is as an already degraded area, represented with large excavation pits. Disposal at the proposed location in this case will have two purposes: the first purpose for the disposal of excess construction waste, and the second is adequate compaction of excavated materials brought in and proper landscaping for future facilities.

Figure 10: First considered construction landfill site (orange polygon) (Source: Google Earth)

29 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

The second alternative construction landfill site is found near the Mostar North Interchange and south from the toll station (Figure 11), represented by Illyrian [Paliurus spina-christi] garrigues. After the site visit, the idea of the second potential location is abandoned since subsequent biodiversity field research has proven the presence of reptile species listed in Annex II and IV of Habitat Directive (e.g. reptiles and invertebrates), thus requiring protection of the species and its habitats.

Figure 11: Second considered construction waste landfill site (orange polygon) (Source: Google Earth)

The third alternative location of the construction waste landfill was located in dry canyon of occasional stream Suhi Do (Figure 12). After completion of the ornithology surveys, the idea of the third potential location was abandoned as well, considering the finding of the Annex I species from the Birds Directive, Eurasian Eagle-Owl (Bubo bubo), and its nesting territory in this locality. In addition to this, the area of Suhi Do is prone to a strong seasonal stream; therefore, the location has been dismissed from any further planning with regard to disposal of construction waste.

Figure 12: Third considered construction waste landfill site (orange polygon) (Source: Google Earth)

30 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Although three potential locations were considered for the purpose of construction waste landfill, after the site visit it is concluded that only the first location can be used as a potential landfill. The other two potential locations were rejected. The final location will be determined by JPAC and the Contractor during development of the Preliminary Design and Main Design.

This location was proposed by the Institute for Physical Planning of the City of Mostar in order to recultivate the current area for the future planned contents. For the use of this location as a potential landfill, the written permission of the Institute is required, and after that the Investor shall prepare Preliminary and main Project that will be the subject of issuing Water and Environmental permit.

The management of waste generated on site and its quantities are elaborated in detail in the Waste Management Plan and Preliminary Construction Waste Management Plan, which are prepared for this motorway section.

2.5.3 Local infrastructure The local communities of Gnojnice and Opine24 requested from JPAC to implement the projects of (re)construction of the local infrastructure as a compensation for the motorway passage. The list of the requests is given in the Table 7. According to the information obtained from JPAC, all their requests will be accommodated.

Table 7: Requests of local communities for local infrastructure

Type of infrastructure works Infrastructure requested Reconstruction of local roads . Main road M6.1 from the interchange South by-pass Mostar (location FIS) to the crossroads Blagaj-Nevesinje (including the traffic roundabout on the crossroads Blagaj-Nevesinje) and the continuation of the road to Blagaj up to the entrance in Blagaj L=6,570 m: . Surface run-off collection system . Construction of the green belt and pedestrian lane from one side in the inhabited areas . Lightning . Construction of the green belt and cycle lane from the other side along all the length . Asphalting the road along all the length

. Road no. 1 Hroma Ljut-Vrba Ltot=2,280 m: . Surface run-off collection system . Asphalting W= 5.5 m . Construction of curb side and pedestrian lane from both sides along all the length

. Road no. 2 Gorica-Miletnici Ltot=1,330 m: . Preparation and earth work . Asphalting W= 5.5 m . Surface run-off collection system . Construction of the curb side and pedestrian lane from one side . Lightning

. Road network no. 3 through the settlement Gorica Ltot=860 m: . Preparation and earth work . Asphalting W= 5.5 m . Surface run-off collection system . Lightning

. Road no. 4 Gorica (Mosque)-Gnojnice Ltot=760 m:

24 Request from local communities Gnojnice and Opine, City of Mostar, prepared on 18 March 2020 and received by JPAC on 25 March 2020. Request field under number 05-2263/20.

31 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Type of infrastructure works Infrastructure requested . Preparation and earth work . Asphalting W= 5.5 m . Surface run-off collection system . Construction of the curb side and pedestrian lane from one side . Lightning . Road no. 5 Opine-Bruci settlement L=800 m: . Preparation and earth work . Asphalting W= 5.5 m . Surface run-off collection system . Construction of the curb side and pedestrian lane from both sides . Lightning Water supply and sanitation . Primary and secondary network of fecal sewage in settlements Bruci, Gorica, Kocine . Reconstruction of the main water supply pipeline with the connection to the side network from the connection of the cast iron pipe toward Mostar DN 500mm (location FIS) up to the crossroad Gnojnice and Blagaj

2.6 Construction activities

Both, preliminary and detailed project documentation has not been developed at this stage. So far, only the Mission G1 and a Preliminary expropriation study have been done as part of the project documentation.

The Project will be implemented in line with Yellow FIDIC book, i.e. the Contractor will be responsible for both development of the Main Design and implementation of construction works.

All construction activities will be planned in accordance with technical elements of the motorway and other parts of the road which are defined according to the Rulebook on the basic conditions that public roads, their elements and facilities on them must meet in terms of traffic safety25.

Permitted limit elements of motorway:

. radius of curvature of the ground plan Rmin = 750 m . the length of the transition curve Lmin = 120 m . longitudinal fall Smax = 4 % . the radius of the convex curve Rmin = 19,000 m . the radius of the concave curvature Rmin = 13,000 m

Applying the limit elements on the modified route:

. radius of curvature of the ground plan Rmin = 960 m . the length of the transition curve Lmin = 150 m . longitudinal fall Smax = 5,00 % . the radius of the convex curve Rmin = 20,000 m . the radius of the concave curvature Rmin = 13,000 m

The motorway is designed with two carriageways separated by a central area between two lanes. Each carriageway has two lanes and an emergency stop lane.

The elements of the motorway cross-section:

25 Official Gazette of BiH, No. 13/07

32 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

. width of the lane 3.75 m . width of emergency stop lane 2.50 m . width of edge lane 0.50 m . central reservation 4.00 m . lane for deceleration (acceleration) 3.50 m . edge lane along the lane for deceleration (acceleration) 0.50 m . width of embankment (berm) 2.00 (2.50) m

2.7 Oil separators and water drainage

Run-off water from asphalt surfaces needs to be collected by enclosed drainage system of the motorway and treated in the oil separator as recommended by JPAC's Technical Specifications for design of the motorway (2005). The surface water enters the pipeline system and is taken to the nearest oil and grease separator for treatment. Surface water drainage should be planned and specified in the project documentation and in accordance with general technical conditions.

The purpose of oil and grease separators is to separate oils and grease, and prevent their release into the environment. Depending on the required water condition, oil and grease separators can be without bypass and with non-integrated bypass. The structural stability of the separator must be ensured in accordance with the applicable norms and standards, and in accordance with the guidelines issued by the European standard BAS EN 858-1:2005.

Depending on the volume and load of the separator, it is necessary to do a static calculation for the lower and upper (unloaded) AB plate of the separator. The thickness of the lower AB plate must be at least 20 cm, while the minimum thickness of the unloaded AB plate must be at least 15 cm. It is recommended that the AB plates are made of C25/30 concrete and Q335 reinforcing mesh.

For surface wastewater, the design solution of standard devices is adopted such that the effluent from the device must meet the limit values prescribed by applicable legislation, Decree on Conditions for Discharge of Wastewater into Environment and into the Public Sewerage System26. The selection of nominal size, installation and operation of the separator must be performed according to BAS EN 858-2:2005. All drainage to and sewer system management must be in accordance with BAS EN 752:2018.

After the treatment, the treated effluent is discharged to the environment. The limit values of effluent quality are stipulated by the Decree.

2.8 Noise barriers

The purpose of installing noise barriers is to mitigate the effects of noise pollution in urban areas. The basic requirements for noise barriers are defined. Requirements include architectural (e.g. visual fit), functional (noise absorption and reflection), structural (e.g. proof of stability for parts and the whole barrier), material requirements (e.g. corrosion resistance, frost resistance, resistance to UV radiation), maintenance requirements (e.g. unified system of production of sound barrier elements), durability (more than 20 years) and application of prefabricated systems (increase of execution speed, lower costs).

Although there are several types of columns for protection walls, it is estimated that steel columns HEA (B) 120-280 meet most of the requirements and are always used except in cases where the use of concrete columns is justified.

Standards for reinforced concrete: Eurocode 2, EN 1793-1, EN 1793-2

26 Official Gazette of FBiH No. 26/20

33 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Standards for steel: JUS

Standards for aluminium: DIN 52210, DIN 52212, Din 1725/1, ZTV-LSW 88, EN 1793-1, EN 1793-2

Standards for wood: DIN 68 800 T3, DIN 68 800 T4, EN 1793-1, EN 1793-2, DIN 4074, DIN 52210, DIN 52212, Din 1725/1, ZTV-LSW 88

Standards for acrylic glass: DIN 52210, DIN 52212, Din 1725/1, ZTV-LSW 88, EN 1793-1, EN 1793-2

Table 8: Minimum requirements for structural elements

Structural element Type of material Requirements Standards Foundation Reinforced concrete Material quality: C25/30 XC2 Eurocode 2 Pillar Reinforced concrete Material quality: C30/37 XF2 Eurocode 2 Steel Material quality: Č 0361 JUS Surface protection: Hot-dip galvanized 85 µm Noise panels Reinforced concrete Material quality: C30/37 XF2 Eurocode 2 Sound absorption: DLα > 5 dB EN 1793-1 Air sound insulation: DLR > 24 dB EN 1793-2 Aluminium Dimension and quality standard DIN 52210 DIN 52212 Din 1725/1 ZTV-LSW 88 Sound absorption: DLα > 5 dB EN 1793-1 Air sound insulation: DLR > 24 dB EN 1793-2 Wood Vacuum impregnation of wood DIN 68 800, T3 Protection against fungi and insects DIN 68 800, T4 Sound absorption: DLα > 5 dB EN 1793-1 Air sound insulation: DLR > 24 dB EN 1793-2 Use of construction wood for developing elements DIN 4074 Dimension and quality standard DIN 52210 DIN 52212 Din 1725/1 ZTV-LSW 88 Acrylic glass Dimension and quality standard DIN 52210 DIN 52212 Din 1725/1 ZTV-LSW 88 Sound absorption: DLα > 5 dB EN 1793-1 Air sound insulation: DLR > 24 dB EN 1793-2

2.9 Fence

2.9.1 Elastic-reflective fence The protective fence is technical safety construction equipment whose main purpose is to prevent vehicles from slipping off the road, i.e. to keep vehicles on the road. It is made of steel, concrete (New Jersey type), or a combination of materials. The protection fence must be installed: in the central area between two lanes depending on the intensity of traffic, on road infrastructure, when the road is on an embankment higher than 3 m, in front of a dangerous place and near another traffic-reserved area.

The protective fence must be equipped with retroreflective markings with red markings on the right in the direction of travel, and white markings on the left side. According to relevant legislation in BiH as issued and

34 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment stated in the Regulation on traffic signs and signals on roads, the manner of marking works and obstacles on the road and signs given to traffic participants by an authorized person, the protective fence is installed in accordance with EN 1317 and local legislation.

Regulations for protective fencing on roads:

. Regulation on traffic signs and signals on roads, the manner of marking works and obstacles on the road and signs given to traffic participants by an authorized person27 . JUS U.S4.110, 1984 . EN 1317 – European standard since 1993. European standard 1317 was harmonized on 01.01.2008 with a transition period of 3 years, so that from 01.01.2011 in EU countries only the use of protective fences certified according to that standard is allowed, with CE certificate. . EN 12676-1, the height of the anti-stick system (at 1.18 m)

2.9.2 Protective wire fence Protective wire fence shall be installed along the entire length of the motorway route, except in places where there are already natural or artificial barriers that functionally replace the protective wire fence. All elements of the fence must be hot-dip galvanized, in accordance with European Standards. Zinc from which coatings are made according to BAS EN 10244-2 standard should have 99.95% purity.

Standards: BAS EN 10219-1, BAS EN 10240, BAS EN 10244-2, BAS EN 10016-1 and BAS EN10016-2 for thicknesses and galvanizing of columns and wires.

Table 9: Minimum technical requirements for protective fences

Middle pillars . The middle column is ø60.3 mm diameter and height 2450 mm. From that, 750 mm is at the base and 1700 mm is visible above the ground. . The column is based on footing depth of 80 cm in concrete of strength class C16/20. . The distance between the columns is 350-400 cm. . The wall thickness of the column is 2 mm according to BAS EN 10219-1. . Galvanizing of columns is according to BAS EN 10240-class A.1, 55ɥm. Tension pillar . The tension pillar and bowsprit should be made of the same material as the middle columns, and the and bowsprit same conditions apply to them in terms of foundation, galvanizing and wall thickness. . The distance between the tensioning columns is 25 m and they are connected to each other with galvanized clamps which are fastened with galvanized M8 screws. Mesh . The wire mesh has an opening of about 60x60 mm, wire diameter 2.7 mm and height 1400 mm. . The connection mesh for tension wires is done with clips with a diameter of 2 mm and galvanization in accordance with BAS EN 10244-2. The connection is made on 3 tension wires every 30-50 cm. . The mesh can be additionally fastened with dowels to prevent the animals from slipping under the fence. The distance of the mesh from the ground should not exceed 5 cm. The dowels are galvanized with a hook on top of, dimensions of 50-80 cm and are placed at intervals of 1.0 m. By "wedging" the fence, the grounding of the protective wire fences is also achieved. . Galvanizing of mesh is performed according to EN 10244-2 - class A, 245g/m2. Tension wires . Three protective wires with a diameter of 3.0 mm are used to fasten the mesh. Two wires are arranged at the ends of the mesh, and one is in the middle. . Additional two tension wires are located above the mesh and are 150 mm apart. . Tension wires for pillars are fastened with galvanized self-tapping screws with bases, and they are stretched with galvanized tensioners. . The tensile strengths of the wire must be in accordance with BAS EN 10016-1 and BAS EN10016-2, which means 350-500 N/mm2. . Galvanizing of tension wires is performed according to EN 10244-2 - class A, 245g/m2.

27 Official Gazette of BiH, No. 16/07

35 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

2.10 Project area of influence

The project footprint area refers to land take determined by the expropriation line and covers the area of 78.75 ha. This area will be permanently and irreversibly changed and is therefore assessed as the area with significant direct impacts. The potential landfill site, located near Neretva River, will cover additional 29.70 ha.

The project area of influence has been preliminary determined as part of this assignment as the surrounding buffer zone of the motorway route in which most of the impacts are expected, including both environmental and social impacts. The area of influence has been set preliminary to include the buffer of 500 m at each side of the road route for most of the impacts, resulting in the total of 1,690.45 ha that may be indirectly affected during construction and/or operation phase of the Project and it has been assessed during baseline surveys.

The project area of influence of 1,000 m in diameter is confirmed to be sufficient to appropriately assess majority of impacts.

Ecologically appropriate area of analysis (EAAA) has been considered in terms of biodiversity features of the area, therefore other localities have been included in the assessment:

 Stolac Hill, due to its potential to sustain one flora species as where this area is mentioned as the last known locality for Scutellaria orientalis subsp. pinnatifida  nesting site of Eurasian Eagle-Owl at Suhi Do approx 100 m east from the preliminary set project area of influence at chainage 5+300+000 m) and between T4 tunnel and T5 tunnel (chainage 9+000+000 m)  potential bat roosting sites and potential migration routes. According to the field survey, there were no speleological objects in the vicinity of the future motorway. Abandoned houses are rare and can provide the shelter for bats species. Inspection of the few abandoned houses showed no active resting or roosting places of bat species. The only known potential roost sites are Svabinja cave (1.3 km east), Krasnica cave (2.9 km east-southeast), Krmljesina cave (3.5 km east- southeast) and Jama na Vlakama (6 km east).

36 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 13: Project footprint (red line) and Project areas of influence (black line)

37 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

3 ANALYSIS OF ALTERNATIVES

3.1 No project alternative

A “no project” alternative is considered, and it was determined not to be a viable option at the moment because the setup of Corridor Vc is crucial for a large number of economic activities and enables Bosna and Herzegovina to be included in the main traffic flows (the extension of the TEN-T Network to the Western Balkans) and the global European economic system. Improving transport conditions will improve the quality of life, which will be manifested through:

. reduction of the road length and travel time of goods and passengers, . reduction of costs of transporting goods and passengers, . reduction of harmful effects on the environment, by directing part of the traffic from the existing relevant network to the future route of the motorway, . increased employment, . valorisation of the geo-traffic position of BiH, . increasing the competitiveness of the economy in the area oriented towards the corridor, . launching new projects and increasing private investment in the regional economy.

3.2 Alternative routes

During 2006, the initial analyses of the motorway route in the Project area were made as a part of the development of the project planning documentation for LOT 4 of the motorway on Corridor Vc for the period from 2005 to 2006. The aim was to determine the optimal route of the Motorway on Corridor Vc through BiH, and/or the economic justification of the construction of certain sections on Corridor Vc. A total of 12 potential options (Corridors 5c and 4) of the future motorway were considered, for which a multicriteria analysis was performed and based on which one potential option passing through Mostarsko polje was selected. A Conceptual Design28 and Environmental Impact Study29 were prepared for this option. The total length of the route on LOT 4 was 67,329 km. With the conceptual design, the route LOT 4 is presented by sub-sections (from 1 to 5). Acting upon the Request, and based on the submitted Environmental Impact Study, the Federal Ministry of Environment and Tourism issued a Decision approving the Study for the section LOT 4: Mostar North - South Border, number: UPI / 03 / 02-23-4-53 / 05 on 19 September 2007. After the approval, the Investor initiated the procedures for the preparation of relevant project documentation.

During 2010, the section marked "LOT 4" (Mostar North - Southern Border, l = 67,329 km) was divided into three LOTs: LOT 5 (Mostar North - Mostar South, l = 16 km), LOT 6 (Mostar South - Pocitelj, l = 20km) and LOT 7 (Pocitelj - Southern Border, l = 31.33km). In that year, projects for LOT 5 and 6 (Suhi Do - Mostar south - Buna - Stanojevici) were made in order to meet the conditions for land expropriation. The project documentation for the section Suhi Do - Mostar south - Buna - Stanojevici (LOT 5 and LOT 6) was developed in 2010. The deviation from the first project for LOT 4 is reflected in terms of shortening the length for 6.41% which makes the route shorter by the length of 4,320 km compared to 67,329 km.

In 2010, developing of the Main Design was finished for sections Mostar North - Mostar South and Mostar South - Pocitelj, a length of about 16 km (LOT 5) and 20 km (LOT 6), as a base to meet the necessary conditions for land acquisition and for issuing construction permit. The ultimate goal of developing the Main Designs is to

28 Preliminary design for LOT 4, IGH Zagreb, May 2005. 29 Environmental Impact Study on Corridor Vc, Mostar North - Southern border, LOT 4 (0+000.00 - 67+329.00), Institut gradjevinarstva Hrvatske, Zagreb, March 2007.

38 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment meet conditions for beginning the construction of these sections in the manner required by international financial institutions (financial and technical feasibility, established through the traffic study, feasibility study, preliminary design and main design) and considering all the conditions set by the Study of Environmental Impact Assessment. The new proposed route passes very large spatial-relief restrictions, with unfavourable technical elements and has a large number of facilities (high investment costs, high costs of maintenance, management and operation). Preliminary Design defined the modified route in the area of Suhi Do via the newly proposed Mostar South junction (connection to the M17 in the area of Mostar Airport), then via Buna to Stanojevici area where it joins the route of LOT 6 according to the main project. The total length of the route around Mostar is 26.63 km.

During 2015, JPAC gives up the route on the final part of LOT 5 and the initial part of LOT 6 (approximately from Ostri rat over Mostar South Interchange to approx. km 13+250 on LOT 6 and starts the procedure of finding new possible route on spatial section Stanojevici - Buna - Mostar South - Ostri rat. Client proposes the route that passes very large spatial relief constraints, unfavourable technical elements and a large number of structures (large investment costs, high maintenance costs, management and exploitation). In the past period were carried out optimization of the alignment on various grounds, but the adopted solution still does not have optimal spatial and technical and exploitative elements.

During 2016, and bearing in mind that the route of the Corridor Vc motorway on the section of LOT 4 in the period from the finalization of the Conceptual Design30 and Environmental Impact Study31 until 2016 has undergone various changes through the preparation of other project documentation (Preliminary and Main Designs), and that other variants have appeared on the part of the Mostar North - Buna motorway route, the Investor has initiated the procedure of developing a multicriteria analyses (the two analyses in total) for the motorway section on Corridor Vc: Mostar North - Buna.

The Preliminary Design has defined the changed route on the part from Suhi Do, a new proposed location intersection Mostar South (connection to the M17 in the area of the Mostar airport), over the river Buna to areas of Stanojevici where is included in the route of the LOT 6 according the Main Design.

The first multicriteria analysis32 for the motorway section on Corridor Vc: Mostar North-Buna considered a total of three variants of selecting the most optimal motorway route. The first analysis assessed the route defined by the design and environmental documentation for LOT 4 from 2006, the second analysis assessed the 2011 alternative of motorway passage in the hinterland of Blagaj and the third analysis dealt with the route proposed in 2015. Figure 14 shows the situation of the planned motorway routes within the considered variants, where the route of the first analysis is marked in black, the route of the second analysis in blue, and the route from the third analysis in yellow.

30 Preliminary design for LOT 4, IGH Zagreb, May 2005. 31 Environmental Impact Study on Corridor Vc, Mostar North - Southern border, LOT 4 (0+000.00 - 67+329.00), Institut gradjevinarstva Hrvatske, Zagreb, March 2007. 32 IPSA Institute d.o.o. Sarajevo, 2016

39 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 14: Overview of alternatives subject to first multicriteria analysis (black route - 2006, blue route -2011, yellow route- 2015)

The first alternative was rejected mainly due to complains received in the past period by the local population, non-governmental organizations and the Ministry of Physical Planning of FBiH. The most important complaint was related to the fact that the selected route is not in accordance with the current Spatial Plan of BiH, and that the impact on the preservation of cultural heritage and natural resources of the region has not been adequately addressed. The multicriteria analysis revealed that, from the aspect of technical-operational costs, the variant of the motorway near Ortijes airport is more favourable, while from the aspect of spatial-economic and spatial-ecological criteria, the variant of the motorway in the hinterland of Blagaj is more favourable. The results of this multicriteria analysis33 have shown that the alternative solution of the motorway route near the Mostar airport is the most acceptable solution for the citizens and the state of BiH.

In the period from 2017 until 2020, the route remains unchanged, but the technical documentation has yet to be done and micro alignments may be possible during the preparation of the Preliminary and Main Design in relation to the route prescribed by the Spatial plan.

Whilst the Multicriteria analysis report was completed before writing of this ESIA, data obtained during this ESIA confirmed the results of the Multicriteria analysis that the best optimum route was selected.

33 The following criteria were used: eliminatory criteria (water supply sites - zone I, cultural and historical heritage (facilities and zones defined by decisions and planning documents), natural values and rarities (based on valid documents), urban structures, built industrial complexes, significant energy facilities, land of I category, amelioration), technical and operational costs, spatial-economic criteria, and spatial-ecological criteria.

40 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

4 POLICY, LEGISLATIVE AND INSTITUTIONAL CONTEXT

4.1 National requirements

Implementation of the Project requires compliance with the provisions of relevant local legislation on environmental and social issues, physical planning, construction and roads maintenance and management, construction of Motorway on the Corridor Vc, health and safety at work, labour, and land acquisition and resettlement. The review of applicable national requirements is given in Table 10.

Table 10: Overview of National Requirements Relevant to the Project

Issue National requirements EIA and Construction of motorways is subject to mandatory EIA and permitting procedures at the level of environmental FBiH, as prescribed by the: permitting . Law on Environmental Protection34, and . Regulation on Facilities Subject to Obligatory Environmental Impact Assessment and Facilities Which May be Constructed and Operated Only with a Valid Environmental Permit35.

For plants and facilities requiring a mandatory EIA, the investor is required to submit the request for the Preliminary Environmental Permit. Based on the request for the Preliminay EP, FMoET determines the obligation to prepare the EIA Study, its scope and content.

The EIA Study has to be developed by the institution/company authorised by the Federal Ministry of Environment and Tourism (FMoET). After the investor submits the Request for EP with the EIA Study to FMoET, the Ministry makes the EIA Study available to the public, sends a copy to relevant authorities and other interested parties, allowing 30 days for receiving comments, and appoints the expert committee to review the submitted EIA Study. Furthermore, the FMoET is obliged to organize a public discussion as near as possible to the sub-project location, and to invite the public to consultations via printed (or electronic) media/radio/TV. The public needs to be informed about the public consultations at least 15 days in advance. The investor needs to assist the FMoET during the consultation process. After the EIA Study is revised and all the relevant comments received from the public are incorporated, and after positive evaluation of the expert committee, FMoET issues the EP (within 30 days following receipt of the evaluation of the EIA Study).

Pursuant to the Law on Environmental Protection, the EP contains the following: . Limit values for emissions of polluting substances36; . Conditions for the protection of air, soil, water, flora and wildlife; . Measures for management of waste generated by a plant or facility37; . Measures for reduction of transboundary pollution; . A system of self-monitoring with determination of the methodology and frequency of the measurements of emissions, and . Measures related to working conditions in extraordinary situations38.

Limit values for emissions of polluting substances and equivalent parameters and technical

34 Official Gazette of FBiH, No. 15/21 35 Official Gazette of FBiH, No. 19/04 and 1/21 36 In line with FBiH regulation governing protection of air, water and soil, waste management, and in line with Technical Instructions on BAT for specific industry sectors. 37 In line with Technical Instructions on BAT for specific industry sectors, considering the pollution potential and technologies already in place, as well as real implementation capacity. 38 Plants and facilities where hazardous substances are present in quantities higher than specified in the Ordinance on the content of the Report on the State of Security, on the content of Information on Security Measures and on the content of Internal and External Contingency Plans (Official Gazette of FBiH, No. 68/05) are obliged to develop Large-Scale Accidents Prevention Plan

41 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Issue National requirements measures are based on best available techniques, considering technical characteristics of plants and facilities, their geographic position and other conditions.

EPs are valid for five years. Water permits The water permitting procedure in FBiH is regulated by the Law on Waters39 and the Regulation on Content, Scope, Conditions, Ways of Issuing and Archiving of Water Documents40.

The required water acts are: . Preliminary Water Consent - defines whether the applicant has met the conditions for (i) exercising water rights; (ii) the manner of exercising this right; (iii) the documentation for the construction of new, reconstruction or removal of existing facilities. It needs to be obtained before applying for an Environmental Permit. It is valid for 3 years. . Water Consent - confirms that the documentation attached to the request for the Water Consent is in accordance with the Preliminary Water Consent, local legislation on water and spatial planning documents. It has to be obtained before obtaining the Construction Permit. It expires after 2 years if a Construction Permit has not been issued and construction works initiated. . Water Permit - defines: (i) the purpose, manner and conditions for water use; (ii) the operation of facilities; (iii) the manner and conditions for discharge of wastewater and disposal of solid and liquid waste. It confirms that the conditions defined by the Water Consent have been fulfilled. It is valid for up to 15 years.

The agency responsible for issuing water acts for this Project is the Water Agency for Adriatic Sea Watershed. Other permits According to the Law on Motorway on Corridor Vc41, the request for obtaining an Urban Permit (UP) is submitted by the investor to the Federal Ministry of Physical Planning (FMoPP). FMoPP issues the UP within 15 days. For the construction of motorway on Corridor Vc, the UP is valid until the Construction Permit is issued.

The request for obtaining a Construction Permit (CP) is submitted to FMoPP which issues the CP within 30 days. CPs are issued for a 5-year period.

Motorway sections may be used only after obtaining a Use Permit. It is necessary to submit to FMoPP the request for technical inspection and the Use Permit. The Use Permit may be issued only after a technical inspection of the construction is performed by an expert committee appointed by FMoPP within 8 days. The technical inspection must be performed within 30 days from the day the request for Use Permit is submitted to FMoPP. The expert committee submits its report to FMoPP within 8 days from the day of the completed technical inspection. If the expert committee reports any identified defects on the construction that need to be eliminated, the FMoPP sets a deadline for the completion of the elimination of defects (max. 90 days). If the committee reports that the construction may put into use /operation, FMoPP issues the Use Permit after the submission of the report on technical inspection by the committee and within 7 days from the receipt of the EP by the investor. Air quality According to the Regulation on the Monitoring of Air Quality and Defining Pollutants Types, Limit Values and Other Standards42, air quality is monitored by measuring the concentration of sulphur

dioxide, nitrogen oxides, particulate matter PM10 and PM2.5, lead, benzene, carbon monoxide, arsenic, cadmium, mercury, nickel and benzo-a-pyrene, with instruments for automatic measurement and sample analysis. The maximum allowable daily concentrations, target values and alert thresholds for pollutants are also regulated by the mentioned Regulation.

39 Official Gazette of FBiH, No. 70/06 40 Official Gazette of FBiH, No. 31/15 41 Official Gazette of FBiH, No. 8/13 42 Official Gazette of FBiH, No. 1/12

42 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Issue National requirements Noise The Law on Protection Against Noise43 regulates the permissible noise levels, noise protection measures, the way of measuring and recording noise, noise limits classified according to the atmosphere, land use and the time of day (day or night), in order to protect human health, working and living space, and the environment in general. The Law defines the limit values of external noise for planning new facilities and sources of noise in FBiH.

Vehicle noise standards are defined by the Rules on the Dimensions, Total Weight and Axle Load of Vehicles, on Obligatory Vehicle Devices and Equipment Vehicle, on Basic Requirements to be Met and Traffic Equipment on Roads44. The Rules define the permissible sound level limits for individual vehicles. Waste The Law on Waste Management45 sets general requirements concerning construction waste management management and management of waste generated during decommissioning.

Pursuant to the Law, a Waste Management Plan must be enclosed to the Environmental Permit Request. The plan should include: . Documentation on waste produced by enterprises (origin, type of waste in accordance with the list of wastes, composition, quantity), . Measures to be taken for prevention of waste production, especially concerning the hazardous waste, . Separation of waste, especially separation of hazardous and other types of waste from the waste to be reused, . Disposal of waste to the landfill, . Treatment and/or disposal methods.

In addition, according to the Regulation on Construction Waste46 a Preliminary Construction Waste Management Plan needs to be submitted for the issuance of the Urban Permit, while a Detailed Construction Waste Management Plan must be enclosed to the Construction Permit Request. Water and The Law on Waters47 regulates water and wastewater management and planning. The maximum wastewater permitted quantities of hazardous and harmful substances in wastewaters before discharging into management natural recipients (surface waters) or into public sewerage system are stipulated by the Decree on Conditions for Discharge of Wastewater into Environment and into the Public Sewerage System48. Nature protection The Law on Nature Protection of FBiH49 defines the bodies for nature protection, general conservation measures, evaluation of operations in nature, habitats and ecologically important areas, species and subspecies, protection and conservation of biodiversity and ecosystems, the establishment of Natura 2000, etc. The Red List of Flora and Fauna of FBiH was developed based on the requirements of this Law.

Regulation on Protection Measures for Strictly Protected Species and Subspecies and Protected Species and Subspecies50 declares wild plant species, animals and fungi important for preservation, and species that have a special significance in ecological, ecosystem, biogeographical, scientific, health, economic and other aspects for FBiH, and strictly protected wild species or protected wild species. Protection measures are established for protected species and their habitats. Labour and Both JPAC and the contractors are required to implement the provisions of the Labour Law of employment FBiH51 which regulates all issued related to employment. The provisions of the Law are in line with International Labour Organisation (ILO) conventions related to forced labour, discrimination, child labour, equal remuneration, freedom of association, right to organise and collective bargaining.

43 Official Gazette of FBiH, No. 110/12 44 Official Gazette of BiH, No. 23/07 45 Official Gazette of FBiH, No. 33/03, 72/09 and 92/17 46 Official Gazette of FBiH, No. 93/19 47 Official Gazette of FBiH No. 70/06 48 Official Gazette of FBiH, No. 26/20 49 Official Gazette of FBiH, No. 66/13 50 Official Gazette of FBiH, No. 21/20 51 Official Gazette of FBiH, No. 26/16

43 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Issue National requirements OHS OHS is regulated by the Law on Safety at Work52 and the Law on the Protection against Fires and Protection of Fire-fighters53. JPAC has to require from its Contractors, through the public procurement procedure, to comply with the legal requirements regarding health and safety at work and during construction works in order to prevent any dangerous situation or harm to workers and local communities. Safety during construction works and documentation needed at construction sites are regulated by the Decree on Construction Site Organization, Mandatory Documentation on Construction Site and Construction Work Participants54. Construction site According to the Decree on Construction Site Organisation, Mandatory Documentation on organisation Construction Site and Construction Work Participants55, Contractors are required to develop a Construction Site Organization Plan (CSOP). CSOP includes organization of preliminary works, organization of site during construction, organization of site after construction phase, technological scheme, the Environmental Protection Plan and Safety Management Plan. Therefore, this Plan requires the development of other accompanying Plans: . Environmental Protection Plan - suggests detailed measures of environmental and social management by covering the following aspects (sub-plans): air quality, noise and vibration management, soil management, hazardous material management, spill response management, emergency preparedness and response, . Fire and Explosion Management Plan (preliminary fire-fighting activities in case of fires; plan for alerting fire-fighting services), . Occupational Health and Safety Management Plan (prescribes the mandatory equipment for occupational health and safety, preliminary medical assistance and plan for alerting the official medical emergency assistance).

The CSOP must be developed by the Contractor prior to the commencement of construction works. The Plan has to be controlled and signed by the Supervisory Authority which is the legal entity responsible for the overall supervision of construction works, as stipulated by the above-mentioned Decree. The Plan should correspond to the requirements, safety measures and obligations contained in the Environmental Permit or environmental requirements laid down in the approval process for the construction. Land acquisition Land acquisition in FBiH is regulated by the Law on Expropriation of FBiH56 which defines the conditions and procedure for expropriation of property for construction of facilities in public interest, compensation eligibility and amounts, handling of grievances and disputes handling and other issues pertaining to the expropriation process.

In addition, a Land Acquisition and Resettlement Framework was prepared and publicized by JPAC in March 2017 in order to outline the general principles, procedures and entitlement framework with regard to the potential impacts of land acquisition required for the Project (construction of Corridor Vc), in line with national legal regulations and EBRD requirements, in particular EBRD’s PR5. Cultural heritage The Law on Protection and Use of Cultural, Historical and Natural Heritage57 requires JPAC to cooperate with the Institute for Protection of Monuments (within the Federal Ministry of Culture and Sports) at different stages of Project development.

JPAC is obliged to obtain the formal opinions and conditions related to protection of cultural heritage along the alignment. As part of the Construction Permit procedure, JPAC is required to apply for detailed conditions for cultural heritage protection. The Institute may require provision of archaeological supervising during the earth works. Road safety A General Audit of project documentation that includes the audit of Traffic Signalization and

52 Official Gazette of FBiH, No. 79/20 53 Official Gazette of FBiH, No. 64/09 54 Official Gazette of FBiH, No. 48/09, 75/09 and 93/12 55 Official Gazette of FBiH, No. 48/09, 75/09 and 93/12 56 Official Gazette of FBiH, No. 70/07, 36/10, 25/12 and 34/16 57 Official Gazette of SR BiH, No. 20/85, 12/87 and 3/93

44 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Issue National requirements Equipment Design is required by local legislation (Law on Basis of Road Safety on Roads of BiH58, and the accompanying key Regulations59, Law on Roads of FBiH60, and the accompanying key Regulations61).

Upon the completion of the Main Design (including the Main Traffic Signalization and Equipment Design), investors publish a public call for an auditor who prepares the first report on compliance with the existing legislation, guidelines and specific standards. The investor forwards the report to the designer for review and response. The designer analyses the report and may accept or reject the provided comments. The report is then sent back to the auditor. If the auditor does not accept the rejections (if any) of his/her comments, an attempt is made to reconcile the opinions of the auditor and designer. In case such reconciliation is not achieved, the investor makes the final decision. The auditor prepares the final audit report which is an integral part of the Main Design (the audit report is attached as the first page of the Traffic Signalization and Equipment Design, verified by the seal of the auditor).

An inspection report by the committee for technical acceptance of buildings and facilities is required prior to the issuance of a Use Permit for any built structure including roads. The Regulation on Technical Inspection of Built Structures62 defines the manner of appointment of the committees for technical acceptance, the procedure of technical inspection and other related issues. The committee for technical acceptance prepares a report. Motorway design According to the Law on Motorway on Corridor Vc, JPAC defines the Technical Specifications (TS) for the design, construction and maintenance of motorways on Corridor Vc. According to this Law, TS are developed taking into consideration BAS, EN and ISO standards as well as specific requirements for BiH. TS include: . Set of Instructions for the Design, Procurement, Installation and Maintenance of Motorway Elements, Structures or Their Parts on the Motorway developed by JPAC in order to standardize and uniform as much as possible necessary requirements regarding the construction of motorways and to give instructions for designers, supervisory teams and contractors . BAS standards, European EN and ISO International Standards . Guidelines for the Design, Construction, Maintenance and Supervision63, in line with FBiH legislation as well as European and international requirements and legislation. These Guidelines are adopted into the FBiH legislation by FBiH Government through the Decision on the Guidelines for the Design, Construction, Maintenance and Supervision of Roads in FBiH64 . Laws, regulations, decrees and other legal acts adopted by the FMoPP. Public The primary law that ensures the rights of citizens to information is the Law on Free Access to consultations Information in FBiH65, which stipulates that all citizens and legal entities have the right to access information in the control of a public authority, and each public authority has a corresponding obligation to disclose such information.

Procedures related to environmental information disclosure are further elaborated in the Law on Environmental Protection66, which stipulates that every person and every organization must have adequate access to information regarding the environment at the disposal of public authorities, including information on hazardous materials and activities in their communities, and be enabled to participate in the decision-making process. Regulatory bodies and governments are obliged to

58 Official Gazette of BiH, No. 6/06, 75/06, 44/07, 84/09, 48/10, 18/13, 08/17, 89/17 and 09/18 59 All published in the Official Gazette of BiH, No. 16/07 60 Official Gazette of FBiH, No. 12/10, 16/10, 66/13 61 All published in the Official Gazette of FBiH, No. 48/03 62 Official Gazette of FBiH, No. 23/08 63 Faculty of Civil and Geodetic Engineering of the University of Ljubljana and DDC Consulting & Engineering Ltd, 2005 64 Official Gazette of FBiH, No. 80/06 65 Official Gazette of FBiH, No. 32/01, 48/11 66 Official Gazette of FBiH, No. 33/03 and 38/09

45 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Issue National requirements encourage public awareness and participation, facilitate access to information, judicial and administrative procedures, as well as to registers of installations and polluters in the future.

Furthermore, BiH acceded to the Aarhus Convention on Access to Information, Public Participation in Decision Making and Access to Justice in Environmental Matters in 2008. This Convention regulates rights related to the environment and links the responsibility of public authorities with environmental protection. It aims at democratic cooperation of the public and public authorities and introduces a new procedure for public participation in negotiating and implementing international agreements. Under the Convention, access to information, public participation in decision making and access to justice are an integral part of environmental protection management.

The public consultation requirements for the EIA procedure are described above under item “EIA and environmental permits”.

4.2 Lender’s requirements

The Environmental and Social Policy (ESP, 2014) is a key EBRD document, which details the commitments of the Bank’s Funding Agreement to promote in the full range of its activities, environmentally sound and sustainable development. Bank-financed projects are expected to meet good international practice related to sustainable development. The Bank has defined specific Performance Requirements (PR) for key areas of environmental and social issues and impacts. The EBRD PRs and their applicability to this Project are given in Table 11. New facilities or business activities to be financed by EBRD should be designed to meet PRs from the outset. If a proposed business activity to be financed relates to existing facilities that do not meet PRs at the time of Board approval, the client will be required to adopt and implement an Environmental and Social Action Plan (ESAP).

This Project is subject to requirements of ESP 2014.

Table 11: EBRD PRs applicable to the Project

Performance requirements Applicability to the Project PR1: Assessment and Management of Environmental and Social Impacts and Issues Yes PR2: Labour and Working Conditions Yes PR3: Resource Efficiency and Pollution Prevention and Control Yes PR4: Health and Safety Yes PR5: Land Acquisition, Involuntary Resettlement, Economic Displacement Yes PR6: Biodiversity Conservation and Sustainable Management of Living Natural Resources Yes PR7: Indigenous Peoples No PR8: Cultural Heritage Yes PR9: Financial Intermediaries No PR10: Information Disclosure and Stakeholder Engagement Yes

Under the EBRD Environmental and Social Policy 2014 (ESP), EBRD categorises each project to determine the nature and level of environmental and social investigations, information disclosure and stakeholder engagement required. The categorisation of each project depends on the nature, location, sensitivity and scale of the project, and the significance of its potential adverse future environmental and social impacts.

. Category A: A project is categorised A when it could result in potentially significant adverse future environmental and/or social impacts which, at the time of categorisation, cannot readily be identified

46 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

or assessed, and which, therefore, require a formalised and participatory environmental and social impact assessment process. . Category B: A project is categorised B when its potential adverse future environmental and/or social impacts are typically site-specific, and/or readily identified and addressed through mitigation measures. Environmental and social appraisal requirements may vary depending on the project and will be determined by the EBRD on a case-by-case basis. . Category C: A project is categorised C when it is likely to have minimal or no potential adverse future environmental and/or social impacts and can readily be addressed through limited environmental and social appraisal.

Based on an assessment review of the Project against EBRD criteria and having in mind that this section is 14.2 km long and belongs to the 335 km long motorway, the Project is classified as Category A.

4.3 EU requirements

EBRD, as a signatory to the European Principles67 for the environment, is committed to promoting the adoption of EU environmental principles, practices and substantive standards68 by EBRD financed projects, where these can be applied at the project level, regardless of their geographic location. When host country regulations differ from EU substantive environmental standards, projects will be expected to meet whichever is more stringent. Table 12 gives an overview of EU requirements applicable to this Project.

Table 12: Overview of EU Requirements Relevant to the Project

Directive Brief description EIA Directive The amended EIA Directive simplifies the rules for assessing the potential effects of projects (Directive 2014/52/EU on on the environment that were part of the previous EIA Directive (85/337/EC) and its the assessment of the amendments. It requires an assessment to be carried out by the competent national authority effects of certain plans for certain projects which have a physical effect on the environment. The EIA must identify and programmes on the the direct and indirect effects of a project on the following factors: man, the fauna, the flora, environment) the soil, the water, the air, the climate, the landscape, the material assets and cultural heritage, and the interaction between these various elements. SEA Directive The objective of the SEA Directive is to provide for a high level of protection of the (Directive 2001/42/EC on environment and to contribute to the integration of environmental considerations into the the assessment of the preparation and adoption of plans and programmes with a view to promoting sustainable effects of certain plans development, by ensuring that an environmental assessment is carried out of certain plans and programmes on the and programmes which are likely to have significant effects on the environment. The SEA and environment) EIA procedures are very similar but have some differences. Birds Directive The two principal EU Directives relating to nature conservation provide a legal framework for (Directive 2009/147/EC the protection of habitats and fauna and flora species. Both Directives promote the on the conservation of maintenance of biodiversity by requiring Member States to take measures to maintain or wild birds) restore natural habitats and wild species listed on the Annexes to the Directive at a and favourable conservation status, introducing robust protection for those habitats and species Habitat Directive of European importance. (Directive 92/43/EEC on The Habitats Directive led to the setting up of a network of Special Areas of Conservation to the conservation of protect the 220 habitats and approximately 1,000 species listed in Annex I and II of the natural habitats and of Directive which are considered to be of European interest following criteria given in the wild fauna and flora) Directive. Together with Special Protection Areas which are designated under the Birds Directive, these form a network of protected sites across the European Union called Natura 2000. The Emerald network is an ecological network to conserve wild flora and fauna and their natural habitats of Europe, which was launched in 1998 by the Council of Europe as part of its work under the Convention on the Conservation of European Wildlife and Natural Habitats or the “Bern Convention”. EC Directive 2008/96/EC This Directive applies to all road schemes on the Trans-European Road Network at the design Road Infrastructure stage, under construction or in operation. The provisions of the Directive may also be applied

67 https://www.nib.int/filebank/a/1521315365/9ae732ab406cefafa3525b7bd10ad134/7215- European_principles_for_the_environment.pdf 68 Substantive environmental standards of the EU are comprised in EU secondary legislation, e.g., regulations, directives and decisions.

47 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Directive Brief description Safety Management as a set of good practices for national road transport infrastructure. The Directive imposes road safety responsibilities on Project Sponsors to demonstrate that road safety risks have been considered during the design and delivery of the Project. During the initial planning stage, this would comprise the production of a Road Safety Impact Assessment, in line with Annex I of the Directive. Subsequently Road Safety Audits should be undertaken as an integral part of the design in line with the criteria set out in Annex II of the Directive. Annex III of the Directive sets out criteria and requirements for the ranking of high accident concentration sections and network safety ranking during operation. Water Framework This Directive establishes a framework for the protection of inland surface waters, transitional Directive waters, coastal waters and groundwater. Member States shall implement the measures (Directive 2000/60/EC necessary to prevent or limit the input of pollutants into groundwater and to prevent the establishing a Framework deterioration of the status of all bodies of groundwater, subject to the use for the abstraction for Community Action in of water intended for human consumption and those bodies of water intended for such the Field of Water Policy) future use. Member States shall ensure the establishment of programmes for the monitoring of water status in order to establish a coherent and comprehensive overview of water status within each river basin district for groundwater such programmes shall cover monitoring of the chemical and quantitative status. Flood Directive The aim is to reduce and manage the risks that floods pose to human health, the (Directive 2007/60/EC on environment, cultural heritage and economic activity. It requires Member States to first carry the Assessment and out a preliminary assessment by 2011 to identify the river basins and associated coastal areas Management of Flood at risk of flooding. For such zones they would then need to draw up flood risk maps by 2013 Risks) and establish flood risk management plans focused on prevention, protection and preparedness by 2015. The Directive applies to inland waters as well as all coastal waters across the whole territory of the EU. This Directive now requires Member States to assess if all water courses and coast lines are at risk from flooding, to map the flood extent and assets and humans at risk in these areas and to take adequate and coordinated measures to reduce this flood risk. With this Directive also reinforces the rights of the public to access this information and to have a say in the planning process. Waste Framework This Directive sets the basic concepts and definitions related to waste management, such as Directive definitions of waste, recycling, recovery. It explains when waste ceases to be waste and (Directive 2008/98/EC on becomes a secondary raw material (so called end-of-waste criteria), and how to distinguish Waste) between waste and by-products. The Directive lays down some basic waste management principles: it requires that waste be managed without endangering human health and harming the environment, and in particular without risk to water, air, soil, plants or animals, without causing a nuisance through noise or odours, and without adversely affecting the countryside or places of special interest. Waste legislation and policy of the EU Member States shall apply as a priority order the following waste management hierarchy: prevention, preparing for re-use, recycling, recovery, disposal. The Directive introduces the "polluter pays principle" and the "extended producer responsibility". It incorporates provisions on hazardous waste and waste oils and includes sets recycling and recovery targets.

48 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

5 ENVIRONMENTAL BASELINE

5.1 Assumptions and limitations

The current level of preparedness of the project documentation, e.g. the lack of the technical documentation Preliminary and Main Design, may be considered as a limitation factor with regard to some environmental and social aspects (e.g. the position of noise barriers and detailed geotechnical survey), while in general for biodiversity aspect the level of preparedness of the project documentation may be considered as somewhat beneficial since all requirements and mitigation measures of this ESIA and BMP may be included during development of the Preliminary and Main Design. Even though detailed design is not yet completed for this motorway section, the general alignment of the road is known. Study area for baseline surveys was established based on the existing alignment and includes 500 m of buffer zone on each side. Therefore, even if micro alignments are required, they will stay within the study area of 1 km.

Although Consultant experienced several assumptions and limitations during the field work, this has been compensated with data collection from other sources (by engaging and consulting the relevant local biodiversity experts that are/were included in various biodiversity surveys in the project area an wider region of Herzegovina), or additional data collection will be needed during preconstruction phase as given in BMP, as well as mitigation and monitoring requirements suggested in this report. After completion of preconstruction surveys, BMP should be revised to include the needs for potential new findings and agreed with the Bank, to ensure all provisions of EBRD PR 6 are fully implemented.

Table 13: Assumptions and limitations

Issue Brief description Project documentation The lack of Preliminary and Main Design may be considered as a limitation factor with regard to some environmental and social aspect. Access to impassable Some parts of the site (screes and garrigue) were not accessible due to impassable terrain, so terrain and private the survey had to be done by observing the area with binoculars. In some cases, it was not properties possible to access private properties due to fencing, where only a part of the species visible from the local road could be identified. Overall project timeframe The overall project timeframe did not include other seasons of the year for biodiversity research. Consequently, additional biodiversity surveys in spring and early-summer are required as elaborated in Biodiversity Management Plan. Assumptions and Because of the climate of the area, most herbaceous plants were dry and therefore difficult to limitations related to identify. The spring- and early summer-flowering species could not be found on site in this investigation of habitats part of the year, therefore additional biodiversity surveys in spring and early-summer are and flora required as elaborated in Biodiversity Management Plan. Assumptions and The Consultant assumed no assumptions or limitations except the scarce data available for limitations related to the project area. investigation of All groups need different methodologies for field research, as well as designated survey time invertebrates throughout the year during all seasons. Many threatened species are seasonal and can be found only during specific periods of the year. Therefore, additional surveys are suggested for invertebrates during preconstruction phase. The conducted survey enabled data collecting mainly for the species that are active during late summer/early autumn. Assumptions and Due to the absence of permanent aquatic habitats within the area of influence, amphibians limitations related to were not found during surveys. Additional field activities should be conducted when investigation of occasional streams appear in the area of Kutilivac, Kuti and Brasinski potok. herpetofauna The Consultant assumed no assumptions or limitations for reptiles except the scarce data available for the project area. Assumptions and The timeframe of the research, i.e. late summer/early autumn period on the territory of limitations related to Herzegovina is not optimum for ornithological research. Long summers with high daily investigation of temperatures, correlated with periods of drought are an extremely unfavorable period for ornithofauna birds, which after nesting usually move to more optimal habitats with abundance of food,

49 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

while more environmentally tolerant or highly specialized species remain in the area. Additional ornithology surveys will need to take place from March to April to cover early spring migrations with regard to nesting of the Charadriiformes and Anseriformes species. Assumptions and Based on the EUROBATS’s recommendations, monitoring of bats should be undertaken during limitations related to the whole year. Therefore, collected data may be used as a reference to avoid / minimize the investigation of bats future damage to bat at the early stage of project planning, and also as inputs for further bat species monitoring. No capturing of bats by using mist nets has been undertaken; since the administrative permission from the Federal Ministry of Environment and Tourism is needed for these activities. Assumptions and The Consultant assumed no assumptions or limitations except the scarce data available for limitations related to the project area. investigation of large mammals Limitations related to There are no permanent watercourses in the project area. Occasional and short-lasting baseline water quality streams appear during rainy season. monitoring Limitations related to The monitoring station operated by the Cantonal Institute of Public Health is not in function baseline air quality and the latest data are available for the period 2000-2007, while the monitoring station monitoring operated by the University of Mostar never made their data publicly available.

5.2 Flora and fauna

5.2.1 Background information The information on biodiversity of the area has been gathered through both field surveys and an up to date desk study. The following field surveys have been undertaken and findings comprise the following Technical Annexes to the final Environmental and Social Assessment Report:

. Annex A: Habitats, vegetation and invasive plant species . Annex B: Invertebrates69 . Annex C: Vertebrates o Annex C-1: Herpetofauna (amphibians and reptiles) o Annex C-2: Ornithofauna o Annex C-3: Mammals - bats o Annex C-4: Large mammals.

Fish species have not been considered in this project due to the fact the project area does not include permanent surface watercourses, only occasional streams in the area of Kutilivac, Kuti and Brasinski potok.

The stand-alone reports on each category of biodiversity contain survey background, survey methodology, project team, locations of field surveys with regard to the motorway route, review of literature data, maps, photographs and references, whereas for the purpose of this Chapter 5.1, only the most relevant information is provided.

The Critical Habitat Assessment (CH) is given as Annex D: Critical Habitat Assessment and the Chapter 5.2.4.1 contains the main conclusions of the CHA report.

5.2.2 Habitats During the field survey conducted as part of this assignment, no sensitive or Annex I habits from Habitat Directive or *priority habitats from Habitat Directive were found.

Based on available literature data, no previous studies have been done with regard to habitats of the project area. According to the results of the Support to implementation of the Birds and Habitats directives in Bosnia

69Only of conservation concern

50 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment and Herzegovina project, done by Prospect Consulting Services for EU Delegation to Bosnia and Herzegovina (Federal Ministry of Environment and Tourism, October, 2012-2014), the following habitat types may be found in this area:

. 62A0 Eastern sub-mediteranean dry grasslands (Scorzoneratalia villosae) . 8140 Eastern Mediterranean screes . 8210 Calcareous rocky slopes with chasmophytic vegetation . 8310 Caves not open to the public.

Of these, only dry grasslands, calcareous rocky slopes with chasmophytic vegetation and screes were observed, however without diagnostic species. It is necessary to undertake additional surveys of these areas during late spring, when most diagnostic species can be found in optimal development stage.

The vegetation surveys were undertaken on 27 sample points (Figure 15). For each sample point, GPS coordinates were recorded by GPS coordinates (version 4.52) mobile application, where present plant species and the type of vegetation were identified. The species were identified in the field, or, if that was not possible, specimens were collected and/or photographed in detail, to be identified later using the relevant botanical literature listed in Annex A.

The aerial imagery (ESRI DigitalGlobe) was used for development of basic maps showing polygons of different habitat types. This was then taken into the field for ground truthing. Following the field surveys, the habitat maps were refined, based on the information gathered at the sample points, and other general visual observations. EUNIS system was used for habitat mapping. GIS computer programme has been used for digitalisation of identified habitats of the project footprint zone and the buffer of 1000 m of area of influence (500 m each side). The 500 m buffer zone at each side of the road route has been confirmed as sufficient with regard to the habitats that could be under impact of planned works on flora and vegetation, as most natural habitats are already degraded.

51 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 15: Map of surveyed sample points

Natural vegetation of the surveyed area consists of mixed deciduous and coniferous woodland of hop hornbeam, manna ash and black pine, and deciduous downy oak and oriental hornbeam woodland, developed under arid climate with dry summers. In most part of the area, the forest vegetation is degraded, so that terrain is covered with garrigue and dry rocky grasslands, developed under local climatic conditions and anthropogenic influence. The hills in the surveyed area are mostly covered in different brushwood formations of Paliurus spina-christi and Punica granatum with Juniperus oxycedrus, typical for rocky terrains of the Sub- Mediterranean region. The steeper slopes of the hills in the surveyed area are characterized by bare rocks and screes with very sparse or no vegetative cover. The unmanaged parts of the grasslands and areas along the roadsides are overgrown with ruderal vegetation, mostly xerophytes and thermophile species.

The habitat types identified in line with EUNIS classification of habitats during the survey are listed in Table 14.

Table 14: Habitat types identified in the surveyed area

EUNIS code Description E1 Dry grasslands E1.6 Subnitrophilous annual grassland F6.37 Illyrian [Paliurus spina-christi] garrigues FB 4.2 Intensive vineyards G1.7 Thermophilous deciduous woodland G4 Mixed deciduous and coniferous woodland H2 Screes J1.2 Residential buildings of villages and urban peripheries J1.4 Urban and suburban industrial and commercial sites still in active use J2 Low density buildings J2.3 Rural industrial and commercial sites still in active use J3.2 Active opencast mineral extraction sites, including quarries

52 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

EUNIS code Description J3.3 Recently abandoned above-ground spaces of extractive industrial sites J4.2 Road networks J4.3 Rail networks J4.4 Airport runways and aprons J4.7 Constructed parts of cemeteries J6.2 Household waste and landfill sites X07 Intensively-farmed crops interspersed with strips of semi-natural vegetation

The spatial distribution of habitats is presented on maps below (Figure 16, Figure 17).

Figure 16: Map of EUNIS habitat types in the surveyed area

53 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 17: The map of EUNIS habitat types in the project footprint zone

As given in Table 15, the project footprint zone covers the area of 78.75 ha, most of which (20.08ha) is under EUNIS habitat type F6.37 (Illyrian [Paliurus spina-christi] garrigues), followed by H2 (Screes) - 12.56ha and X07 (Intensively-farmed crops interspersed with strips of semi-natural vegetation) - 12.19 ha. The construction of the motorway will also directly affect 9.61ha of Mixed deciduous and coniferous woodland (G4) and 7.85 ha of Thermophilous deciduous woodland (G1.7), which are the most valuable and best-preserved vegetation types in the area. An additional area of 1,690.45 ha will be indirectly affected, and possibly prone to the invasion of alien plant species as a consequence of the disturbance caused by construction works and later use of the motorway.

Table 15: Area under specific habitat types directly and indirectly affected by the project

EUNIS code Direct Indirect Total E1 1.88 9.84 11.72 E1.6 3.18 35.44 37.32 F6.37 20.08 416.55 419.73 FB 4.2 2.86 82.21 102.29 G1.7 7.85 165.29 173.14 G4 9.61 147.86 157.47 H2 12.56 251.81 264.37 J1.2 1.80 248.75 250.56 J1.4 0.00 8.53 8.53 J2 1.01 35.17 36.18 J2.3 0.00 12.80 12.80 J3.2 0.44 6.06 6.50 J3.3 3.28 13.24 16.52

54 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

EUNIS code Direct Indirect Total J4.2 1.76 9.11 10.87 J4.3 0.00 2.81 2.81 J4.4 0.00 5.87 5.87 J4.7 0.00 3.23 3.23 J6.2 0.25 8.87 9.12 X07 12.19 227.01 239.20 TOTAL 78.75 1,690.45 1,768.22

One potential construction waste landfill will directly affect an additional 29.7 ha (Table 16). The potential landfill site, located near Neretva River, is now completely covered with EUNIS J3.3 habitat type (Recently abandoned above-ground spaces of extractive industrial sites).

Table 16: Area under specific habitat types directly affected by the project - potential landfill site 1

EUNIS code Direct J3.3 29.7 TOTAL 29.7

5.2.3 Flora During the survey, a total of 244 plant species were recorded. The results of the flora survey, with list of species registered at every observation point are given in the Annex A per sample points. Due to the fact that the floristically richest habitats were almost completely dry (dry grasslands, garrigues and screes), it is likely that the number of the plant species present in this area is higher. It is therefore necessary to undertake additional surveys in spring season of upcoming years. It must be planned by the Client and done in the year of planned construction but prior to any work on-site as described in BMP.

The mixed deciduous and coniferous woodland (G4) (Figure 18) is present in the northern part of the surveyed area, between the villages Kutilivac and Vrapcici, on higher elevations and steep slopes. The woodland is dominated by European hop-hornbeam (Ostrya carpinifolia), manna ash (Fraxinus ornus), downy oak (Quercus pubescens) and black pine (Pinus nigra), with dog rose (Rosa canina), prickly juniper (Juniperus oxycedrus), European cornel (Cornus mas), smoke tree (Cotinus coggygria) and waited spindle-tree (Euonymus verrucosus) in the shrub layer and autumn moor grass (Sesleria autumnalis), false-brome (Brachypodium sylvaticum), wood spurge (Euphorbia amygdaloides) and wild asparagus (Asparagus acutifolius) in the understory.

Figure 18: Mixed deciduous and coniferous woodland in Suhi do

55 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

The thermophilous deciduous woodland (G1.7) (Figure 19) is dominated by Oriental hornbeam (Carpinus orientalis), manna ash (Fraxinus ornus), downy oak (Quercus pubescens) and Montpellier maple (Acer monspessulanum), with Jerusalem thorn (Paliurus spina-christi), smoke tree (Cotinus coggygria), prickly juniper (Juniperus oxycedrus), hawthorn (Crataegus monogyna) and elmleaf blackberry (Rubus ulmifolius) in shrub layer and black bindweed (Dioscorea communis), wild asparagus (Asparagus acutifolius), wall germander (Teucrium chamaedrys), autumn moor grass (Sesleriaautumnalis) and butcher's-broom (Ruscus aculeatus) in the understory.

Figure 19: Thermophilous deciduous woodland typical for the surveyed area

The higher elevations of rocky hills with shallow and sparse soil are covered in garrigues (F6.37) (Figure 20) of Jerusalem thorn (Paliurus spina-christi), with Mediterranean cypress (Cupressus sempervirens) and pomegranate (Punica granatum). The garrigue covers large areas in the surveyed area and in mosaic-like formations with dry rocky grasslands and screes, with sparse herbaceous heliophile plant species: common sage (Salvia officinalis), tunic flower (Petrorhagiasaxifraga), hairy melic (Melicaciliata) and several stonecrop species (Sedum spp.).

Figure 20: Garrigue in the higher elevations of hills in the surveyed area

The degradation of garrigues led to the development of dry grasslands (E1) (Figure 21). Most plants were dried and almost impossible to determine during the survey period, but the presence of yellow bluestem (Dichanthiumischaemum) mosquito grass (Dasypyrumvillosum), love-in-a-mist (Nigella damascena), three-awn

56 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment goat grass (Aegilops neglecta), felty germander (Teucrium polium), erect brome (Bromus erectus), hairy melic (Melicaciliata), European stonecrop (Sedum ochroleucum) tunic flower (Petrorhagiasaxifraga), amethyst eryngo (Eryngium amethystinum) and hair grass (Koeleria splendens) was confirmed.

Both types of woodlands, garrigue and grasslands are also present in the habitat type X07 (intensively-farmed crops interspersed with strips of semi-natural vegetation), mostly in combination with planted grape vine (Vitis vinifera), lavender (Lavandula angustifolia), pomegranate (Punica granatum), cherry (Prunus avium), and peach (Prunus persica).

Figure 21: Dry grasslands in the surveyed area

The subnitrophilous annual grassland (E1.6) developed around the runway of the Mostar International Airport (J4.4) that could not be surveyed in detail because of restricted access, is dominated by common wild oat (Avenafatua), three-awn goat grass (Aegilops neglecta), white laceflower (Orlaya grandiflora), barren brome (Bromus sterilis), small burnet (Sanguisorba minor), Scutch grass (Cynodondactylon), felty germander (Teucrium polium) and star clover (Trifolium stellatum). Similar composition was observed around the constructed parts of cemeteries (J4.7). The access to the extractive industrial sites (J3) was restricted, but it was observed that nitrophiolus dry vegetation was developed there.

Screes (H2) are developed in the higher zones of the hills, on warm sunny rocks above the garrigues (Figure 22). They are characterized by mobile substrate and bare rocks, with very sparse vegetation, mostly chasmophytes that colonise the cracks and fissures of rocks. Most of these plants were already in the dormant phase when the survey was undertaken due to the hot climate of Mostar area.

57 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 22: Screes in the surveyed area

Nitrophilous vegetation (Figure 23) associated with frequent disturbance was observed around the urban and suburban industrial and commercial sites still in active use (J1.4), rural industrial and commercial sites still in active use (J2.3), active opencast mineral extraction sites (J3.2), recently abandoned above-ground spaces of extractive industrial sites (J3.3), low density buildings (J2), residential buildings of villages and urban peripheries (J1.2), household waste and landfill sites (J6.2), road (J4.2) and rail networks (J4.3) and it’s dominated by wormwood - (Artemisia absinthium), rat's-tail fescue (Vulpiaciliata) black nightshade (Solanum nigrum), prickly lettuce - (Lactucaserriola), yellow bristle-grass (Setaria pumila), Barnyard grass (Echinochloa crus-galli), fat hen (Chenopodium album), creeping cinquefoil (Potentilla reptans) with a number of alien invasive plants: tree of heaven (Ailanthus altissima), paper mulberry (Broussonetiapapyrifera), canadian horseweed (Conyza canadensis), common ragweed (Ambrosia artemisiifolia), Johnson grass (Sorghum halepense) and Indian goosegrass (Eleusine indica).

Figure 23: Ruderal communities developed in the surveyed area

The vineyards (FB 4.2) are intensively managed and have almost no natural vegetation preserved in the understory (Figure 24).

58 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 24: Intensive vineyards

The Environmental impact study for the Corridor Vc motorway Mostar North – South border (Civil engineering institute of Croatia, 2006) mentions the possible presence of Balkan subendemic species Sedum orientale in Neretva river canyon, endangered Dianthus liburnicus (in karst forests), D. sanguineus (dry meadows and rocky pastures), Silene reichenbachii (karst rocks and rocky pastures), Helleborus hercegovinus (karst areas of the Mediterranean), Cardamine maritima (rock cracks in degraded forests and shrubs of the Oriental Oak), Matthiolafruticulosa (rocks of the Neretva Valley), Rhamnus orbiculatus (dry meadows and rocky pastures of the Mediterranean), Astragalus illyricus (dry meadows, rocky pastures), Genista dalmatica (limestone and dolomite rocks and pastures), Seseli globiferum (rock cracks), Portenschlagiella ramosissima (limestone rock cracks), Moltkia petraea (limestone rock cracks), Onosma stellulata (rock cracks and rocks), Teucrium arduinii (rock cracks), Micromeriacroatica (bottom of canyons and rocks), Prospero elisae (dry meadows), Hyacinthella dalmatica (rocky parts), Galanthus nivalis (along the Neretva River in the Oriental Oak zone), Gladiolus illyricus (rocky pastures), Orchis tridentata (limestone rock parts along the forest edges), and Anacamptys pyramidalis (pastures, light forests, shrubs), Anthericum liliago subsp. balcanicum (rock and limestone in the Mid Neretva River course canyons), Centaurea pannonica subsp. substitute Neretva River valley and karst Herzegovina fields), Ceterachja vorkeanum (sunny canyon rocks), Cymbalaria pallida (warm and shady canyon rocks along the Mid Neretva River course), Dryopteris submontana (sub Mediterranean water sources of the Herzegovina canyons along the Neretva River). Most of these species cannot be found late in the vegetative season, because of dormancy period imposed by high summer temperatures.

According to the Study on Environmental Impact Assessment for Motorway LOT 5, 6: Section Mostar North - Mostar South – Pocitelj developed by Centre for economic, technological and environmental development – CETEOR d.o.o. Sarajevo (2017), the rare and endemic species in the area of Mostar include Seseli hercegovinum (in rock crevices and on the rocks on Prenj, Cvrsnica, around Neretva and mouth of Diva Grabovica), Moltkea petraea (in rock crevices on Prenj and Cvrsnica in the Neretva canyon and Diva Grabovica). Campanula herzegovina (Prenj, Cvrsnica, Cabulja), Edraianthus hercegovinus (Cvrsnica), Sibireacroatica (Prenj and Cvrsnica), Leontopodium alpinum (Prenj and Cvrsnica), Alyssum moellendorfianum(slopes of Prenj), Minuartia handelii (Cvrsnica), Dianthus freynii (Prenj, Cvrsnica), Oxytropis prenja (Prenj, Cvrsnica, Vran). The mentioned species cannot be completely scoped out from the project area.

The most detailed work on the flora of the surveyed area, but focused on the urban flora, was done by Maslo (2014). That survey included railway station and private gardens, where numerous ornamental and short-life adventive species were present, and listed a total of 965 taxa (species and subspecies), including 27 endemic taxa, none of which were found during this survey.

59 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

However, since the survey was undertaken in summer aspect, and considering the fact that three endemic species (Edraianthus tenuifolius and Tanacetum cinerariifolium) were found during the field surveys for the adjacent Sub-Section Mostar South Interchange to Tunnel Kvanj of Corridor Vc, it is very likely that these species are present in the surveyed area as well, but they have entered the period of dormancy or could not be positively identified due to lack of certain organs needed for identification. Therefore, the Client must perform additional field survey to cover early spring and early summer seasons, preferably in April and May, which will be focused on the habitat types where the presence of endemic, rare and endangered plant species is expected (forests, dry grasslands, and screes). This research must be done in the year when construction is planned but before construction starts. The results of the survey will be used in the development of Main design to ensure no significant impacts to these species.

During the survey, Ruscus aculeatus (VU) according to the Red List of Flora in FBiH (Published in Official Gazette FBiH, No. 7/14), was found in the understory of thermophilous oriental hornbeam and manna ash woodland, where it was very numerous and well-developed (Figures 25). This species is also listed on Annex V of the Habitats Directive (Council Directive 92/43/EEC on the Conservation of natural habitats and of wild fauna and flora), as the species whose taking from the wild can be restricted by European law.

According to the Environmental impact study for the Corridor Vc motorway Mostar North – South border (2006), the sensitive species Celtis tournefortii, Cyclamen neapolitanum, Cyclamen repandum, Acanthus spinossisimus, Galanthus nivalis, Orchis simia and Orchis spitzelii can be found in the area of proposed motorway route. Maslo (2014) mentions the presence of endangered species Thymus striatus, Stenbergia lutea, Spiranthes spiralis, Salvia bertolonii, Scutellaria orientalis subsp. pinnatifida, Onosma visianii, Opopana x chironium, Orchis purpurea, Origanum heracleoticum, Micromeria thymifolia, Linaria pelisseriana, Limodorum abortivum, Gladiolus illyricus, Centaurea fritschii, Erythronium dens-canis, Ephedra major subsp. major, Cyclamen hederifolium, Clypeola jonthlaspi, Dianthus sylvestris. subsp. tergestinus, Cynoglossum columnae, Dittrichia graveolens, D. viscosa, Cephalanthera longifolia, C. rubra, Asphodelus fistulosus, Aristolochia rotunda, Acanthus spinosissimus, Alkanna tinctoria, Cardamine graeca, Galanthus nivalis, Hermodactylus tuberosus, Legousia hybrid and Verbascum orientale, and endemic Edraianthus tenuifolius, Tanacetum cinerarifolium, Petteria ramentacea (which were confirmed in the area during the flora survey of the Sub- Section Mostar South Interchange to Tunnel Kvanj of Corridor Vc), but also Teucrium arduini, Peltaria alliacea, Rhamnus intermedius, Onosma echioides, O. stellulata, Micromeria croatica, M. kerneri, Moltkia petraea, Anthyllis vulneraria subsp. praepropera, Erysimum linariifolium, Arum nigrum, Genista sylvestris subsp. dalmatica, Cerastium grandiflorum, Chaerophyllum coloratum, Cerinthe minor subsp. auriculata, Centaurea glaberrima subsp. divergens, Centaurea rupestris subsp. ceratophylla, Asperula scutellaris, Astragalus monspessulanus subsp. illyricus, Cardamine maritima, Melampyrum fimbriatum, Trifolium dalmaticum, Carduus micropterus and Linaria microsepala.

The same author (Maslo, 2014) mentions Stolac Hill as the last known locality of Scutellaria orientalis subsp. pinnatifida. Stolac Hill is within the project area but Tunnel T4 is planned through the hill. This solution will avoid the impact on the habitat of this species and should remain unchanged in Preliminary and, later, Main Design. Mitigation measures should be implemented as elaborated in BMP Section 5.2 and 5.3 under Habitats, flora and vegetation, in order to preserve the habitat of this species.

60 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figures 25: Butcher's-broom (Ruscus aculeatus) in thermophilous deciduous woodland in the surveyed area

Invasive species have been observed at many locations of the project footprint area and surrounding potential area of influence. During the survey, the following invasive plant species (according to Maslo, 2016) were found:

. Ailanthus altissima (Tree of heaven) . Robinia pseudoacacia (Black locust) . Broussonetia papyrifera (Paper mulberry) . Ambrosia artemisiifolia (Common ragweed) . Conyza canadensis (Canadian horseweed) . Erigeron annuus (Annual fleabane) . Sorghum halepense (Johnson grass) . Veronica persica (Persian speedwell) . Xanthium spinosum (Spiny cocklebur) . Abutilon theophrasti (Velvetleaf) . Amaranthus retroflexus (Redroot pigweed) . Datura stramonium (Jimsonweed) . Euphorbia prostrata (Prostrate spurge) . Eleusine indica (Indian goosegrass).

The above listed species were mostly observed on waste and other disturbed sites, along roadsides, where they form relatively large stands. Ailanthus altissima was recorded to be most frequent invasive species and observed at neglected dry grasslands, along the existing local roads edges of degraded natural forest (Figure 26).

61 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 26: Ailanthus altissima (Tree of heaven) and Broussonetia papyrifera (Paper mulberry)

5.2.4 Fauna 5.2.4.1 Invertebrates The field study of the project footprint area from the Mostar North interchange to Mostar South interchange, as well as project area of influence was carried out during four field visits: 1) 1-2 September 2020, 2) 13-14 September 2020, 3) 21-22 September 2020, 4) 5-6 October 2020, covering morning, mid-day and evening hours.

The survey was conducted at eight survey locations along the motorway section (Table 17 and Figure 27). At each location a 500-1.500 m long transects were undertaken. For some species, the material was sampled for identification in the laboratory. Due the fact some parts of the terrain were inaccessible, thorough research of the whole area could not be undertaken. The project area of influence corresponds to the buffer of 500 m on each side of the motorway and is considered as sufficient for invertebrate fauna.

Table 17: List of survey locations with coordinates and habitat information

No. Coordinates Location name Habitat type 1. 43.39199 17.90376 L1_ Interchange_north Residential buildings of villages and urban peripheries with hedgerow, maquis shrubland 2. 43.38049 17.90183 L1_scree Oak forests with macchia, scree, maquis shrubland 3. 43.38068 17.88747 L2_tunnel_T1 Oak stump forests 4. 43.37437 17.86261 L3_viaducts rocky meadows and screes 5. 43.36307 17.85117 L4_viaduct _M2 Cliffs and forests of pine and oak 6. 43.35193 17.82615 L5_tunnel_T4 Thermophilic meadows and garrigue 7. 43.32564 17.82996 L6_viaduct _M6 Maquis shrubland 8. 43.31651 17.84213 L7_tunnel _T6 Maquis shrubland

62 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 27: Distribution of survey locations along the motorway route

In total, the data on the presence of five species of national and/or international conservation concern in the project area were gathered during desk survey, three of which were found during the field survey (Lucanus cervus, Euplagia quadripunctaria and Hipparchia statilinus). In addition, suitable habitats for 2 other species (Cerambyx cerdo and Zerynthia polyxena) that have some level of national and/or international protection were also found. This number is probably higher, but the survey needs to include additional seasons, spring and early summer, to confirm this. The surveys will be organized by the Client in the mentioned seasons in the year of construction but before any construction commences. The results of the additional surveys will be used in the development of Main design to ensure no significant impacts to these species.

Among the species found, Lucanus cervus and Euplagia quadripunctaria are the species of the Annex II of the Habitats Directive. The loss, devastation and reduction of habitat caused by the removal of natural vegetation and the excavation of alignment, cuts and tunnels, and the disposal of excess excavated material in the area of the planned motorway route is considered to be as potential impact on the invertebrate fauna of the area.

Valuable habitats with regard to invertebrates include woodlands and single veteran trees, the habitat mainly present at L1 and its vicinity. These habitats are particularly important for saproxylic species, e.g. saproxylic beetles Lucanus cervus or Cerambyx cerdo that inhabit the wider area. The presence of L. cervus was also confirmed during this survey at L1 (Figure 28, Figure 29).

63 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 28: L1_petlja Residential buildings of villages and Figure 29: L1_tocilo Oak forests and macchia urban peripheries with hedgerow

5.2.4.2 Herpetofauna Field survey of the area from the Mostar North interchange to Mostar South interchange has been undertaken during four field visits: 1) 1-2 September 2020, 2) 13-14 September 2020, 3) 21-22 September 2020, 4) 5-6 October 2020. The survey was conducted at eight points along the section of the corridor route Vc (Figure 34). At each sampling point, a 500-1.500 meter transect perpendicular to the corridor line was made and representatives of amphibian and reptile fauna were actively searched in transect 2.5 meters wide on each side. The coordinates, location name, general observations (e.g. habitat type or state) are listed in Table 18.

Table 18: The coordinates, location name, general observations regarding sampling points along the Vc corridor

Coordinates Sampling point name General observations regarding sampling points Lon. Lat. 17.90376 43.39199 L1_petlja (interchange) Residential buildings of villages and urban peripheries with hedgerow 17.90183 43.38049 L1_tocilo (scree) Oak forests with macchia 17.88747 43.38068 L2_tunel_T1 (tunnel t1) Oak stump forests 17.86261 43.37437 L3_vijadukti (viaducts) Sipar 17.85117 43.36307 L4_vijaduktM2 (viaduct M2) Cliffs and forests of pine and oak 17.82615 43.35193 L5_tunel_T4 (tunnel T4) Thermophilic meadows and garrigue 17.82996 43.32564 L6_vijadukt_M6 (viaduct M6) Macchia 17.84213 43.31651 L7_tunel _T6 (tunnel M6) Macchia 17.84695 43.30592 L8_cvoriste_Jug (interchange south) Residential buildings of villages and urban peripheries

During the field survey, the presence of amphibians could not be confirmed at the project site, or permanent aquatic habitats within the area of influence. Their presence is expected when occasional watercourses appear in spring. Therefore, additional herpetofauna research is required of JPAC as stated in mitigation measures in BMP Section 5. The results of the survey will be used in the development of Main design to ensure the avoidance of adverse impacts on these species.

Regarding the reptiles, the field observation confirmed that the area of the planned motorway includes rocky habitats with vegetation of garrigue that are suitable for the following reptiles: viper (Vipera amodytes), Balkan Whip Snake (Hierophis gemonensis) and lizards, of which the sharp-headed lizard (Dalmatolacerta oxycephala), the Dalmatian wall lizard (Podarcis melisellensis) are endemic to the Western Balkans, as well as the Hermanns Tortoise (Testudo hermanii).

The presence of Platyceps najadum, Algyroides nigropunctatus, Malpolon insignitus, Lacerta viridis, Podarcis muralis and Natrix tessellata along the motorway route is expected, but so far these species have not been found through field survey conducted as part of this Project. The habitats of the aforementioned reptile species are widely represented along the investigated route. The mentioned species are not steno-endemic, so that the eventual loss of individuals is compensable by the subsequent colonization.

64 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

The species of amphibians and reptiles identified in the field and mentioned in literature for the territory of Bosnia and Herzegovina are not on the European IUCN red list of critically endangered, endangered and vulnerable species for the EU. Six strictly protected species of reptiles from the Habitat Directive listed in Annex IV were recorded on the Project site (Testudo hermannim Pseudopus apodus, Lacerta trilineata, Podarcis melisellensism Dalmatolacerta oxycephala, Vipera ammodytes). Some of these species are shown in Figure 30, Figure 31, Figure 32 and Figure 33 below. In addition to these findings, sixteen species of amphibians and reptiles that are listed in Annexes II and IV of the Habitat Directive have been recorded in previous study, as shown in Annex C-1: Amphibians and reptiles. This study did not offer precise geolocation data and lists these species as present in Mostar area.

For the species on Annexes of Habitats Directive, mitigation measures are presented in BMP. Species such as the Hermann’s Tortoise, Sharp-snouted Rock Lizard, Balkan Whip Snake are range restricted to Balkan Peninsula or Dinaric Alps. Population sizes for total distribution of these species are not estimated; however, the EAAA within the Project area estimated by the herpetology expert does not support a globally significant percentage of the population.

All species of reptiles found in the field survey or identified in previous studies are fast moving organisms (able to run away from danger), except The Hermann’s Tortoise which is the common species in the wider area of the planned project.

Figure 30: Dalmatolacerta oxycephala Figure 31: Lacerta trilineata

Figure 32: Podarcis melliselensis Figure 33: Testudo hermanni

5.2.4.3 Ornithofauna Bird research was carried out on 14 segments along the future motorway route (Table 19 and Figure 34), as well as in the narrower zone of impact on birds, which, depending on habitat conditions, ranges from 20-600

65 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment m from the route. The ornithofauna field survey has been undertaken by the transect method over the project footprint area and surrounding area considered as preliminary buffer, as well as counting birds on the surface from the census point (Gregory et al., 2004). In addition to field survey, desk survey was done to complete the report.

Table 19: Observed locations with coordinates

Motorway section No. Location (m) Latitude Longitude 1. Access road to M17 0 43°23'12.72"N 17°52'42.25"E 2. Interchange “Mostar North” 500 43°23'12.51"N 17°53'39.99"E 3. Budevci 1900 43°23'4.70"N 17°52'44.78"E 4. Vrapcici 1 2500 43°22'46.11"N 17°52'33.84"E 5. Vrapcici 2 3100 43°22'38.32"N 17°52'16.98"E 6. Jamni Do 1 4400 43°22'5.35"N 17°51'39.84"E 7. Jamni Do 2 4800 43°21'59.88"N 17°51'23.48"E 8. Suhi Do 5300 43°21'47.87"N 17°51'4.11"E 9. Tunel T4-Tunel T5 9100 43°20'21.58"N 17°49'32.51"E 10. Bridge M3 9800 43°19'58.70"N 17°49'41.19"E 11. Bridge M4 10300 43°19'42.14"N 17°49'52.30"E 12. Bridge M5 10800 43°19'32.01"N 17°49'59.51"E 13. Bridge M6 11300 43°19'17.87"N 17°50'16.60"E 14. Donje Opine 11500 43°19'11.83"N 17°50'20.27"E

66 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 34: Spatial distribution of surveyed locations along the motorway route and project area of influence

A total of 140 data on the ornithofauna of the given area were collected, with 2269 recorded individuals within 38 bird species. Habitats along the future motorway on the route from Kutilivac to Vrapcici were formed under the significant influence of anthropogenic factors. The rest of the section up to Gnojnice consists of steep, rocky habitats with scattered trees and bushes. Although the research covers late summer/early autumn aspect, based on the insight into the habitat conditions, it can be concluded that the given area is characterized by a relatively small diversity of bird species. Ornithological surveys from March to April covering early spring migrations with regard to Charadriiformes and Anseriformes species and nesting status for Passeriformes, Accipitriformes and Falconiformes is elaborated in BMP Table 4. These surveys will need to be completed in the year of but prior to construction. The results of the survey will be used in the development of Main design to ensure impacts on these species are avoided.

Species that are highly specialized for dry, rocky habitats or for xerophilous woody and shrubby vegetation nest in the given area. The data on the impact on birds from the previously conducted study (2006) were not defined on the basis of real habitat conditions and as such can be considered as irrelevant, and will not be the subject of this analysis. There are no published data on birds of the project area, while on the other hand other publicized data for the surrounding areas can be scoped out since the habitats from the previous researches do not match the project area. Therefore, the data on birds collected as part of this assignment represent the only data on the project area.

According to the IUCN Red List, all registered species have LC status. According to the Red List of Fauna of FBiH, two species have the status of vulnerable species (Eurasian Eagle-Owl and Red-Rumped Swallow), meaning the construction of the motorway will not have a significant negative impact on the state of species populations at the national level. Two species of conservation interest are listed in Annex I of the Birds Directive (Eurasian Eagle-Owl and Red-backed Shrike).

Two Eurasian Eagle-Owl territories have been registered in the buffer zone, at 20 and 500 m from the route (Figure 35). At the site Suhi Do (5+300+000 m), one individual of the Eurasian Eagle-Owl was heard during the night surveys for several times before going for night hunting. During the period of the research, the nest of this species has not been found. However, the habitat conditions for nesting of the Eurasian Eagle-Owl are optimal at the locality Suhi Do. In addition, it is known that this species protects the territory throughout the year, so it can be assumed that the species will nest at this site in the future period as well. The species has a

67 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment teritory of 2km2. The potential location of nesting is 500 m away from the motorway route in the project zone of influence. The second specimen was found 20 m away northwest from the motorway route near chainage 9+000+000, first based on the traces of faeces prior to nest finding. This nesting pair will need to be protected during construction works. In general, it is estimated that 200-400 Eurasian Eagle-Owl pairs nest in Bosnia and Herzegovina, two thirds (66%) of which are located in the rocky habitats of Herzegovina.

Figure 35: Territory of Eurasian Eagle-Owl (Bubo bubo)

This species will require specific protective measures as described in BMP Section 5.2, 5.3 and 5.4. Protective panels shall be placed along the road near both nesting sites (Figure 36 and access roads or construction waste disposal are not allowed near nesting site of the second breeding pair of Eurasian Eagle-Owl as shown in Figure 37.

68 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 36: Nesting site of Bubo bubo in Suhi Do

Figure 37: Spatial distribution of suitable nesting area of Eurasian Eagle-Owl (Bubo bubo) to be avoided during construction activities

Of the species from Annex I of the European Birds Directive, 6 units of Red-backed Shrike (Lanius collurio) were found in 5 segments, however, this species is common in the inland of the country, which is why the construction of the motorway will not have negative impact on its nesting population. Preliminary estimates indicate 45,000–90,000 breeding pairs. In addition to the listed species, Western Rock Nuthatch (Sitta neumayer) also stands out for its protection. The species has been recorded at two localities within the project area. According to the Red List of FBiH, this species has the Data Deficient (DD) status. Recent ornithological

69 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment researches shows that this species has a narrow distribution in Bosnia and Herzegovina, limited to the Mediterranean part of Herzegovina. It is closely related to rocky areas with scattered trees and shrubs and its population is stable.

The other typical species of the rocky habitats with scattered trees and shrubs is the Black-eared Wheatear (Oenanthe hispanica). This species is also limited exclusively to the Mediterranean part of Herzegovina with a nesting area up to 600 m above sea level. The population of BiH is stable and consists of 2000-3000 pairs (European Red List of Birds (ERLoB) Data Input Spreadsheet. Art. 12 Report format for the period 2013-2018). Despite of the suitable habitat conditions only a small number of individuals of the Black-eared Wheatear was registered during the research within this project, which is due to unfavorable meteorological conditions, as well as the unfavorable period of the year, when the breedinig season is finished and individuals of this species are already in dispersion or migration.

Cirl Bunting (Emberiza cirlus) and Subalpine Warbler (Sylvia cantillans) also nest on the motorway route, however, these species are common in the whole region of Herzegovina. Other registered species are closely related to settlements located in the impact zone of the motorway. These other species are common throughout the country or in a given region, so the motorway will not have a major negative impact on their populations.

5.2.4.4 Bats Desk survey of bats was undertaken along with field surveys. Important observation is that estimated conservation status for BiH bat population is questionable due to very low local knowledge of bat population, distribution and trends. Data on local migration routes are almost completely absent. Based on the scarce literature data, in the wider area including Velez Mountain, so far 19 species were recorded which belong to the 11 genera known in BiH. Other species may be also present in the region.

On-site monitoring of bats by ultrasound detectors has been performed.

Total recording time per point was approximately 20 minutes. In total, 2h 30min of material was recorded per day. Sites were selected based on the following criteria:

. at least 1 site in area of settlement, . at least 1 natural area on hilly landscape, . at least 1 site on the occasional creek, . at least 2 sites near artificial structures (buildings and industrial zones), . at least 2 sites at mixed mid-sized tree and agricultural habitats.

In total 7 sites were chosen (Table 20) encompassing the motorway route and buffer zone (1.000 meters) from the motorway on both sides).

Table 20: Coordinates and short description of bat-detector monitoring point

Location N E Description T1 43°18'21.87" 17°50'48.66" This point was situated in Opine settlement, on local road, near the planned motorway section. The point is relevant since it is close to the settlement, orchards and frequent local road. T2 43°20'48.86" 17°49'35.27" This point was situated on the hill of Podvelezje plateau near the local road. The point is relevant since if covers natural mixed bushy and rudimental vegetation of Podvelezje area. T3 43°21'59.28" 17°50'56.65" Outskirts of the Vrapcici settlement near the occasional creek Suhi Do (dry during the survey). Primary vegetation in the area is represented with the mid-sized trees.

70 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Location N E Description T4 43°22'28.84" 17°51'43.15" Outskirt of the Vrapcici industrial zone in the mixed agricultural areas and mid-sized tree vegetation. T5 43°23'3.64" 17°52'48.28" Agricultural - tree mixed habitats in Kutilivac area. T6 43°23'19.37" 17°52'55.04" Frequent local road, near municipal landfill site “Uborak”. T7 43°23'22.46" 17°53'53.38" Agricultural area in Kutilivac area (orchards).

Based on the surveyor's previous experience, already known and potential roost sites have been investigated in order to assess their importance. Field inspection was aimed to record the presence of bats or other traces such as bat's guano or bones, to estimate the presence of species and the type of the use of the site (e.g. hibernation, maternity etc.). These activities have been performed by visual identification supported by photographic documentation.

According to field investigation, there are no speleological objects in the range of 1 km from both sides of the planned motorway70. Abandoned houses are rare in the area and can provide a shelter for the bats, but inspection of few abandon houses showed no active resting or roosting places of bat species. The only known potential roost sites are situated at Podvelezje. This area of Podvelezje has not been inspected for roosts considering the distance from the planned motorway as well as higher altitudes (e.g. 700 m.a.s.l and approx. 400 m higher in elevation compared to the project area). Based on the literature, the closest known speleological objects with regard to the project area (Mulaomerovic et al. 2006) are (Figure 38):

. Svabinja cave – approx. 1.3 km east of the planned motorway, . Krasnica cave – approx. 2.9 km east-southeast of the planned motorway, . Krmljesina cave – approx. 3.5 km east-southeast of the planned motorway, 71 . Jama na Vlakama – approx. 6 km east of the planned motorway .

So far two maternity colonies were discovered on Podvelezje plateau (Mulaomerovic et al. 2006), both being outside ofthe project area of influence:

. Jama na Vlakama – maternity colony of Myotis blythii Tomes, 1.857 species and . Prosjecenica cave – maternity colony of Rhinolophus blasii Peters, 1.866 species.

Prosjecenica cave is relatively away from the planned motorway route (approx. 9 km south – east from the T1 point). Jama na Vlakama sinkhole is located at approx. 6 km south east) and around 650 individuals of Myotis blythii oxygnathus (Rnjak et al. 2017) species were registered inside the sinkhole. However, during this recording species Myotis blythii oxygnathus was not recorded at any of the seven points while species Rhinolophus blasii was recorded at several points along the planned motorway.

70 Based on the coordinates of the speleological objects in Mulaomerovic et al. 2006 and distances taken from the Google Earth computer programme 71 Based on the coordinates of the speleological objects in Mulaomerovic et al. 2006 and distances taken from the Google Earth computer programme

71 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 38: Spatial distribution of nearest speleological objects with regard to the motorway72

Motorway does not cross any rivers or creeks, which is important due to a fact that rivers and other water bodies represent good hunting ground for most of bat species. The motorway is planned over local settlements and villages which can provide potential roost sites. Woodland is mainly present by scrubland, but the region near T3 (Vrapcici) and near T5-T7 (Kutilivac) could represent the potentially active hunting grounds for several registered species. During the field recordings it was observed that on T2 point during the dusk, bat species migrate from lower to higher altitudes (Figure 39). This point could be on daily migration pathway of species recorded there. These daily migration pathways are important since species use them to migrate from resting areas to hunting grounds. This pathway cannot be confirmed without longer research period.

72 Based on the coordinates of the speleological objects in Mulaomerovic et al. 2006 and Google Earth computer programme

72 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 39: Scrubland vegetation at planned construction site – area on T2 recording point; In background – City of Mostar (Photo: Admir Aladzuz)

Based on the recent data, 31 species of bats are recorded in BiH (Karapandza et al 2014; Pasic and Mulaomerovic 2016, Babic et al 2018) belonging to 11 genera. None of these 31 species can be fully excluded, but their potential presence based on morphology and distribution of habitats was assessed in Annex C-4: Mammals - bats.

During the survey with ultrasound detector, at least 8 genera have been detected: Rhinolophus Lacépède, 1799, Myotis Kaup, 1829, Pipistrellus Kaup, 1829, Hypsugo Kolenati, 1856, Eptesicus Rafinesque, 1820, Nyctalus Bowdich, 1825, Miniopterus Bonaparte, 1837 and Tadarida Rafinesque, 1814. In total, 12 taxons have been confirmed at all 7 locations: Rhinolophus hipposideros (Bechstein, 1800), Rhinolophus ferrumequinum (Schreber, 1774), Rhinolophus blasii Peters, 1866, Pipistrellus pipistrellus (Schreber, 1774), Pipistrellus pygmaeus (Leach, 1825), Pipistrellus kuhlii Kuhl, 1817 /nathusii (Keyserling & Blasius, 1839), Hypsugo savii Bonaparte, 1837, Eptesicus serotinus (Schreber, 1774), Nyctalus noctula (Schreber, 1774), Nyctalus leisleri (Kuhl, 1817), Miniopterus schreibersii (Kuhl, 1817), Tadarida teniotis (Rafinesque, 1814).

One confirmed species, Miniopterus schreibersii, has NT status in IUCN Red List. Additionally, IUCN provided a regional assessment for mammals of the Mediterranean region in 2009 which listed Rhinolophus hipposideros, R. ferrumequinum, R. blasii and Miniopterus schreibersii as NT. Based on the findings during field survey, at least three EN (Miniopterus schreibersii, Nyctalus noctula, Rhinolophus hipposideros) and five VU (Rhinolophus ferrumequinum, Rhinolophus blasii, Pipistrellus pipistrellus, Pipistrellus kuhlii, Hypsugo savii) species from the Red List of FBiH inhabit or use this area so adequate mitigation measures are needed to avoid any unwanted habitat loss. However, estimated threat status for BiH bat population is complicated due to very low local knowledge of bat population, distribution and trends.

Before commencement of any construction activities, more data and research with regard to bats are needed so adequate steps for further planning of construction activities may be implemented. Infrastructural development and planning should be carried out in such a way as to avoid/minimise the impact. This will be achieved through avoiding roost sites, foraging areas and other mitigation measures provided as a par of BMP

73 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Section 5. The results of the additional survey will be used in the development of Main design to ensure impacts on these species are avoided.

5.2.4.5 Large mammals The desk research was undertaken to analyze the relevant literature (e.g. previous and ongoing assessments, papers and reports) and has been reviewed with regard to the presence of large mammal species of conservation concern in the project area, as well as the ecological conditions of the project area and area of influence. The research was conducted to collect and analyze all information available on published documents regarding the biodiversity of the area comprising the motorway sections of the Corridor route Vc and hunting areas that are located in the Project area. The hunting organization that manages the hunting area in the area of influence of the future motorway is the Hunting Association “Jarebica” Mostar which was contacted for additional data on large mammals.

The field survey was conducted during period of four field trips: 1) 1-2 September 2020, 2) 13-14 September 2020, 3) 21-22 September 2020, 4) 5-6 October 2020 at locations listed in Table 21. During field surveys indirect evidence of the presence of the large mammal species was sought such as: faeces, traces, dens. Consultative conversations have been held with the inhabitants with regard to the presence of predators and potential harm to domestic animals.

This section gives a brief summary of findings elaborated in Annex C-4: Large mammals.

Table 21: The coordinates, location name, general observations regarding sampling points along the Vc corridor

Coordinates Sampling point name General observations regarding sampling points Lon. Lat. 17.90376 43.39199 L1_petlja (interchange) Residential buildings of villages and urban peripheries with hedgerow 17.90183 43.38049 L1_tocilo (scree) Oak forests with macchia 17.88747 43.38068 L2_tunel_T1 (tunnel t1) Oak stump forests 17.86261 43.37437 L3_vijadukti (viaducts) Sipar 17.85117 43.36307 L4_vijaduktM2 (viaduct M2) Cliffs and forests of pine and oak 17.82615 43.35193 L5_tunel_T4 (tunnel T4) Thermophilic meadows and garrigue 17.82996 43.32564 L6_vijadukt_M6 (viaduct M6) Macchia 17.84213 43.31651 L7_tunel _T6 (tunnel M6) Macchia 17.84695 43.30592 L8_cvoriste_Jug (interchange south) Residential buildings of villages and urban peripheries

Based on the desk research results, 17 species of large and medium-sized mammals have been found in the previous studies. Habitats most suitable for large mammals are in the area of Kutilivac and forests along the mountain edge. Given the high prevalence of degraded habitats, the area is dominated by low game species represented by rabbit, fox, jackal and other species that enter villages such as martens and weasels.

During field research of the motorway route, no hunting technical facilities were found on site: tree stands, baiting areas for carnivores or other hunting facilities that would indicate an intensive approach to hunting. Based on the site visits in September and October 2020, the habitats have been assessed as suitable for sustaining of the nine species. Considering that the route passes along the edge of settlements that already fragment game (hunting) habitats and does not enter high forest habitats, during the field surveys it was determined that along the route there are suitable habitats for Capreolus capreolus, Lepus europaeus, Vulpes vulpes, Canis aureus, Martes foina, Mustela nivalis, Mustela putorius and Herpestes ishneumon. During field research, indirect evidence was found in the form of faecal matter and prints for: Capreolus capreolus, Lepus europaeus and Vulpes vulpes. Findings of species Martes foina and Erinaceus roumanicus are based on the noticed individual road kill specimens along the existing road in the project area.

The habitats along the route are not suitable for large species such as Chamois (Rupicapra rupicapra), Bear (Ursus arctos) or wolf (Canis lupus). This is due to the state of the habitats, which are modified and semi-

74 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment modified by human activity over the years. Other infrastructure is also present in the settlements, such as: main, road, railway road and electrical infrastructure. The area of Kutilivac is also suitable for big game, it is represented with roe deer (Capreolus capreolus), and wild boar (Sus scrofa) passing along the edge of the settlements.

In the territory of the Federation of Bosnia and Herzegovina, hunting is legally regulated by the Law on Hunting (“Official Gazette of the Federation of Bosnia and Herzegovina”, No. 4/06, and 8/10) and the Law on Amendments to the Law on Hunting (“Official Gazette of the Federation of Bosnia and Herzegovina”, No. 81/14). The hunting organization that manages the hunting area in the area of influence of the future motorway is the Hunting Association “Jarebica” Mostar.

The following Table 22 shows the approximate numerical state of the game (the numbers given are not an excerpt from the management plans, so they should be expected to deviate (10-15%) from the actual numerical status in the field). The data on the number of wildlife in Mostar Hunting area is outdated and was recorded in 2007. Unfortunately no new data is available.

Table 22: The approximate number of main hunting game for hunting organization Mostar

Mostar hunting area Species Number Chamois 210 Roe deer 200 Wild boar 700 Bear 4 Wolf 70 Wildcat 70 Rabbit 1308 Fox 200 Marten 800 Source: Motorway Environmental Impact Study on Corridor Vc Lot 4 Mostar North – South Border

Brown bear (Ursus arctos), Wolf (Canis lupus), and Eurasian otter (Lutra lutra) are among the most sensitive species identified as part of the desk study, since the species are classified as vulnerable or endangered, respectively, on the Red List of FBiH. Eurasian otter is also classified as near-threatened on the IUCN Red List. Other species of large mammals identified in the literature review as part of this report are not on the IUCN Red List of critically endangered, endangered and vulnerable species.

The three mentioned species are listed on Annex II of the Habitat Directive, while the brown bear and wolf are also being classified as priority species. Annex II of the Habitats Directive requires the establishment of a consistent network of special areas of conservation; the sites should be managed in accordance with the ecological requirements of the species. A strict protection regime must be applied for species and subspecies of community interest listed in Annex IV. Based on the existing conditions of the habitats, the area has no potential to sustain the brown bear and wolf, whereas the presence of Eurasian otter cannot be expected due to absence of permanent water bodies which would are suitable habitats for Eurasian otter.

The impact on wildlife and hunting needs to be considered through several factors that are crucial for its assessment, the most important of which are: habitat fragmentation (it affects migration and basic needs of fauna), inorganic waste (poses a potential risk to game due to injury) and organic waste (predators gather due to easily accessible food and thereby lose their innate fear of humans, which represents danger to the possible occurrence of disease).

75 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

An increase in casualties of people and animals (traffic accidents) can also be expected it is therefore necessary to apply measures acceptable in terms of game and hunting.

5.2.5 Critical Habitat Assessment A Critical Habitat Assessment (CHA) was undertaken as part of this assignment and is available as Annex D: Critical Habitat Assessment report. Based on the presented field survey findings and the desk search studies, a total of 81 terrestrial species have been brought forward for further assessment. No habitats have been brought forward for further assessment as none are considered to be of conservation concern.

In line with the methodology for CHA given in EBRD Guidance Note 673, the main conclusions of the CHA are included below:

. The project is considered to trigger critical habitat considerations for plant species based on the following criteria:

- Habitats of significant importance to endemic or geographically restricted species. Only one species triggers CH: Scutellaria orientals subsp. pinnatifida. It has not been confirmed in project AOI but a small population of the taxon on the slopes of Stolac Hill seems to be the last known locality in Bosnia and Herzegovina based on the findings from 2014. This data can be considered outdated and the habitats of the area could be already modified. However, precautionary approach triggered the CH requirement under this criterion, requiring additional field work to confirm/exclude the presence of the species in optimum research conditions and suggest additional mitigation measures to avoid any impacts if deemed necessary. Additional work represents biodiversity surveys that will have to be planned by the Client in spring season in the year of construction but prior it starting. During the development of Preliminary and Main Design, planned alignment shall not be changed for the Tunnel T4. Mitigation measures regarding construction phase including prohibition of construction waste disposal, building access roads and limiting the movement of heavy machinery are described in the BMP, Section 5. Any change to mitigation measures and expected outcomes will require CHA reassessment and BMP update, pending EBRD approval. - No rivers or other water bodies are encompassed by the project; therefore this assessment was only done regarding terrestrial species.

. Regarding the criteria determining the priority biodiversity features (PBFs):

- No threatened habitats have been identified.

- No IBA or Ramsar sites are located within the project area or the area of 10 km radius. Potential Natura 2000 site Velez (FBiH) is included in the CHSA due to presence of maternal colony of Myotis blythii in Jama na Vlakama. It is presumed this species can be found in flyover over project area, however, it has not been recorded to date. This area is not presumed to be under impact of this project, however, any future planning of access roads or waste dumping sites will have to be assessed in the context of Natura 2000 site.

- Vulnerable species and species requiring protection have been identified. List includes not just species with VU status in IUCN Red List and species listed in Annex II of Habitats Directive, but also CR, EN and VU species from FBiH RL. Due to the fact that FBiH RL was based on inaccurate and outdated data, these categories could not be assessed as Critical Habitats. However, their current status indicates they have a certain level of endangerment; hence these are included in PBF assessment.

73 EBRD (2016). Guidance Note: EBRD Performance Requirement 6. European Bank for Reconstruction and Development

76 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Based on the requirement of the PR 6 paragraph 16, critical habitat must not be further fragmented, converted or degraded to the extent that its ecological integrity or biodiversity importance is compromised. No net loss of habitats and species that triggered CH may only be achieved through specific and targeted mitigation in line with mitigation hierarchy of avoiding the negative impact to these habitats and species. Mitigation will require preservation of the same conditions of the Stolac Hill. This can be effectively done by not changing the current layout of the route. Conceptual solution of the motorway as per Preliminary Expropriation Study plans Tunnel T4 through the hill Ostri Rat and Stolac Hill, which will minimize the impact on habitat of Scutellaria orientalis subsp. pinnatifida. It is important that in the area of Stolac Hill motorway remains underground during development of the Preliminary Design and Main Design.

5.2.6 Protected areas The current percentage of territory under protection in BiH is low at 2.61%.74 According to the Law on Nature Protection of FBiH75 the system of protection of natural areas foresees the establishment of protected areas of different categories in line with IUCN categorization. There are no officially designated protected areas (PAs) in the project area, as shown in Figure 40.

IBA76 Ramsar sites77 and KBA sites are not envisaged by the planned project either.

The nearest existing PAs with regard to the project area are: Nature Park Blidinje in FBiH (17 km of air distance north-northwest), Nature Park Hutovo Blato in FBiH (also Ramsar Site) (20 km of air distance south of the project area), and Velika pecina Cave in Municipality of Bileca, RS (56 km of air distance southeast)78.

74 As of September 2020, after designation of Nature Park Orjen 75 Official Gazette of FBiH, No. 66/13 76 IBA is an area identified using an internationally agreed set of criteria as being globally important for the conservation of bird populations. 77 Wetlands protected by national governments to fulfil their obligations under the Convention on Wetlands of International Importance (the Ramsar Convention). 78 The distances were measured from the closest point of existing protected area/ areas planned for protection to location of the project area by using GIS computer programme

77 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 40: Spatial distribution of existing protected areas s in relation to the project area

NBSAP BiH (2015-2020)79 aimed to map and protect BiH's specific biodiversity by 2020 in accordance with the current spatial documentation (legislation on nature protection determines that protected areas are established on the basis of spatial plans). According to the Sixth national report to UNCBD and based on the analysis of available spatial plans it can be concluded that BiH strives to protect 17% of its territory. Proposal of the Spatial Plan of the FBiH (2008-2028), which is still in the process of adoption, envisages the establishment of 14 new protected areas with a total spatial coverage of 18.5% of the area of the FBiH. Table 23 shows planned PAs in FBiH. All of the planned PAs in FBiH are out of the project area as well. The closest two planned protected areas at level of FBiH are: (i) Igman – Bjelasnica – Treskavica – Visocica – Rakitnica River Canyon and (ii) Prenj – Cabulja – Cvrsnica – Vran, both situated outside of the radius of 15 km of air distance or more from the project area.

Table 23: Planned PAs in FBiH80

No. Name of protected area Surface (ha) 1. Igman – Bjelasnica – Treskavica – Visocica – Rakitnica River Canyon 95,032.4 2. Prenj – Cabulja – Cvrsnica - Vran 101,744.3 3. Mt. Vranica 25,078.1 4. Mt. Grmec 78,939.8 5. Radusa – Stozer – Crni Vrh 42,415.5 6. Mt. Sator 29,736.3 7. Dinara 26,314.9 8. Mt. Pljesevica 5,094.7 9. Livanjsko Field 19,833.8

79 Council of Ministers, Strategy and Action Plan for the Protection of Biological Diversity of Bosnia and Herzegovina for the period 2015- 2020, 2017 (available at: http://www.vijeceministara.gov.ba/akti/prijedlozi_zakona/default.aspx?id=25304&langTag=hr-HR) 80 Proposal of the Spatial Plan of the FBiH (2008-2028)

78 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Name of protected area Surface (ha) 10. Mt. Vlasic 12,382.9 11. Popovo Field – Vjetrenica 3,572.5 12. Canyons of Neretva, Doljanka, Ribnica and Drezanka 7,357.3 13. Pliva Lakes 633.9 14. Una River Basin 34,685.8

In addition to these plans, Global Environment Facility is funding the ongoing project Achieving Biodiversity Conservation through Creation and Effective Management of Protected Areas and Capacity Building for Protection of Nature in BiH, implemented by United Nations Environment Programme in BiH 81 with the aim to officially protect five areas in FBiH:

1. Botanical and floral reserve Mediteranetum in Municipality of Neum (Herzegovina-Neretva Canton) 2. Cave system Vjetrenica (Herzegovina-Neretva Canton) 3. Livanjsko Field (Canton 10) 4. Bjelasnica – Visocica – Treskavica – Rakitnica River Canyon (Herzegovina-Neretva Canton and Sarajevo Canton) 5. Mt. Zvijezda, Municipality of Vares, Zenica-Doboj Canton).

All five ongoing initiatives regarding designation of mentioned areas are located outside of City of Mostar region (Figure 41).

Figure 41: Ongoing initiatives for new protected areas in relation to project area

81 Available at: https://www.thegef.org/project/achieving-biodiversity-conservation-through-creation-effective-management-and-spatial

79 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

5.2.7 Potential Natura 2000 sites

The Government of FBiH adopted the Decree on the Natura 2000 Program – Protected Areas in Europe (O.G. of FBiH, No. 41/11), in order to establish the ecological network of protected natural habitat types and species in the FBiH and to include certain sites into international network of protected natural habitats and species. This Decree includes objectives for preservation of Natura 2000 sites and necessary measures for preservation or for favourable state of population of wild plants and animal species in the nature, their respective habitats and habitat types. This Decree passes a part of EU Habitat directive (Council Directive 92/43/EEC of 21 May 1992 on the conservation of natural habitats and of wild fauna and flora) with its Annexes and a part of the Bird directive (Directive 2009/147/EC of the European Parliament and of the Council of 30 November 2009) on the conservation of wild birds with its Annexes.

Project area does not encompass any potential Natura 2000 sites. However, four potential Natura 2000 sites are within 11km of air distance, as shown in Figure 42:

1. Velez (FBiH) (BA8200088) at 1-4 km east, 2. Buna-Bunica (BA8200008) at 6km south, 3. Mostarsko blato (BA8300051) at 7km west, and 4. Prenj-Cvrsnica-Cabulja (BA8300064) at 11km of air distance north.

Figure 42: Spatial distribution of potential Natura 2000 sites in relation to the project area

Potential Natura 2000 site Velez (FBiH) is of special interest due to its close proximity to project area and species found there. According to findings of Support to implementation of the Birds and Habitats directives in Bosnia and Herzegovina project, this is a valuable habitat for many mammal species with large range, including Canis lupus (wolf) and Ursus arctos (brown bear) that are priority species (HD). However, motorway route passes through degraded habitats less likely to support large mammals as highlighted in Chapter 5.2.4.5.

80 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

The Law on Nature Protection of FBiH82 recognizes Natura 2000 sites and states that certain areas may be designated for the European program Natura 2000 to be engaged in the international ecological network, conservation of natural habitats and habitats of species by a regulation of the Government of FBiH.

Considering the fact BiH is not part of the EU, and Natura 2000 sites are still not mandatory for protection. In line with the Article 58 of the Law on Nature Protection, the Government of FBiH will establish a separate European ecological network protected areas called Natura 2000, however currently no areas have been officially proclaimed in FBiH.

5.2.8 Ecosystem services

This analysis presents an assessment of the potential impacts of the project and dependencies on ecosystem services.

According to the information presented in the Land Acquisition and Resettlement Framework (LARF) developed as part of the ESIA Disclosure Package for this Project, total of 358 land plots may be affected by the project, out of which 308 are privately owned. Out of 308 private plots, 49 are used as agricultural land:

. 4 used as vineyards, . 28 used as orchards, . 6 used as cultivated land (for growing crops), . 11 used as cultivated land and orchards combined.

The changes described in the physical and biotic environment will have profound consequences for the Project area and potentially in the project area of influence, including the settlements Kutilivac, Vrapcici, Opine, Kocine and Gnojnice that are in the Project area. The identified ecosystem services related to project footprint and the buffer zone are listed in Table 24.

Table 24: Ecosystem services identified in the project area

Ecosystem services Identified ecosystem services

Project footprint Buffer zone

Provisioning . 18,909.14 m2 of land used as orchards and . All benefits from this ecosystem service services for growing crops will be converted in will remain the same as there will be no construction land. significant impact on this ecosystem Food resources, raw . 12,634.28 m2 of vineyards will be service in the buffer zone except for materials, water, converted in construction land. potential impact caused by activities in medicinal and . Also other type of land such as forests, Project footprint. vitamin plants pastures and meadow will be negatively affected by the construction activities . Most common cultivated crops: tomato, onion, corn, potato, beans and immortelle, tobacco, cucumber, carrot, oat, wheat, pumpkin, peas. . Most common crops in orchards: cherry trees, hazelnut trees, pear and plum trees, pomegranate, fig trees, vineyards, almond trees, and grapevine. . Orchards and cultivated land are mainly located in Kutilivac and Vrapcici, while vineyards are located in Gnojnice.

82 Official Gazette of FBiH, No. 66/13

81 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Ecosystem services Identified ecosystem services

Project footprint Buffer zone

. The following species are the most relevant medicinal species raised by the communities: sage (Salvia sp.) and mountain germander (Teucrium montanum). . Rosemary crops, lavender and vineyards are found near the main road M6.1 to Nevesinje and Gnojnice. . Forest fruits and wild plants are common in this Project area. Some of them are wild asparagus, blackberry and fig trees. . Many invasive species have been observed during the site visits, such as: tree of heaven, paper mulberry, canadian horseweed, common ragweed, Johnson grass and Indian goosegrass. . The unmanaged parts of the grasslands and areas along the roadsides are overgrown with ruderal vegetation, mostly xerophytes and thermophile species. . Land plots used for animal husbandry (goats and chicken) are located in Vrapcici and Opine. . Around 70 beehives are located on two land plots in Gnojnice and used for honey production. Regulating services . In the Project footprint there are 2 . The maintenance of natural carbon greenhouses in the settlement Kutilivac capture and storage processes is Climate regulation, used for cultivation and nutrition. important for the beneficiaries, since, carbon storage, . There are 2 water tanks in Gnojnice used given their proximity to emission sources prevention and for vineyard irrigation, while in Vrapcici such as vehicles there is a greater risk of mitigation of natural (Suhi Do) there there is the spring Vodnica developing health effects for settlements disasters, soil that is used for a drinking-fountain located in the buffer zone. erosion control, in the settlement, and used by local . Vegetation, various marine organisms and wastewater pollution. river banks play a role in the interception, treatment, pest and . There is no evidence that suggests that filtration, decomposition, and disease regulation the ecosystems or any particular species detoxification of pollutants and wastes but within the vicinity of the Project Area they are not within the scope of the plays a significant role in pest control. Project area and buffer. . The mixed thermophilous deciduous woodland developed in the lower altitudes of Kutilivac and Vrapcici that regulate climate and store carbon. . Pollinators such as bees, are located in Gnojnice (around 70 beehives). Cultural services . There are no touristic or recreational . One accommodation facility (one hotel) is enjoyments in the Project footprint. located in Mazoljice on the border of the Tourism, recreation, area of influence (at a distance of 480 m), mental and psychical the sport and adventur park Fortica is health, spiritual

82 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Ecosystem services Identified ecosystem services

Project footprint Buffer zone enrichment, located at an air distance of 225 m from aesthetic value the alignment, however above the landscape diversity, planned Tunnel T4 (Ostri Rat). cultural diversity, art . Outside the buffer zone there are 3 and design protected areas that are distant from the Project area – Hutovo Blato Nature Park (20 km), Blidinje Nature Park (17 km) and Velika Pecina (56 km). All of the planned PAs in FBiH are out of the project area as well. . Project area does not encompass any potential Natura 2000 sites. However, four potential Natura 2000 sites are within 11km of air distance. Supporting services . Soil quality is important for human health, . Increase in concentration of contaminants landowners, flora, and fauna. Healthy soil could exceed the capacity of soils to also plays an important role in flood regulate quality through accidental leaks regulation through the capacity for water and spills and deposition of dust and absorption. As stated in previous atmospheric pollutants generated during ecosystem services, construction activities construction activities. will cause modifications, soil conversion and erosion.

5.3 Water

5.3.1 Hydrology In the Project area, smaller occasional sources or seasonal watercourses (e.g. Susica, Suhi Do, Brasinski Potok, Borovac and Potocina) may occur in the Kuti and Uborak area.

All watercourses in the area of City of Mostar belong to the Adriatic Sea basin. The largest river is the Neretva River, which enters the territory of the City of Mostar in the area of Aleksin Han and leaves its territory near Zitomislici. The catchment area of the Neretva River is not fully defined due to the karst characteristics of the terrain. It is assumed that the Neretva basin covers an approximate area of about 8,200 km2. It is divided into upper, middle and lower course. The part of the Neretva River that flows through the City of Mostar represents the middle part of the flow. Within the city territory, the length of the river Neretva flow is 67.5 km. The surface of the basin coincides with the surface of the City of Mostar and amounts to 1,175 km2. Neretva enters a wide valley in the area of Bijelo polje. The valley narrows in Mostar where Neretva slows down. It then crosses the Mostar plain where its valley extends all the way to the confluence of the Buna river.

The Project area is not prone to floods83.

83 Hydro-Engineering Institute Sarajevo, Study on Preliminary Flood Risk Assessment for FBiH, April/May 2013

83 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 43: Water courses in the Project area

5.3.2 Hydrogeology The area of the Mostar City is mostly made of permeable carbonate rocks (predominately limestone). Some parts are made of dolomites, the rocks of medium water permeability that presented localised and relative barriers to groundwater movement.

84 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 44: Hydrogeological characteristics of the Project area

Eocene flysch waterproof deposits possess the function of a complete or suspended hydrogeological barrier. In the Neretva valley, found alluvial deposits may have the hydrogeological function of alluvial aquifers. Quaternary clastic sediments of low permeability were also present.

All rocks found in the wider area can be classified into four groups:

. well-permeable rocks, . medium to low permeability carbonate rocks, . poorly permeable rocks, and . watertight rocks.

Project area passes over the terrain mainly composed of carbonate rocks, classified as well permeable rocks with crack porosity. Crack porosity primarily depends on fragmentation and eroding of the rock mass, which is a consequence of tectonic activity84.

Carbonate rocks have the ability of maximum surface water infiltration, which means that all water that falls or overflows will infiltrate underground without delay and will reach the zone of horizontal groundwater circulation. Due to the karst, and often cavernous porosity, this environment has minimal or no ability to purify polluted wastewater, and especially not mineral oils and fats, which are the basic constituents of wastewater from the motorway. In parts of the route where the land cover is significant, or where the land cover is continuously spread, the possibility of wastewater infiltration into the karst limestones is significantly reduced.

84 IGH d.o.o. Mostar; Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subsection: Mostar North-Mostar South, November 2019

85 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

According to the data from the Drilling Record, which is part of the Mission G1, drilling was performed at a total of 8 locations along the planned route of the highway. According to the Drilling Record, seven samples are dry, therefore the presence of groundwater has not been proven at these locations. Groundwater was found at location B8 at the chainage km 14+184,00 at a depth of 20 m85.

Groundwater present in the Project area may be expected during excavation of the tunnels only after heavy precipitation, when water may seep through tectonically fractured zones. In addition to the infiltration of water into the disturbed carbonate rocks of the massif, during heavy rainfall the infiltrated water flows down a slope or down morphologically accentuated dams, valleys or ditches where smaller torrential flows or flows through unbound sedimentary deposits can be formed86.

Quaternary deposits of deluvial character are often poorly permeable due to high congestion, and on the contact with the limestone massif, smaller occasional sources or occasional watercourses may occur. In these relations, bound screes, i.e. scree breccias, behave like rocks with crack porosity, and their water permeability is generally low, while weakly bound screes have intergranular porosity, their water permeability depends on clayeiness. Unbound coarse-grained scree are of high-water permeability87.

5.4 Air quality

According to the Rulebook on the Manner of Monitoring and Defining Types of Pollutants, Limit Values and Other Air Quality Standards88, air quality assessment requires a measurement lasting for one calendar year. The air quality measurements in the City of Mostar are performed on two monitoring stations – one operated by the Cantonal Institute of Public Health and one operated by the Faculty of Science and Education of University of Mostar (owned by the Federal Ministry of Environment and Tourism, operated by the City of Mostar who transferred the operation rights to the University of Mostar). Unfortunately, the monitoring station operated by the Cantonal Institute of Public Health is not in function and the latest data are available for the period 2000-2007, while the monitoring station operated by the University of Mostar never made their data publicly available89.

Therefore, the only available data on the air quality in Mostar refer to the period 2000-2007 and are summarised in the table below.

Table 25: Status of air quality in the City of Mostar in the period 2000-2007

SO2 PM10 NOX (measured from 2000 to 2007) (measured from 2000 to 2005) (measured in 2000 and in 2001)

. Not recorded during the spring- . The recorded PM10 particles values . Nitrogen-oxides (NOX) had only summer and summer-autumn hit the extreme maximum during been measured twice, in 2000 and transitions. the first three months in 2004 (209- 2001. 3 . In the summer period, SO2 414 μg/m ). . During the summer, recorded

maximum values are approximately . In the remaining measurement maximum NO2 values are constant constant in the range of 38-68 periods, the maximum values are and are within the range of 28-46 µg/m3. also recorded during the winter µg/m3.

. During the winter, SO2 maximum months of January and February . During the winter, values fluctuate 3 3 values fluctuate between 54 and (18-148 μg/m ). from 32-62 µg/m . 3 146 µg/m . . If observed on the annual level, it . It can be concluded that NOX

85 IGH d.o.o. Mostar; Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subsection: Mostar North – Mostar South, November 2019 86 IGH d.o.o. Mostar; Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subsection: Mostar North – Mostar South, November 2019 87 IGH d.o.o. Mostar; Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subsection: Mostar North-Mostar South, November 2019 88 Official Gazette of FBiH, No. 01/12 89 Federal Hydrometeorological Institute, Annual air quality report for FBiH, 2019

86 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

SO2 PM10 NOX (measured from 2000 to 2007) (measured from 2000 to 2005) (measured in 2000 and in 2001)

. It can be concluded that SO2 can be concluded that annual concentrations does not exceed the

concentrations does not exceed the average concentrations of PM10 are limit values during the year. limit values during the year. not exceeded however the peaks during the winter months are observed.

For the purpose of the air quality baseline for this Study, one-time measurement of air quality was performed as part of this assignment on four locations along the Mostar North-Mostar South section (Figure 45, Figure 46, Figure 47 and Figure 48) in September 2020. The 24-hour measurements of concentrations of air pollutants in

the ambient air including carbon monoxide (CO), sulphur dioxide (SO2), ozone (О3), nitrogen oxides (NO, NO2,

NOX) and particulate matters (PM10) were carried out. Measurements were made by a mobile air quality monitoring station90. The results are presented in Table 27, Table 28, Table 29 and Table 30.

Figure 45: Satellite image of the location SP1 43° 23' Figure 46: Satellite image of the location SP2 43° 21' 53.36"N 32.12"N 17° 54' 0.29"E (Source: Google Earth) 17° 50' 55.34"E (Source: Google Earth)

Figure 47: Satellite image of the location SP3 43° 19' Figure 48: Satellite image of the location SP4 43° 19' 18.11"N 57.57"N 17° 49' 38.21"E (Source: Google Earth) 17° 50' 12.25"E (Source: Google Earth)

90 ZAGREBINSPEKT, Report on air quality measurements at the location of Corridor Vc, Mostar North-Mostar South section, Report Number: 01-2-2-140-IX/20, September 2020

87 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Table 26: Measurements methods

Pollutant Test method BAS EN 14626 CO non-dispersive infrared spectroscopy BAS EN 14212 SO 2 ultraviolet fluorescence BAS EN 14625 O 3 ultraviolet fluorescence BAS EN 14211:2005 NO/NO /NO 2 x chemiluminescence BAS EN 12341:1998 PM 10 standard manual gravimetric method

Table 27: Results of air quality measurement at SP1

Pollutant Sampling Average limit Tolerance limit Average Maximum hourly Number of pollutant period value (μg/m3) value (μg/m3) measured value average per tolerance values (μg/m3) month exceeded SO2 24h 125 125 13,34 16,94 0

NO2 24h 85 113 2,04 3,35 0

PM10 24h 50 68 11,01 24,61 0 Total PM * - - - 28,97 65,42 0 CO 24h 5 10 1,23 1,47 0

O3 24h 120 - 9,41 14,53 0 * maximum permitted concentration (for the averaging period - one day) - for dedicated measurements 250 μg/m3

Table 28: Results of air quality measurement at SP2

Pollutant Sampling Average limit Tolerance limit Average Maximum hourly Number of pollutant period value (μg/m3) value (μg/m3) measured value average per tolerance values (μg/m3) month exceeded SO2 24h 125 125 11,24 15,83 0

NO2 24h 85 113 1,93 2,41 0

PM10 24h 50 68 13,04 18,92 0 Total PM * - - - 35,65 78,57 0 CO 24h 5 10 1,08 1,24 0

O3 24h 120 - 13,49 15,32 0 * maximum permitted concentration (for the averaging period - one day) - for dedicated measurements 250 μg/m3

Table 29: Results of air quality measurement at SP3

Pollutant Sampling Average limit Tolerance limit Average Maximum hourly Number of pollutant period value (μg/m3) value (μg/m3) measured value average per tolerance values (μg/m3) month exceeded SO2 24h 125 125 12,03 18,14 0

NO2 24h 85 113 1,29 2,26 0

PM10 24h 50 68 14,74 18,07 0 Total PM * - - - 41,32 81,91 0 CO 24h 5 10 1,21 1,44 0

O3 24h 120 - 11,65 16,95 0 * maximum permitted concentration (for the averaging period - one day) - for dedicated measurements 250 μg/m3

Table 30: Results of air quality measurement at SP4

Pollutant Sampling Average limit Tolerance limit Average Maximum hourly Number of pollutant period value (μg/m3) value (μg/m3) measured value average per tolerance values (μg/m3) month exceeded

88 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

SO2 24h 125 125 8,01 11,04 0

NO2 24h 85 113 0,92 1,30 0

PM10 24h 50 68 11,95 13,04 0 Total PM * - - - 29,55 63,04 0 CO 24h 5 10 1,02 1,10 0

O3 24h 120 - 9,45 12,23 0 * maximum permitted concentration (for the averaging period - one day) - for dedicated measurements 250 μg/m3

Based on the performed air quality measurements it can be concluded that the recorded values do not exceed the limits values stipulated by the Rulebook on the air quality monitoring method and definition of pollutant types, limit values and other air quality standards91.

The impact of the operational phase of the motorway shouldn’t cause major adverse impacts on air quality since the main source of air pollution are emissions from vehicle traffic on the motorway. It is expected that introduction of less polluting cars and limiting the speed to 120 km/hr on motorways will decrease fuel consumption and thus contribute to cutting CO2 emissions.

In general, it can be concluded that air quality in Mostar is satisfactory, the fluctuations in the parameters are observed during winter. The pollution sources are mainly traffic and heating, and except for alumina production located south of the City of Mostar, heavy industry in the area is not present. The climatic conditions explained in Chapter 5.6, especially the strong winds during winter help in dispersing pollutants.

5.5 Land

5.5.1 Geology Within the framework of the geotechnical investigation works for the purposes of design development of the Corridor Vc motorway in Bosnia and Herzegovina, LOT 5: Mostar North‐Mostar South section, engineering geological investigation works were performed between chainages of 0+000.000 and 14+210.00 in regards to central axis. The following activities have been performed in the field of geotechnical research:

. geodetic survey and excavation of exploration drillings, . exploratory drilling, . geological and engineering-geological works and . laboratory testing.

The investigations are carried out in eleven sections (so called engineering blocks) and they revealed the presence of the following composition92:

No. Engineering Chainage Lithostratigraphic characteristics blocks 1. Block 1 km 0+000 m – km 1+100 The entire block is covered with Quaternary alluvial and proluvial m sediments. Lithologically, those are mixtures of gravel, sand, dust and clay in varying proportions. Under the Quaternary sediments, there are Upper Cretaceous and Jurassic limestone sediments. A contact is assumed along a reverse fault, even though the investigation works did not prove its existence. 2. Block 2 km 1+100 m – km 2+660 On the surface of the terrain, limestone blocks, pieces, limestone m breccias and rarer dolomites are observed, with different orientations and dimensions, which stand out from the sandy clay flattened and slightly sloping slopes. 3. Block 3 km 2+660 m – km 3+820 This engineering geological block consists of Lower Cretaceous m limestones, well stratified with layer thickness of approximately

91 Official Gazette of FBiH, No. 1/12 and 59/19 92 IGH d.o.o. Mostar; Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subsection: Mostar North – Mostar South, November 2019

89 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Engineering Chainage Lithostratigraphic characteristics blocks 0.1‐0.4 m, and are more massive in some areas. They exhibit orientation to the southeast at an angle of 20°. The faults exhibit approximate orientations of northwest‐southeast and north‐south. In the fault zones there is a high probability of occurrence of more severely fractured zones and caverns at the level of the ground. 4. Block 4 km 3+820 m – km 4+250 The entire block consists of limestone sediments which are most m often dolomitized and containing comparably thin interstitial layers of dolomite. The sediments are well stratified with layer thickness of 0.1‐0.5 m. They dip to the east by southeast at an angle of approximately 30°. In the milder flanks and extensions there are deposits with a lot of clay (pieces and gravel limestone with clay), while in narrower and steeper parts, the separations of sediments and/or casters with unsorted pieces and irregular limestone fault are separated. 5. Block 5 km 4+250 m – km 5+850 The upper Cretaceous deposits of limestone are most prevalent, m but in the first 180 m, limestone often alternating with dolomite and breccia layers. In the area of about 5 + 300.00 and the next 150 m, these deposits are in reverse contact with the younger Eocene deposits of the Foraminifera limestone, well‐layered. The layers are usually 0.1 to 0.5 m thick, inclined to the south at an angle of about 30°. At the beginning of the block, unbound Talus were recorded in a narrow zone (on the other side of the ditch, i.e. from the fault that represents the boundary of the block), and in the next ditch, the appearance of Talus breccia. 6. Block 6 km 5+850 m – km 6+500 The entire block is formed by deposits of upper Cretaceous m limestones. The deposits are well layered with a layer thickness of > 0,5 m. They are inclined towards the west‐southwest at an angle of about 25°. In this block, the route is intersected by faults of approximate north‐south direction. In fault zones, there is a high probability of more fractured zones and caverns at the level of formation level. 7. Block 7 km 6+500 m – km 9+000 In the area of the whole block there are deposits of upper m Cretaceous limestones, which are well-layered, with thicknesses of layers generally from 0.1 to 0.5 m. The layers are sloped south- southeast at an angle 35° (average). Throughout the whole area talus occur in zones of varying widths. The faults are generally transverse to the direction of the route, with direction of north‐south to east‐west. In fault zones, there is a high probability of more fractured zones and caverns at the level of the grade level. 8. Block 8 km 9+000 m – km 10+580 The entire block is built of Upper Cretaus limestone deposits. The m limestones are well‐layered, occasionally banked. The layers are generally 0.2 to 0.5 m thick, sloping southwest at an angle of about 30 °. Unbound Talus occur in narrow areas on slopes and in ditches. The route is intersected diagonally by two reverse faults of the northwest-southeast. Faults of vertical extension to reverse faults and these of east‐west extensions are common. 9. Block 9 km 10+580 m – km The whole block is built of foraminiferal limestones of the Lower 11+330 m and Middle Eocene. The limestones are usually well‐layered with a thickness of layers of 0.2‐0.6 m. They are inclined towards the southwest most often at an angle of about 50°. At the end of the block, these limestones in one place cover the youngest deluvium deposits, but in this block, they do not capture the route. In the ditches unbound Talus occur in narrow and isolated zones. The faults have direction of north‐south and north‐east‐southwest. 10. Block 10 km 11+330 m – km Almost the entire block is covered by Quaternary deposits of 13+800 m mostly Talus character, rarely diluvium that cover the limestones of the Lower and Middle Eocene, except at the beginning of the block and at two more isolated surfaces where the limestones outcrop to the surface. In the area of this block, above the settlement of Opine, i.e., at the foothill of the prominent valleys Svabinjski do and Hadzica do, there is a significant zone of bounf and unbound

90 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Engineering Chainage Lithostratigraphic characteristics blocks Talus. The character and alteration of these deposits is related to their formation under the influence of continuous yield from the slope of the source material and the action of leachate where Talus with calcite‐clay binder and pressure of new quantities of weathered and accumulated material joined into a solid rock ‐ Talus breccia (s1), and parts of the blanket that did not undergo these processes remained semi‐bound, well compacted ‐ Talus consolidated (s2). The youngest Talus deposits (s3) are unbound clusters of mostly limestone pieces of irregular shape, completely unsorted and straggle in narrow terrain depressions where they are slightly deeper and shallower forms are at the surface over a wider area. 11. Block 11 km 13+800 m – km The entire block is built of Quaternary deposits. Quaternary 14+210 m deposits were deposited discordantly on the base Neogene series. They are represented by limnoglacial and alluvial deposits: sandy gravels, well graded and well compacted. In lithological view, carbonate pebbles with about 90% prevail, followed by magmatic rocks with about 3%, and clay material. The origin of the pebbles is of limestone of different ages (Jurassic, Cretaceous, Eocene) with colours of light gray, gray and greenish. In addition to limestones, dolomitic limestones, sandstones and hornfels also occur less frequently. Rare currencies of magmatic rocks originate from diabase and gabbro.

The illustration of the geological characteristics of the Project area is given in the photographs below93.

Figure 49: Loose screes94

93 IGH d.o.o. Mostar; Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subsection: Mostar North – Mostar South, November 2019 94 IGH d.o.o. Mostar, Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subsection Mostar North-Mostar South, November 2019.

91 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 50: Bonded screes ‐ talus breccias; weathered95

Figure 51: Terrain view ‐ surface deluvial deposits with blocks and limestone pieces96

5.5.2 Geomorphology The area of the City of Mostar is characterized by a diversified terrain. Between the creeks, deep and long river valleys are found, which often have the form of a canyon97. The urban part of the City of Mostar is situated in three valleys, jointly named as the Mostar valley. The Mostar valley forms the 18% of the city, while 88.2% is the hilly-mountainous terrain of which 60% is over 1,000 m a.s.l (Prenj, Cvrsnica, Cabulja and Velez mountains).

95 IGH d.o.o. Mostar, Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subsection Mostar North-Mostar South, November 2019. 96 IGH d.o.o. Mostar, Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subsection Mostar North-Mostar South, November 2019. 97 CETEOR Sarajevo, Environmental Impact Study for Motorway LOT 5, 6: Section Mostar North-Mostar South-Pocitelj; Mostar South-Buna, Updated Study, April 2017

92 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 52: Genetic types of the terrain in the Project area

The Project area is located to the northeast, east and southeast of the city of Mostar. The section of Mostar North-Mostar South mostly crosses lower parts of slopes divided by deep gullies. Ground elevations range from approximately 65 m a.s.l. to approximately 250 m a.s.l.

The Project area belongs to Dinaric karst morphology. It is situated in the zone of high karst dominated by limestone and dolomites. Lithostratigraphic units belong to a chronostratigraphic range spanning from Upper Jurassic (Malm) to Lower and Middle Eocene were distinguished, as well as Quaternary deposits. Cretaceous sediments are most widely represented, occurring in three members.

In the carbonate area of the Outer Dinarides, where the wider area influence located, strong seismic activity was recorded. The strongest earthquake in that area of magnitude 6 occurred on February 14, 1927, near Ljubinje98. This seismic zone is necessarily connected with the area of southern Dalmatia which is located in the Republic of Croatia, and therefore this area is directly affected by transboundary earthquakes. Strong seismic activity was recorded in the area of the carbonate platform (Outer Dinarides), with several epicenters with a strong earthquake of magnitude 5-6.5 being recorded. The epicenters of the earthquakes are clearly visible along the following areas:

. Ljubinje-Stolac-Mostar-Siroki Brijeg . Trebinje-Hutovo-Ljubuski-Tihaljina . Trebinje-Bileca-Gacko . Tomislavgrad-Livno.

98 Prof. dr Hazim Hrvatović, Identifikacija i procjena geoloških hazarda-zemljotresa, 2010.

93 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

The stated directions of the epicenters of the occurred earthquakes coincide with the direction of providing longitudinal neotectonic faults and sheaths.

The carbonate platform of the Dinarides encompasses the area northeast of the Adriatic coast, known as the High Karst or Outer Dinarides. This large carbonate belt extends from the Julian Alps in Slovenia, through the western and central parts of the Adriatic coastal belt in Croatia, through the southwestern and southern parts of Bosnia and Herzegovina and continues to the southeast to Montenegro. This area was characterized by long-lasting carbonate sedimentation (from the Middle Triassic to the Middle Eocene, and in some parts from the Upper Permian), which resulted in the formation of very thick sediment deposits. The largest number of earthquakes in BiH occurs at depths of 0 to 10 km, while earthquakes of the largest magnitude (Treskavica and Banja Luka zones) occur at depths of 10-20 km99.

Based on the seismotectonic map of Bosnia and Herzegovina, in a wider area with a radius of 10 kilometers from the section, 27 earthquakes of various magnitudes and depths were recorded.

Table 31: List of recorded earthquakes in the wider area around the planned route

Intensity according to Number of Magnitude Depth Location MCS* earthquakes 10-20 IV 3,0 - 3,5 Hodbina, Polog 2 meters V 3,5 - 4 10 meters Mostar, Potoci, Blagaj, Hodbina, Buna 14 10-20 Mostar, Jasenica, Hodbina, Podvelez, VI 4 - 4,5 7 meters Polog VII 4,5 - 5 5-10 meters Mostar, Hodbina 2 12-20 VIII 6,5 - 7 Jasenica, Blagaj 2 meters * Intensity in degrees according to MCS scale (Mercalli-Cancani-Sleberg); IV (moderate earthquake), V (fairly strong earthquake), VI (strong earthquake), VII (very strong earthquake), VIII (devastating earthquake)

99 Prof. dr Hazim Hrvatović, Identifikacija i procjena geoloških hazarda-zemljotresa, 2010.

94 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 53: Seismotectonic map of wider area around the planned route

More information about stability of the terrain shall be assessed during the preparation of the G21 Mission in the phase of the Main Design development, and any potential geohazards will be avoided.

5.5.3 Land categorization The land in Mostar area is classified according to three land categories:

. Agro-zone I – highly valuable agricultural land . Agro-zone II – medium valuable agricultural land . Agro-zone III – least valuable agricultural land.

Land is according to its quality classified in one of the mentioned categories in the classes from I-VIII where:

. classes I - IV are suitable for agricultural production, they represent arable land with no restrictions or little restrictions for use. This category of land is classified as agricultural land; . classes V an VI represent the land that can be cultivated if agro-technical measures are implemented. This type of land is used for agricultural production and rarely for the other purposes; . classes VII i VIII are not suitable for cultivation due to high restrictions to use and high costs for agro- technical measures to enable cultivation. This type of land is used for purposes other than agriculture.

Table 32 provides the information about the land categorisation in the Mostar area and the project area, also shown in Figure 54. The project area is mostly uncategorized in terms of the soil quality values, except for the part of the route in Opine and Gnojnice Donje settlements.

95 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Table 32: Land categorisation in the Mostar area and the project area

Agro-zone Land category Area (km2) Location Agro-zone I I, II, III, IVa i IVb 30 Uneven and sloped terrains of 5% slope in the valley of Neretva, Buna, Bunica and Trebizat, and the Mostarsko polje karst field. Areas around Buna, Zitomislici, Sretnica, Podgorja and Rastana, and around road Mostar-Blagaj. Agro-zone II V i VI 238,7 The Mostarsko polje karst field and the area around Bogdol, Bijelog Polje, Lisani, Humilisani, Hansko polje, valley above Potok, valley under east side of Prenj and Velez mountains towards the Nevesinjsko polje field. Agro-zone III VII i VIII 322,3 Mountain area of the municipality, including Velez, Cabulja and Prenj.

Figure 54: Land categorisation in the Project area

5.5.4 Land use Based on the information obtained from the 2012 Corine Land Cover for BiH the route passes through elevated areas situated in the natural environment of Podvelezje. The northern section is passing close to the Uborak disposal site, while the rest of the section passes above settlements and ends in the area with agricultural land (mostly vineyards) (Figure 55).

96 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 55: Land use in the Project area

Information on the current land use in the Project area is given in Chapter 6.3

5.5.5 Soil quality As part of this assignment, on four locations along the Mostar North-Mostar South section, zero-state soil quality was monitored before the start of the construction works on 17.9.2020.100 at a depth of 0 to 30 m, as shown in the following table and figures:

No. Measuring point Description of location Coordinates of measuring points 1. SP1 Near the Uborak landfill 43°22'53.21"N Chainage framework: 1+900 17°53'5.17"E 2. SP2 Suhi Do canyon below M2 viaduct 43° 21' 50,86"N Chainage framework: 5+400 17° 50' 58,50"E 3. SP3 Below future viaduct M3 43° 19' 57,78"N Chainage framework: 9+800 17° 49' 39,59"E 4. SP4 At the end of the route 43° 17' 54,15"N Chainage framework: 14+100 17° 50' 35,56"E

100 ZAGREBINSPEKT, Report on soil quality measurements at the location of Corridor Vc, Mostar North-Mostar South section, Report Number: 01-2-1-140-IX/20, September 2020

97 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 56: Satellite image of the location SP1 (Source: Figure 57: Satellite image of the location SP2 (Source: Google Google Earth) Earth)

Figure 58: Satellite image of the location SP3 (Source: Figure 59: Satellite image of the location SP4 (Source: Google Google Earth) Earth)

The results of soil quality measurements from four aforementioned locations are presented in following tables.

Table 33: Results of soil quality measurements at the location SP1

Parameter Unit Measured Standard/Method Date of testing value pH in H2O 7.09 BAS ISO 10390:2009 19.9.2020. pH in 1M HCl 7.00 BAS ISO 10390:2009 19.9.2020. Ash * % 83.92 gravimetric 24.9.2020. Nitrogen * % 0.43 BAS ISO 11261:2000 24.9.2020.

Available P2O5 * mg/100g 5.11 AL-method (internal 24.9.2020. method) Cadmium mg/kg 0.56 BAS ISO 11047:2000 25.9.2020. Lead mg/kg 42.47 BAS ISO 11047:2000 25.9.2020. Copper mg/kg 36.40 BAS ISO 11047:2000 25.9.2020. Nickel mg/kg 63.50 BAS ISO 11047:2000 25.9.2020. Zinc mg/kg 86.50 BAS ISO 11047:2000 25.9.2020. Iron % 3.48 BAS ISO 11047:2000 25.9.2020. Manganese mg/kg 982.20 BAS ISO 11047:2000 25.9.2020. Total chrome mg/kg 73.40 BAS ISO 11047:2000 25.9.2020. Mercury * mg/kg 0.12 BAS ISO 11047:2000 30.9.2020. Cobalt mg/kg 19.83 BAS ISO 11047:2000 25.9.2020.

98 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Total Petrolatum Hydrocarbons (TPH) - mg/kg 3.40 BAS EN ISO 16703:3013 24.9.2020. light fraction * Total Petrolatum Hydrocarbons (TPH) - mg/kg 4.27 BAS EN ISO 16703:3013 24.9.2020. heavy fraction * Total Petrolatum Hydrocarbons (TPH) * mg/kg 7.67 BAS EN ISO 16703:3013 24.9.2020. PAH * mg/kg 0.23 BAS ISO 18287:2008 24.9.2020. PCB * mg/kg not det. BAS ISO 10382:2004 25.9.2020. DDD/DDT/DDE * mg/kg not det. BAS ISO 10382:2004 25.9.2020. * Analyses done by the Federal Institute of Agrepedology

Table 34: Results of soil quality measurements at the location SP2

Parameter Unit Measured Standard/Method Date of testing value pH in H2O 7.49 BAS ISO 10390:2009 19.9.2020. pH in 1M HCl 7.27 BAS ISO 10390:2009 19.9.2020. Ash * % 84.24 gravimetric 24.9.2020. Nitrogen * % 0.46 BAS ISO 11261:2000 24.9.2020.

Available P2O5 * mg/100g 4.82 AL-method (internal 24.9.2020. method) Cadmium mg/kg 0.59 BAS ISO 11047:2000 25.9.2020. Lead mg/kg 48.50 BAS ISO 11047:2000 25.9.2020. Copper mg/kg 35.70 BAS ISO 11047:2000 25.9.2020. Nickel mg/kg 67.83 BAS ISO 11047:2000 25.9.2020. Zinc mg/kg 105.50 BAS ISO 11047:2000 25.9.2020. Iron % 2.77 BAS ISO 11047:2000 25.9.2020. Manganese mg/kg 1255.20 BAS ISO 11047:2000 25.9.2020. Total chrome mg/kg 50.90 BAS ISO 11047:2000 25.9.2020. Mercury * mg/kg 0.15 BAS ISO 11047:2000 30.9.2020. Cobalt mg/kg 16.07 BAS ISO 11047:2000 25.9.2020. Total Petrolatum Hydrocarbons (TPH) - mg/kg 3.18 BAS EN ISO 16703:3013 24.9.2020. light fraction * Total Petrolatum Hydrocarbons (TPH) - mg/kg 3.56 BAS EN ISO 16703:3013 24.9.2020. heavy fraction * Total Petrolatum Hydrocarbons (TPH) * mg/kg 6.74 BAS EN ISO 16703:3013 24.9.2020. PAH * mg/kg 0.15 BAS ISO 18287:2008 24.9.2020. PCB * mg/kg not det. BAS ISO 10382:2004 25.9.2020. DDD/DDT/DDE * mg/kg not det. BAS ISO 10382:2004 25.9.2020. * Analyses done by the Federal Institute of Agrepedology

Table 35: Results of soil quality measurements at the location SP3

Parameter Unit Measured Standard/Method Date of testing value pH in H2O 7.77 BAS ISO 10390:2009 19.9.2020. pH in 1M HCl 7.59 BAS ISO 10390:2009 19.9.2020. Ash * % 88.24 gravimetric 24.9.2020. Nitrogen * % 0.17 BAS ISO 11261:2000 24.9.2020.

Available P2O5 * mg/100g 1.15 AL-method (internal 24.9.2020. method) Cadmium mg/kg 0.77 BAS ISO 11047:2000 25.9.2020. Lead mg/kg 60.17 BAS ISO 11047:2000 25.9.2020. Copper mg/kg 47.96 BAS ISO 11047:2000 25.9.2020. Nickel mg/kg 70.47 BAS ISO 11047:2000 25.9.2020. Zinc mg/kg 102.30 BAS ISO 11047:2000 25.9.2020.

99 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Iron % 3.58 BAS ISO 11047:2000 25.9.2020. Manganese mg/kg 1068.80 BAS ISO 11047:2000 25.9.2020. Total chrome mg/kg 90.37 BAS ISO 11047:2000 25.9.2020. Mercury * mg/kg 0.12 BAS ISO 11047:2000 30.9.2020. Cobalt mg/kg 18.40 BAS ISO 11047:2000 25.9.2020. Total Petrolatum Hydrocarbons (TPH) - mg/kg 1.74 BAS EN ISO 16703:3013 24.9.2020. light fraction * Total Petrolatum Hydrocarbons (TPH) - mg/kg 2.70 BAS EN ISO 16703:3013 24.9.2020. heavy fraction * Total Petrolatum Hydrocarbons (TPH) * mg/kg 4.44 BAS EN ISO 16703:3013 24.9.2020. PAH * mg/kg 0.16 BAS ISO 18287:2008 24.9.2020. PCB * mg/kg 0.001 BAS ISO 10382:2004 25.9.2020. DDD/DDT/DDE * mg/kg not det. BAS ISO 10382:2004 25.9.2020. * Analyses done by the Federal Institute of Agrepedology

Table 36: Results of soil quality measurements at the location SP4

Parameter Unit Measured Standard/Method Date of testing value pH in H2O 7.90 BAS ISO 10390:2009 19.9.2020. pH in 1M HCl 7.56 BAS ISO 10390:2009 19.9.2020. Ash * % 88.37 gravimetric 24.9.2020. Nitrogen * % 0.26 BAS ISO 11261:2000 24.9.2020.

Available P2O5 * mg/100g 32.29 AL-method (internal 24.9.2020. method) Cadmium mg/kg 0.53 BAS ISO 11047:2000 25.9.2020. Lead mg/kg 64.90 BAS ISO 11047:2000 25.9.2020. Copper mg/kg 55.97 BAS ISO 11047:2000 25.9.2020. Nickel mg/kg 59.30 BAS ISO 11047:2000 25.9.2020. Zinc mg/kg 108.80 BAS ISO 11047:2000 25.9.2020. Iron % 3.11 BAS ISO 11047:2000 25.9.2020. Manganese mg/kg 1251.70 BAS ISO 11047:2000 25.9.2020. Total chrome mg/kg 65.37 BAS ISO 11047:2000 25.9.2020. Mercury * mg/kg 0.08 BAS ISO 11047:2000 30.9.2020. Cobalt mg/kg 15.93 BAS ISO 11047:2000 25.9.2020. Total Petrolatum Hydrocarbons (TPH) - mg/kg 1.42 BAS EN ISO 16703:3013 24.9.2020. light fraction * Total Petrolatum Hydrocarbons (TPH) - mg/kg 4.20 BAS EN ISO 16703:3013 24.9.2020. heavy fraction * Total Petrolatum Hydrocarbons (TPH) * mg/kg 5.62 BAS EN ISO 16703:3013 24.9.2020. PAH * mg/kg 0.18 BAS ISO 18287:2008 24.9.2020. PCB * mg/kg 0.004 BAS ISO 10382:2004 25.9.2020. DDD/DDT/DDE * mg/kg not det. BAS ISO 10382:2004 25.9.2020. * Analyses done by the Federal Institute of Agrepedology

In BiH there are no laws and by-laws which regulate soil pollution for industrial areas, only the agricultural land. Therefore, for determination of limit values of given polutants the Rulebook on the determination of harmful and dangerous substances in the soil and methods of their testing101 was used.

By comparing the content of total forms of heavy metals in the soil sample with the limit values, it was determined that at the certain sampling points the metal concentrations do not meet the limit values stipulated for the agricultural land by the Rulebook.

101 Official Gazette of FBiH, No. 72/09

100 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Measuring Parameters that do not meet limit values given in the Rulebook on the determination of harmful and point dangerous substances in the soil and methods of their testing102 SP1 Cd, Cr, Ni SP2 Cd, Cr, Ni, Zn SP3 Cd, Cr, Ni, Zn, Pb SP4 Cd, Cr, Ni, Zn, Pb, Cu

Since the analyzed soil has a neutral to weakly alkaline reaction, it can be concluded that heavy metals in the soil, in the aforementioned concentrations, are in inactive forms.

5.6 Climate

5.6.1 Climatic factors The City of Mostar is situated in the Valley of Neretva River which extends to the Mediterranean coast and brings the Mediterranean climate into the area, slightly changed due to the position of the city. On the territory covered by the city, modified Mediterranean climate is predominantly present, while also Mediterranean, pre-Alpine, pre-Alpine moderate continental and Alpine climates are found in the surroundings (Figure 60). The motorway section is located on the territory with dominant modified Mediterranean and Mediterranean climate, strongly under influence of climatic conditions from the Adriatic Sea that penetrate inland through the Neretva river valley.

Figure 60: Climate zones on the territory of City of Mostar

The Mostar meteorological station is located in the settlement Bijeli Brijeg in the urban part of Mostar City (43°21' N i 17°48' E) at 99 m a.s.l in the Mediterranean climate zone. According to the climatological data, Mostar is the warmest city in Bosnia and Herzegovina with largest number of sunny hours per year (2,285 hr/y).

102 Official Gazette of FBiH, No. 72/09

101 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 61: Monthly value of insolation in 2019 comparing to the average sum of insolation in 1961-1990103

Annual average temperature is around 14˚C. In the summer period, the temperatures are very high and can reach 45˚C in the shadow. Very often summer temperatures cause droughts and state of natural disasters. Due to the proximity of Adriatic Sea, the winter temperatures are stable with average temperature being around 104 4˚C . The Bora wind in the winter period can lower the temperature for additional 1-2˚C. In spring and autumn, the temperatures are in the range of 10-13˚C. Autumn is warmer than spring because of the Mediterranean warm air penetrates through the Neretva valley. Winters are very mild with temperatures rarely being below zero.

Table 37: Temperatures in the City of Mostar in 2019105

Par I II III IV V VI VII VIII IX X XI XII god

Tavg 4,1 8,8 12,6 15,1 15,4 25,7 26,5 27,7 21,8 16,8 13,6 8,5 16,4

Mostar Tmin 1,6 4,4 7,6 10,3 11,1 19,5 20,3 21,4 17,1 11,6 10,6 5,9 11,8

Tmax 7,2 13,9 18,3 20,5 20,6 32,2 33,1 35,2 29,0 24,6 17,2 11,5 21,9 where: Tavg – average monthly temperature (°C); Tmin – minimum temperature (°C); Tmax – maximum temperature (°C)

103 Federal Hydro-meteorological Institute, Annual Meteorological Report, 2019 104 CETEOR Sarajevo, Environmental Impact Study for Motorway LOT 5, 6: Section Mostar North- Mostar South-Pocitelj; Mostar South- Buna, Updated Study, April 2017 105 Federal Hydro-meteorological Institute, Annual Meteorological Report, 2019

102 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

106 Figure 62: Average monthly temperatures in 2019 Figure 63: Average maximum temperatures in 2019107

Figure 64: Average minimum temperatures in 2019108

While summer months are mostly dry, Mostar in spring and autumn months has significant number of rainy days with increased precipitation. The precipitation maximum is in November and December reaching up to 210 l/m2. During winter months, snow is not so common.

Figure 65: Monthly precipitation in 2019 comparing to the average precipitation in period 1961-1990109

The most common winds in the Mostar are the North and North-East winds, also known as the Northern wind (“sjeverac”) and Bora (“bura”). Bora is a phenomenon occurring on the east coast of the Adriatic Sea which penetrates the inland through Neretva valley. Bora is a very dry and cold wind blowing in the winter months. In spring and autumn another dominant wind is the Southern wind (“jugo”) also penetrating from the Adriatic Sea. Jugo is a very humid wind and brings heavy rains.

106 Ibid. 107 Ibid. 108 Ibid. 109 Ibid.

103 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 66: Wind rose (the frequency of the wind direction in % on the left and wind speed in m/s on the right)110

5.6.2 Climate change

According to climate models for Bosnia and Herzegovina, the mean seasonal temperature changes for the period 2001-2030 are expected to range from +0.8°C to +1.0°C above previous average temperatures. Winters are predicted to become warmer (from 0.5°C to 0.8°C), while the biggest changes will be during the months of June, July and August, with predicted changes of +1.4°C in the north and +1.1°C in southern areas. Precipitation is predicted to decrease by 10% in the west of the country and increase by 5% in the east. The autumn and winter seasons are expected to have the highest reduction in precipitation. The climate models that have been applied to Bosnia and Herzegovina Project further significant temperature increases during the period 2031-2060, with a predicted average rise in temperature of between 1°C to 2°C in coastal areas, and 2°C to 3°C inland111.

The negative consequences of climate change are already visible in Bosnia and Herzegovina even though the country contributes little to the causes of climate change. The per capita emissions are just over half of the EU average: 5.18 tons CO2 equivalent per capita per annum in 2008, compared to an EU average of 9.93 tons. But compared to relative wealth, Bosnia and Herzegovina’s emissions are almost four times higher than those of the EU. Greenhouse gas emissions per unit of GDP were 1.59 kg CO2 equivalent per EUR in 2008, while the EU average was 0.4 kg per EUR112.

Bosnia and Herzegovina has low emissions of carbon dioxide from transport (25% below the global average and 77% below the Organisation for Economic Cooperation and Development (OECD)) average. Furthermore, the proportion of greenhouse gas emissions from the transport sector is lower than in EU countries: less than 7%113 of total emissions compared to approximately 20% in the EU27114. Greenhouse gas emissions in this sector come mainly from road transport (more than 90% of total emissions). As road transport is the dominant means of transport – and is expected to remain so in the future – greenhouse gas emissions from transport are set to rise. Therefore, the transport is among the four sectors selected as priority sectors for the Low Emissions Development strategy.

110 Ibid. 111 Results from running the EH50M model presented in Climate Change Adaptation and Low-Emission Development Strategy for Bosnia and Herzegovina (June 2013). This is detailed on p.16 of the Initial National Communication for Bosnia and Herzegovina under the UNFCCC, 2009. 112 Climate Change Adaptation and Low-Emission Development Strategy for Bosnia and Herzegovina, June 2013 113 Initial National Communication of Bosnia and Herzegovina under the UNFCCC, 2009. 114 http://epp.eurostat.ec.europa.eu/tgm/refreshTableAction.do?tab=table&plugin=1&pcode=tsdtr410&language=en

104 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

The specific information related to climate changes and GHG emissions in the city of Mostar are not available. The baseline scenario relevant to the calculation of GHG impact of the motorway construction is analysed in the Impact Assessment Chapter 7.2.6.

5.7 Landscape

Each natural landscape contains three components: terrain, water and vegetation. The anthropogenic landscape, in addition to the natural components, contains anthropogenic interventions in an area, such as extensive agricultural areas, settlements, facilities as well as existing infrastructure (roads, railway infrastructure and Mostar Airport). Of the natural elements of the landscape, the most dominant features in the Project area are the karst morphology and vegetation cover.

As said, the elements of the existing landscape characteristics are dominated by the natural vegetation systems of deciduous sub-Mediterranean community type. These systems are mostly undisturbed in parts of the route that are situated along the slopes of Velez and Podvelez mountains. Due to the geological characteristics of the soil structure and meteorological characteristics, components of vegetation are characterized as thermophilic forest communities, which are degraded to the certain extent due to soil and morphology characteristics as well as anthropogenic factors, e.g. Uborak landfill at the very beginning of the route or Gnojnice settlement at its end.

The landscape of the Project area is also characterized by a system of fields bound by scattered settlements of Kutilivac, Suhi Do, Opine, Gnojnice. Area around the urban core of the City of Mostar is used for residential construction of suburban areas and business and industrial zones, such as Opine settlement.

Ground elevations range from approximately 65 m a.s.l. at the very end of the section, just before Mostar South Interchange, to approximately 250 m a.s.l. at the hilly terrain of Velez mountain where the tunnel T4 is located. The motorway section will pass through uneven terrain which is partially hilly in its central and southernmost part of the route. The longest part of the route is situated along the slopes of the Velez and Podvelez mountains, above the inhabited semi-urban areas and the town of Mostar.

Figure 67: Gnojnice settlement

105 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 68: Slopes of the Velez and Podvelez mountains

5.8 Noise

The current Project area is relatively uneven terrain and motorway alignment is passing mainly through hilly terrain with a certain number of buildings that alternate in settlements of Kutilivac, Vrapcici, Opine and Gnojnice. The section Mostar North-Mostar South begins 500 m before the Mostar North Interchange in the Kutilivac settlement, east of Vrapcici. The section ends just before the Mostar South Interchange near the Mostar Airport. There are no significant noise sources along the planned section Mostar North-Mostar South115.

In order to determine the baseline noise in the Project area, the zero-state monitoring of noise is performed as part of this assignment on four locations along the Mostar North-Mostar South section in September 2020116. The measurements are performed at four locations, as described in the following table and figures:

No. Measuring point Description of location Coordinates of measuring points 5. MM1 At the beginning of the route 43°23'32.12"N Chainage framework: 0+100. 17°54'0.29"E 6. MM2 Near a future viaduct M2 43°21'53.36"N Chainage framework: 5+400. 17°50'13.71"E 7. MM3 Near a future viaduct M2 43°19'57.57"N Chainage framework: 9+800. 17°49'38.21"E 8. MM4 In Opine settlement 43°19'18.11"N Chainage framework: 11+300. 17°50'12.25"E

115 CETEOR Sarajevo, Environmental Impact Study for Motorway LOT 5, 6: Section Mostar North-Mostar South-Pocitelj; Mostar South- Buna, Updated Study, April 2017 116 ZAGREBINSPEKT, Report on external noise measurements at the location of Corridor Vc, Mostar North-Mostar South section, Report Number: 01-2-140-IX/20, September 2020

106 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 69: Satellite image of the location SP1 (Source: Figure 70: Satellite image of the location SP2 (Source: Google Google Earth) Earth)

Figure 71: Satellite image of the location SP3 (Source: Figure 72: Satellite image of the location SP4 (Source: Google Google Earth) Earth)

The results of outdoor baseline noise measurements are presented in Table 38.

Table 38: Results of outdoor baseline noise measurements

Acoustic area (zone) IV; Trading, business, housing and housing next to traffic corridors, storage without heavy transport Location Noise level and noise correction in dB(A) Measurement interval Mean energy value Correction Measured value Limit value

Lrez Leq L1% KT KI LReq LR1% LReq LR1% SP1 - 44,1 50,6 - - 44,1 50,6 55,0 70,0 07:49-08:05 SP2 - 40,6 44,4 - - 40,6 44,4 55,0 70,0 08:58-09:14 SP3 - 38,0 48,1 - - 38,0 48,1 55,0 70,0 09:35-09:50 SP4 - 42,4 49,2 - - 42,4 49,2 55,0 70,0 10:28-10:43

The values of the measured 15-minute equivalent outdoor noise level at measuring points do not exceed the limit values for the outdoor noise levels defined for the acoustic zone IV defined by the Law on Noise Protection117.

117 Official Gazette of FBiH, No. 110/12

107 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

5.9 Waste and materials management

During the construction and operation of the motorway, waste will be generated and classified according to the Rulebook on categories of waste with lists118 by the characteristics and activities from which it generated. The type and scope of works on the construction of the motorway and ancillary facilities, which include excavation, blasting, concreting, installation works, transport of materials and equipment, will govern the types and quantities of waste generated.

The main type of waste that will occur during the construction of the motorway is the construction wastes, including:

. earth, sand, gravel, clay, loam, stone as a result of earthworks and excavation; . bitumen (asphalt) or cement-bound material, sand, gravel, crushed stone as a result of construction of civil engineering structures; . concrete, bricks, mortar, gypsum, aerated concrete, natural stone as a result of the construction of buildings; . wood, plastic, paper, cardboard, metal, cables, paint, varnish and other mixed waste on the construction site as a result of other construction operations.

Indicative composition of construction waste is:

. excavation material 90%, . demolition and construction waste 5%, . asphalt and concrete 5%.

For the most part (95%) construction waste is inert waste (earth and stones from excavation, plaster, broken concrete, iron, steel, metals, wood, plastic, paper, etc.), and may be hazardous, for example, asphalt binder or waste containing asbestos, which requires special control and treatment. Other waste (5%) is mixed municipal waste produced by employees, oil waste and packaging waste (Table 39).

Table 39: Categorization of waste that will be generated during the construction of the motorway

Code Waste 02 00 00 Wastes from agriculture, horticulture, aquaculture, forestry, hunting and fishing, food preparation and processing 08 00 00 Wastes from the manufacture, formulation, supply and use (MFSU) of coatings (paints, varnishes and vitreous enamels), sealants and printing inks 13 00 00 Oil wastes and wastes of liquid fuels (except edible oils, 05 and 12) 15 00 00 Waste packaging; absorbents, wiping cloths, filter materials and protective clothing not otherwise specified 16 00 00 Wastes not otherwise specified in the list 17 00 00 Construction and demolition wastes (including excavated soil from contaminated sites) 20 00 00 Municipal wastes (household waste and similar commercial, industrial and institutional wastes) including separately collected fractions

The clean-up and preparation works will include cutting shrubs and trees of all sizes, removing branches, cutting them to lengths suitable for transport, removing roots, etc. The total quantity of green waste from the removal is calculated per square meter of cleared overgrown area. The total area that will be covered by the removal of waste from forest exploitation is 144,000 m2. These activities will be performed by the competent (local) forestry authority.

118 Official Gazette of FBiH, No. 9/05

108 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

The motorway construction requires ground excavation and removal of extra quantities of excavated soil and removal of bad quality soil from the construction site (marl soil, soil containing high percent of biodegradable material). Granular materials - broken stone, crushed stone and sand are used for filling works and lining for road laying. Cement, concrete, steel and wood are materials that will be most frequently used in structure construction.

Total quantity of excavated materials resulting from the construction of the motorway will be as follows:

. excavations on the route: 793.639 m3 and . excavations from tunnels: 1.865.300 m3.

The excess land from excavation generated during construction activities will be disposed on the construction waste landfill, which will be designed and opened for this purpose. More information about potential disposal sites are given in Chapter 2.5.2.

During construction of the motorway, there might be a need to use additional construction materials such as soil, gravel, stone that will be used in the construction. The Contractor can obtain such materials from borrow pits or buy them on the market from licensed operators. In case the Contractor opt for their own borrow pit, they have to obtain valid operational licenses and valid Environmental Permit and Water Permit for this type of activity, which will guarantee that their work complies with environmental and water regulations and is subject to the supervision of the environmental and water management inspection. In case the Contractor will buy the material on the market, the material supply has to come from authorized sources, that are licensed quarries and borrow pits with necessary Environmental Permit and Water Permit, as proposed in ESAP.

The Contractor will also be obliged to develop Materials Managagement Plan to meet resource efficiency requirements. The Plan shall be focused on optimal use of natural and man-made resources during the motorway construction through efficient use of roadway materials aimed to reduce waste and cause negligible damage to the environment.

During the operation of the motorway, there will appear waste specific to road traffic, as well as waste resulting from inappropriate behaviour of road users, such as throwing garbage from cars while driving or especially in parking lots. This waste is of a sedimentary character. Waste from the ground, along the road, as well as waste from the parking lot should be taken away by the institutions responsible for motorway maintenance.

Small amounts of municipal waste might be generated during operation of the motorway. Waste will also be generated as a result of motorway facilities maintenance and in case of any traffic accidents. These include tires, metal waste, packaging contaminated with hazardous substances, greasy cloths, municipal waste and packaging waste, sludge from oil and grease separators, etc.

The types of waste that are expected during the operation of the motorway are given in the following table.

Table 40: Categorization of waste that will be generated during the operation of the motorway

Code Waste 08 00 00 Wastes from the manufacture, formulation, supply and use (MFSU) of coatings (paints, varnishes and vitreous enamels), sealants and printing inks 13 00 00 Oil wastes and wastes of liquid fuels (except edible oils, 05 and 12) 15 00 00 Waste packaging; absorbents, wiping cloths, filter materials and protective clothing not otherwise specified 19 00 00 Wastes from waste management facilities, off-site waste water treatment plants and the preparation of water intended for human consumption and water for industrial use 20 00 00 Municipal wastes (household waste and similar commercial, industrial and institutional wastes) including separately collected fractions

109 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

The management of waste generated on site is described in detail in the Waste Management Plan and Preliminary Construction Waste Management Plan prepared for this motorway section. Waste Management Plan is inseparable parts of this Study in line with the local Law on Waste Management, whereas Preliminary Construction Waste Management Plan is obligatory in line with Regulation on Construction Waste119.

119 Official Gazette of FBiH, No. 93/19

110 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

6 SOCIAL BASELINE

6.1 Settlements

The road section Mostar North-Mostar South passes through several settlements: Kutilivac, Vrapcici, Mazoljice, Opine, Kocine, Gnojnice, Bruci and Gorica. Figure 73 below shows the area of Project influence in Mostar and bigger settlements along the motorway section.

Figure 73: Settlements along the motorway section alignment

This section begins 500 m before the Mostar North Interchange in the Kutilivac settlement. On the right side120 of the section beginning there are the first houses of this located at a distance of approx. 90 m. Kutilivac is a rural settlement, with a total of 1,624 inhabitants as per Census 2013. The Project area of Kutilivac is characterized by small agriculture activities and land used as vineyards.

After passing Kutilivac, the road section passes through settlement Vrapcici. Vrapcici is a settlement with 3,266 inhabitants as per Census 2013. It is characterised by several furniture salons, furniture companies and PVC carpentries. The nearest houses are located at a distance of cca. 30-70 m from the planned motorway alignment, with land used for agriculture and animal husbandry. Two farms are located in Vrapcici in the vicinity of the motorway section, one of which is a goat farm and the other one is a poultry farm.

After Vrapcici, the section enters the longest tunnel, Tunnel Ostri Rat (L=3,380 m), turning towards the south and bypassing the City of Mostar. In the area east of Luke settlement, the alignment exits the tunnel in

120 Direction from North to South

111 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Mazoljice and passes the slopes above the settlements and extends south. In Opine and Kocine settlements the alignment passes through a tunnel (L=2,600 m). The settlement of Opine is characterised on agriculture, stone exploitation and furniture stores. Settlement Kocine (Cadastral Municipality of Gnojnice Donje) is characterized by agricultural production and activities, one construction industry and several small businesses.

After exiting this tunnel, the alignment descends towards the Mostar South Interchange, in Gnojnice. Gnojnice is a rural settlement, with a total of 3,637 inhabitants as per Census 2013. The Project area of Gnojnice is characterised by land plots belonging to one company for the production of wine and other alcoholic beverages, the airport restricted area and the existing railway Mostar-Capljina.

6.2 Population and demographics

6.2.1 Population and demographics for the City of Mostar

According to the 2013 Census of population, households and apartments in BiH, the territory of Mostar has 105,797 inhabitants. There are very significant differences in the distribution of population by regional units. The Neretva River valley and its tributaries represent the population's focal point of the territory. The population mainly settled on the fertile land of the central, southern and south-western parts of the City. The mountainous areas in the northeast, northwest and west, which include the Cvrsnica, Cabulja, Prenj and Velez mountains are uninhabited due to adverse natural-geographical conditions. The city of Mostar is one of the middle-populated areas, with an average population density of 90 residents/km².

Natural movement of population

The natural movement of the population in the City of Mostar is negative, which means that more people die than are born. The difference between the number of births and deaths is shown in Table 41 below.

Table 41: Natural movement of a population – City of Mostar 2013-2018121

Year Live births Died Natural increase 2013 1,011 1,034 -23 2014 1,077 1,010 67 2015 965 1,164 -199 2016 1,025 1,068 -43 2017 974 1,105 -131 2018 1,003 1,114 -111

Natural increase is usually expressed as the rate, in relation to 1,000 inhabitants (in ‰). Natural increase rates are very variable in time and space. Very high natural increase is expressed in rates higher than 20‰, high natural increase is 15-20‰, moderate natural increase 5-15‰, while rates lower than 5‰ are considered to be low natural increase. Movement of births and deaths may result in zero or negative natural increase (negative natural movement), i.e. the natural decrease.

According to 2013 data, the natality rate in the City of Mostar was 9.6‰. In the period 2013-2018, this rate 122 was between 9.1-10.2‰ . According to the estimate for 2018, the natality rate is 9.5 ‰. Natality rate in the City of Mostar for the period 2013-2018 is shown in Table 42 below.

Table 42: Natality rate in the City of Mostar for the period 2013-2018123

Year Mid-year No. of citizens Live births Natality rate (‰) 2013 105,797 1,011 9.6 2014 105,890 1,077 10.2

121 Statistical Yearbook of Federation of Bosnia and Herzegovina, Statistics Institute of the FBiH, Sarajevo 2019 122 Bulletin Demographical statistics 2018, Statistics Institute of the FBiH, Sarajevo 2020 123 Statistical Yearbook of Federation of Bosnia and Herzegovina, Statistics Institute of the FBiH, Sarajevo 2019

112 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Year Mid-year No. of citizens Live births Natality rate (‰) 2015 105,871 965 9.1 2016 105,661 1,025 9.7 2017 105,417 974 9.2 2018 105,371 1,003 9.5

Age and gender structure of population

The age structure shows the youth, the maturity or the elderliness of a population. When analyzing the Census 2013, it is apparent that neither old nor very young population is very abundant in Mostar – the majority (69.84%) of population belong to the category of mature population (age 15-65), providing the favourable economic and social development basis.

According to data from Census 2013, female population represents the 51.60% of the total population of the City of Mostar. 35.19% of the population is represented by females belonging to the category of mature population (age 15-65). Participation of age and gender categories of Mostar population according to Census 2013 is shown in Table 43.

Table 43: Participation of age and gender categories of Mostar population according to Census 2013124

Total Males Females Item # % # % # % Total 105,797 100 51,210 48.40 54,587 51.60 0-14 15,705 14.84 8,030 7.59 7,675 7.26 15-65 73,884 69.84 36,656 34.65 37,228 35.19 65 and older 16,208 15.32 6,524 6.16 9,684 9.15

6.2.2 Population and demographics for the settlements in the vicinity of the motorway section

Data for the analysis of population and demographics for the settlements in the vicinity of the motorway section are taken from the Census 2013 and from the socio-economic survey conducted in October 2020 during the development of the Land Acquisition and Resettlement Framework (LARF) for the motorway section Mostar North-Mostar South.

Data collected from Census 2013 contains information on entire population of the settlements located on the Project affected area.

The questionnaires used for data collection during the socio-economic survey contained questions on different aspects of Project affected people (PAP) (owners of land plots that probably will be acquired for the construction of the road section Mostar North-Mostar South, in line with the Preliminary Expropriation Study developed for this motorway section). The questionnaire contained questions on demographics and ethnic background. Given that the question on nationality and/or ethnic background is a sensitive socio-political issue, the respondents were given the opportunity to respond to the question in an open-ended format.

As already explained, the survey was conducted in October 2020 by a group of trained surveyors, on the basis of survey questionnaires prepared by land acquisition experts. Information on affected land plots were taken from the Preliminary Expropriation Study developed for the proclamation of public interest for this motorway section and in line with alignment from the Spatial Plan for the Motorway on Corridor Vc in FBiH adopted in 2017 by the FBiH Parliament. According to this Preliminary Expropriation Study 50 state owned and 277 private land plots probably will be affected by the land acquisition. Additional 31 affected private land plots were identified based on information provided by JPAC representatives for the construction of a new local road. Therefore, the total number of privately-owned land plots is 308. The answers of the interviewed PAP

124 Census of population, households and dwellings in Bosnia and Herzegovina, 2013, Agency for Statistics of BiH, Sarajevo 2016

113 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment are provided according to cadastral municipalities125 where PAP owns their land plots, or have a concession on land plots. In total 64 PAP were surveyed. These 64 PAP own (or have a concession on) 131 land plots in total. It can be concluded that the survey covered 36.59% of total land plots identified, and this can be considered as a representative number taking into account that not all PAP live within the Project area, and according to information collected during the site visit some of PAP live abroad.

Population and demographics according to Census 2013 data

The road section Mostar North-Mostar South passes through 8 settlements: Kutilivac, Vrapcici, Mazoljice, Opine, Kocine, Gnojnice, Bruci and Gorica. The stated division into settlements is not present in the Census 2013, and the area through which the corridor section passes is divided into the following settlements: Kutilivac, Vrapcici, Gnojnice Gornje, Mostar and Gnojnice.

Table 44 below shows total population within the settlements on which territory the road section will be constructed and the population density per km2, as per territory division provided in Census 2013. According to data provided in this table, Mostar is the most populated (60,195 inhabitants) and has the highest density (3.306,4 inhabitants per km2). Gnojnice Gornje occupies the biggest area (26.53 km2) and is the least populated (105 inhabitants) with the lowest density (4 inhabitants per km2). Vrapcici occupies 13.16 km2 and has a medium density (248.3 inhabitants per km2). Gnojnice occupies 12.94 km2 and has a medium population density (281.2 km2) while Kutilivac occupies 25.58 km2 and has a density of 63.5 inhabitants per km2.

Table 44: Population density in Project affected settlements according to Census 2013

Settlement Total population Area (km2) Density (inhabitants per km2) Kutilivac 1,624 25.58 63.5 Vrapcici 3,266 13.16 248.3 Gnojnice Gornje 105 26.53 4.0 Mostar 60,195 18.21 3.306,4 Gnojnice 3,637 12.94 281.2

According to data from Census 2013 Kutilivac, Vrapcici, Gnojnice Gornje and Gnojnice are settlements with the majority of population belonging to Bosniak ethnic group, while Mostar has the majority of population belonging to Croat ethnic group. Table 45 below shows details on ethnic background of population in affected settlements according to Census 2013.

Table 45: Ethnic background of population in affected settlements according to Census 2013

Settlement Total Bosniaks Croats Serbs Others # # % # % # % # % Kutilivac 1,624 1,318 81.2 270 16.6 16 1.0 20 1.2 Vrapcici 3,266 2,838 86.9 204 6.2 153 4.7 71 2.2 Gnojnice Gornje 105 105 100 / / / / / / Mostar 60,195 25,788 42.8 29.475 49.0 2,109 3.5 2,823 4.7 Gnojnice 3,637 3,276 90.1 205 5.6 93 2.6 63 1.7

According to data from Census 2013 male population represents the majority in Vrapcici, Gnojnice Gornje and Gnojnice, while females are the majority of population in Kutilivac and Mostar. Table 46 below shows details on gender structure of population in affected settlements according to Census 2013.

Table 46: Gender structure of in affected settlements according to Census 2013

Settlement Total Males Females # # % # %

125 According to the Preliminary Expropriation Study the land plots are located on six cadastral municipalities, as follows: Kutilivac I, Vrapcici, Mostar I, Opine Gornje, Opine Donje, Gnojnice Donje.

114 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Kutilivac 1,624 798 49.1 826 50.9 Vrapcici 3,266 1,650 50.5 1,616 49.5 Gnojnice Gornje 105 53 50.5 52 49.5 Mostar 60,195 28,474 47.3 31,721 52.7 Gnojnice 3,637 1,812 50.2 1,825 49.8

Population and demographics of households who live on the affected land plots

The total number of surveyed households is 9:

. 1 house is located in Kutilivac, . 8 houses are located in Gnojnice Donje.

The 8 houses in Gnojnice Donje are located along the motorway section alignment above the planned tunnel T6 L=2,600 m126.

Household members

The total number of persons (household members) living in the 9 households surveyed is 36. The smallest number of household members is 2, while the largest household consists of 6 members. All households are male headed households. The total number of women in these households is 14.

The oldest household member (male) is 84 years old, and the youngest (male and female) are 7 years old.

Ethnic background

8 respondents declared as Bosniaks and 1 declared as Croat.

Population and demographics of households who do not live on the affected land plots

The total number of surveyed land owners who do not live on the affected land plots is 55. These 55 land owners own 110 land plots in total, of which:

. 36% of land plots are located in Kutilivac, . 24% of land plots are located in Vrapcici, . 35% of land plots are located in Opine Donje, . 5% of land plots are located in Gnojnice Donje. Demographics and ethnic background

The total number of persons (household members) living in the 55 households surveyed is 184.

7% of land plots are owned by females, while 93% are owned by males. Most of the respondents are between 31 to 91 years old.

Given that the question on nationality and/or ethnic background is a sensitive socio-political issue, the respondents were given the opportunity to respond to the question in an open-ended format. The majority of

126 According to the Preliminary Expropriation Study developed for the proclamation of public interest and in line with alignment from the Spatial Plan for the Motorway on Corridor Vc in FBiH adopted in 2017 by the FBiH Parliament, all these assets are located on affected land plots. However, a tunnel T6 L=2,600 m is planned to be constructed below the settlement of Gnojnice and according to JPAC representatives it is possible that these land plots will not all be affected by land acquisition and additional researches need to be performed to determine if they will be acquired, except for the last 500 m of the tunnel which will be “cut and cover” tunnel. The data on affected land plots are taken from the Preliminary Expropriation Study which is the only official document regarding the planned land acquisition. Upon the development of design documentation, a Final Expropriation Study will be developed containing the exact land plots (and assets) which will be acquired during the expropriation procedure.

115 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment the respondents surveyed declared themselves as Bosniaks (58%), 36% of respondents declared themselves as Serbs and 6% as Croats. Below is a figure showing the information provided by respondents on their ethnic background.

Figure 74: Ethnic background of interviewed land owners who do not live on land plots affected by land acquisition

Below is a table showing the information provided by respondents on their ethnic background in each settlement of the section. As shown in the table, in Opine Donje and Gnojnice Donje, the majority of interviewed land owners declared themselves as Bosniaks, while in Kutilivac and Vrapcici the majority of interviewed declared themselves as Serbs.

Table 47: Ethnic background of interviewed land owners in each settlement who do not live on land plots affected by land acquisition

Settlement Serbs Bosniaks Croats Kutilivac 10 7 3 Vrapcici 9 7 Opine Donje 1 16 Gnojnice Donje 2

6.3 Current land use

Data on land use on the area affected by land acquisition for the construction of the motorway section Mostar North-Mostar South are obtained from census performed during the development of LARF for this Project and cadastral data. The total number of affected land plots in the 6 cadastral municipalities127 is 358. According to the Preliminary Expropriation Study 327 land plots were identified. However, an additional 31 land plots are planned to be acquired for the construction of a local road due to the collision of the motorway section and the local road in Kuti (cadastral municipality of Kutilivac I).

Of these 358 plots in total:

. 308 are private land plots and . 50 are state-owned land plots.

Total number of affected land plots in 6 cadastral municipalities is shown in Table 48 below.

Table 48: Total number of affected land plots per cadastral municipality

127 The six cadastral municipalities are: Kutilivac I, Vrapcici, Mostar I, Opine Gornje, Opine Donje, Gnojnice Donje.

116 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Cadastral Total surface of land Total number of Percentage of privately- Percentage of state- municipality plots land plots owned land plots owned land plots Kutilivac I 126,394.92 m2 122 93.44% 6.56% Vrapcici 138,452.47 m2 65 92.30% 7.70% Mostar I 8,920.87 m2 1 0% 100% Opine Gornje 17,712.47 m2 2 100% 0% Opine Donje 126,149 m2 60 76.67% 23.33% Gnojnice Donje 106,290.63 m2 108 79.63% 20.37% Total 523,920.36 m2 358 86.03% 13.97%

6.3.1 Land use on private land plots Out of 308 (270,270.31 m2) private plots, 49 (31,543.02 m2) are used as agricultural land:

. 4 (12,634.28 m2) used as vineyards, . 28 (10,894.45 m2) used as orchards, . 6 (3,432.92 m2) used as cultivated land (for growing crops), . 11 (4,581. 77 m2) used as cultivated land and orchards combined. On 21 land plots there are 21 houses:

. 4 in Kutilivac, . 2 in Opine Donje, . 15 in Gnojnice Donje. 19 land plots belong to two businesses:

. 18 land plots belong to a business whose main business activity are production of wine and other alcoholic beverages. Out of these 18 land plots, 10 land plots are given under concession to another wine production company. Out of these 10 land plots, 4 are used as vineyards. The other plots are trees, shrubs meadow and access roads. The company which owns the land plot will not need to be relocated, while the company which has the concession on the 10 land plots will need to be relocated. . 1 land plot belongs to a business whose main business activity is production PVC materials. This business is located above the planned tunnel T6 and according to JPAC representatives for assets above the planned tunnel T6 additional researches need to be performed to determine if they will be acquired or relocated.

Details are provided for each cadastral municipality below:

Kutilivac I There are 114 private land plots (101,168.56 m2), majority of which are classified as forest (64%). The graph below shows details.

117 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Note: “others” means all other types of land, including access roads, house and yards, orchards, karst and other combined category of land.

There are 4 houses on the affected land plots, one house under construction and rests of an old house. On 14 land plots there are parts of access roads, macadam roads, local roads and footpaths. In addition, there are 11 auxiliary structures: - rests of a small building, - 1 septic tank, - 3 fences, - 1 dog box, - 1 sustaining wall, - 2 greenhouses, - 1 woodshed, - 1 abandoned devastated outdoor toilet.

Vrapcici There are 60 private land plots (49,633.01 m2), majority of which are classified as forest (72%). The graph below shows details.

Note: “others” means all other types of land, including infertile land, farm land and other combined category of land (forest and karst, pasture and forest)

There are no residential, commercial or auxiliary structures on the affected land plots.

Opine There are 2 private land plots (17,712.47 m2), all categorised as pasture and covered by shrubs and Gornje trees without any residential, commercial or auxiliary structures. Opine There are 46 private land plots (27,828.44 m2), majority of which are classified as pasture (43%). The Donje graph below shows details.

There are 2 houses on the affected land plots. On one of the affected land plots there is a pet cemetery that need to be relocated before the land acquisition. In addition, there are 11 auxiliary structures: - 1 stable, - 1 auxiliary building, - 1 shed, - 3 fences,

118 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

- the foundations of an old building from the - 4 electricity poles. Austro-Hungarian period,

Gnojnice There are 86 private land plots (73,927.83 m2), majority of which are classified as vineyard (25%). The Donje graph below shows details.

Note: “others” means all other types of land, including access roads, house and buildings and other combined category of land.

There are 15 houses on the affected land plots, foundations of two houses under construction and one commercial building (manufacturing of PVC materials). All of them are located along the motorway section alignment above the planned tunnel T6 L=2,600 m. Two cemeteries are also located on the land plots along the motorway section alignment, always above the planned tunnel T6128.

18 land plots are owned by a wine and other alcoholic beverages production company, out of these 18 land plots, 10 land plots are given under concession to another wine production company. On 9 land plots there are parts of access roads and footpaths. In addition, there are 113 auxiliary structures: - 11 auxiliary buildings, - construction material, - around 70 beehives (on two land plots), - 2 garages, - 3 sustaining wall, - 1 dog box, - 8 sustaining wall with metal fence, - 2 water tanks, - 9 fences, - school129 yard, - 1 electricity pole, - school parking, - 2 old walls, - playground130, - 1 wall, - 4 lighting poles.

128 According to the Preliminary Expropriation Study developed for the proclamation of public interest and in line with alignment from the Spatial Plan for the Motorway on Corridor Vc in FBiH adopted in 2017 by the FBiH Parliament, all these assets are located on affected land plots. However, a tunnel T6 L=2,600 m is planned to be constructed below the settlement of Gnojnice and according to JPAC representatives it is possible that these land plots will not all be affected by land acquisition and additional researches need to be performed to determine if they will be acquired, except for the last 500 m of the tunnel which will be “cut and cover” tunnel. Upon the development of design documentation, a Final Expropriation Study will be developed containing the exact land plots which will be acquired during the expropriation procedure. 129 Elementary school located 30 m from the motorway section alignment. In this part of the motorway section the alignment passes through a "cut and cover" tunnel. 130 Preliminary expropriation line covers only a small corner of land plot where the playground is located, and the playground is distant 10 m from the motorway alignment. In this part of the motorway section the alignment passes through a "cut and cover" tunnel.

119 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

6.3.2 Land use on state-owned land plots According to cadastral data131 (official classification of land), state-owned land plots in the Project area are divided into the following categories:

Note: “others” means all other types of land, i.e. construction land, karst, pits…

There are in total 13 houses and one house with business premises (hair salon) on these plots. All these houses are located in Gnojnice Donje (located above the planned tunnel T6 L=2,600 m) and are constructed on state land granted to individuals, mostly war veterans and disabled people during the 1990s war. The owners of these houses started the legalisation process, which is reported to be going on for a long time due to slow administrative procedures.

In the settlement of Vrapcici, one land plot is in part under concession of a private goat farm which use it for goat grazing and there is a path for goat passage. This business will not need to be relocated as it is not located on the affected land plot. However, an alternative passage needs to be provided in order to allow the access to the part of land plot under concession.

On 20 state owned land plots there are part of roads (main road M 6.1, access roads, local roads, macadam roads and footpaths), while on 10 plots there are: 2 concrete trough for water flow, 3 fences, 3 garages, one electricity pole, one auxiliary building, and a stream collected in a pipe132.

6.4 Education

6.4.1 Education in the City of Mostar According to 2013 Census the total number of illiterate population in the City of Mostar was 1,143 (1.20%) and the number of population with no education is 2,024 (1.91%). The total population with incomplete primary education is 4,310 (4.07%). The number of population in the City of Mostar who has completed advanced schools/faculties/academies/universities is 18,621 (17.60%), of which 9.52% females and 8.08% males. In Herzegovina-Neretva Canton the number of population with no education is 6,789 and with incomplete primary education is 13,648. According to the data given in the 2013 Census 23,644 residents have completed advanced schools/faculties/academies/universities.

6.4.2 Education in settlements in the vicinity of the motorway section Site-specific information on education levels is taken from the results of a socio-economic survey performed for gaining data for the development of the LARF. This section contains information on educational levels of

131 Note: cadastral data does not necessarily correspond to the actual situation, as these data are most often outdated. 132 In the settlement Vrapcici a stream is collected in a pipe and brought to a fountain whose water is used by the inhabitants. This was the only available water during the war period in 1990s

120 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment affected land owners. Two different type of information were collected through the questionnaires used for socio-economic survey. For land owners who live and who do not live on affected land plots the information on education levels is available for all household members.

9 households who live on possibly affected land plots were interviewed. The total number of persons (household members) living in the 9 households surveyed is 36. Out of 36 household members 19 persons have high school education, 9 persons have primary school education and 8 persons have university education (2 persons are students).

Out of 55 interviewed land owners who do not live on the affected land plots, the majority (80%) of respondents have secondary education, while 13% have university education and 7% has elementary education.

6.4.3 Local educational establishments A local elementary school in Gnojnice Donje is located cca. 30 m from the motorway section alignment. In this part of the motorway section (chainage 13+700.00) the alignment passes through a "cut and cover" tunnel (part of tunnel T6) and continues as a classic tunnel under the settlement of Gnojnice (Figure 75). It is possible to reach this school by using two access roads; however, one access road will be temporary affected by the construction of the motorway section. Therefore, the Contractor for construction works needs to provide information on alternative routes to access the school. In addition, the Contractor need to implement all good community safety practices on construction site (including fences and signalisation) in order to avoid any negative impact on community safety, especially pupils who attend this school. Pupils need to be educated on how to behave during the construction works in order to avoid their unauthorised access to the construction site. These mitigation measures are proposed in the section with mitigation measures.

Figure 75: Location of the elementary school in Gnojnice in relation to the motorway section Mostar North-Mostar South

The other local educational establishments in the settlements along the motorway section alignment are not in the vicinity of the motorway section, so the construction of the motorway section will not affect negatively the access to other local schools.

121 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

6.5 Employment, income and livelihoods

6.5.1 Employment, income and livelihood in the City of Mostar General economic structure includes two categories of residents, economically active and economically inactive residents. Economically active residents include people performing some sort of business activity, temporarily unemployed persons and persons looking for a job for the first time.

Data on economic structure in wider area of the City of Mostar is taken from the Census 2013. The working age population of the City of Mostar is 90,092, of which 52.1% are females and 47.9% males. Economically active residents in the City of Mostar represent in total 47.2% of the working age population. Unemployed males represent 6.5% of the working age population, while unemployed females represent 5.7% of the working age population.

Economically inactive residents include retired persons, school children, students, housekeepers, persons unable to work, etc. Economically inactive residents are 52.7% of the working age population, and the majority are females. Table 49 shows the economic structure of the population of the City of Mostar according to Census 2013.

Table 49: Economic structure of the population of the City of Mostar according to Census 2013

City of Mostar Working age population Economically active residents Economically inactive residents Employed Unemployed # % # % # % # % Total 90,092 100% 31,551 35.0% 11,003 12.2% 47,538 52.7% Males 43,180 47.9% 17,163 19.0% 5,888 6.5% 20,129 22.3% Females 46,912 52.1 14,388 16.0% 5,115 5.7% 27,409 30.4%

According to the data of the Statistics Institute of the FBiH, out of the total number of persons who seek employment at the end of January 2020, there were 16,328 women or 54.1%. In the City of Mostar, the number of unemployed persons was 14,797 or 49.0% out of the total number of unemployed persons in Herzegovina-Neretva Canton.

The number of unemployed persons in the Herzegovina-Neretva Canton in 2019 was 29,755, and in the City of Mostar that number was 14,535. In qualification structure of unemployed persons, the majority are high school graduates (34%), then qualified workers representing 30%, unqualified persons 18%, university degree 11%, college degree 6%, then semi-qualified workers 1% as shown in Figure 76.

Figure 76: Unemployed inhabitants of the City of Mostar in 2018 according to education level

122 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Out of the total number of persons who seek employment at the end of January 2020, there were 16,328 women or 54.1%. In the City of Mostar, the number of unemployed persons was 14,797 or 49.0% out of the total number of unemployed persons in Herzegovina-Neretva Canton.

The aforementioned unemployed persons, in particular the low-skilled ones, will have the opportunity to be temporary employed during the construction works related to the motorway section Mostar North-Mostar South.

6.5.2 Employment, income and livelihood in settlements in the vicinity of the motorway section Information on employment status, income levels and livelihoods of Project affected people was collected during the socio-economic survey during the development of the LARF. Questionnaires used for the socio- economic survey contained questions on the aforementioned aspects. Two different questionnaires were used, one for land owners who live on the affected land plots and one for land owners who do not live on affected land plots. Data obtained during the survey were analysed separately for the two aforementioned categories of land owners.

9 land owners who live on the affected land plots were interviewed. Out of 9 respondents, 2 reported that are employed, 4 reported that are unemployed, while 3 respondents reported pension status.

7 respondents provided information on the income levels of their households. 2 households reported having less than BAM 400 of monthly income, 1 household has income in the range of BAM 801 to 1,500, 1 household reported monthly income in the range of BAM 1,501 to 2,000, while 2 households reported monthly income more than BAM 2,000. 2 respondents refused to provide data on level of income.

1 household stated that his own agricultural production represents the main source of income, while for 7 household salary is the main source of income (including 4 pensions). 1 household refused to provide information on the main source of income. 8 households (one from Kutilivac and 7 from Gnojnice) own orchards, while 2 households use the harvest for commercial purposes. However, only 1 household rely exclusively on agriculture as a source of income (the sale of fruits (cherries and fig)).

All of the 55 land owners who do not live on the affected land plots were interviewed. Out of 55 respondents, 49% of the heads of households reported to be unemployed, whereas 51% reported to be employed.

Out of 55 respondents, 45 reported on the level of their household income, as follows:

. 1 respondent reported monthly income more than BAM 2,000 . 2 respondents reported monthly income in the range of BAM 1,501 to BAM 2,000 . 13 respondents reported monthly income in the range of BAM 801 to BAM 1,500 . 23 respondents reported monthly income in the range of BAM 401 to BAM 800 . 6 respondents reported monthly income less than BAM 400.

All of the 55 respondents reported on their primary sources of income:

. 17 respondents reported pensions as the primary source of income, . 30 respondents reported salaries as the primary source of income, . 4 respondents reported agriculture as the primary source of income, . 3 respondents reported their own private businesses as primary source of income, . 1 respondent reported disability allowance as the primary source of income.

3 respondents reported that crops are their primary source of money. One household reported that the land was a vineyard and used for crops (potato mostly), but now the land is destroyed.

123 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

58% of the surveyed respondents use their land plots as orchards – the planted seedlings are mainly cherry, pomegranate, apples, figs, almonds, walnuts, olives, rosehips. 42% of the surveyed respondents do not use their land as orchards.

4 households declared that the sale of fruits represents their primary source of income, whereas 2 reported that such sale is their secondary sources of income.

There are 2 households that own goats and chickens. The household that owns goats use them for product sale.

6.6 Vulnerable groups

Vulnerable groups include people who, by virtue of gender, ethnicity, age, physical or mental disability, economic disadvantage or social status, may be more adversely affected by displacement than others and who may be limited in their ability to take advantage of resettlement assistance and related development benefits.

Information on vulnerable groups on Project affected land plots (Project footprint area) was collected during the socio-economic survey conducted during the development of the LARF. The questionnaires used for data collection during the socio-economic survey contained questions on living conditions of Project affected people (PAP), including the identification of vulnerable categories.

The results of the socio-economic survey show that there are several vulnerable households identified in the settlements along the motorway section alignment. The categories of vulnerability include, by order of frequency:

. persons with a disability or chronic illness, . elderly persons, . unemployed persons.

Out of 9 respondents who live on possible affected land plots, 6 heads of households (all males) reported on their own vulnerability (elderly persons, disabled and wounded during the war, disabled at work, kidney and heart problems, cancer). 3 respondents also reported that one of their family members belongs to the category of vulnerable groups (wounded in the war, chronic illnesses, elderly persons, breast surgery and removed kidney).

The total number of affected land owners who do not live on the affected land plots is 55, and they are all interviewed. Out of 55 respondents, 14 household heads (13 males, 1 female) reported on their own vulnerability (4 respondents are elderly persons, 2 are disabled war veterans, 1 is disabled person and 5 suffer from chronic illness, including one woman). 19 respondents also reported that one or more of their family members belongs to the category of vulnerable groups (8 household members suffer from chronic illnesses, 5 are elderly persons, 3 are unemployed persons, 3 are disabled war veterans, 2 are disabled persons and 1 is wounded in war).

Table 50 below contains detailed information on vulnerable persons identified among the affected land owners.

Table 50: Number of vulnerable persons identified

Settlement No. of vulnerable Types of HH No. of vulnerable Type of vulnerability of heads of household vulnerability reported household members members who depend on HH (HH) reported Kutilivac 7 Elderly persons, 5 Elderly persons, disability,

124 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

(1 female, 6 males) disability, chronic (3 females, 2 males) chronic illness illness Vrapcici 3 males Elderly person, chronic 7 Elderly person, unemployed illness (6 females, 1 male) person, chronic illness, disability Opine Donje 4 males Chronic illness, injury, 10 Elderly persons, disability, disability (8 females, 2 males) chronic illness, unemployed person Gnojnice 4 males Elderly persons, 4 Disabilities Donje disability, chronic (3 females, 1 male) illness

In addition to the aforementioned vulnerable groups, another potential vulnerable group was identified. This vulnerable group is represented by female population of the settlements in the vicinity of the motorway section which can be exposed to possible gender-based violence and harassment (GVBH) issues due to worker influx during construction phase. As already analysed in previous sections female population represents the 51.60% of the total population of the City of Mostar, and according to data from Census 2013 female population represents the majority in the settlements of Kutilivac and Mostar133. However, mitigation measures are proposed in the section with mitigation measures regarding impacts from worker influx and risks to community safety.

Assistance for vulnerable persons/households will be facilitated by JPAC according to their specific needs, on the basis of case-by-case screening to be carried out with support from the City of Mostar (Department of Social Affairs). Detailed assistance measures are provided in the LARF for the Section Mostar North-Mostar South, and need to be provided in the Land Acquisition and Resettlement Plan for this motorway section which needs to be developed by JPAC upon the development of the Final Expropriation Study based on the design documentation.

6.7 Contextual ethnicity risk analysis

Wider context

The war that took place in BiH between 1992 and 1995 had a significant influence on the demographic structure of the country with a high level of displacements and ethnic homogenisation in many areas of the country, particularly the city of Mostar. Before the war, Mostar had a population of 127,000 inhabitants (34.6% Bosniaks, 34% Croats, 18.8% Serbs and 13.6% Yugoslavs or ‘Others’). During the war, Bosniaks and Croats fought for control over Mostar, and most of the Serb population fled the city, moving mainly to East Herzegovina municipalities and some to Serbia.

The demographic profile was significantly altered after the war. According to the most recent population census in BiH (2013), Mostar now has total population of 105,797 (48.4% Croats, 44.1% Bosniaks and only 4.1% Serbs). The slow reconstruction process of houses and infrastructure devastated during the war, the unfavourable political situation in the city, the lack of strategy for sustainable return in the city and the inability to find employment are among the main reasons why more people have not returned to Mostar, particularly Serbs. It is estimated that only about 25% of Serb-owned houses that were ruined during the war were rebuilt.

The Dayton Peace Agreement (specifically, its Annex VII on refugees and displaced persons) states that every refugee and displaced person had the right to return freely to his or her pre-war home in BiH and to be compensated for any property that cannot be restored. After the war, more than 6,500 refugees and displaced persons from all over BiH applied for compensation to relevant authorities. However, the formal

133 According to data from Census 2013, one settlement within the City of Mostar is also named Mostar.

125 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment compensation system was never properly established. In the absence of a formal compensation mechanism, the only choices for displaced persons and refugees was to apply for the return or reconstruction of their homes or to sell their houses, as many did. It should be noted that the Peace Agreement does not stipulate that property cannot be later acquired in the expropriation procedure.

Today, 25 years after the war, Mostar is still considered as BiH’s most divided city. The eastern bank of the Neretva River is predominantly populated by Bosniaks, and the western bank by Croats. Although there are no physical barriers today, and people can move freely throughout the city, divisions still exist in people's minds and political ideologies. Public infrastructure is also divided, so each part of the city has its separate bus station, mobile operator, power utility company, university, theatre etc. The division is also evident in the education – a system of “two schools under one roof” was introduced in 2003 when the Bosniak and Croat high schools in Mostar were integrated. In these schools, students of these two ethnicities attend classes in the same building, but the curricula, classrooms and teachers are separate.

The political situation in Mostar is also affected by the division. Two ruling Bosniak and Croat political parties blocked decision-making processes and the development of the city because they failed to agree on the local election rules. It took them 12 years to reach an agreement, and local elections were finally held in December 2020. The elections showed the dominance of two strong national parties. According to the final results from the BiH Central Election Commission, there are 15 Croats, 14 Bosniaks, four Serbs and two ‘others’ in the new Mostar City Council. In July 2000, the Constitutional Court of BiH issued a decision requiring the two entities, the Federation of BiH (FBiH) and Republika Srpska (RS), to amend their constitutions to ensure full equality of all three constituent peoples (Bosniaks, Croats and Serbs) throughout BiH. In the 2018 verdict, the Constitutional Court of FBiH declared unconstitutional part of the Constitution of the Herzegovina-Neretva Canton (to which Mostar belongs) because Serbs as constituent peoples are not included – which means that they officially do not have the right to their own language and education. The most recent parliamentary initiative to regulate the status of Serbs as a constituent peoples and the equal use of the Serbian language and alphabet in Cyrillic was submitted in April 2021, and according to official statements there is political will to amend the Constitution in the following period.

Project area

The Consultant analysed the ethnicity issues and possible vulnerability issues of the population living in the Project area by:

. consulting with representatives of the local communities in the Project area, . consulting with Association of Serb Returnees in Mostar, . consulting with JPAC representatives, . reviewing the data collected during the socio-economic survey (October 2020), and . conducting an online media search.

The socio-economic survey covered nine households who live on land planned to be acquired for Project needs – eight Bosniak and one Croat household. Based on the data on household income, only 22% of these households have sufficient monthly income to cover the minimum living costs. In addition, the majority of these households reported some type of vulnerability (most commonly: elderly, disabled and chronically ill persons).

An additional 55 land owners who do not live on land to be acquired were surveyed – 32 Bosniak, 20 Serb and 3 Croat households. Based on the data on household income, only several of these households have sufficient monthly income to cover the minimum living costs. Around 7% of these household heads have some type of vulnerability (elderly, disabled, chronically ill), whereas 10% of households have additional members with

126 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment vulnerabilities (unemployed, elderly, disabled, chronically ill). Furthermore, 12.5% of all households (those who live on land and those who live elsewhere) live in relative poverty.

Since data on the number and structure of returnees in the city of Mostar are not publicly available, the Consultant contacted the local communities in the Project area to obtain data and information about the returnee population. The representative of the Vrapcici community informed the Consultant that there is a certain number of Serb returnees and a smaller number of Croat returnees on this section, but that no one has raised any concerns about the motorway construction. The representative of the Gnojnice community reported there are Croat and Serb returnees near the Project area but they will not be affected by the Project given that their houses located approx. 3km from the route and that there are no economic activities that could be impacted by motorway construction. The representative of the Luke II community did not raise any issues about the returnee population either. The Consultant also contacted the Association of Serb Returnees in Mostar and was informed that there have been no raised concerns by returnees to date.

Additionally, according to information received from JPAC, JPAC has not received any complaints for this section from the people living in the Project area. There were some requests from local communities regarding infrastructure improvements (such as road paving, lighting etc.).

The Consultant also contacted the City Administration of the City of Mostar to gather more data on the returnees, their vulnerability and any complaints filed by members of the returnee population regarding the construction of the motorway section, but no response was received by the date of writing this report.

Conclusion. Based on all available data and information gathered and reviewed, the Consultant has not identified any issues that could pose a risk for motorway construction on the proposed route. It should be noted, however, that even though the representatives of the local communities contacted have expressed their readiness to further support the implementation of the Project, they have emphasized that the local residents must be timely informed about the exact route and planned activities. In addition, given the low levels of income and other vulnerabilities of the households living or owning land in the Project area, it will be necessary for JPAC to take this into account during the development of the Land Acquisition and Resettlement Plan for this section and the implementation of the land acquisition process, and ensure measures to improve the livelihoods and standards of living of affected persons. It would also be recommended to give preference to the employment of local population during the construction to the extent possible.

6.8 Local economy

General information on economic aspects of the City of Mostar area is provided on the website of the City of Mostar, without details on economies in the settlements which are on the territory of the City134. The economy of Mostar area relies on the production of aluminium and metal industries, agricultural production, stone processing, electricity production from renewable sources of energy, and tourism sector.

Local economy of the Project area of influence is based mainly on agriculture (including vine production), stone exploitation, and tourism related activities. In the wider area of Vrapcici there are several furniture salons, furniture companies and PVC carpentries. Agricultural activities are characteristic in Kutilivac and Vrapcici and according to information obtained during the site visit performed by the Consultant on September and October 2020, two farms are located in Vrapcici in the vicinity of the motorway section, one of which is a goat farm and the other one is a poultry farm.

In Gnojnice some land plots are private vineyards or owned by companies which produce wine and other alcoholic beverages, as well as state owned land plots used for stone exploitation based on concession

134 Source: http://www.gospodarstvoprivreda.mostar.ba/index.php/ba/grad-mostar/stanje-gospodarstva-privrede [accessed on September 4, 2020]

127 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment agreement. Mostar Airport is located in Gnojnice, and has significant importance for the tourism sector, considering its vicinity with the cultural and historical sites located in Mostar and Herzegovina region. In Opine local economy is based on agriculture, stone exploitation and furniture stores. Settlement Kocine is characterized by agricultural production and activities and one construction industry.

A total of 3 private businesses will be affected by land acquisition, while 2 additional businesses are located on land plots above the planned tunnel T6, and at this stage of the Project preparation, it is not sure if they will be affected by land acquisition (and relocated) even if included in the Preliminary Expropriation Study. Upon the development of design documentation, a Final Expropriation Study will be developed for this section containing the exact scope of land acquisition.

Key impacts on the identified businesses are shown in the table below (Table 51).

Table 51: Businesses identified on the motorway section alignment

Affected by land Number of affected land Type of business Settlement To be relocated acquisition plots 18 (10 given under Production of wine and Gnojnice concession to another other alcoholic No Donje company and other 8 beverages not used for wine production) Imperial vineyards and 10 orchard – production Gnojnice (all land plots under Yes of wine and sale of Donje concession, 4 used as fruits vineyards)

1 (state owned land plot Breeding of goats Vrapcici No under concession and used for goat grazing) Manufacturing of PVC Gnojnice Land plot included in the Preliminary 1 (with the commercial materials Donje Expropriation Study, however it needs to be structure) confirmed in the Final Expropriation Study as 1 (premises of the Gnojnice Hair salon the business is located above the planned business are part of an Donje Tunnel T6. inhabited house)

For information on agricultural activities of owners of the land plots affected by land expropriation, please refer to Chapter 6.5.

6.9 Traffic infrastructure

6.9.1 Road infrastructure The following two main roads are located within the Project area of influence:

. M17 Salakovac – Mostar – Capljina – border of Croatia, and . M6.1 Siroki Brijeg – Mostar – Nevesinje.

The motorway section begins with the Mostar North Interchange in the settlement Kutilivac, and ends just before the Mostar South Interchange, which is part of the Mostar South-Kvanj Tunnel. The Mostar North Interchange will be connected with a connection road to M17, and to the industrial zone located in Kutilivac and Vrapcici. The Mostar South interchange will be directly connected to M6.1 near to the Mostar Airport, thus connecting the motorway section Mostar North-Mostar South to M6.1. This location provides a direct

128 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment connection between the city of Mostar, the airport and western Herzegovina via the planned southern bypasses of the city on the highway on Corridor Vc.

In addition to the aforementioned main roads, the rest of the road network is made up of local roads, made of asphalt and macadam, which connects local settlements with the main roads M17 and M6.1. The local roads are used by local inhabitants to reach their houses and land plots. Examples of local roads within the Project area of influence are shown in Figure 77 below.

Figure 77: Local roads in the Project area of influence

6.9.2 Railway infrastructure The section Mostar North-Mostar South passes parallel to the existing railway Mostar-Capljina in the area of settlement Opine and Kocine approximately 400-600 m from the railway. The shortest distance (390 m) between the motorway section and the railway is located at the end of this section, just before the Mostar South Interchange (which is part of the section Mostar South-Tunnel Kvanj). The aforementioned railway is a section of the Sarajevo-Capljina railway line which is part of the Pan-European Corridor V, branch C, e.g. Line (Ploce) – Capljina – Mostar – Sarajevo – Doboj – Bosanski Samac – (Budapest). The total length of this section is 171.76 km and the entire length of the railway is electrified and equipped with signal-safety devices. The total length of straight line is 80.54 km (about 47%), while 91.21 km are curves (about 53%). The minimum applied curve radius is 250 m, while maximum is 10,000 m. The part of the railway which passes near to the Corridor Vc section Mostar North-Mostar South is shown Figure 78.

129 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 78: The existing railway section Mostar-Capljina in the area of Opine

Although the repair of the railway line was mostly entirely done, today only cargo traffic is performed on the entire railway route and passenger traffic is performed from Sarajevo to Capljina. The maximum speed through BiH is 70 km/h. The railway company of the FBiH is a Public Enterprise (ZFBiH), and it is in charge of the public transport of passengers and goods and infrastructure management in the territory of FBiH.

6.9.3 Air transport infrastructure Mostar Airport was reconstructed from military airport, and was opened for civilian air traffic in 1965, exclusively for domestic flights. During the Winter Olympic Games in 1984, Mostar Airport gained the status of an International Airport and was operational until 1991. Mostar Airport was reopened for air traffic in 1998. Nowadays, Mostar International Airport d.o.o. (LLC) is a public company owned by the City of Mostar with 88% ownership and Zagreb Airport with 12% ownership. The airport has regional significance, and it is particularly interesting considering important tourist destinations such as: Medjugorje (“religious tourism”), which is about 30 km away from the airport, with approximately 1 million tourists a year, Old Town Mostar with the Old Bridge, Buna spring and Tekija in Blagaj, Hutovo Blato.

As part of Airport infrastructure, there is one asphalted runaway (Length: 2.4 km, Width: 49 m) and one driveway parallel to the runaway, with five junctions to the runway. Additional Airport facilities are the passenger’s terminal, hangars, and the Airport parking (for passenger cars). The airport is capable of providing basic pick-up and departure services for passengers, aircraft and goods. The current capacity of the airport is 2- 4 operations per hour135.

The Mostar North-Mostar South section alignment is located northeast of the Mostar Airport. The end of this motorway section is distant 870 m from the Mostar Airport building, and 500 m from the Airport runaway.

135 Source: https://mostar-airport.ba/wp-content/themes/mostar_airport/download/Company%20Profile%20ZL%20Mostar%20ENG_F.pdf [accessed on September 17, 2020]

130 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

6.10 Local infrastructure

6.10.1 Water supply and sanitation The sources of Studenac, Radobolja and Bosnjaci-Potoci, Salakovac and Buna-Blagaj are used to supply Mostar and suburban settlements. The water supply of the Mostar City area with drinking water is provided by a water supply system, which is organizationally divided into two regional units (PJ), i.e. the water supply system PJ 1 (Mostar - West) and the water supply system PJ 2 (Mostar - East). Studenac, Radobolja and Bosnjaci are used to supply the city and suburban settlements as the central part of the system, and the sources of Salakovac and Buna-Blagaj as the local part of the system. The yield of these springs according to long-term measurements is: Salakovac Well (Q=1-25 m3/s), Bosnjaci (Potoci) (Q=0.1-1 m3/s), Radobolja (Q=0.3-10 m3/s), Studenac (Q=1-50 m3/s) and Buna-Blagaj (Q=5 m3/s).

In addition, according to information collected during the site visit performed by Consultant in September 2020, water supply is also provided by using wells in Vrapcici and Gnojnice. These wells are mainly used for irrigation activities. Furthermore, there is a spring Vodnica that is used for water supply in Vrapcici. The water is collected in a collection tank and brought by pipeline to a drinking-fountain located in the settlement.

In Mostar, at the location of Bisce Polje, a wastewater treatment plant (WWTP) has recently been constructed. This system is in function with only one third of its capacity as not all planned collectors have been finalised. Wastewater will be collected from two main collectors on the banks of the Neretva River (one located at the right bank of the Neretva River and the other one on the left bank) in the central zone of the city. The connection between the two collectors is under construction (part of the left bank collector which will cross the Neretva River at a location upstream of the Lucki Bridge and connect to the right collector. Then the wastewater will be taken by one collector to the WWTP Mostar136.

The wastewater Mostar which is still not connected to the collectors directly discharges the wastewater into the Neretva River using sewerage system without prior treatment. Other settlements of the Mostar area on both sides of Neretva use individual septic tanks or direct discharges to the nearest water courses to dispose of wastewater.

Wastewater collection systems are not present in the vicinity of the motorway section so water discharge of the houses in the settlements along the motorway section is done by using septic tanks for fecal water.

Collision point with the water supply and discharge is not identified, except for the collision between the motorway section and the pipeline which brings the water from spring Vodnica in Vrapcici to a drinking- fountain located in the settlement. This collision is located at chainage 5+235.00 of the motorway section, where the viaduct M2 is planned to be constructed.

6.10.2 Electricity supply system The network of electric power transmission facilities in Mostar municipality is extremely branched and it is consisted of transformer stations, switchgear and transmission lines of all three transmission voltage levels (400 kV, 220 kV, 110 kV).

TS 400/220/110 kV Mostar 4 (Cule) is located southwest of the city and it is connected by 400 kV transmission lines from the Sarajevo 10 (Reljevo), Split and Trebinje transmission lines. The 220 kV transmission lines are connected to the Capljina HPP, the 220 kV Mostar 3 (Jasenica) substation, the 220 kV “EAL” – Mostar and Split (220 kV RP). 220 kV Mostar 3 substation is a very important junction of the EES through which 220 kV transmission lines are connected to EAL, Trebinje TS, Jablanica RP and Salakovac HPP. Grabovica HPP is connected to 220 kV transmission line by the Jablanica Power Plant and the Salakovac HPP to 220 kV Kakanj Power Plant.

136 Source: http://www.infrastruktura.mostar.ba/index.php/izgradnja-kanalizacionog-sistema [accessed on July 8, 2020]

131 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

110/x kV voltage level is the power level of the distribution. The most important 110/x kV transformer stations are 110/35 kV Mostar 1 substation in Rastani (6 outlets of 110 kV) and 110/35/10 kV substation, Mostar 2 (3 outlets of 110 kV) in Opine. Except these abovementioned, in the municipality of Mostar 110 kV network are also TS Mostar 5 (Rodac), TS Mostar 7 (Balinovac), TS Mostar 5 (Mine – constructed during the war), with associated 110 kV transmission lines. The construction of TS 110/20/35 kV Mostar 8 (Zalik), TS 110/20/35 kV Mostar 9 (Buna), TS Mostar 10 (Potoci) is in perspective. Within the construction of the Mostarsko Balto HPP, the construction of 110 kV connecting lines Mostarsko Blato – Mostar 5 and Mostarsko Blato – Mostar 9 is planned.

Of the planned 110 kV power lines, the construction of the 110 kV Mostar – Mostar 1 and Mostar 1 – Mostar 6 HPPs has been completed. The planned connection of the 110 kV Most HP – Mostar 2 HPP has not been realized, nor the connection lines for the Mostar 9 or the Mostar 10 substations (no transformer stations have been built). In the area of Mostar, five TS 35/10 kV are under voltage. Since the development of electricity distribution is in the direction of gradual elimination of 35 kV voltages, it is likely that these TS will grow into TS 110/10 kV and form a unique ring around the city.

6.10.3 Telecommunication services Telecommunication services are provided by the following companies: HT Mostar and BH Telecom for fixed and mobile telephone systems, and Eronet only for mobile telephone system.

6.11 Existing material assets including cultural-historical and archaeological heritage

Existing material assets in the Project area are identified in Chapter 6.3.

The preliminary screening of presence of the cultural and historical heritage in the project area was done for the purpose of the 2009 Local EIA study for LOT 4137. Based on the information presented in this Study138, only some medieval tomb-stones are located in Vrapcici settlement, however without indicating precise location. These tomb-stones are found on the list of protected goods and cultural and historical heritage received from the FBiH Institute for Protection of Monuments based on the JPAC’s request for official opinion related to the construction of this road section. In May 2020 the Institute issued the list of 27 recorded and protected goods of cultural and historical heritage located in wider area of the road section139 whose exact locations respective to the road alignment is not known. Therefore, the Institute prescribed the conditions under which the construction can take place including finding the accurate location of the protected and recorded goods, performing preventive archaeological research, i.e. sounding excavations and implementing protective measures which, according to the Institute, are at the same time measures necessary to mitigate negative environmental impacts.

Table 52: List of protected goods of cultural and historical heritage

No. Location Description 1.Kosorska cuprija, Kosor, Mostar Roman bridge (damaged) 2.Kosorska glavica, Kosor, Mostar Prehistoric tumulus and remains of Roman settlement 3.Varda, Kosor, Mostar Medieval judicial chair with Cyrillic scripture 4.Kriz, Dracevica, Mostar Prehistoric remains and tumulus 5.Donje Gojnice, Donje Gnojnice, Remains of roman settlement and graveyard Mostar 6.Gnojnice, Gnojnice, Mostar Prehistoric tomb 7.Gomila, Donje Gnojnice, Mostar Prehistoric tumulus

137 IPSA Institute, Environmental Impact Assessment Study LOT 4, 2007. 138 The information is obtained from the Institute for the Protection of Cultural-Historical Heritage of Herzegovina Neretva Canton. 139 Institute for protection of monuments in FBiH, Expert opinion for obtaining consent for the construction of the motorway section Mostar North-Mostar South ref No.01/07-36 -4-2127-1/120 from May 12, 2020

132 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

8.Gomile 2, Donje Gnojnice, Prehistoric tumulus Mostar 9.Markovac, Gnojnice, Mostar Medieval necropolis 10.Tuste, Donje Gnojnice, Mostar Prehistoric tumulus 11.Mukos, Mukos, Mostar Remain of foundation of Roman building with columns, most probably belonging to a Roman temple. 12.Gorica, Buna – Suho Polje, Prehistoric tumulus and remains of roman buildings Mostar 13.Kraljevina, Vrapcici, Mostar Medieval necropolis 14.Gradina, Podgorani, Mostar Roman fortress and a medieval quarry 15.Gradina, Prigradjani, Mostar Prehistoric remains 16.Antelja Ograda, Potoci, Mostar Medieval monuments 17.Bosnjaci, Potoci-Bosnjaci, Medieval necropolis Mostar 18.Crkvina, Potoci, Mostar Medieval necropolis 19.Gomilice, Potoci, Mostar Prehistoric tumulus 20.Gradina, Potoci, Mostar Prehistoric remains 21.Grcine, Potoci, Mostar Roman settlement, the cult site of Mitre, a late antique church 22.Omis, Potoci, Mostar Medieval necropolis 23.Potoci 1, Potoci, Mostar Medieval monument 24.Potoci 2, Potoci, Mostar Prehistoric tumulus and medieval monument 25.Vrba, Potoci, Mostar Roman sarcophagus and medieval tombs 26.Borine, Zeljusa, Mostar Prehistoric tumulus and medieval necropolis 27.Fortification, Podvelez, Mostar Austro-Hungarian military facilities from XIX century

During the site visit performed by the Consultant in July and September 2020, two Austro-Hungarian fortresses from XIX century were identified in Opine. One of them is located at the 490 m clearance distance from the motorway section Mostar North-Mostar South, being on the edge of the project area of influence, the other one is located at the 1,300 m clearance distance from the motorway section, out of the project area of influence. These fortresses are found on the list of official opinion of the FBiH Institute for Protection of Monuments, according to which the rests of 6 Austro-Hungarian fortresses are located in Podvelez. These fortresses are also on the Petition List for Proclaiming Goods as National Monuments. In addition, during the survey performed in October 2020 for the development of the LARF for Mostar North- Mostar South, the land owner of an affected land plot in Opine reported that foundations of an old building from the Austro-Hungarian period are located on his land plot. The Consultant could not verify this information due to the inaccessible terrain on this land plot.

6.12 Project perceptions and consultations

Consultations with stakeholders were performed during different phases of Project preparation. Table 53 below contains a summary of implemented consultation activities that are of relevance for this Project.

Table 53: Summary of previous consultation and stakeholder’s engagement activities140

Document/Study/Stage Summary of activities and issues of concern Public consultations in JPAC conducted the local EIA process for the entire Corridor Vc alignment (divided in four LOTs line with environmental with respective EIAs). The project section that is considered for financing is part of LOT 4 permitting requirements Mostar North - South border section. The Scoping decisions for these four lots were issued in 2005 while the EIAs were approved in 2007. Public consultations were carried out in two stages: (i) after the Scoping Report and (ii) after the Final EIA Report. In both stages the documents were publicly disclosed for 30 days. Public consultations were organised in the municipalities along the corridor, including Mostar and Capljina (LOT 4). No significant public complaints had been recorded in respect to environmental and social issues on the project

140 For details on the public consultation related to development of the Project please refer to the Chapter 3.2 on alternative routes.

133 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Document/Study/Stage Summary of activities and issues of concern section. However, only Environmental Permit (EP) for the sections Pocitelj-Zvirovici, Zvirovici- Kravice and Kravice-Bijaca was issued based on the EIA Study for LOT 4. In addition, recently the EP for sections Tunel Kvanj-Buna and Buna-Pocitelj was issued. EP was not issued for the sections Mostar North-Mostar South and Mostar South-Tunnel Kvanj141. Since the request for the environmental permit for this section has not been submitted yet, the legally mandatory public hearing has not been organised yet. Public consultations in Spatial Plan of FBiH 2008-2028 line with spatial planning Public consultations were also undertaken in 2012 in relation to the new Spatial Plan of FBiH requirements 2008-2028 (which is still in parliamentary procedure). The Federal Ministry of Spatial Planning, on behalf of the Spatial Plan proponent (Government of FBiH), organized public hearings during a 60-day period, from 15 February 2012 until 15 April 2012. Public hearing was organized in each canton, and a central public hearing was organized in Sarajevo on 16 April 2012. The information on public hearing was sent to the Federal News Agency (FENA), and published in daily newspapers (Dnevni Avaz and Oslobodenje). According to the Report on consultation undertaken during the development of Spatial Plan of FBiH 2008-2028, a public consultation meeting was organised in Mostar on 13 March 2012. Issues raised related to the Corridor Vc were not relevant for the Project section Mostar North-Mostar South. Spatial Plan for Area of Special Interest to FBiH – Motorway Corridor Vc The initial text of the Spatial Plan for the Motorway on Corridor Vc in FBiH was prepared in 2010 without the sections in Blagaj and Pocitelj, due to opposition by local communities. It was decided at the time by the FBiH Parliament to conduct additional research and consider alternative solutions for this section within a 6-month period. In 2011, the full draft of the amended Spatial Plan was made available for public consultations. Two public hearings were organised: . a public hearing in Mostar (November 2011), organised by the Federal Ministry of Spatial Planning, and . a public hearing in Sarajevo (November 2011), organised by the BiH Parliament (Committee for Transport and Communication). The Plan was then adopted by the FBiH Parliament and officially published in December 2017. Requests from local The local communities of Gnojnice and Opine142 requested from JPAC construction of the local communities Gnojnice infrastructure as a compensation for the motorway passage. The list of their requests is given and Opine in Chapter 2.5.3 According to the information obtained from JPAC, all their requests will be accommodated. Consultations with land Socio-economic survey owners/users along the A socio-economic survey was also conducted to solicit the opinions of the PAP about Project motorway section impacts and compensation arrangements, as well as to obtain specific data on current alignment livelihoods and living conditions of PAP, including the identification of vulnerable categories. The survey was conducted in October 2020 by a group of trained surveyors, on the basis of survey questionnaires prepared by land acquisition experts. Information on affected land plots were taken from the Preliminary Expropriation Study developed for the proclamation of public interest for this motorway section and in line with alignment from the Spatial Plan for the Motorway on Corridor Vc in FBiH adopted in 2017 by the FBiH Parliament. According to this Preliminary Expropriation Study 50 state owned and 277 private land plots probably will be affected by the land acquisition. Additional 31 affected private land plots were identified based on information provided by JPAC representatives for the construction of a new local road. Therefore, the total number of privately-owned land plots is 308. In total 64 PAP were surveyed. These 64 PAP own (or have a concession on) 131 land plots in total. It can be concluded that the survey covered 36.59% of total land plots identified, and this can be considered as a representative number taking into account that not all PAP live within the

141 JPAC submitted the request for EP to FMET for the Mostar South-Tunnel Kvanj in July 2020. 142 Request from local communities Gnojnice and Opine, City of Mostar, prepared on 18 March 2020 and received by JPAC on 25 March 2020. Request field under number 05-2263/20.

134 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Document/Study/Stage Summary of activities and issues of concern Project area, and according to information collected during the site visit some of PAP live abroad. Consultations with During the scoping phase of the Project the Consultant consulted the Federal Ministry of relevant ministries and Environment and Tourism (FMET) and the Institute for Spatial Planning of the City of Mostar. local authorities Key topics discussed with FMET were related to the proclamation of new protected areas in FBiH and any initiatives for protection along the motorway section Mostar North-Mostar South. According to the information given by the representative of FMET no initiatives for proclaiming protected areas are foreseen neither for the Project area of interest nor for wider area along to the motorway section. The Consultant consulted the Institute for Spatial Planning of the City of Mostar regarding the location of landfills for disposal of excess soil material generated during the construction of the motorway section from Mostar North to Mostar South. The representatives of the Institute for Spatial Planning of the City of Mostar agreed with the proposed locations for the landfills of construction material however additional meetings are proposed to identify the best location for such purpose during development of the design documentation. In addition to aforementioned consultations, a meeting with the FMET representatives from the Sector for Environmental Permits was organised on 24 October 2020. During this meeting the Consultant informed the FMET representatives about the structure and the content of the local EIA Study which will be structured according to Regulation on facilities and plants for which ESIA is mandatory and for plants and facilities that can be constructed and commissioned only if they possess an environmental permit (Official Gazette of FBH, no. 19/04). The Consultant explained that the local EIA Study will be in essence identical to the English version ESIA Study (in line with EBRD requirements), however different in how chapters are presented due to the rigid requirement of the aforementioned Regulation. FMET representatives agreed with the proposed content of the local EIA Study. In addition, the consultant informed FMET representatives about the results of the scoping phase and the possible impacts on environment and social aspects. 143 Consultation with non- In January 2017 the Fortification Protection Association “Werk” sent a letter to JPAC governmental containing the location of all Austro-Hungarian fortresses from XIX century in Mostar. Some of organization (NGOs) these fortresses are located near to the settlement Opine. The letter contains a request for JPAC which is to pay attention in order to avoid any possible destruction and negative impacts of the fortresses. In addition, consultations with three environmental NGOs where conducted by the Consultant during the scoping phase to investigate if any research of flora and fauna where performed in the area of interest of the section Mostar North-Mostar South. The Association BIO.LOG and the Association Nase Ptice reported that no researches have been performed in the Project area of interest. The Association of Biology Students in BiH reported one research of flora and fauna in Ruiste, which is out of the Project area of interest, and in areas located at the foot of the Mount Velez. According to results of this research no significant natural values are located at the foot of Mount Velez. Therefore, no initiative for the protection of this area was submitted to relevant authorities. Consultation meetings Consultation meetings with the representatives of Local Communities (LCs) Vrapcici, Gnojnice with the representatives and Bijelo Polje were organised by the Consultant during the scoping phase. Key topics of Local Communities discussed during these meetings were related to the water sources used by the inhabitants, (LCs) use of land plots and roads, use of ecosystem services, livelihoods of the local population, location of schools, healthcare institutions and cemeteries on the territory of these three LCs, familiarity with the Project and concerns regarding perceived Project risks and impacts. Main concerns regarding the perceived Project risks and impacts reported by the representatives of the three LCs during the consultation process are: impacts from mining during tunnelling activities, concerns regarding water quality, increased noise levels, degradation of air quality, collision with local roads, and collision with existing water supply

143 Letter Fortification Protection Association “Werk” on 31 January 2017 and received by JPAC on 01 February 2017. Reference number 7/17

135 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Document/Study/Stage Summary of activities and issues of concern system. All these concerns have been further assessed in this ESIA, except the impacts from mining which cannot be assessed at the moment due to the fact the design documentation is not available.

136 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

7 ASSESSMENT OF IMPACTS

7.1 Methodology

For every environmental and social component, this assessment will identify and report the likely significant environmental or social impacts. The significance can be described as the product of the degree of change predicted (the magnitude of impact) and the value of the receptor that is subjected to that change (sensitivity of receptor). For each impact, the likely magnitude of the impact and the sensitivity of the receptor are defined, quantitatively to the extent possible144. Generic criteria for the definition of magnitude and sensitivity are summarised below.

The assessment of impact magnitude is undertaken in two steps. First, the identified impacts of the Project are categorised as beneficial or adverse. Second, impacts are categorised as major, moderate, minor or negligible based on consideration of parameters such as:

. Scale of the impact – how intense or severe the extent of the impact is likely to be, . Duration of the impact – ranging from “beyond decommissioning” to “temporary with no detectable impact”, . Spatial extent of the impact – for instance, within the site boundary, within district, regionally, nationally, and internationally, . Reversibility – ranging from “permanent thus requiring significant intervention to return to baseline” to “no change”, . Likelihood – ranging from “occurring regularly under typical conditions” to “unlikely to occur”, . Compliance with legal standards and established professional criteria – ranging from “substantially exceeds national standards or international guidance” to “meets the standards” i.e. impacts are predicted to be less than the standard would allow.

These characteristics generally describe the nature, physical extent and temporal condition of the impact. To facilitate a structured description of impact magnitude, a qualitative scale was applied, ranking the magnitude of change as negligible, minor, moderate or major developed for each of the magnitude characteristics.

Table 54 presents generic criteria for determining impact magnitude (for adverse impacts). Each detailed assessment will define impact magnitude in relation to its environmental or social aspect.

Table 54: Criteria for determining impact magnitude

Category Description (adverse impacts) Major Fundamental change to the specific conditions assessed resulting in long term or permanent change, typically widespread in nature and requiring significant intervention to return to baseline; would violate national standards or Good International Industry Practice (GIIP) without mitigation. Moderate Detectable change to the specific conditions assessed resulting in non-fundamental temporary or permanent change. Minor Detectable but small change to the specific conditions assessed. Negligible No perceptible change to the specific conditions assessed.

Receptor sensitivity is the degree to which a particular receptor is more or less susceptible to a given impact. Receptor sensitivity takes into consideration receptor resilience and value. Receptor resilience describes the

144 Typically, the approach for the assessments associated with health and safety, natural hazards and greenhouse gas emissions deviate from the methodology presented in the following sub-sections as significance cannot be uniformly assigned to the risks or impacts identified in these sections. Specific approaches and methodologies for these assessments are defined within these respective sections.

137 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment ability of the receptor to withstand adverse impacts. It takes into consideration not only activity-impact- receptor pathways, but also environmental characteristics of the receptor that might make it more or less resilient to change.

Sensitivity is specific to each aspect and the environmental resource or population affected, with criteria developed from baseline information. Generic criteria for determining sensitivity of receptors are outlined in Table 55. Each detailed assessment will define sensitivity in relation to its specific environmental or social aspect.

Table 55: Criteria for determining sensitivity of a receptor

Category Description High Receptor (human, physical or biological) with little or no capacity to absorb proposed changes and/or minimal opportunities for mitigation. Medium Receptor with little capacity to absorb proposed changes and/or limited opportunities for mitigation. Low Receptor with some capacity to absorb proposed changes and/or reasonable opportunities for mitigation. Negligible Receptor with good capacity to absorb proposed changes and/or good opportunities for mitigation.

Likely impacts are evaluated considering the interaction between the magnitude and sensitivity criteria as presented in the impact evaluation matrix in Table 56.

Table 56: Impact evaluation matrix

Magnitude Adverse Beneficial

Major Moderate Minor Negligible Minor Moderate Major High Major Major Moderate Negligible Moderate Major Major Medium Major Moderate Minor Negligible Minor Moderate Major Sensitivity Sensitivity Low Moderate Minor Negligible Negligible Negligible Minor Moderate Negligible Minor Negligible Negligible Negligible Negligible Negligible Minor

For evaluating significance before mitigation measures, it is important to consider the likelihood that a given risk event is expected to occur and the magnitude of the expected impacts. Impacts that have been evaluated as being “moderate” or “major” are significant effects and identified as such in the specialist sections. Consequently, impacts that are “minor” or “negligible” are not significant. Understanding the significance of risks is important for prioritising the need for mitigation measures.

The impacts are assessed for pre-construction, construction and operation phase. The impacts in decommissioning phase are not assessed since it is anticipated that the Project will have operational life of 50 years. If decommissioning take place, impacts are expected to be similar to those during construction.

Wherever the Project is likely to result in unacceptable environmental or social impacts, mitigation measures are proposed. Where mitigation measures are required the impact will be rated again to show the residual impact after implementation of mitigation or management control.

138 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

7.2 Assessment of environmental impacts

7.2.1 Habitats, flora and fauna

7.2.1.1 Introduction The Project is expected to have impacts on biodiversity in general, with varying scopes in the different phases of construction works and during the operation phase. The key points that framework the below assessment are the following:

. butcher’s broom Ruscus aculeatus (VU, Red List of Flora in FBiH), was found in the understory of thermophilous oriental hornbeam and manna ash woodland, where it was numerous, . potentially last known BiH locality for Scutellaria orientalis subsp. pinnatifida (VU) is Stolac hill above the City of Mostar, according to literature data (Maslo, 2014); a tunnel is planned through this hill which will minimize the impact, . 28 endemic terrestrial flora species are potentially present in the Project area (based on literature review), . CR, EN and VU species registered during field surveys and desk surveys (IUCN or FBiH RL), as well as the species listed in HD Annex II/IV and BD Annex I, . five bird species of conservation concern have been found during field survey: Eurasian Eagle-Owl (Bubo bubo), Red-rumped Swallow (Cercropis daurica), Red-backed Shrike (Lanius collurio), Bee-eater (Merops apiaster), and Western Rock Nuthatch (Sitta neumayer), . one nesting site of Eurasian Eagle-Owl found at Suhi Do, 500 m distance east from the motorway route near chainage 5+3000+000, and another nesting site of the same species 20 m west from the motorway route near chainage 9+000+000. The teritory of this species is 2 km2, meaning the species will most likely flyover the route, . at least three EN (Miniopterus schreibersii, Nyctalus noctula, Rhinolophus hipposideros) and five VU (Rhinolophus ferrumequinum, Rhinolophus blasii, Pipistrellus pipistrellus, Pipistrellus kuhlii, Hypsugo savii) bat species from the Red List of FBiH have been found in this area.

Biodiversity impacts associated with pre-construction phase refer to inadequate and untimely planning of mitigation measures, as proposed in ESAP and in Biodiversity Management Plan (BMP). Additional biodiversity surveys arranged by the Client in spring season prior to construction are required by BMP Section 5. Results will serve as baseline data and if any species of conservation concern are confirmed, ESIA, BMP and CHA shall subsequently be updated.

Impacts on biodiversity features during the construction and operation phase are in principal assessed as adverse. Due to the absence of water bodies in the study area, this assessment is focused on terrestrial habitats and species only.

The following key impacts to the habitats and species are considered likely because of the Project implementation:

. lack of reliable and up-to-date data on biodiversity, . habitat permanent habitat loss, . fragmentation of habitats, . project related disturbance of species during construction and operation phase e.g. noise or light pollution, . fatalities or injuries of species during construction, . impacts such as disturbance of fauna and potential road mortality.

139 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

An overview of the impacts and significance of effects are elaborated below separately for pre–construction, construction and operation phase.

7.2.1.2 Habitats Pre-construction phase could cause adverse impact due to inadequate planning of works or lack of information on present species. It is necessary to undertake more detailed surveys, preferably in late spring, when most diagnostic species can be found in optimal development stage. Due to degraded environment in the Project area, species that characterize sensitive or Annex I habitats are not expected in most of the Project area and sensitivity is evaluated as medium. Magnitude of impact is moderate and significant.

During construction phase, direct physical loss of habitats in the Project area as part of works on preparation of construction site will be conducted. During the field survey conducted as part of this assignment, no sensitive or Annex I habits from Habitat Directive or *priority habitats from Habitat Directive were found. The anticipated removal of habitats is an adverse impact. The habitat types will be directly or indirectly affected within planned motorway and Project footprint as given in previous sections. There will be additional general habitat loss and fragmentation due to the performance of construction works with increased edge effect. The construction of the Project will also result in the potential loss and fragmentation of surrounding habitats.

The Project footprint zone covers the area of 78.75 ha; therefore, this surface represents the area of permanent change of existing habitats.

The largest habitat loss will be for EUNIS habitat type F6.37 (Illyrian [Paliurus spina-christi] garrigues) - 20.08ha, followed by H2 (Screes) - 12.56ha and X07 (Intensively-farmed crops interspersed with strips of semi-natural vegetation) - 12.19 ha.

The potential landfill site, located near Neretva river, is now completely covered with EUNIS J3.3 habitat type (Recently abandoned above-ground spaces of extractive industrial sites). The affected area will cover 29.7 ha.

The magnitude is expected to be major due to the spatial effect of this impact. The sensitivity is low as none of the habitats identified were considered to be high conservation value, e.g. no sensitive or Annex I habitats from Habitat Directive or priority habitats from Habitat Directive were found in the Project area. As such the impacts have been considered moderate and significant.

An additional area of 1690.45 ha may be indirectly affected and is possibly prone to the invasion of alien plant species as a consequence of the disturbance caused by construction works and later use of the motorway. The magnitude for the potential additional disturbance of habitats is expected to be potentially with major magnitude, whereas the sensitivity of these areas is considered to be low since the habitats along the future motorway were already formed under influence of anthropogenic factors. The Project area along the future motorway is mostly dominated by garrigues and invasive species have been observed at many locations. However, due to the total surface of likely habitat disturbance of 1,768.22 ha, the total loss of habitat is considered as a moderate adverse impact.

None of the identified habitats require protection according to the Habitats Directive. On some of the mentioned habitats, species of conservation concern have been registered; these findings have been assessed in the Chapters below, as well as in CHA report.

During the operation phase, no additional habitat loss is anticipated as land take will occur only during the construction. Nevertheless, throughout the operation phase chemical pollution is likely to occur due to exhaust gasses from vehicles that may sediment to surrounding areas, especially along the habitats in proximity to the motorway route. The impact is caused by motorway traffic and it can result in increasing concentrations of heavy metals in soil. The impact is considered to be adverse, causing changes to the quality of the habitats, but in minor magnitude. Considering the fact that the most of the flora species along the

140 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment future motorway will be weeds, likely resistant on higher concentrations of heavy metals, sensitivity is assessed as low for this phase and therefore the impact is considered negligible and not significant.

A summary of the estimation of impacts is shown in Table 57 below. Adequate mitigation measures have been proposed in Chapter 8.1 and BMP, and residual impacts (permanent loss of habitat due to motorway construction) have been assessed in Chapter 9.

Table 57: Summary of impact assessment on habitats and assessment of their significance

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) Habitats Pre- . Adverse impacts due to Adverse Moderate Medium Moderate Significant construction the lack of information on baseline for diagnostic species which may lead to inadequate planning of works and Main Design requirements Construction . Habitat loss due to Adverse Major Medium Moderate Significant preparation of construction site and during the performance of construction works, fragmentation of habitats . Potential additional Adverse Major Low Moderate Significant disturbance of habitats Operation . Chemical pollution of Adverse Minor Low Negligible Not significant nearby habitats caused by motorway traffic which can result in increasing concentrations of heavy metals in habitats and food chains

7.2.1.3 Vegetation and flora Main impact on vegetation and flora in pre-construction phase will result from inadequate planning of works and lack of up-to-date data. A total of 244 plant species have been recorded during field survey in general but only two are of conservation concern. However, literature data shows that at least 28 more endemic or endangered (IUCN or FBiH RL) are potentially present in the area. In addition to this, Stolac Hill is the last known BiH locality for Scutellaria orientalis subsp. pinnatifida according to literature data (Maslo, 2014). Data for this locality cannot be considered completely up-to-date. The species is a vulenrable species in FBiH and it is important to maintain this population. Based on the planned route of the motorway as given in the Spatial Plan for the Motorway on Corridor Vc in FBiH (2017), and facilitates planned in the conceptual solution of the motorway as per Preliminary Expropriation Study, Tunnel T4 is planned through the hill Ostri Rat and Stolac Hill, which will minimize the impact on habitat of this species. It is important that in this area, motorway remains underground during development of the Preliminary Design and Main Design. In addition to this, it will be necessary to conduct further field survey of the area during May-June in order to check for species’ presence with regard to the southern portal of the tunnel and suggest mitigation measures in due time. No vegetation clearance should start before further field surveys done by experts.

141 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Due to the field study of flora being done in summer of 2020, presence of some endemic species shall be checked during the next vegetation season and additional research will be necessary as proposed in BMP. The impact of inadequate planning and data deficiency is considered moderate and significant due to conservation value of the potentially present species and species with restricted range in FBiH.

Plant species identified at the Project area will have direct (damage, loss) and indirect (emission) impacts during construction phase. Construction phase includes vegetation removal and clearance of flora species as part of the works on the preparation of construction site. Physical removal of vegetation is considered as an adverse impact and will be permanent for Project footprint area. Based on available data, the impact is considered moderate and significant due to permanent changes of plant communities’ structure and reduction of density, e.g. in the thermophilous oriental hornbeam and manna ash woodland where vulnerable species (FBiH RL) Ruscus aculeatus was found in large numbers. Construction works may temporarily affect plant species in the area, and work of heavy machinery during the construction phase may lead to plants being covered with dust. That can lead to blockage and damage to stomata, shading, and abrasion of leaf surface to cuticle. Impacts during construction phase are therefore adverse. Generally, the magnitude is expected to be minor and the sensitivity is medium due to the fact that most of the flora species, which occur in degraded habitats along the future motorway, are considered resistant to intensive anthropogenic pressure. Earth works and their impact on disturbance of the plant species in the surrounding area is considered minor and not significant.

Direct impacts on flora during the operation phase are expected to a lesser extent and can occur as chemical pollution caused by motorway traffic which can result in likely increasing concentrations of heavy metals in soil that could have negative impact on vegetation and flora species of nearby habitats. The impact is considered to be adverse, causing mostly permanent change but in small extent, therefore the magnitude is expected to be minor. Most of the flora species along the future motorway during this phase will be represented with weeds likely resistant to higher concentrations of heavy metals and sensitivity to this impact is low. The impact is considered negligible and not significant.

A summary of the estimation of impacts is shown in Table 58 below. Adequate mitigation measures have been proposed in Chapter 8.1 and BMP.

Table 58: Summary of impact assessment on vegetation and flora and assessment of their significance

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) Vegetation and Flora Pre- . Adverse impacts on species Adverse Moderate Medium Moderate Significant construction of conservation concern due to inadequate planning of works and Main Design requirements . Lack of up-to-date Adverse Moderate Medium Moderate Significant information on baseline for endemic and endangered flora Construction . Vegetation removal and Adverse Moderate Medium Moderate Significant clearance of flora species in the phase of works on preparation of construction site and during the performance of construction works

142 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) . Dusting of nearby flora Adverse Minor Medium Minor Not Significant species due to performance of construction works Operation . Chemical pollution caused Adverse Minor Low Negligible Not Significant by motorway traffic which can result with increasing concentrations of heavy metals in soil could have negative impact on vegetation and flora species of nearby habitats

7.2.1.4 Fauna Potentially significant impact on fauna in the pre-construction phase can result from inadequate planning of works and lack of up-to-date data. In order to investigate the presence of other species of conservation concern, e.g. potentially unknown bat roosting sites or nesting sites at this stage, additional field surveys shall be done in late spring of the year of construction; however, surveys must be completed before construction commences. Adequate research and planning in the pre-construction phase can avoid, among others, the bat roosting or bird nesting sites destruction during construction of the motorway. Impact magnitude is assessed as moderate but sensitivity of all fauna species is high due to the conservation importance.

Disturbance during the construction phase has the potential to affect animal species, mammals, reptiles and birds in particular. Impacts will be temporary and will include loss of habitats, modification of habitats, noise, and light disturbance from construction activities. Also, construction phase activities can cause fatalities or injuries of fauna species due to vegetation removal and preparation of construction site. This impact is adverse, and it can result with negative effects especially for sensitive terrestrial fauna species that have seasonally variable vulnerability due to breeding, critical feeding times or seasonal migrations. In absence of mitigation, the magnitude is considered to be moderate; however, the sensitivity is high due to the presence of sensitive fauna species of conservation concern. Therefore, the impact is considered to be major and significant. Due to opportunities for effective mitigation measures stipulated by BMP and good construction practices, the magnitude of construction related impacts may be reduced to be minor.

The loss and possible disturbance of surrounding of habitat caused by the removal of natural vegetation and the excavation of alignment, cuts and tunnels, and the disposal of excess excavated material in the area of the intended motorway route are considered to be potential adverse impacts on the fauna of the area. Older trees and dead wood, particularly oak, should be preserved wherever possible during construction phase in terms of avoiding the use of such areas for e.g. planning of access roads, parking lots, due to their importance for invertebrate species, particularly saproxylic species including beetles Lucanus cervus and Cerambyx cerdo that occur in the area. Invertebrate fauna of the area is not abundant with species of conservation concern. Their sensitivity is medium and magnitude of impacts can be considered moderate due to habitat needs.

Presence of amphibians was not confirmed on site, most likely due to the absence of surface waters and the fact amphibians require aquatic habitats for reproduction and early stages of development.

Regarding the reptiles, the field observation confirmed presence of seven species of which the sharp-headed lizard (Dalmatolacerta oxycephala), the Dalmatian wall lizard (Podarcis melisellensis) and the Hermann’s Tortoise (Testudo hermanii) are endemic to the Western Balkans. Two confirmed snake species (Hierophis gemonensis and Vipera ammodytes) are widespread species with LC status (both IUCN and FBiH Red List),

143 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment however, V. ammodytes is listed in Annexes II and IV of Habitats Directive. Most of the found and potentially present species are fast moving organisms that can actively avoid dangers imposed by construction, but specific mitigation measures are needed for Hermann’s Tortoise. Sensitivity of reptile species is medium and magnitude is moderate but can be reduced to minor after implementation of suggested mitigation measures.

Five bird species of conservation concern have been found during field survey: Eurasian Eagle-Owl (Bubo bubo), Red-rumped Swallow (Cercropis daurica), Red-backed Shrike (Lanius collurio), Bee-eater (Merops apiaster), and Western Rock Nuthatch (Sitta neumayer). Of these, Eurasian Eagle-Owl (Bubo bubo) most likely nests in the Project area of influence and will require specific mitigation measures during the construction phase. According to the data provided in the Chapter 5.2.4, specific mitigation measures are necessary to avoid significant adverse impact on habitats of Bee-eater and Western Rock Nuthatch as well.

Two specimens of bird species Eurasian Eagle-Own have been registered in the Project area of influence. The potential location of first nesting pair is 500 m away from the route and Viaduct Suhi do, which is why it is necessary to take specific protective measures. Based on the traces of faeces, it can be assumed that the nest of the second individual is located 20 m from the route of the motorway. It is estimated that 200-400 Eurasian Eagle-Owl pairs nest in Bosnia and Herzegovina. Considering the conservation requirements, the sensitivity of bird species is low; however, the nesting of Eurasian Eagle-Owl near the Project area increases the sensitivity to medium. The adverse impacts can be significantly mitigated by not disturbing the nesting site and preserving the flyover route of species and avoiding collision with cars.

Determined bat species (Chapter 5.2.4) of high conservation concern will be potentially under adverse impact during construction phase. Twelve species have been confirmed during field work and no bat roost sites were found. The closest known roost sites are Svabinja cave (1.3 km east), Krasnica cave (2.9 km east-southeast), Krmljesina cave (3.5 km east-southeast) and Jama na Vlakama (6 km east) from the motorway.

One confirmed species, Miniopterus schreibersii, has NT status in IUCN Red List. Additionally, IUCN provided a regional assessment for mammals of the Mediterranean region in 2009 which listed Rhinolophus hipposideros, R. ferrumequinum, R. blasii and Miniopterus schreibersii as NT. Based on the findings during field survey, at least three EN (Miniopterus schreibersii, Nyctalus noctula, Rhinolophus hipposideros) and five VU (Rhinolophus ferrumequinum, Rhinolophus blasii, Pipistrellus pipistrellus, Pipistrellus kuhlii, Hypsugo savii) species from the Red List of FBiH inhabit or use this area so adequate mitigation measures elaborated in BMP are needed to avoid any unwanted habitat loss.

The noise, light, vibrations and chemical pollution during construction can potentially harm bat species and cause disturbance during foraging. Bats are species assessed with high sensitivity and magnitude of impacts is moderate but can be reduced to minor with mitigation measures such as avoiding construction at night and disturbance of potentially found roost sites as listed in BMP Section 5.

The increase in vehicle movement from construction activities could also lead to possible injuries and mortality of species. The magnitude of the impact will depend on the feature affected and is considered medium sensitivity; however, it is anticipated to be of moderate magnitude for all species. The effects will therefore, be of moderate significance during the earthworks. This impact may be effectively mitigated as given in BMP.

During operation phase, disturbance of species is possible as a result of traffic and noise. Edge effect for fauna species is likely to be expected and it is considered as an adverse impact. Sensitivity of the impact is expected to be medium due to the presence of species of conservation concern. Due to the expected minor magnitude (as these impacts will be mitigated from the design phase), the general impact is considered minor and not significant.

Also, during the operation, potential collision of fauna species due to high speed of vehicles (e.g. birds, bat species, other small mammals and reptiles) is possible. Mitigation measures such as protective bird panels will

144 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment reduce possibility of collisions, as well as adequate fencing of the motorway will be implemented as a technical standard of the motorway. The general impact is considered moderate.

Increased traffic may lead to negative impacts from increased level of light and noise that can affect sensitive fauna species such as bats. The magnitude is expected to be minor while the sensitivity is medium due to the conservation requirements of these species. The impact is considered minor and not significant.

A summary of the estimation of impacts is shown in Table 59 below. Adequate mitigation measures have been proposed in Chapter 8.1 and BMP. The residual impacts have been assessed in Chapter 9, and are considered to be insignificant if all requirements of ESAP and BMP are timely implemented.

Table 59: Summary of impact assessment on fauna and assessment of their significance

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) Fauna Pre- . Adverse impacts due to Adverse Moderate High Major Significant construction inadequate planning of works and Main Design requirements . Lack of up-to-date information on baseline for migratory birds, bats, invertebrates Construction . Disturbance of fauna Adverse Moderate High Major Significant species due to increased level of noise, vibration and light in the zone of construction activities . Potential disturbance of Adverse Major Medium Major Significant nests/roosts of species that have a seasonally variable vulnerability due to breeding, feeding times or seasonal migrations, such as Eurasian Eagle-Owl (Bubo bubo) or sensitive bat species in the Project area . Potential fatalities or Adverse Moderate Medium Moderate Significant injuries of fauna species due to vegetation removal and movement of heavy machinery Operation . Edge effect for fauna Adverse Minor Medium Minor Not Significant species . Potential collision of fauna Adverse Moderate Medium Moderate Significant species due to high speed of vehicles (bird species e.g. Eurasian eagle-owl, bat species, other small mammals and reptiles) . Negative impacts of Adverse Minor Medium Minor Not significant increased light and noise levels on sensitive fauna

145 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) species such as bats

7.2.2 Protected areas

7.2.2.1 Protected areas in the Project area of influence There are no officially designated protected areas (PAs) in the Project area and in the Project area of influence, therefore they were not taken into consideration. Impacts on protected areas are not expected during the pre- construction, construction and operation phase. No impacts are expected; hence, no mitigation measures are required.

7.2.2.2 Appropriate assessment information Although the country of BiH is not currently part of the European Union (EU) the EBRD, who has been approached to fund this Project is signatory to the European Principles for the Environment145 and therefore require elaboration whether an Article 6 assessment is needed for this Project.

Under Article 6(3) of the Habitats Directive (92/43/EEC), an appropriate assessment is required where a plan or project is likely to have a significant effect upon a European site, either individually or in combination with other projects.

However, when working in non-EU countries, there should be a clear reason or rationale for which sites should be subject to an AA. For this reason, as part of this report, a preliminary scoping exercise has been undertaken in order to ascertain if a) the site is an official site or candidate site, b) has been created as either a Natura 2000 site or an Emerald Site.

Natura 2000 in FBiH

There are no officially registered Candidate or Nominated Natura 2000 sites in FBiH since the country is not member of EU. The greatest progress in terms of implementation of the Natura 2000 in FBiH has been made through the Project “Support to the Implementation of the Birds and Habitats Directive in BiH” (October, 2012- 2014). The Project supported FBiH institutions in approximation of the EU Birds and Habitats Directives. The experts on the Project carried out field research and identified more than 200 species and 60 habitats of the Natura 2000 network - in a total of 122 areas (about 19% of the territory of FBiH). These results may in the future be used for creation of an ecological network which will become part of the Natura 2000 network following the accession of FBiH to the EU (Figure 79 below).

145 The European Principles for the Environment (EPE) were adopted by the Council of Europe Development Bank, the EBRD, European Investment Bank, Nordic Environment Finance Corporation and Nordic Investment Bank. The EPE is an initiative launched in response to the drive for increased harmonisation of environmental principles and practices.

146 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 79: Potential Natura 2000 Sites in BiH

Project area does not encompass any potential Natura 2000 sites. Four potential Natura 2000 sites are within 11km of air distance, as shown in Figure 80: Velez (1km), Buna-Bunica (6km), Mostarsko blato (7km), and Prenj-Cvrsnica-Cabulja (11km).

Emerald Sites in FBiH

The Bern Convention was ratified by Bosnia and Herzegovina in 2008. According to the Updated List of Officially Nominated Candidate Emerald Sites146, 29 sites have been officially nominated as candidate Emerald sites. None of the proposed Emerald Sites are in the Project area, therefore have been scoped out as being impacted by the Project and will not be taken forward for Appropriate Assessment screening.

Due to the distance from the Project area and the fact there are no Emerald candidate sites either, they do not qualify for an Appropriate Assessment.

146 Council of Europe, Updated List Of Officially Nominated Candidate Emerald Sites, December 2020

147 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Figure 80: Potential Natura 2000 Sites Around Project Area

Other Planned Protected Sites

There are a number of Planned and designated Protected Areas in FBiH, as stated in Chapter 5.2.6. No officially designated protected areas (PAs) are envisaged by the Project area and the nearest one is Nature Park Blidinje 17 km away from the route. The closest two planned protected areas at level of FBiH are: (i) Igman - Bjelasnica - Treskavica - Visocica - Rakitnica River Canyon and (ii) Prenj - Cabulja - Cvrsnica - Vran, both situated outside of the radius of 15 km of air distance or more from the Project area.

In addition to these plans, Global Environment Facility is funding the ongoing project Achieving Biodiversity Conservation through Creation and Effective Management of Protected Areas and Capacity Building for Protection of Nature in BiH, implemented by United Nations Environment Programme in BiH147 with the aim to officially protect five areas in FBiH: (i) Botanical and floral reserve Mediteranetum in Municipality of Neum (Herzegovina-Neretva Canton), (ii) Cave system Vjetrenica (Herzegovina-Neretva Canton), (ii) Livanjsko Field (Canton 10), (iv) Bjelasnica – Visocica – Treskavica - Rakitnica River Canyon (Herzegovina-Neretva Canton and Sarajevo Canton) and (v) Mt. Zvijezda, Municipality of Vares, Zenica-Doboj Canton). None of these planned protected areas are located near the Project area.

There are three Ramsar and four International Bird Areas in Bosnia and Herzegovina (Table 60). None of these areas will be impacted by planned motorway section as they are at least 20 km from the Project area.

Table 60: Ramsar and IBA Sites in BiH

Ramsar sites148 Year Surface (ha)

147 Available at: https://www.thegef.org/project/achieving-biodiversity-conservation-through-creation-effective-management-and-spatial 148 Available at: https://www.ramsar.org/wetland/bosnia-and-herzegovina (last accessed on 3rd December 2020).

148 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Ramsar sites148 Year Surface (ha) Hutovo blato (FBiH) 2002 7,411 Bardaca (RS) 2007 3,500 Livanjsko polje (FBiH) 2008 45,800 IBA149 IBA Criterion Year Surface (ha) Boracko jezero (FBiH) (BA002) B2 2000 26 Bardaca (RS) (BA003) A1 2000 3,500 Hutovo blato (FBiH) (BA001) A1, A4i, B1i, B2, B3 2011 7,411 Livanjsko karst field and Busko lake (BA004) A4iii, B1i, B2, B3 2011 45,868

7.2.2.3 Ecosystem services Impacts on Ecosystem services have been assessed partially through impacts on Habitats, flora and fauna, as well as partially as part of the assessment of impacts on social issues (Land acquisition, Loss of Livelihoods and Tourism).

7.2.3 Water The assessment of impacts on water resources is supported with the following facts:

. The route passes through the karst area, which is highly permeable and with an increased risk of groundwater contamination. Thus, the caution with managing effluent discharge is needed; . According to G1 Mission for section Mostar North-Mostar South, there is occurrence of groundwater only at the one drilling location, at the chainage km 14+184,00. Groundwater present in the area encompassed by the planned works on the route may be expected during excavation of the tunnel only after more substantial precipitation; . There is no water resource (e.g. water sources for drinking water supply) that may be exposed to the harmful effects of the Project; . The route is located near the Neretva River basin and although the River Neretva is not in the direct area of influence, it is a potential secondary receptor of water pollution due to permeability of karst terrain; . Only smaller occasional sources or seasonal watercourses (e.g. Susica, Suhi Do, Brasinski Potok, Borovac and Potocina) may occur in the Project area, which flow into Neretva River; . The occasional watercourses are located approx. 1 km away from the Neretva and when they occur at times, they act as its tributaries.

During the pre-construction phase, negative impacts can occur after preparing the Main Design if the planned route is in collision with existing water supply infrastructure. Also, during the Main Design phase it is important to preserve the location of local spring in Suhi Do.

During the construction phase, the main causes of potential negative impact on water resources are:

. nature of construction works, . presence of construction machines at the site, . installation of concrete batching plant, . generation of different types of wastes and . discharge of sanitary waters from workers’ camps.

In the operation phase, the main causes of potential negative impact on water resources are:

. precipitation intercepted by the motorway surfaces, . flooding due to lack of maintenance of drains/culverts,

149 Available at: http://datazone.birdlife.org/country/bosnia/ibas (last accessed on 3rd December 2020).

149 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

. sanitary waters at the location of toll station, . movement of vehicles on the motorway, . accidents on the motorway and . winter maintenance activities.

Typical pollutants in surface run-off are listed in Table 61.

Table 61: Pollutants in the surface run-off

Pollutants Pollution sources Solid particles Pavement wearing, vehicles, atmosphere and road maintenance Nitrogen and phosphorus Atmosphere and artificial fertilisers Lead Lead in form of tetramethyl lead from exhaust gases, tyre wearing Zinc Tyre wearing, motor oils and lubricants Iron Rust from vehicles, metal structures on the road (bridges, bump rail), movable motor parts Copper Metal protective coatings, bearing and motor brushes wearing, movable engine parts, brakes wearing, fungicides and insecticides Cadmium Tyre wearing and pesticides use Chromium Metal protective coatings, movable engine parts, brakes wearing Nickel Diesel fuel and gasoline, lubricating oils, metal protective coatings, brakes and asphalt surfaces wearing Vanadium Fuel additives Titan Pavement markings colour Manganese Movable engine parts Sodium, Calcium and Defrosting salts Chlorides Sulphates Pavement bed, fuel and defrosting salts Oil and oil derivatives Sprinkling and leakage of fuel, anti-freeze and hydraulic oils, asphalt surface moistening

Since oil separators (EN 858-1) and enclosed drainage system are considered to be a technical standard of the motorway and due to the fact there are no permanent watercourses in the Project area or in the Project area of influence, but only smaller and occasional streams at the northern part of the motorway route, total impact on water during the construction and operation phase is negligible.

Table 62 below provides a summary of impacts and assessment of their significance.

Table 62: Summary of impacts on waters and assessment of their significance

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) Water Pre- . Potential impact to the water Adverse Minor Low Minor Significant construction quality of a local spring near the Suhi Do canyon Construction . Temporary localised diversion Adverse Minor Low Negligible Significant of drainage paths around construction camps and site workings . Maintenance of construction vehicles at the site . Depositing of construction waste, municipal waste and other special waste categories

150 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) into the dry riverbeds of occasional streams . Localised discharges into environment and occasional streams from construction facilities including the concrete batching plant and workers camp Operation . Release of surface run-off water Adverse Minor Low Negligible Significant . Release of sanitary water from toll station . Accidental spill of hazardous material resulting from traffic accidents . Reduction in water quality of Adverse Minor Low Negligible Not significant occasional streams resulting from use of de-icing agents

7.2.4 Air quality The assessment of impacts on air quality is framed with the following facts:

. The pollution sources in the Project area are mainly traffic and heating; . Except for alumina production located south of the City of Mostar, heavy industrial activity is not present in the area; . Air quality in Mostar is satisfactory and the fluctuations in the parameters are observed only during the winter; . The climatic conditions explained in Chapter 5.6, characterized with the strong winds penetrating through Neretva valley from the Adriatic Sea (“bura” and “jugo”) during winter help in dispersing pollutants and preserving air quality in the City of Mostar; . There is no air modelling done due to the fact there is no Preliminary Design or Main Design.

During the construction phase, the main causes of potential negative impact on air quality are nature of construction works and presence of construction machines at the site. The main impacts on air quality in the construction phase are:

. Emissions of construction dust associated with the soil management, loading activities, storage of material onsite, transport of materials within site, drilling and digging (including soil excavation), movement on unpaved roads and transport of material offsite; . Emission of exhaust gases from combustion processes in generators and other construction

equipment/vehicles that contain nitrogen oxides (NOX), sulphur dioxide (SO2), carbon monoxide (CO) and fine particulate matter.

The risk of dust emissions from construction site causing loss of amenity and/or health or ecological impacts is related to150:

. the activities being undertaken (earth works, number of vehicles etc.),

150 Institute of Air Quality Management (2014) Guidance on the assessment of dust from demolition and construction, version 1.1. available at http://www.iaqm.co.uk/text/guidance/construction-dust-2014.pdf

151 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

. the interval of these activities, . the scope of the site, . the meteorological conditions (wind speed, direction and rainfall), . the proximity of receptors to the activities, . the adequacy of the mitigation measures applied to reduce or eliminate dust, and . the sensitivity of the receptors to dust.

Air quality depends on the distance of the observation point from the source of pollution, as well as on the air stream and terrain configuration. Terrain configuration is connected to airstreams, changing its direction and speed, but also influences the speed of air exchange. Slower air exchange process occurs in closed valleys of canyons, such as Suhi Do, causing accumulation of polluted air. On the hill slopes and plains of Velez and Podvelez area, the air exchange process is quicker making the pollution level lower. In general, it can be said that concentration levels of pollution and polluted air quickly decrease within creasing distance from the source in flatlands and flat terrain configuration, because of pollutant diffusion process in the air, which in turn causes dilution of concentration levels.

Based on criteria presented in the Guidance on the assessment of dust from demolition and construction, the potential for dust emission magnitude from earthworks, construction and movement of vehicles is defined to be large (Table 63)151. Translated into impact magnitude, the assessment results in overall moderate impact magnitude, that produces detectable change but not a fundamental temporary or permanent change.

Table 63: Dust emission and impact magnitude

Activity Criteria Dust emission Impact magnitude magnitude Earth Work . site area > 10,000 m2 Large Moderate . the soil type is potentially dusty . > 10 heavy moving vehicles active at any time . total material moved > 100,000 tones Construction . site area > 10,000 m2 Large . the soil type is potentially dusty . potentially dusty surface material Vehicle . vehicles >3.5 t outward movements in any one Large movement day . potentially dusty surface material . unpaved road length is > 100 m

The two main receptors of concern are:

. “human receptors” – referring to any location where a person or property may experience the adverse effects of airborne dust or dust soiling or exposure to PM10 over a time period relevant to the air quality objectives and . “ecological receptors” – referring to any sensitive habitat affected by dust soiling. These consist of the direct impact on vegetation or aquatic ecosystems of dust deposition and the indirect impacts on fauna (e.g. on scavenging habitats).

In the Project area of influence, both types of receptors are present. Construction works will be carried out in close vicinity of private houses in settlements of Kutilivac, Suhi Do, Opine, Gnojnice, as well as in close proximity of thermophilic forests at the beginning of the route and vineyards in Gnojnice settlement at the end of the route152.

151 Ibid. 152 Noise modelling in Main Design phase will determine exact locations of appropriate noise barriers and other noise mitigation measures

152 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

The receptor sensitivity analysis takes account of a number of factors, such as:

. the specific sensitivities of receptors in the area, . the proximity and number of those receptors,

. in the case of PM10, the local background concentration, which are confirmed not to exceed annual average concentrations, except for the peaks during the winter months, . site-specific factors, such as low presence of natural shelters, such as tall trees, to reduce the risk of wind-blown dust and strong winds.

Based on criteria presented in the Guidance on the assessment of dust from demolition and construction, the sensitivity of receptor is defined to be medium (Table 64)153.

Table 64: Dust emission and impact magnitude

Activity Criteria Sensitivity of receptors Sensitivity of people . The enjoyment of amenity would not reasonably be expected Medium to dust soiling . Property would not reasonably be expected to be diminished in effect appearance, aesthetics or value by soiling . The people or property would reasonably be expected to be present continuously or at least regularly for extended periods, as part of the normal pattern of use of the land. Sensitivity of people . Location where members of the public and workers are exposed Medium to the health effects over a time period of PM10 Sensitivity of . Location with a local designation where the features may be Medium receptors to affected by dust deposition ecological effects . Potential ecological receptors are located near the construction site

In the operation phase, the most important cause of potential negative impact on air quality is the movement of vehicles on the motorway. Therefore, the impacts from this phase are expected to include reduction of air quality due to emission of exhaust gases that contain nitrogen oxides (NOx), sulphur oxides (SOx), carbon monoxide (CO) and particulate matter (PM).

Relying on information presented in the Environmental Impact Study of Corridor Vc, section Konjic (Ovcari interchange)-Mostar North, with a length of 36.50 km, that a reduction of pollutant emissions on the M17 motorway will be up to 69% compared to the current situation, it can be concluded that with construction of this section Mostar North-Mostar South, the similar reduction of pollutants emitted from traffic on M17 can be anticipated.

Although traffic studies have identified an increase in annual average daily traffic by 2060 on the adjacent subsection of the motorway Mostar South-Tunnel Kvanj, it is considered that the pollutant emissions into the air will not further increase as consequence of:

. Engine development in the automotive industry (direct fuel injection, turbocharging, automatic deactivation of unnecessary cylinders, start-stop systems, reducing fuel consumption); . Development of exhaust gas treatment (using oxidation catalysts, gas reductions using selective catalysts, the use of filters to reduce solid particle emissions); . Use of hybrid vehicles; . Use of electric vehicles;

153 Institute of Air Quality Management (2014) Guidance on the assessment of dust from demolition and construction, version 1.1. available at http://www.iaqm.co.uk/text/guidance/construction-dust-2014.pdf

153 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

. Reducing emissions during cold start; . Fuel quality improvements.

Table 65 below provides a summary of impacts and assessment of their significance.

Table 65: Summary of impacts on air quality and assessment of their significance

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) Air quality Pre- . No impacts - - - - - construction Construction . Emissions of construction Adverse Moderate Medium Moderate Significant dust . Emission of exhaust gases from combustion processes in generators and other construction equipment and vehicles Operation . Emission from exhaust Adverse Minor Medium Minor Not significant gases from vehicles using the motorway

7.2.5 Land The assessment of impacts on geomorphology and soil quality is underpinned with the following facts:

. The Project area belongs to Dinaric karst morphology; . Uncategorised agro-zones are mostly present in the Project area of which are not suitable for agricultural production, except for the southernmost part of the route, in Opine and Gnojnice settlements, where agricultural land is present; . The northern part of the route is passing close to the Uborak disposal site on a flat terrain at an altitude of approx. 150-250 m, while the rest of the route passes through elevated areas situated in the natural environment of Podvelezje Mountain above settlements and ends with a tunnel in a lowland part in the area of Gnojnice at approx. altitude of 50-60 m.

During the construction phase, the main causes of potential negative impact on land and soil quality are:

. nature of construction works, . presence of construction machines at the site, . generation of different types of wastes and . uncontrolled discharge of sanitary waters from workers’ camps.

The main impacts on land and soil quality in the construction phase are:

. Occurrence of rockfall along the route in regard to terrain type and slope stability. Slope stability may be sensitive by the creation of road cuts or embankments, especially during the works on the viaducts while rockfalls might be an issue during excavation works on the tunnels. According to G1 Mission for section Mostar North-Mostar South sliding or rockfall are only possible to happen at engineering geological block 2, 5 and 8; . It is possible, that without adequate protection measures soil erosion could occur on road cuts, road embankments and viaduct embankments;

154 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

. Topsoil stripping may bring risks of erosion of exposed ground and increased water runoff and siltation of occasional streams. The use of heavy machinery and equipment, particularly on steep slopes to clear construction corridors may also result in serious compaction or erosion problems. For instance, presence of quarries and borrow sites (the sources for road building materials) if not properly rehabilitated, may cause erosion, as noted in canyon of Suhi Do; . Damage and/or loss of topsoil may occur in case the topsoil is not removed; mixed with subsoil and/or other material during and after removal. The topsoil not subject to removal may be compacted by heavy vehicles, scattered during transportation to temporary stockpiling site as well as lost by strong wind and water erosion when in stockpiles. The quality of topsoil may deteriorate if the stockpiles are not managed properly. . Construction equipment (vehicles and equipment for construction) moving around the site may create soil compaction, which may harm the soil’s productivity, impair drainage, and increase the risk of flooding. This disruption consists of localized changes in the profile of the soil in the immediate surroundings of the excavations; . Changes in land use, e.g. from agricultural to construction land; . Deforestation, in terms of cutting, clearing, and removal of forest or stand of trees where land is converted to a non-forest use; . Soil dewatering due to increase in surface runoff (10-20% water loss) and evaporation (60-70% water loss) as a result of removal of vegetation and changes in land slopes; . Increase risk of localised pollution due to the maintenance of construction vehicles at the site, e.g. lubricants and oil changes, washing of vehicles, etc.; . Localised reduction in soil quality resulting from potential release of wastewater into soil; . Localised reduction in soil quality resulting from depositing, storing and handling of municipal and other special waste categories. Workers at the construction site may generate solid and liquid waste as elaborated in Waste Management Plan. Untreated wastes are major sources of pollution that may disrupt soil quality (e.g. pollutants settling in soil may impair the success of soil organisms, thus increasing the likelihood of erosion).

All potential impacts are localized to the Project footprint area, temporary and limited to the construction phase only.

Land use impacts are assessed in Chapter 7.3, and this impact is considered permanent and irreversible due to the land take.

No significant impact on the geomorphology is expected during the operation phase. However, several potential impacts on soil quality have been identified as a result of:

. precipitation intercepted by the motorway surfaces, . sanitary waters at the location of toll station, . movement of vehicles on the motorway, . accidents on the motorway and . winter maintenance activities.

The main impacts on land and soil quality in the operation phase are:

. Reduction in soil quality along the route as a result of emission of air pollutants from traffic, such as

PM2.5 and PM10, sulphur dioxide, nitrogen oxides, carbon monoxide, and volatile organic compounds (VOC); . Reduction in soli quality as a result of accidental fuel and oil spills from motor vehicles participating in an accident that may be washed off from road surfaces and enter the soil; . Reduction in soil quality as a result of use of de-icing agents in road winter maintaining activities.

155 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

These impacts will be manifested in a longer time period in comparison to the construction phase where such impacts are expected to be of a temporary character. However, the design and construction of appropriate surface run-off collection and treatment system, as well as development of Spill Response Plan should be enough to mitigate these impacts. As Mostar is situated in the area with mild winters, therefore de-icing agents will rarely be used, if ever, so this impact is considered to be not significant.

Table 66 below provides a summary of impacts and assessment of their significance.

Table 66: Summary of impacts on land and soil quality and assessment of their significance

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) Land Pre- . No impacts - - - - - construction Construction . Occurrence of rockfall due to Adverse Moderate Low Minor Significant the nature of construction works . Compaction and erosion as a result of using heavy machinery and equipment . Deforestation may cause soil Adverse Moderate Medium Moderate Significant erosion . Soil dewatering . Direct discharge of wastewater from maintenance of construction vehicles at the site and sanitary waters from construction camp . Inappropriate waste disposal Operation . Direct discharge of surface Adverse Moderate Medium Moderate Significant run-off . Accidental fuel and oil spills . Reduction in soil quality Adverse Minor Low Negligible Not significant resulting from use of de-icing agents

7.2.6 Climatic factors The possible impacts of the motorway construction on the climate are related to emission of greenhouse gases (GHG) from the road transport. It is worth mentioning once more that, although Bosnia and Herzegovina has low emissions of CO2 from transport, road transport is the dominant means of transport and GHG gas emissions from transport are expected to rise.

According to the EBRD E&S Policy 2014, a GHG assessment is carried out as part of this assignment in line with EBRD Protocol for Assessment of Greenhouse Gas Emissions (2017). The baseline and project emission scenario have been calculated based on the RoadCO2 estimation tool and relevant scientific research for calculation of GHG emissions for the road construction projects. RoadCO2 is a web-based tool developed to estimate GHG emissions during the entire lifecycle of a road project. The tool is equipped with a database that covers almost all GHG-emitting, road-related activities, including those originating from both direct and indirect sources. The tool utilizes the methodology proposed by the Intergovernmental Panel on Climate Change (IPCC) for GHG emissions estimation.

156 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Table 67: Input data requirements and calculation methods

Sector Emission Input Data Requirements Calculation Method 3 3 Construction Phase . Quantity of materials (m ) Ematerial= Quantity of materials (m ) x Density of 3 3 . Density of materials (kg material/m ) materials (kg material/m ) x EF (kg CO2e/kg material) . Emission factor (EF) (kg CO2e/kg material) E = FCR (L fuel/Eq.h) x Quantity (Eq) x . Fuel consumption rate (FCR) (L fuel/Eq.h) equipment Duration of construction works (h) EF (kg CO2e/L . Quantity (Equipment-Eq) fuel) Duration of construction works (h) . Etransportation= Mass (kg transported) x Distance . EF (kg CO2e/L fuel) (km) x EF (kg CO2e/kg transported.km) . Mass (kg transported) Etotal= Ematerial + Eequipment+ Etransportation . Distance (km)

. EF (kg CO2e/kg transported.km)

Operation phase . FCR (L fuel/km.vehicle) Etraffic = FCR (L fuel/km.vehicle) x Traffic volume . Traffic volume (veh/y) (veh/y) x Distance (km) x EF (kg CO2e/Lfuel) . Distance (km) Elighting= Wattage (kW/lamp) x Quantity (lamp) x Duration (h/y) x EF (kg CO2e/kWh) . EF (kg CO2e/Lfuel) Eirrigation = Irrigation rate (L/day.tree) x Quantity . Wattage (kW/lamp) (tree) x Duration (d/y) x EF (kg CO2e/L) . Quantity (lamp) Estormwater pumping= Power (kW/pump) x Quantity . Duration (h/y) (pump) x EF (kg CO2e/kWh) . EF (kg CO2e/kWh) Sequestration = Quantity (tree) x Annual . Irrigation rate (L/day.tree) sequestration rate (kgCO2e/tree.y) E = E + E + E + E . Quantity (tree) total traffic lighting irrigation stormwater pumping + Sequestration . Duration (d/y)

. EF (kg CO2e/L) . Power (kW/pump) . Quantity (pump) . Duration (h/y)

. Annual sequestration rate (kgCO2e/tree.y)

The following two scenarios were analysed:

Baseline scenario: The baseline scenario includes the location of the Mostar North near settlement Potoci. The location consists of the two main roads M6.1 and M17 with the Mostar Airport located nearby the main road M6.1. Project scenario: According to the available data, the section Mostar North-Mostar South is 14.2 km long and includes 6 tunnels and 6 viaducts. The section begins 500 m before the Mostar North Interchange in the Kutilivac settlement, east of Vrapcici and ends just before the Mostar South Interchange near the Mostar Airport.

Input data

Considering that the data usually given in the design documentation, such as (BOQ) were not available due to the fact no Preliminary or Main Design are available in this stage, all data on the activities of the considered scenarios were collected either through site visits, estimated based on engineering judgment or findings from the scientific literature related to the similar motorway construction projects.

The quantities of materials found from different sources are expressed in different units. Due to the fact the methodology requires the quantity of material to be expressed in units of mass, all quantities that were initially expressed in units of volume, area or length were converted to the unit of mass.

Table 68: Materials used for the project scenario and their corresponding EF values

157 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Materials Unit Project EF (kg 154 scenario CO2e/kg) Cement bound (stabilized) sub-base of naturally crushed stone material m3 183,833.8 0.132 Base-bearing course of asphalt mixture of bituminous well graded crushed stone m3 115,722.9 0.071 of granulometric composition of 0/22S with road bitumen binder Uniformly graded crushed m3 66,757.94 0.0052 stone Soft rock m3 641,037.3 0.0052 Crushed mineral aggregate m3 131,613.4 0.0052 Sealing course of stone mastic asphalt SMA 11s of silicate stone grains and road m3 27,456.53 0.071 bitumen Sealing course of stone mastic asphalt BB 11k of silicate stone grains and bitumen m3 5,555.44 0.071 C 35/45 cement concrete gutter m3 4,739.28 0.132

Data related to the construction equipment specify the type of equipment used, their quantity, and usage duration. The input data of the construction phase (type of equipment use, usage duration) were assumed considering the Main Design has not been yet drafted. The construction equipment was assumed to operate six hours per day, five days a week. Moreover, diesel was assumed to be the type of fuel used to operate this equipment155.

Table 69: Equipment used for constructing the road

Equipment type Quantity Operation hours Loader 20 1,440 Excavator 20 1,440 Grader 20 1,440 Rollers 20 200 Steel vibrating roller 20 300 Soil compactor 20 400 Paver 20 300 Dozer 20 300 Dump truck 40 1,440

The operation phase extends over the road’s service lifetime, which is usually between 30 and 50 years. Calculation of emissions was conducted only for vehicle movement while for street lighting, irrigation, storm water pumping, and sequestration activities were estimated zero contribution considering that relevant data were not available in this phase of the Project. Nevertheless, the contribution of this parameter to the total Project emissions is very low compared to the vehicle movement.

Table 70: Input data for activities of the operation phase – baseline and project scenario

Activity Item Baseline scenario (2018 yr) Project scenario (2050 yr) Vehicle movement Passenger cars M6.1 M17 M6.1 M17 Corridor Vc (n. veh.) 2,614,495 5,402,292 5,915,920 7,788,023 7,788,023 Street lighting N. A 0 0 Irrigation/sequestration N. A 0 0

For the baseline scenario, traffic counts were measured at two different locations covering the entire network. Measurements were conducted between late 2017 and early 2018 and the results were extrapolated to obtain an average annual traffic count. As for the project scenario, annual traffic counts were extracted from the

154 Intergovernmental Panel on Climate Change (IPCC) 155 Article: Estimation of Greenhouse Gas Emissions Produced by Road Projects in Abu Dhabi, United Arab Emirates Mohammed H. Alzard, Munjed A. Maraqa, Rezaul Chowdhury, Qasim Khan, Francisco D. B. Albuquerque, Timur Ibrahim Mauga and Khaled Nazmi Aljunadi, Sustainability 2019

158 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Traffic study (for subsection Mostar South-Tunnel Kvanj where data were available for all traffic meters in Mostar area) for within the Preliminary Design were predicted that 50% of traffic from the baseline scenario will be transferred to the new Corridor Vc.

According to the official statistics data in Bosnia and Herzegovina, 70% of vehicles use diesel while the remaining 30% use gasoline as a fuel. The emission factors of gasoline (2,384 kg CO2e/L) and diesel (2,669 kg

CO2e/L) were obtained from the IPCC. Also, for both scenarios, the travelled distance was assumed to be equal to the length of the constructed segment.

Results

The results presented in Table 71 show that the construction phase contributed to GHG emissions within the project scenario along with operation phase. The table shows that the baseline scenario contributes annually to approximately 16,386 tons CO2e/y while the project scenario contributes approximately 74,164 tons CO2e/y on annual basis.

Table 71: Emissions baseline and project scenario expressed in different units

Parameter Unit Baseline scenario (2018 yr) Project scenario (2050 yr)

Construction ton CO2e 0 106,451.05

Construction ton CO2e/lane/km 0 1,874.13

Construction ton CO2e/y 0 30,414,63

Operation ton CO2e/y 16,386.12 43,750.04

Total emissions ton CO2e/y 16,386.12 74,164.67

CO2 emissions from the operation phase of the baseline scenario have been increased by 63%, while the total

CO2 from the project operation and construction phase increased by 78% compared with the baseline scenario. The increase in emissions from the operation phase is the result of the projected increase in traffic by 2050. According to the Traffic study, the traffic on M17 and M6.1 will be increased every year by 2%.

However, direct total emissions of CO2 for the baseline scenario, which includes only operation phase, are

16,386 tCO2. For the project scenario, total emissions calculated are 74,164 tCO2e, including both, operation and construction phase. Also, the table shows that the operation phase (vehicle movement) contributes approx. 59% of the emitted gases in the project scenario, while the construction phase contribution isapprox41% due to the use of materials (concrete, asphalt etc.) and equipment.

The results also showed that construction emissions for 14.2 km of this subsection of the motorway are 156 1,874.13ton CO2e/lane/km while the value reported by the scientific article is 2,875ton CO2e/lane/km. Whereas the two values are very close, the value obtained in this study is lower probably due to the lack of relevant data, such as BOQ.

According to the Third National Communication and Second Biennial Update Report on Greenhouse Gas 157 Emissions of Bosnia and Herzegovina (2016) , the total CO2e emissions from the transport sector were

2,896,000 tCO2e in 2013. Therefore, the total project emissions contribute about 2% of the total CO2e emissions from the transport sector in BiH compared to the results from national emission inventory.

156 Article: Estimation of Greenhouse Gas Emissions Produced by Road Projects in Abu Dhabi, United Arab Emirates Mohammed H. Alzard, Munjed A. Maraqa, Rezaul Chowdhury, Qasim Khan, Francisco D. B. Albuquerque, Timur Ibrahim M auga and Khaled NazmiAljunadi, Sustainability 2019 157 Third National Communication and Second Biennial Update Report on Greenhouse Gas Emissions of Bosnia and Herzegovina under the United Nations Framework Convention on Climate Change, July 2016

159 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

The cumulative CO2 emission effect of the baseline and project scenario, i.e. total emission will be higher due to the Mostar Airport which is located nearby, which was not included in the calculations due to lack of available input data, as well as other Corridor Vc subsections.

The calculated emissions for this road section will be increased comparing to the baseline scenario. However, the GHG emissions in the construction phase are temporary and their magnitude is considered to be negligible, while in the phase of operation, considering this section to be part of the Corridor Vc, the impact is considered to be moderate in magnitude.

The sensitivity of receptors to GHG emission is difficult to assess as the impact is indirect through occurrence of natural disasters caused by climate change. The information on climate change impacts in Mostar does not exist. The visible impacts are mainly related to increase in temperature, droughts and fires. Sensitivity of receptors depends mainly on the type of natural disaster. The sensitivity to fires is assessed as high, demonstrated through previous experience with historical fires in the Mostar area and insufficient capacities of firefighters and civil protection.

According to the information presented in the 2013 Study on Preliminary Flood Assessment Risk for Watercourses of Category I in FBiH commissioned by the two Water Agencies158, for the area of Mostar and the project area in general, the assessment showed no flood risk. The future project design has yet to address climate resilience issues in detail such as motorway structures (culverts, bridges, etc.) designed to sustain 1- 100 year flood waters, drainage system capacities, slope stabilisation protection, specification of surfacing materials, etc.

Based on the information presented above, the overall sensitivity is assessed as medium.

Therefore, the contribution of GHG emission in the phase of construction to sensitivity of receptors is assessed as negligible and in the operation phase as moderate (Table 72).

The Main Design shall include design measures and materials specification in light of the anticipated climate change forecasts and projections over the lifetime of the project, to ensure sufficient resilience to climate variability and climate change. Additional mitigation measures to address climate resilience risks will be specified in the contract specification and if appropriate the Contractor will be require to prepare a Climate Resilience Construction Management Plan.

Based on a simulation run by European Topic Centre on Air Pollution and Climate change Mitigation (ETC/ACM)159, cutting motorway speed limits from 120 to 110 km/h could deliver fuel savings for current technology passenger cars of 12–18 %, assuming smooth driving and 100 % compliance with speed limits. Significant fuel savings can be achieved by encouraging drivers to maintain a consistent speed and restrict their speed (eco-driving), including through effective enforcement of speed limits. CO2 emissions are directly linked to fuel consumption therefore cutting the motorway speed can help reduce GHG emissions from transport. The modelling results also suggest that speed limitations of 80-90 km/h on motorways when entering cities and could significantly reduce both fuel consumption and pollutants emitted, in addition to delivering safety benefits.

Table 72: Summary of impacts on climate and assessment of their significance

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) Climatic factors Pre- . No impacts - - - - -

158 Hydro-Engineering Institute Sarajevo, April/May 2013 159 https://www.eea.europa.eu/themes/transport/speed-limits-fuel-consumption-and

160 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) construction Construction . GHG emissions Adverse Negligible Negligible Negligible Not significant Operation . Low resilience to Adverse Moderate Medium Moderate Significant climate variability and climate change . GHG emissions

7.2.7 Landscape The assessment of impacts on landscape is underpinned with the following facts:

. Two main elements of the landscape are found in the Project area: the natural system and the system created by human activity (agricultural land, settlements and infrastructure); . The landscape imagery is completely open and vivid thanks to the rich floristic composition and significant ecological capacity of the landscape; . The largest part of the route in the area of first landscape unit is situated on the slopes of the Velez Mountain and the and Podvelezje area, immediately above the inhabited areas and the City of Mostar; . There is also the presence of constructed urban segments however they fit into the ambient and form a harmonious landscape image. The settlement system is strongly connected with the transport system and, through that, with the natural morphology; . The largest part of the route in this area passes through tunnels (up to 8 km) and will not have the impact on the slopes (structurally and visually); . The proposed construction waste landfill site will change the existing landscape.

In the construction phase, there will be changes to the existing landscape and a variety of visual impacts due to required earth works and civil works, temporary storages of building material and construction of necessary facilities, presence of personnel and machinery, and new constructing structures including the landfill for excess excavation material. Construction of motorway structures will primarily result in the following landscape and visual impacts:

. removal of the existing vegetation, . presence of new motorway and new and widened access roads, . presence of temporary construction facilities (e.g. construction compounds), . temporary construction compounds and presence of plant and associated equipment, . cut and fill in hillsides, . landfilling of construction waste.

Part of the construction site will be located in the area near settlements and part of the construction site up in the hill of Velez and Podvelez. Where settlements are present, the construction works will be clearly visible to residents and users of nearby infrastructure and facilities (e.g. road M17, M6.1). The sensitivity of the existing landscape character is considered to be low as the Project area is mainly area of urban intrusion. Existing vegetation would need to be cleared to accommodate the construction works. This part of the landscape is assessed to be moderately sensitive to change.

The magnitude of change for the landscape resource is considered to be major because the longest part of the route passes above populated areas and therefore the spatial influence of change will be visible from the City of Mostar. The loss of woodland cover in the first part of the route and changes to topography are expected to be localised. The new landfill site will be located on the river terrace of the River Neretva, represented by the

161 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment area of former above-ground extractive industrial site which will give a new natural visual to the landscape with appropriate recultivation measures. Therefore, the overall effect on landscape during construction is considered to be moderate and significant.

The visual receptors considered include residents of the settlements, local people working in outdoor occupations (such as farmers in the vineyards) and users of nearby infrastructure. Some of the works will be executed in the close vicinity of houses. The overall sensitivity of the receptors in the construction phase is considered to be medium.

Therefore, changes in visual amenity during the construction phase will be largely visible in the northern part of the section, while it will be up in the hill in the section that runs through Velez and Podvelez slopes. Overall, the magnitude of changes for the visual receptors is considered to be moderate due to the presence of similar elements in urban area and acceptance of the Project by the residents who understand the overall importance of the motorway construction.

The main landscape and visual impact in the operation phase will be associated with the permanent motorway structures constructed above the ground. The same impact analysis is applicable as in the case of the construction impacts.

Table 73 below provides summary of impacts and assessment of their significance.

Table 73: Summary of impacts on landscape and assessment of their significance

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) Landscape Pre- . No impacts - - - - - construction Construction . Changes to the existing Adverse Moderate Medium Moderate Significant landscape and visual impacts due to the construction works Operation . Changes to the existing Adverse Moderate Negligible Moderate Significant landscape and visual impacts due to the presence of permanent motorway structures

7.2.8 Noise The assessment of impacts of noise is covered with the following facts:

. The motorway is passing in close vicinity to commercial and residential objects in settlements Opine and Gnojnice; . Baseline monitoring of noise indicated that the limit values for the outdoor noise level defined for the acoustic zone IV are not exceeded as defined by the Law on Noise Protection160; . No noise modelling is available due to the fact there is no Preliminary Design or Main Design. The noise modelling will be done as a part of the Main Design.

In the construction phase, the main causes of potential negative impact of noise are nature of construction works and presence of construction machines at the site.

160 Official Gazette of FBiH, no. 110/12

162 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

On construction sites there are various different noise sources and these sources show many differing types of noise, e.g. as background noise, idling noise, blast noise, impact noise, rotating noise, intermittent noise, howling, screeches and squeals that need to be controlled.

The noise emission intensity depends on types of working machines and motor vehicles that are used during the construction (age of the machine and technical condition of mechanical parts) as well as the organisation of construction sites and activities during construction, which can minimise the number of idle motions of freight vehicles and hours of working machines while awaiting loading. Also, blasting is expected on the locations of six tunnels on the slopes of Velez and Podvelez mountains, above suburban parts of the City of Mostar.

The two main receptors of concern are “human receptors” that includes workers on site, local inhabitants and users of surrounding infrastructure, and “ecological receptors” referring to sensitive fauna disturbed by increase in noise and vibrations.

At the construction site noise activity can:

. disturb speech communication and communication via devices (noise above 65 dB reduces a possibility to maintain speech communication at a distance shorter than 1 metre, and aggravates telephone communication), . decrease work ability, productivity and concentration due to prolonged exposure to intense noise, . damage hearing.

In the Project area of influence, the increased noise can lead to psychic fatigue with a decreased attention span and feeling of unease.

No data on noise modelling are available at the time of preparation of this Study. The noise modelling will be done as a part of the Main Design. Therefore, the assessment of impacts is based on the expert judgment and current noise levels.

Based on the experience from similar sites, the increase in noise levels at the construction site can be up between Leq 80-90 dB(A) depending on the number of machines working simultaneously and type of works performed. The sound level at operator can vary from 85 db(A) to up to 110 db(A) depending on the type of the machine that is operating161. Impact equipment (such as pile driver, pneumatic breaker) is the biggest noise hazard to operators and workers nearby while earth moving equipment (such as bulldozer, truck, paver, etc.) exposes a greater number of workers to noise hazards. For the workers on site it is important to have protective equipment and implement OHS measures (job rotation, activity planning, scheduling of operations, etc.) that will protect them from negative impacts of prolonged exposure to noise.

Concerning the residents in the area nearby, the noise is decreasing with the distance from the source so it is fair to assume that largest impact will be on the houses located in close vicinity to the construction camp. Doubling the distance from the noise source lowers the noise level by 6 dB. The scheduling of work, appropriate placement/containment of noisy equipment, as well as appropriate planning of noisy works can reduce the impact on residents in the area.

During the operation phase, the main cause of increased noise levels is the motorway traffic. The modelling of noise that will be developed as a part of the Main Design will indicate the levels of noise and accordingly the installation of noise barriers on critical locations where the noise levels are increased will be proposed.

Table 74 below provides a summary of impacts and assessment of their significance.

161 Laborers Helath and Safety Fund of North America, Controlling Noise on Construction Sites, Guidance document, available at https://www.lhsfna.org/LHSFNA/assets/File/bpguide%202014.pdf

163 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Table 74: Summary of impacts of noise and assessment of their significance

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) Noise Pre- . Inadequate planning of noise Adverse Minor Low Negligible Significant construction barriers may cause impacts on residents from increased levels of noise from motorway traffic Construction . Impact on workers and Adverse Moderate Medium Moderate Significant residents from increased levels of noise during construction works Operation . Impact on residents from Adverse Moderate Medium Moderate Significant increased levels of noise from motorway traffic

7.2.9 Waste and materials management The assessment of impacts from waste and materials management is framed with the following facts:

. Waste Management Plan and Construction Waste Management Plan are prepared for this Project; . Material Management Plan will be prepared by the Contactor with focus on efficient use of materials and reduction of waste; . The main type of waste that is generated during the motorway construction is the excess excavated soil (rocks and soil), of total estimated amount of 2,658,300 m3, which will be disposed on the landfill that will be opened for this purpose; . Generated non-hazardous municipal waste and hazardous waste from the working and storage areas will be managed in cooperation with local communal utility; . The hazardous waste and other types of special waste categories will be transferred for management to a licensed operator(s).

In the construction phase, there are a range of impacts which can occur from the mismanagement of waste generated and inappropriate sourcing of materials. The potential adverse impacts of the Project in the construction and operation phases are:

. use of potentially finite and/or scarce resources, . ineffective spoil/excavated material handling, storage and disposal causing contamination of the environment or sedimentation of water resources, . contamination of environments (particularly watercourses, groundwater and the ground) due to leakage and spillage of wastes associated with poor waste handling and storage arrangements, . fugitive emissions, such as dust, associated with the handling and storage of some waste streams, . visual amenity impacts associated with poor storage of waste and . environmental damage caused by sourcing the material from illegal borrow pits.

By far the most significant waste stream which will be generated because of the construction phase of the Project is the waste soil/stone from excavation activities (reference quantities are given in Chapter 5.9). The location for the disposal site is not decided yet, but one potential location has been proposed by the Institute for Physical Planning of the City of Mostar. This is the former industrial site near the Neretva river already used as an illegal construction waste landfill. The location is proposed with the ultimate aim to use spoil material to rehabilitate this area for future planned faciltites. JPAC shall ensure that the Preliminary and Main Designs are

164 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment developed for this landfill site and the landfill will be the subject to a separate Water and Environmental permitting procedure.

Besides the excavated spoil, the most significant materials that are expected to be used as part of the construction phase are the various grades of concrete, shotcrete and cement/grout. The primary environmental impacts associated with the use of concrete are elevated dust levels during use of the concrete batching plan and CO2 emissions and embedded CO2 associated with concrete production. Other impacts associated with material use will be the use of finite materials and the material storage. If not appropriately stored and contained, materials could result in contamination of the environment.

Materials and waste handling impact assessment is primarily about identifying waste streams and adopting an appropriate approach in line with Good International Industry Practice (GIIP), which seeks to avoid the generation of waste in the first instance, rather than mitigating potential impacts to a defined baseline environment. Waste will be generated across the entire Project area of influence and if properly managed, the impacted area will not go beyond the Project site limits. However, if any hazardous substances or spoil/excavated materials require special disposal treatment offsite or are not handled and stored properly, there is potential that groundwater and/or the aquatic environment could become contaminated outside the Project area.

Illegal sourcing of material can cause permanent damage to environment as it will not be followed by appropriate mitigation measures. Therefore, this impact is assessed as major and will require careful consideration by the Contractor when choosing source of materials for construction and supervision by JPAC to avoid illegal activities.

In the operation phase, the likely waste types include solid, liquid, hazardous, non-hazardous, municipal and inert wastes. Operational waste volumes will be significantly less than those generated during the construction phase. Wastes generated will arise from the tool station and any maintenance-related activities. Good International Industry Practice (GIIP) approach will be implemented in managing and handling the waste generated.

Details are described in the (i) Waste Management Plan and (ii) Construction Waste Management Plan.

Table 75 below provides a summary of impacts and assessment of their significance.

Table 75: Summary of impacts of waste and materials management and assessment of their significance

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) Waste Construction . Contamination of environment Adverse Major High Major Significant due to leakage and spillage of wastes associated with poor spoil and waste handling and storage/disposal arrangements . Environmental damage caused Adverse Major Medium Major Significant by illegal material sourcing Operation . Contamination of environment Adverse Minor Medium Moderate Not due to leakage and spillage of significant wastes associated with poor waste handling and storage arrangements

165 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

7.3 Assessment of social impacts

7.3.1 Methodology During development of social impact assessment, the same methodology is used as during the impact assessment of environmental aspects, with some changes in criteria for determining the impact magnitude and sensitivity. The social impact assessment has included consideration of both intended and unintended socio-economic and community consequences of the Project, beneficial and adverse, and any social change processes invoked by those interventions. Social impacts are conceptualised as changes to one or more of the following:

. people’s way of life – how they live, work, play and interact with one another on a day-to-day basis, . their community – its cohesion, stability, character, services and facilities, . their culture –shared beliefs, customs, values and language use, . their environment – air and water quality; availability and quality of food consumed; the level of hazard or risk, dust and noise exposure; sanitation facilities; physical safety; and, access to and control over resources, . their health and wellbeing – whereby health is a state of complete physical, mental, social and spiritual wellbeing and not merely the absence of disease or infirmity; perceptions of safety, . their personal and community property rights – access issues; economic effects and experiences of personal disadvantage or advantage.

Adverse impacts will be avoided wherever possible; otherwise management and mitigation measures have been identified to reduce effects on the community. Measures are included to enhance beneficial impacts and share their benefits more widely, in particular amongst local people who may also be affected negatively by the Project.

The significance of the social impacts has been determined through consideration of the level of vulnerability (sensitivity) of Project affected individuals, households, communities and other social groups (social receptors), and the magnitude of the impact experienced by them. The assessment of impact significance has been undertaken using the overarching framework presented for assessing environmental impacts, however specific magnitude and sensitivity criteria for socio-economic impacts are presented in Table 76 and Table 77.

Table 76: Criteria for determining social impact magnitude

Category Description (adverse impacts) Major A highly likely impact that would have implications beyond the Project life affecting the wellbeing of many people across a broad cross-section of the population and affecting various elements of the local communities’, or workers’, resilience. Moderate A likely impact that continues over several years throughout the Project life and affects the wellbeing of specific groups of people and affecting specific elements of the local communities’, or workers’, resilience. Minor A potential impact that occurs periodically or over the short term throughout the life of the Project affecting the wellbeing of a small number of people and with little effect on the local communities’, or workers’, resilience. Negligible A potential impact that is very short lived so that the socio-economic baseline remains largely consistent and there is no detectable effect on the wellbeing of people or the local communities’, or workers’, resilience.

Table 77: Criteria for determining sensitivity of a social receptor

Category Description High An already vulnerable social receptor with very little capacity and means to absorb proposed changes or with very little access to alternative similar sites or services, and/or minimal opportunities for mitigation. Medium An already vulnerable social receptor with limited capacity and means to absorb proposed changes or with little access to alternative similar sites or services, and/or limited opportunities for mitigation. Low A non-vulnerable social receptor with some capacity and means to absorb proposed changes and with some

166 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Category Description access to alternative similar sites or services, and/or reasonable opportunities for mitigation. Negligible A non- vulnerable social receptor with plentiful capacity and means to absorb proposed changes and with good access to alternative similar sites or services, and/or good opportunities for mitigation.

7.3.2 Community impacts

7.3.2.1 Worker influx Even if at this stage of project preparation there are no estimates on how many workers will be employed by the construction contractor, this section contains an analysis of potential impact caused by worker influx. The exact information on the number to be employed by the Contractor for construction works will be known upon the development of the Main Project for the motorway section Mostar North-Mostar South. Worker accommodation (camps) needs to be provided by the Contractor for construction works, in line with local legislation and the EBRD worker accommodation guidelines.

During the construction phase, workers influx can cause both adverse and beneficial impacts.

Potential adverse impacts on the local communities’ form workers influx is the exposure of local population to diseases including communicable diseases and Sexually Transmitted Diseases (STD) - or Sexually Transmitted Infections (STI) and possible gender-based violence and harassment (GVBH) issues (e.g. any form of potential gender-based violence and harassment, bullying, intimidation, and/or exploitation due to the influx of workers to the project area). However, the health risk is expected to be low if measures for the Contractor to manage influx and GVBH and provide appropriate medical resources for workers are implemented. Also, COVID-19 is not expected to be a significant issue in the project area in case all measures and local legislation with an aim to prevent the spread of COVID-19 are implemented. In addition, mitigation measures are proposed to be implemented in case if there is a spike of infection rates. These measures serve to prevent the spread of COVID-19 in project area.

The number of people likely to be affected by the arrival of non-local workers (positively and adversely) is calculated based on total number of population living in the 5 settlements along the motorway section (data from Census 2013) and it is 68,827. Therefore, the magnitude of the impact is assessed as moderate. During the socio-economic survey performed for the development of the LARF, presence of permanent population with vulnerable households162 was identified and so the sensitivity of the communities to changes from worker influx is medium. The assessment of significance of worker influx during construction is therefore moderate adverse impact and therefore significant.

The beneficial impact was also assessed. The arrival of a non-local working population can also bring benefits to a local community through increased revenue into the local economy, such as providing local goods or services. However, considering that local economy of the Project affected area of influence is based on agriculture and that PAP uses to sell their product, the magnitude of the impact is assessed as minor. It is necessary to take into consideration that there is a possibility that some local workers will be contracted too, which means that the sensitivity of the impact is low. The assessment of the significance of the beneficial impact of worker influx during construction is therefore negligible beneficial impact and therefore not significant.

Workers influx is not foreseen during pre-construction and operational phases. A summary of the estimation of these impacts is provided in Table 78 below.

162 Out of 64 respondents, 20 reported on their own vulnerability and 22 respondents also reported that one or more of their family members belongs to the category of vulnerable groups.

167 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Table 78: Summary of impacts on community from worker influx and assessment of their significance

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) Worker influx Pre- . No impacts - - - - - construction Construction . Worker influx Adverse Moderate Medium Moderate Significant Beneficial Minor Low Negligible Not significant Operation . No impacts - - - - -

7.3.2.2 Community health and safety and road safety During the construction phase main impacts on community health and safety and road safety are related to risks caused by air pollution (dust and exhaust gasses), noise emissions, soil and water contaminations, and increased volume of traffic due to construction works. These risks are described below:

. Dust emissions generated by the site construction activities can have impact on air quality in the vicinity of the construction site. With increased wind velocities dust can, however, move to an extent of even disturbing local communities. In addition to dust, exhaust gasses from the mechanization can create disturbances to local communities. . During construction works, noise generation due to tunnelling activities and noise emissions produced by mechanisation used at construction site can cause nuisance and disturbances to people living in the vicinity to the construction site. . Soil and water contaminations are caused by construction related activities and can have a long-term impact if not properly mitigated and/or remediated. Water pollution (both surface and ground water) and soil pollution can have harmful consequences to local communities in case the contaminated groundwater reaches water sources used by local communities (i.e. for irrigation in agriculture). Contamination from Project area could lower soil productivity, introduce contaminants into the food chain, and present health risks to people. . Construction trucks, equipment and vehicle movements will increase existing traffic volumes. Increased traffic may result in road safety risks. This increase in construction related journeys can pose risks to inhabitants of local communities living near to local roads which will be used for construction vehicle movements during construction works. . The presence of construction sites carries a risk of unauthorised access by the public and exposure to risks such as falls and hazardous materials. The aforementioned risks are considered as adverse impact on community health and safety and road safety. The impact magnitude is expected to be moderate during the construction phase. The sensitivity is expected to be medium as in this case negative impacts have direct effects on people living near to local roads which will be used for construction vehicle movements during construction works. Particularly, the specific impacts related to unauthorised access can occur during the construction of the tunnel T6, near to the elementary school in Gnojnice, where pupils of this school can be exposed to such risks. The Contractor need to implement all good community safety practices on construction site (including fences and signalisation) in order to avoid any negative impact on community safety, especially pupils who attend this school. Pupils need to be educated on how to behave during the construction works in order to avoid their unauthorised access to the construction site. As shown in this specific case, this negative impact can be mitigated by implementing mitigation measures aimed at providing community health and safety during construction phase. As such the impact is considered moderate and significant.

During the operational phase some of the above described risks can occur, and will persist during the entire operation phase but with a lower intensity then during the construction phase. For example, noise emission

168 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment will be permanent due the passage of car on the motorway. The nearest receptors will be the houses located In Vrapcici and Opine. Similar issue is for exhaust gasses which will be produced by cars on motorway section. However, this impact will have lower intensity than during the construction phase, and for this reason its magnitude is minor. The sensitivity is expected to be low as only nearest receptors will be affected. As such the impact is considered minor and not significant.

In addition, during the operational phase road safety will be improved. The improved design standards used for this Project (compared to those used to design the existing network), should result in smaller number of accidents for the same realized transport (expressed in vehicle/km). In addition, the separation of transit flows will relieve the existing congested road network, so the risk of an accident will be reduced. This is considered as a beneficial impact, with moderate magnitude. The sensitivity is assessed as medium as it will affect positively all people living near the existing road network and people using the existing road network. As such the impact is considered moderate and significant.

Impact on community health and safety and road safety are not identified during pre-construction phase. A summary of the estimation of this impact is provided in Table 79 below.

Table 79: Summary of impacts on community health and safety and road safety and assessment of their significance

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) Community health and safety Pre- . No impacts - - - - - construction Construction . Community health and Adverse Moderate Medium Moderate Significant safety . Road safety Operation . Community health and Adverse Minor Medium Minor Not significant safety . Road safety Beneficial Moderate Medium Moderate Significant

7.3.2.3 Job creation During the construction phase, the Project is expected to generate temporary local employment during the construction phase. Contactors for construction works will need low skilled workers to be employed on construction site. Thus, the possibility for employing unemployed persons from the nearest local communities is high, which will have also positive impact on the local economy. As already stated, the exact information on the number to be employed by the Contractor for construction works will be known upon the development of the Main Project for this motorway section. According to data obtained during the socio-economic survey performed during the development of the LARF for this motorway section, out of 64 interviewed owners of affected land plots, 48% of the heads of households reported to be unemployed. In the City of Mostar, the number of unemployed persons was 14,797 or 49.0% out of the total number of unemployed persons in Herzegovina-Neretva Canton. In addition, according to the baseline on educational levels of local population, the majority of inhabitants affected by land acquisition has a secondary education. Unemployed local residents with secondary education could potentially be employed as low skilled workers during construction works.

Due to this unemployment rate the employment opportunity during the construction works is assessed as a beneficial impact with medium sensitivity. The magnitude of such impact is assessed as minor given the fact that this impact will be only temporary without permanent effects. As such the impact is considered minor and not significant.

The operational phase is expected to generate permanent direct employment opportunities for a small number of people which will work on the pay toll station at the Mostar North Interchange. This is considered a

169 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment positive impact although the magnitude is negligible given the very small number of people who would be affected by it. The sensitivity of the community to employment is assessed as medium given the high unemployment in the region. Therefore, the significance of employment generation during the operational phase is negligible and not significant.

In addition, as a result of the temporary employment during the construction period is the loss of employment upon the end of construction works. This impact will affect inhabitants of local communities engaged by the Contractor for construction works during the construction phase. This impact will affect only people from settlements in the vicinity of the motorway section who will be temporary employed by the Contractor for construction works including vulnerable people, therefore the sensitivity is assessed as medium. The magnitude is assessed as moderate as the loss of job will have negative consequences on households’ incomes and way of living.

This impact is not identified during the pre-construction phase. A summary of the estimation of this impact is provided in Table 80 below.

Table 80: Summary of impacts on community from job creation and assessment of their significance

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) Job creation

Pre- . No impacts - - - - - construction Construction . Job creation Beneficial Minor Medium Minor Not significant Operation . Job creation Beneficial Negligible Medium Negligible Not significant

. Loss of employment of Adverse Moderate Medium Moderate Significant temporary engaged workers

7.3.2.4 Disruptions to water and sanitation, electricity and telecommunication Disruptions to water, electricity supply, telecommunication connections in settlements along the motorway section could represent a negative impact to local communities by causing disturbances in everyday-life activities. According to data obtained through available sources, and site visits during the development of the LARF for Mostar North-Mostar South, there are small possibilities of impacts on access to these public services during construction phase.

During the aforementioned site visits and consultation with the representatives of the LC of Vrapcici, a collision point was identified between the motorway section and the pipeline which brings the water from spring Vodnica (Suhi Do) to the drinking-fountain located in the settlement. This collision is located at chainage 5+235.00 of the motorway section, where the viaduct M2 is planned to be constructed.

Additional information of possible collisions with public utility infrastructure will be provided within the preliminary consents on the Preliminary Design from competent authorities and public utility companies. JPAC need to submit a request for such consents upon the development of the Preliminary Design. The preliminary consent contains detailed instruction and mitigation measures to be implemented during development of design documentation (Main Design) and construction works in order to mitigate possible negative impacts and have continuous supply of electricity, water, telecommunication and other public utility services in areas affected by aforementioned collisions.

170 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Considering the aforementioned description of possible collision points it can be concluded that disruption to water, and possible disruption to electricity and telecommunication represent an adverse impact. The magnitude of this impact is assessed as minor since it may create some temporary disturbances to local communities. The sensitivity of the local communities to such disruptions is assessed as medium since they will affect parts of settlements near to possible collision points. The significance of this impact is considered to be minor adverse and therefore not significant.

Disruptions to water, electricity supply, and telecommunication connections are not foreseen during pre- construction and operational phases. A summary of the estimation of these impacts is provided in Table 81 below.

Table 81: Summary of impacts on community from disruptions to water and sanitation, electricity and telecommunication and assessment of their significance Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) Disruptions to water and sanitation, electricity and telecommunication

Pre- . No impacts - - - - - construction Construction . Disruptions to water and Adverse Minor Medium Minor Not significant sanitation, electricity and telecommunication Operation . No impacts - - - - -

7.3.3 Land acquisition and physical displacement The Project is expected to involve land acquisition and resettlement activities during pre-construction phase.

Data on affected land plots and assets (including residential and commercial structures) are obtained from the Preliminary Expropriation Study developed for the proclamation of public interest and in line with alignment from the Spatial Plan for the Motorway on Corridor Vc in FBiH adopted in 2017 by the FBiH Parliament. According to the Preliminary Expropriation Study the total number of affected land plots in the 6 cadastral municipalities163 along the motorway section is 327. However, additional 31 land plots are planned to be acquired for the construction of a local road due to the collision of the motorway section and the local road in Kuti (cadastral municipality of Kutilivac I). Of these 358 plots in total:

. 308 are private land plots and . 50 are state-owned land plots. According to data obtained during the obtained from census performed during the development of LARF for this Project and cadastral data, in total 35 houses are located on 31 land plots listed in the Preliminary Expropriation Study.

Out of 35 houses in total, 29 are located above the planned tunnel T6 L=2,600 m. Also, out of 327 land plots in total, 112 are located above this tunnel. According to JPAC representatives it is possible that these land plots and houses will not be affected by land acquisition and additional assessments need to be performed to determine if they will be acquired, except for the last 500 m of the tunnel which will be “cut and cover” tunnel.

Out of 35 houses in total, 14 houses are located on state owned land plots. All these houses are located in Gnojnice Donje (above the planned tunnel T6 L=2,600 m) and are constructed on state land granted to individuals, mostly war veterans and disabled people during the 1990s war. The owners of these houses

163 The six cadastral municipalities are: Kutilivac I, Vrapcici, Mostar I, Opine Gornje, Opine Donje, Gnojnice Donje.

171 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment started the legalisation process, which is reported to be going on for a long time due to slow administrative procedures. As already stated JPAC will in next period perform additional assessments to determine if the land plots and assest above the planned tunnel T6 need to be acquired.

In addition, on two land plots (always located above the planned tunnel T6 there are fondations of two houses under construction, and it is possible that these two houses will be constructed and inhabuted during the land acquisition procedure.

Therefore, at this stage of Project preparation, it is difficult to state how many households will be physically resettled, and the exact number of land plots to be acquired.

A total of 3 private businesses will be affected by land acquisition, while 2 additional businesses are located on land plots above the planned tunnel T6, and at this stage of the Project preparation, it is not sure if they will be affected by land acquisition (and relocated) even if included in the Preliminary Expropriation Study.

A Land Acquisition and Resettlement Framework (LARF) for the road section Mostar North-Mostar South has been developed in within this Assignment. Detailed data on the affected land plots, households and businesses is provided in the LARF. Data used for the development of the LARF are taken from the Preliminary Expropriation Study which is the only official document regarding the planned land acquisition, and on information provided by JPAC representatives regarding the construction of the new local road in Kutilivac. Upon the development of design documentation, a Final Expropriation Study will be developed containing the exact scope of land acquisition and physical resettlement (land plots and assets which will be acquired during the expropriation procedure).

Land acquisition is considered as an adverse impact. As described above, physical displacement of households and businesses is expected due to the future land acquisition. The magnitude of these impacts from land acquisition is assessed as major since a big number of land plots will be permanently acquired, with the displacement of aforementioned households and businesses. The sensitivity of the local communities to the loss of land is assessed as medium since presence of permanent population with vulnerable households164 was identified among surveyed land and house owners. The significance of this impact is considered to be major adverse and therefore significant.

Land acquisition activities will be finalised before the beginning of construction activities; therefore, the aforementioned impacts are not foreseen in construction and operational phases. A summary of the estimation of these impacts is provided in Table 82 below.

Table 82: Summary of impacts from land acquisition and physical displacement and assessment of their significance

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) Land acquisition and physical displacement Pre- . Land Adverse Major Medium Major Significant construction acquisition . Physical displacement Construction . No impacts - - - - - Operation . No impacts - - - - -

164 Out of 64 respondents, 20 reported on their own vulnerability and 22 respondents also reported that one or more of their family members belongs to the category of vulnerable groups.

172 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

7.3.4 Economic displacement The Project is expected to involve economic displacement and loss of livelihoods of the land owners affected by the land acquisition during pre-construction phase. During the development of the LARF for this motorway section, in total 5 businesses are identified on land plots listed in the Preliminary Expropriation Study. Main activities of these 5 businesses are, as follows:

. Production of wine and other alcoholic beverages, . Production of wine and sale of fruits, . Breeding of goats, . Manufacturing of PVC materials, . Hair salon. Out of these 5 businesses, 3 of them165 will be affected by land acquisition, while 2 of them166 are located on land plots above the planned tunnel T6, and at this stage of the Project preparation, it is not sure if they will be affected by land acquisition (and relocated) even if included in the Preliminary Expropriation Study. Upon the development of design documentation, a Final Expropriation Study will be developed for this section containing the exact scope of land acquisition.

During the development of the LARF a socio-economic survey was performed. During this survey both local businesses and land owners affected by land acquisition were interviewed. Owners of 2 businesses were interviewed: owner of the company for production of wine and sale of fruits and owner of the goat breeding company. One of the two companies will need to be relocated. These 2 businesses are employing a total of 8 employees, and 3 seasonal employees. One business is located in Gnojnice Donje, while the other one is located in Vrapcici. Both businesses are registered and use their own land plots for business purposes. In addition, the goat breeding company uses a state-owned land plot under concession for goat greasing, and this land plot is affected by land acquisition.

In addition to economic displacement of businesses, 5 respondents reported agriculture as the primary source of income, whereas 2 reported that such sale is their secondary sources of income. There are 2 households that own goats and chickens. The household that owns goats use them for product sale.

Economic displacement is considered as an adverse impact. Loss of place of business and loss of business income is expected for businesses, as well as loss of livelihood for aforementioned households, due to the land acquisition. The magnitude of these impacts is assessed as major. The sensitivity of the local communities to the loss of livelihood and economic displacement is assessed as medium since among the affected land owners there are vulnerable groups. In addition, project activities are also expected to impact agricultural activities within 49 land plots affected by land acquisition (31,543.02 m2 used as agricultural land). The significance of these impacts is considered to be major adverse and therefore significant. However, compensation entitlements for such losses are provided within the developed LARF for Mostar North-Mostar South, and need to be provided also in the LARP for this motorway section (to be developed by JPAC upon the finalisation of the Final Expropriation Study).

During the construction phase, local traffic congestions may potentially impact, in terms of access restrictions, the active businesses on the territory of the project affected area. Temporary losses of business income during construction works (businesses which are not relocating) may occur in settlements of Kutilivac, Vrapcici, Opine and Gnojnice where several small businesses and agricultural activities are located.

Temporary losses of business income during construction works is considered as an adverse impact. The magnitude is expected to be moderate and the sensitivity is expected to be medium as such businesses

165 Two businesses for wine production, and the breeding goats’ company 166 Manufacturing of PVC materials and hair salon

173 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment represent the source of income for several households. Such losses of business income during construction works may be only temporary, and compensation will be provided for loss of income until the completion of construction works which directly impact the business operations of the business (mitigation measure defined by the LARF, and need to be provided in the LARP). As such the impact is considered moderate and significant.

Economic displacement is not foreseen during operational phase. A summary of the estimation of these impacts is provided in Table 83 below.

Table 83: Summary of impacts from economic displacement and assessment of their significance

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) Economic displacement Pre- . Loss of place of business Adverse Major Medium Major Significant construction . Loss of business income . Loss of livelihoods of the land owners Construction . Temporary losses of Adverse Moderate Medium Moderate Significant business income during construction works Operation . No impacts - - - - -

7.3.5 Restriction on land use and damage to private property During the construction phase, it may be necessary to temporarily occupy privately owned land plots for the purpose of construction of access roads and placement of staff, machines and material. Construction activities may cause damage to land plots, natural or other assets (e.g. structures, trees) due to temporary disposal of excavation materials and heavy machinery parks. During construction activities and preparation of construction site, significant quantities of excess excavated material will arise and need to be disposed (2.7 million m3 from general construction excavation activities). It is possible that some of the excavated material will be temporarily disposed on privately owned land.

The anticipated restrictions on land use due to construction activities are considered an adverse impact. The magnitude is expected to be moderate as the local community may experience restrictions in use of parts of their land plots. The sensitivity is expected to be low as the occupation of private owned land plot may be only temporary, and compensation will be provided for loss of the possibility to continue to use land as intended as mitigation measure. As such the impact is considered minor and not significant.

Damage to private property is also considered an adverse impact. The magnitude is expected to be moderate as there may be a noticeable damage to private property caused by temporary disposal of excavation materials and heavy machinery parks. However, this is not expected to be a permanent change. The sensitivity is expected to be low as there are reasonable opportunities for mitigation through compensation entitlements provided within the developed LARF for Mostar North-Mostar South, and which need to be provided in the LARP (to be developed by JPAC). As such the impact is considered minor and not significant.

Similar impacts are not foreseen during pre-construction or operation phases. These impacts are estimated in Table 84 below.

174 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Table 84: Summary of impacts related to restrictions on land use and damage to private property and assessment of their significance

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) Restrictions on land use and damage to private property Pre- . No impacts - - - - - construction Construction . Land use restrictions Adverse Moderate Low Minor Not significant . Damage to private properties Operation . No impacts - - - - -

7.3.6 Access restriction During construction phase, possible impacts are access restrictions due to construction activities on which will be performed on local roads. Impacts in terms of access restrictions may vary in the different phases of the Project. Temporary access restrictions may occur in particular during the construction of following motorway components which will be constructed near on directly on local roads:

. Construction of motorway section on the local road which connects the settlement Livac and Kuti, and also connects Kuti with main road M17 at chainage 0+360.00; . Construction of motorway section on the footpath in Vrapcici used by a company for goats breeding at chainage 0+360.00. This path is used by goats to reach the land plot under concession for goats grazing; . Construction of the tunnel T6 (the part which is “cut and cover”) on a local road near to the elementary school in Gnojnice at the chainage 13+700.00; . Construction of the tunnel T6 (the part which is “cut and cover”) at the end of the section on the main road M6.1.

At the location where local roads will be cut by motorway, new connection roads will be constructed for providing local community access to their land plots and houses. In addition, JPAC will work on the reconstruction of local roads used by local community during their daily activities. A new passage for goats will be provided enabling them to reach the land plot under concession for grazing. This means that no risk of permanent access restriction is identified.

In addition, the population of settlements may experience access restrictions due to deliver of materials and machinery.

The anticipated access restrictions due to construction activities are considered an adverse impact. The magnitude is expected to be minor as the local community may experience access restrictions to some land plots they use. However, access restrictions are expected to be temporary. The sensitivity is expected to be medium as alternative route will be used, and where local road will be cut by motorway a new connection road will be constructed as mitigation measure. As such the impact is considered minor and not significant.

During the pre-construction and operation phases, the aforementioned impacts are not foreseen. The summary of the impact evaluation is given in Table 85 below.

Table 85: Summary of impacts from access restrictions and assessment of their significance

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation)

175 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) Access restrictions Pre- . No impacts - - - - - construction Construction . Access restrictions Adverse Minor Medium Minor Not significant

Operation . No impacts - - - - -

7.3.7 Road damage and impacts on local traffic The Project is expected to have impacts on roads and traffic, with varying scopes in the different phases of construction works. During the construction phase, there will be an increase in traffic on the existing local road network because of vehicle movements to transport building materials and dispose of excavated spoil material. The local roads are asphalted or macadam roads which are susceptible to damages, especially under heavy weights.

The anticipated damage to local roads is an adverse impact. The magnitude is expected to be moderate as there may be a noticeable damage to the local roads caused by heavier traffic than is currently experienced. However, this is not expected to be a permanent change. The sensitivity is expected to be low as there are reasonable opportunities for mitigation through road repair which will be performed by JPAC (via Contractors for construction). As such the impact is considered minor and not significant.

The construction of the last part of the tunnel T6 (performed as “cut and cover”) on main roads M6.1 will be increased (including heavy machinery and trucks) and operated with speed restrictions. In addition, traffic congestion is expected on local roads in the area of Project footprint and traffic limitations causing traffic delays and restricted access on these road sections are foreseen. This is mainly linked to the delivery of construction material to site and collection of resulting waste from construction work in construction phases.

The anticipated increase in traffic flows and traffic congestion is an adverse impact. The magnitude is expected to be moderate as there will be a noticeable increase in traffic, which has the potential to cause traffic congestion, however this will not be a permanent change. The sensitivity is expected to be low as there are few receptors in the project area and there are reasonable opportunities for mitigation. As such the impact is considered minor and not significant.

During operational phase, only impact related to traffic congestion is identified. It may be caused by some maintenance/reconstruction activity so with lower magnitude compared to the construction phase. It is also expected to be temporary impact. The traffic congestion can happen also on the motorway section and involve a lot of users passing on that corridor section during maintenance/reconstruction activities. For this reason, the sensitivity is assessed as medium. As such the impact is considered minor and not significant.

During the pre-construction phase, the aforementioned impacts are not foreseen. A summary of the estimation of impacts is shown in Table 86 below.

Table 86: Summary of impacts from local road damage and impacts on local traffic and assessment of their significance

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) Road damage and impacts on local traffic Pre-construction . No impacts - - - - - Construction . Local road damage Adverse Moderate Low Minor Not significant . Traffic congestions

176 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) Operation . No impacts - - - - -

7.3.8 Health and safety risks for workers Site preparation, construction and operation activities and the use of temporary workers’ accommodation (camps) pose potential risks to the health, safety, security and, therefore, wellbeing of construction workers if not managed appropriately.

During construction and operation phases, occupational health and safety (OHS) risks can be expected. The impacts can be:

. Direct (possibilities of injuries caused by activities performed during construction phase or by accidents that may occur both during construction and operation phase (these accidents can have a wider extension, involve local community and cause possible dangers and disease)); . Indirect (emissions, soil and water contamination, etc.). During the construction phase workers will be exposed to many risks that are directly related to activities performed on construction site. Potential impacts are identified as follows:

. Falling from heights: The risks related to work at heights are associated to falling of workers and falling of objects onto those working below. Falls from heights are the main causes of fatal accidents in the construction industries and the consequences are generally more severe the greater the falling height. Falls can occur from unguarded edges or openings at height, through fragile materials, into excavations, from ladders, from places of work on an existing facility. . Traffic accident: Risks related to working near or on roads with live traffic depend on the type of work that will be performed. They may include collisions between vehicles operating inside the site, collisions of passing vehicles with site machinery, equipment and workers (in case the site is not adequately signed and physically protected). . Power stroke: Working near high voltage power lines can cause serious and fatal injuries due to direct contact with live lines or arcing from those lines to nearby equipment. The major risks related to electricity are electrocutions and burns and they can be caused by the use of poorly maintained electrical equipment, work near overhead power lines, contact with underground power cables during excavation work or horizontal boring or drilling. . Injuries from construction machinery: These risks depend on the type of equipment used during construction and the construction activities. Risks like roll-over of the equipment and objects falling onto the equipment are related to earthmoving equipment (e.g. loaders shovel excavators,), while risks which imply workers falling from height, collapse of the equipment in use due to overloading, and failures due to poor slinging techniques are related to lifting equipment (e.g. mobile cranes). . Accidents: Accidents can be related to injuries from explosion and fires. Explosion risks usually occur from the use of solvents and ignition by sparks, damage of pipes containing explosive gases and unexploded ordinance in the ground. Fire risks can be caused by the use of flammable liquids, welding or abrasive cutting techniques used in places not specially prepared for such works, liquid gases used with an open flame, flammable and combustible materials. . Manual handling: Negative impacts to workers can also derive from risks related to manual handling which involves lifting and moving loads by hand or other bodily force. . Excavations and working in confined spaces: Negative impacts to workers can also derive form risks related to excavations (collapse of sides, people, objects or materials falling in, etc.) and working in confined spaces (risk of injury associated with working in pits, trenches and drainage channels).

177 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Other impacts that can affect workers are indirect and they are related to risks caused by air pollution (dust), noise emissions and vibration, and soil and water contaminations, as described below:

. Dust emissions are generated by the site construction activities and operations that involve excavations, movement of vehicles and cut and fill activities, and can have impact on air quality in the vicinity of the construction site. During site clearing and land preparation activities, dust can cause dangers to workers and cause diseases like pneumoconiosis, asthma, chronic bronchitis and/or emphysema. In addition to dust emissions other emissions into air are likely to occur as a result of the combustion of fossil fuels and exhaust gases from the mechanization. . Noise emissions and vibration can cause nuisance to workers. Workers on construction sites can be exposed to loud sources of noise which can permanently damage a person’s hearing. The main sources of vibration from powered hand-held tools are demolition hammers, drills, hammer drills, angle grinders. Vibration from work with powered hand-held tools, equipment or processes can damage the hands and arms of users. . Soil and water contaminations are impacts that can have consequences both on workers. Water and soil pollution on construction sites and during maintenance of motorway section can be caused by inadequate handling of hazardous substances (i.e. diesel and oil, and other harmful chemicals), inadequate waste handling), equipment damage which may lead to leakage of lubricants and fuel (increased input of oils into water and soil). These risks can have harmful consequences to worker due to exposure to hazardous materials which can cause possible intoxication. Other disturbances can be caused by noxious odours from polluted sites.

The aforementioned possible health and safety risks for workers are considered as adverse impact. The magnitude is expected to be major during the construction phase as construction workers are directly exposed to such risks which can cause permanent negative consequences to workers health. The sensitivity is expected to be low as in this case negative impacts have direct effects on construction workers. Negative OHS impacts can be mitigated by implementing mitigation measures aimed at providing a safe working environment for construction workers. As such the impact is considered moderate and significant.

During the operational phase some of the above described impacts can occur. During this phase there will also be the risk of falling from heights (for example during maintenance works on the viaducts) and other risks such as injuries from construction machinery. In addition, indirect impacts will also persist during the operation. Dust emissions are possible in case of maintenance works but their negative impact on workers will be reduced to minimum by implementing the adequate protective measures. Exhaust gases and noise emissions during operation phase, will be caused by cars on the motorway section. During maintenance works, these emissions can cause some disturbances to maintenance workers. However, these disturbances are foreseen to be lower than during construction phase.

The anticipated health and safety risks during the operation phase are considered an adverse impact. The magnitude is expected to be moderate as the negative impacts on maintenance worker health and safety will be caused during short periods (only maintenance works) and the accidents will have less possibility to occur than during construction phase. Maintenance and possible reconstruction activities will involve less machinery than during construction phase, thus means less possibility of injury. The sensitivity is expected to be low as in this case negative impacts have direct effects on maintenance workers and can be mitigated by implementing adequate OHS measures. As such the impact is considered minor and not significant.

During pre-construction phase there are no risks related to OHS. Table 87 below shows a summary of the impact evaluation.

178 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Table 87: Summary of impacts from health and safety risks for workers and assessment of their significance

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) Health and safety risks for workers Pre- . No impacts - - - - - construction Construction . Health and safety risks Adverse Major Low Moderate Significant for workers Operation . Health and safety risks Adverse Moderate Low Minor Not significant for workers

7.3.9 Danger from UXO The motorway section passes through the area where the war took place in period 1992-1995. However, according to data provided by mine-field maps of the City of Mostar, the area along the motorway section alignment is not a mine-field or a potential mine-field. Thus, the danger from mines and UXOs is not foreseen during pre-construction, construction and operation phases.

Figure 81 shows the areas under UXO risk and affected by potential presence of UXOs in the City of Mostar.

Figure 81: UXOs suspicious areas in the City of Mostar

7.3.10 Existing material assets including cultural-historical and archaeological heritage Impacts on existing material assets are assessed in Chapter 7.3.5.

The assessment of impacts on cultural-historical and archaeological heritage is framed with the following facts:

179 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

. 27 protected good of cultural and historical heritage are located in the project area; . Remains of two Austro-Hungarian fortresses from XIX century identified in Opine. One of them located at the 490 m clearance distance from the motorway section, being on the edge of the project area of influence, the other one located at the 1,300 m clearance distance from the motorway section, out of the project area of influence; . Foundations of an old building from the Austro-Hungarian period are located.

In the construction phase, the main cause of potential negative impact is the:

. nature of construction works that will require deep digging, probably mining, and removing of soil, . presence of machinery and workers on site

Therefore, the impact identified is:

. damage to visible and buried cultural, archaeological and architectural heritage during execution of construction works and movement of machines/vehicles around the construction site.

Federal Institute for Protection of Monuments has approved the execution of construction works under conditions of finding exact location of the indentified monuments in respect to the motorway alignment and execution of preventive arcehological surveys (drilling boreholes) to avoid later chance finds. In case of chance find, the Institute has ordered immediate suspension of works.

No impacts are identified in the operational phase.

Table 88 below provides summary of impacts and assessment of their significance.

Table 88: Summary of impacts on cultural-historical and archaeological heritage and assessment of their significance

Phase Type of impact Adverse/ Magnitude Sensitivity Impact Significance Beneficial evaluation (before mitigation) Existing material assets including cultural-historical and archaeological heritage Pre- . No impacts - - - - - construction Construction . Damage to visible and Adverse Major High Major Significant buried cultural, archaeological and architectural heritage during execution of construction works and movement of machines/vehicles around the construction site Operation . No impacts - - - - -

7.4 Assessment of cumulative impacts

Cumulative impacts are those that result from the successive, incremental, and/or combined effects of an action, project, or activity when added to other existing, planned, and/or reasonably anticipated future ones. For practical reasons, the identification and management of cumulative impacts are limited to those impacts generally recognized as important on the basis of scientific concerns and/or concerns of affected local communities.

180 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

The assessment methodology used in this section is adapted from the Rapid Cumulative Impact Assessment (RCIA) approach outlined in IFC’s Good Practice Handbook: Cumulative Impact Assessment and Management, 2013. One of the key principles of cumulative impact assessment is to focus on valued environmental and social components (VECs), both for setting context of temporal and spatial boundaries to be considered and in assessing the significance of cumulative impacts.

The IFC good practice handbook outlines the following six steps to undertaking RCIA:

. Determine spatial and temporal boundaries, . Identify VECs in consultation with effected communities and stakeholders, . Identify all developments affecting VECs, . Determine present condition of VECs, . Assess cumulative impacts and evaluate their significance over predicted future conditions, . Design and implement (a) adequate strategies, plans, and procedures to manage cumulative impacts, (b) appropriate monitoring indicators, and (c) effective supervision mechanisms.

VECs refer to sensitive or valued receptors of cumulative impacts. In this section VECs have been identified based on assessments undertaken in each of the specialist sections within the ESIA, drawing on identification of critical receptors as defined by IFC Performance Standards.

It should be noted that the assessment of cumulative impacts is based on review of limited number of existing studies and plans. The assessment of cumulative effects is not intended to provide a detailed assessment of the effects of future developments. In many instances the layout, design and location of developments are not finalized. As such, assessment has been undertaken at a high level in the context of broad development parameters sufficient to provide an understanding of the likely environmental and social effects of future developments and to enable adequate consideration of cumulative effects.

Data for the analysis are collected from available spatial plans and other relevant documents and information, with the aim of identifying existing and planned infrastructure in the Project area. Information gathered during field visits was also used. The analysis of documents did not reveal existence of any future infrastructure projects in the area, however the available information was limited. Table 89 gives an overview of existing infrastructure project, of which some have potential for expansion in the future, and possible impacts that can be expected from their operation/existence.

Table 89: Existing and planned infrastructure projects and possible impacts

Existing and planned infrastructure/projects in the Possible impacts from existing and planned project area infrastructure/projects during operation phase Adjacent sections of motorway on the Corridor Vc to be Noise emission, air emission, surface run-off discharge, waste constructed generation Reconstruction of local roads as a part of community Noise emission, air emission, surface run-off discharge, waste projects related to construction of motorway generation Main road M6.1 to Nevesinje Noise emission, air emission, surface run-off discharge, waste generation Mostar Airport Noise emission, air emissions (incl. GHG gases), water use, wastewater and waste generation Settlements Kutilivac, Vrapcici, Mazoljice, Opine and Water use, water pollution, waste generation Gnojnice. Wind farm “Podvelezje”, owned by EP HZHB (under Habitat fragmentation, land take construction)

Table 90 presents a summary of the identified VECs which have the potential to be under the impact of the motorway development. VECs refer to sensitive or valued receptors of cumulative impacts.

181 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Table 90: Identified Valued Environmental and Social Components

Physical Biological Social Air quality Habitat loss Land take Waste generation Fragmentation of habitats Noise increase Noise Land

Table 91 below provides a summary of identified impacts during the construction phase.

Table 91: Summary of cumulative impacts resulting from construction activities and their assessment

VEC Impact Description of cumulative impacts Assessment of cumulative impact Magnitude Sensitivity Significance/Impact evaluation Habitats Habitat loss The largest habitat loss will be for Major Medium Moderate/Significant due to EUNIS habitat type F6.37 (Illyrian construction [Paliurus spina-christi] garrigues) - works, 20.08ha, followed by H2 (Screes) - fragmentation 12.56ha and X07 (Intensively-farmed of habitats crops interspersed with strips of semi- natural vegetation) - 12.19 ha. Potential landfill site, located near Neretva river, is now completely covered with EUNIS J3.3 habitat type (Recently abandoned above-ground spaces of extractive industrial sites). The affected area will cover 29.7 ha. Air Quality Construction Cumulative effects on air quality from Moderate Low Minor/Not and Climate nuisance motorway construction are observed in significant change related to combination with the air emissions short term from present roads and air traffic localised around the Project area. noise and Dominant types of emission from the dust and GHG construction activities is dust and emissions dominant types of emission from the existing traffic and airport ground operations are exhaust gases, which is mostly present at the southernmost part of the route. Therefore, the cumulative effects can mainly be

observed from emissions of dust, CO2,

NOx, SO2, PM10 and PM2.5. The construction works are time limited and impacts temporary. The major impact is related to dust emissions. Construction of tunnels by its nature produce dust that is ventilated from the tunnel pipe and discharged in environment at the tunnel exit. It is not expected that dispersion of dust will reach closest local houses in nearest settlements that are under the impact of road construction. Related to emission from traffic, the

182 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

current air quality in Mostar is satisfactory, the fluctuations in the parameters are present during winter. Strong winds coming from Adriatic Sea along the Neretva valley help in dispersing pollutants and preserving air quality. GHG assessment also showed the increase of GHG emissions during construction. Taking all this into account, this impact is evaluated as not significant. Land Land Continuous soil degradation will be a Moderate Medium Moderate/Significant exploitation result of the exploitation of the and pollution highway. This effect is cumulative and it should be surveyed through a systematic monitoring of the land along the motorway during the construction. Indirect negative cumulative effect on land take will have the wind farm “Podvelezje” which is currently under construction and it is positioned higher than the motorway route on the slopes of Podvelezje. Indirect negative effects on the soil will be caused by pollutants from vehicles and machinery at the construction site which emit exhaust gases and other pollutants which will have a cumulative character on soil properties. Noise Increase in During construction phase noise Moderate Medium Moderate/Significant noise level emission will increase compared to existing level of noise. Zero state noise monitoring did not show that the legally prescribed noise level was exceeded. This impact will be temporary and limited to daytime periods since construction activities will be executed only during the daytime. Noise will be emitted from construction vehicles and machinery, as well as from excavations and blasting. During construction works, noise generation due to tunnelling activities and other activities associated with construction may result in disturbance of nearest settlements. Considering the noise generated by Airport Mostar, and existing noise caused by movement of vehicles on the local roads and main road M6.1at the southern part of the route, it can be expected that ambient noise levels will be increased to a greater extent,

183 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

compared to the present state. This will be mainly perceived by people living in the surrounding settlements of Kutilivac, Opine and Gnojnice. Having in mind that construction of section is done in settlements and near the houses, appropriate mitigation measures are required to reduce the noise. Community Noise Covered in section Noise. Covered in Covered Covered in section impacts disturbance in section in section Noise. local Noise. Noise. population Land take Land loss due Covered in section Habitats. Covered in Covered Covered in section to section in section Habitat loss. construction Habitat Habitat works loss. loss. Waste Waste During construction activities Minor Low Minor/Not generation collection and significant quantities of excess significant disposal excavated material will arise and need to be disposed. The total amount of excavated materials resulting from the construction, which should be adequately disposed of at the construction waste landfill, is 2,658,939 m3. The location of the landfill has not yet been determined, however consultants have proposed and assessed one potential site that could serve as a future construction waste landfill. It is the area of former industrial site upon which existing illegal construction waste landfill is being disposed and considered cumulative impact will be receiving excess soil from construction site together with already existing waste. The excess soil from reconstruction of local roads (community projects) is expected to be low in quantity and can also be disposed to chosen landfill. The cumulative impact can be also expected from generation of municipal waste and other special categories of waste that are managed by licensed operators and are disposed either on regional landfill in Mostar (municipal waste) or are disposed in appropriate manner (special waste categories).

184 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

During the operation phase of the motorway, the impacts generated are very similar to impacts from other existing infrastructure projects in the project area and are expected to produce cumulative effects. Table 92 below provides a summary of cumulative impacts in the operation phase.

Table 92: Summary of cumulative impacts resulting from operation activities and their assessment

VEC Impact Description of cumulative impacts Assessment of cumulative impact Magnitude Sensitivity Significance/Impact evaluation Air Quality Exhaust Cumulative effects on air quality from Moderate Medium Moderate/ And gasses from motorway operation are observed in Significant Climate vehicles will conjunction with the air emissions from change adversely existing roads and air traffic. The impact the air quality identified cumulative effects originate and GHG from exhaust emissions from local and emissions motorway traffic including CO2, NOx, SO2,

PM10 and PM2.5. GHG assessment also showed significant increase of GHG emissions during operation of the motorway. Direct total

emissions of CO2 for the baseline scenario, which includes only operation

phase, are 16,386 tCO2e. For the project scenario, total emissions calculated are

74,164 tCO2e, including both, operation and construction phase. The results also showed that construction emissions for 14.2 km of this section of the motorway

are 2,141.87 tonnes CO2e/lane/km. Here is to be noted that traffic intensity on M17 will be reduced and transit vehicles will be using the motorway. These calculated quantities from this Project are

cumulative with CO2 emissions of adjacent subsection Mostar south-Tunnel

Kvanj which amount to 44,930.48 tCO2e. Nevertheless, according to the Traffic study (for subsection Mostar South- Tunnel Kvanj), the traffic on M17 and M6.1 will be increased every year by 2%. At the same time, the current air quality in Mostar is satisfactory, the fluctuations in the parameters are present during winter and strong winds coming from Adriatic Sea along the Neretva valley help in dispersing pollutants and preserving air quality. It is difficult to assess the impact on climate change as a result of GHG emissions because the baseline state is available only for BiH. Since the climate impacts are assessed to be moderate in magnitude and medium in sensitivity, the overall cumulative impact from air emissions is assessed as significant.

185 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

VEC Impact Description of cumulative impacts Assessment of cumulative impact Magnitude Sensitivity Significance/Impact evaluation Waste Waste The cumulative impact can be expected Negligible Negligible Negligible/Not generation collection in combination with other infrastructure, significant and disposal adjacent subsections of Corridor Vc and settlements in the Project area whose users are also generating municipal waste and other special categories of waste. During the operation phase main source of waste with cumulative effect in relation to other sections and to the setting of the highway will be green waste from mowing and landscaping and waste produced in separators (precipitated suspended solids and sludge). Cumulative impact will be uplifted with waste generation from adjacent subsection Mostar south-Tunnel Kvanj. Since the amount of waste is not considered to be excessive this impact is also considered not to be significant. Noise Increased Noise level will be increased compared to Moderate Medium Moderate/Significant noise level the present state due to the general increase of the number of vehicles and together with existing noise from the local roads and main road M6.1. Existing noise from aforementioned roads and Mostar Airport together with increased number of vehicles on planned motorway will pose adverse effects to local population of the nearest settlements - Kutilivac, Opine, Gnojnice. Somewhat, this impact will be mitigated with noise barriers. Amenity Visual Constructed motorway will permanently Major Negligible Minor/ Not impacts modify the existing landscape. Visual significant cumulative impacts are possible since the location is already intersected with existing infrastructure such as roads, infrastructure and nearby Mostar Airport at the southernmost part of the route. The route will be crossing viaducts and passing through tunnels “up in the hill” of Velez and Podvelez Mountains and it will be visible from settlements and City of Mostar which are below it. A motorway is a linear infrastructure project which does not accompanying visual effects (e.g. shadows, tall objects, smoke from the chimneys, etc.). The changes that will occur are detectable to the specific conditions on the site that will result in permanent

186 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

VEC Impact Description of cumulative impacts Assessment of cumulative impact Magnitude Sensitivity Significance/Impact evaluation change. However, it is very difficult to assess the sensitivity to the impact because it is mostly based on the subjective feeling of the viewer. In assessment of this impact prevail the significance of this Project for citizens of BiH. There are no applicable mitigation measures.

Concerning the mitigation measures, a flexible approach to managing cumulative impacts and a good inter- project communication between developers and contractors will be a key to manage cumulative impacts which result from construction impacts.

187 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

8 ENVIRONMENTAL AND SOCIAL MANAGEMENT AND MONITORING PLAN

The main objective of this Environmental and Social Management and Monitoring Plan (ESMMP) is to safeguard the environment, site staff and the local population from site activity which may cause damage or nuisance. The ESMMP provides a framework to ensure transparent and effective monitoring, prevention, minimisation, mitigation, compensation and off-setting measures to address the environmental and social impacts related to the Project. The mitigation measures described within the ESMMP will be applied to the Project and its associated infrastructure.

Only the impacts which are assessed to be significant in the previous Chapter will be considered in management and monitoring plan.

Where feasible the following hierarchy of mitigation measures will be applied:

. Avoidance and reduce impacts through design (embedded mitigation), . Moderate impacts at source or at receptor, . Repair, restore or reinstate to address temporary construction effects, . Compensation for loss or damage.

In addition to the above, community engagement and disclosure activities will play a key role in managing the extent of impacts.

Consideration has also been given to the identification of enhancement measures, which are actions and processes that:

. create new positive impacts or benefits, . increase the reach or amount of positive impacts or benefits, . distribute positive impacts or benefits more equitably.

Each specialist section identifies relevant mitigation and enhancement measures. All the mitigation and management and monitoring measures to address likely project impacts are reported in the ESMMP.

188 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

8.1 Habitats, flora and fauna167

The detailed overview of the mitigation and monitoring measures for biodiversity protection and restoration are elaborated in Biodiversity Management Plan (BMP) separately for pre-construction, construction and operational phase. This document is submitted as technical annex of this ESIA report, including roles and responsibilities as well as the time schedule for proper implementation of proposed measures.

No Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) Habitats 8.1.1 Pre- Adverse impacts due to . Undertake additional surveys of diagnostic JPAC, or JPAC Updated mapping of BMP section on habitats construction the lack of information species for specific habitats in late spring and to transfer habitats and species done updated prior to on baseline for diagnostic early summer as proposed in BMP. the before the construction. species for specific . Include in the Preliminary and Main Designs responsibility commencement of the habitats which may lead the requirement for revitalization of habitats to the construction activities to Preliminary and Main to inadequate planning of after the construction is finalised with planting Contractor include all findings from Designs includes the works and both autochthonous plant species characteristic for per the additional vegetation requirement for Preliminary and Main the area (e.g. downy oak) and prevent growing Contractual survey into project revitalization of habitats Design requirements and spread of invasive species. Agreement planning phase. after the construction is . Prepare the manual for construction workers completed with planting and other personnel on important species and autochthonous plant habitats and their identification, as well and species. guidelines for their preservation and actions if encountered during their work. Manual on possible sensitive habitats in place, prior to construction commencement. 8.1.2 Construction Habitat loss due to . During the vegetation clearance and Contractor The monitoring of cleared No additional habitat preparation of earthworks, the disposal of the material is to vegetation areas is to be disturbed, outside the construction site and be well managed, in order to prevent the regularly performed Project area. during the performance degradation of natural vegetation and invasion during the construction of construction works, of non-native species into the natural habitats. phase.

167 Detailed list of mitigation measures is given in BMP (December, 2020)

189 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) fragmentation of habitats . Motorway route only needs to be used for construction activities and organisation of Environmental supervision construction site. Should any need for of the contractor’s work: additional areas to be used occur, e.g. access weekly visual inspections roads to the motorway route, natural areas throughout the such as woodland, meadows and grassland construction phase to need to be avoided and only already modified monitor the areas may be used (e.g. existing roads or implementation and degraded non-natural habitats). effectiveness of prescribed mitigation measures.

Records should be kept of these visual inspections and submitted in the monthly reports prepared by the external supervising engineer. 8.1.3 Potential additional . Motorway route only needs to be used for Contractor Monitoring of No or low additional disturbance of habitats construction activities and organisation of implementation of woodland disturbed, construction site. Should any need for pollution and control outside the Project additional areas to be used occur, e.g. access measures. area. roads to the motorway route, natural areas such as woodland and dry grasslands need to Environmental supervision Construction waste be avoided and only already modified areas of the contractor’s work: landfill is formed on may be used (e.g. existing roads or degraded weekly visual inspections already degraded/ non-natural habitats). throughout the disturbed habitat. . Implement pollution prevention measures at construction phase to construction site, e.g. spill containment bunds monitor the to prevent any leakage from the oil tanks. implementation and effectiveness of prescribed mitigation measures.

190 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) Records should be kept of these visual inspections and submitted in the monthly reports prepared by the external supervising engineer. 8.1.4 Operation Chemical pollution of . Avoid the use of herbicides and hazardous JPAC The monitoring of status Decrease in the number nearby habitats caused substances and materials, as to protect the Management of invasive alien species is of invasive species of by motorway traffic environment from their potentially harmful and to be continued and the project area where which can result in impacts. Maintenance regularly performed invasive species are increasing concentrations . Undertake regular maintenance and cleaning Department during the operational found. They are of heavy metals in of the drainage structures and oil separators. as well as phase. observed along the habitats and food chains selected route, mostly on waste Contractors Monitoring of adherence and other disturbed for operation to measures. sites, along roadsides, and where they form maintenance relatively large stands. activities No chemical pollution events noted.

Reports on regular cleaning of the pollution control equipment.

Monitoring of effluent quality from the oil separators.

Monitoring of soil quality. Vegetation and flora 8.1.5 Pre- Adverse impacts due to . Undertake additional field surveys with the JPAC or JPAC Quality of the Invasive Invasive species construction inadequate planning of emphasis on confirming Scutellaria orientalis to transfer Species Management Management Plan

191 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) works and Main Design subsp. pinnatifida and other endemic species the Plan. prepared prior to requirements as given in ESIA and BMP. The survey needs to responsibility construction be performed from early spring to mid- to the Monitoring of potential commencing. Lack of up-to-date summer, in order to record presence of early- contractor endemic flora in line with information on baseline flowering geophytes. per the list of species as given Compliance with timing for endemic flora . Conceptual solution of the motorway as per Contractual in ESIA document. and undertaking of Preliminary Expropriation Study plans Tunnel Agreement measures. T4 through the hill Ostri Rat and Stolac Hill, which will minimize the impact on habitat of Additional field surveys Scutellaria orientalis subsp. pinnatifida. It is completed with the aim important that in the area of Stolac Hill of confirming/excluding motorway remains underground during some species prior to development of the Preliminary Design and construction Main Design. commencing. . Prepare Invasive Species Management Plan with measures regarding how to prevent and control the spread of invasive species, with focus on the most frequent invasive species Ailanthus altissima (Tree of heaven) and Common Ragweed (Ambrosia artemisifolia). 8.1.6 Construction Vegetation removal and . Clearly mark areas for vegetation clearance, Contractor During the construction No increase in invasive clearance of flora species with biodegradable paint or high visibility, phase, the monitoring of species coverage in the phase of install temporary fencing to prevent the status of invasive compared to the level preparation of unnecessary loss of vegetation in the Project species into natural detected in Baseline of construction site and area. habitats should be the ESIA report and during the performance . No access roads or disposal of construction undertaken. Annex A. of construction works waste is allowed in the area of Stolac Hill due to potential presence of Scutellaria orientalis Inspection by ecologist A total of 17.46 ha (9.61 Destruction of vegetation subsp. pinnatifida. during construction to ha of Mixed deciduous and deforestation will . The excess construction waste must be re-used monitor any changes in and coniferous lead to water runoff and to level the road route and the remaining potential sensitive woodland (G4) and 7.85 soil erosion. material shall be disposed at construction habitats and sensitive ha of Thermophilous waste landfill, in order to prevent degradation species. deciduous woodland of other natural vegetation and no temporary (G1.7) of woodland will

192 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) landfills are to be formed elsewhere, as these Environmental supervision be directly affected by act as focal points for dispersion of invasive of the contractor’s work: the Project. The same or species. weekly visual inspections bigger are needs to be . Undertake forestation near Kutilivac in throughout the afforested. northern parts of the planned route to achieve construction phase to no net loss of woodlands (natural habitats but monitor the Success of revegetation. not PBF or CH) and as part of the anti - erosion implementation and The aim is to have at works to preserve slope stability and reduce effectiveness of least 50% vegetation erosion. In areas unsuitable for woodland due prescribed mitigation coverage within 3 to the soil conditions, undertake revegetation measures. months of cessation of with autochthonous perennial herbaceous works. If this is not species. Records should be kept of achieved remedial . Open cuts need to be re-vegetated as soon as these visual inspections actions may be possible which is also desirable to prevent soil and submitted in the required, such as erosion. monthly reports prepared additional tree planting . Install proper drainage infrastructure to by the external if after year 1, 2 or 3, prevent erosion. supervising engineer. there has been a loss of . Prevent possibility of fire occurrence to 30% of planted trees or preserve vegetation. Mechanisms to prevent more, or less than 90% fire will be detailed within the Construction coverage of vegetation Site Organization Plan (OHS and Fire and (not trees). Explosion Management Plan and Emergency Preparedness and Response Plan). Pollution prevention . Implement pollution prevention control control plan measures at construction site, e.g. spill implemented. containment bunds to prevent any leakage from the oil tanks . Continuously implement the mitigation measured as given in Invasive Species Management Plan. 8.1.7 Dusting of nearby flora . Prevent unnecessary movement of vehicles Contractor Inspection by ecologist Sediment dust not species due to outside of area designated for implementation during construction. evident on plants 30 m performance of of construction activities to preserve away from the construction works surrounding vegetation from dusting. This Environmental supervision motorway route.

193 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) measure to be set out within the Construction of the contractor’s work: Site Organization Plan. weekly visual inspections . Spraying and wetting of the temporary traffic throughout the lanes to prevent generation of dust and construction phase to sedimentation of dust on nearby vegetation. monitor the This measure to be set out within the implementation and Construction Site Organization Plan. effectiveness of prescribed mitigation measures.

Records should be kept of these visual inspections and submitted in the monthly reports prepared by the external supervising engineer. 8.1.8 Operation Chemical pollution . Avoid the use of herbicides and hazardous JPAC Monitoring of adherence Decrease in the number caused by motorway substances and materials, as to protect the Management to measures. of invasive species of traffic which can result environment from their potentially harmful and the project area where with increasing impacts Maintenance invasive species are concentrations of heavy . Undertake regular maintenance and cleaning Department found. metals in soil could have of the drainage structures and oil separators as well as negative impact on . Recultivate the construction waste landfill by selected No chemical pollution vegetation and flora using autochthonous species in order to Contractors events noted. species of nearby preserve the domestic gene pool. for operation habitats and Reports on regular maintenance cleaning of the pollution activities control equipment.

Monitoring of effluent quality from the oil separators. Fauna 8.1.9 Pre- Adverse impacts due to . Conduct additional pre-construction surveys JPAC or JPAC Monitoring to be done BMP section on fauna

194 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) construction inadequate planning of for a range of fauna as described in the BMP, to transfer before the beginning of updated prior to works and Main Design as follows: the the construction to construction. requirements - additional field research of invertebrates responsibility include all findings from should be undertaken during spring and to the the additional fauna Manual on possible Lack of up-to-date early summer in order to investigate contractor surveys into project sensitive fauna species information on baseline presence of species of conservation concern, per planning. in place, prior to for migratory birds, bats, with focus on Zerynthia polyxena and Contractual construction invertebrates Ceramyx cerdo that have suitable habitats in Agreement commencement. the northern part of project area, - monitoring of the presence of Platyceps najadum, Malpolon insignitus, Lacerta viridis, Podarcis muralis, Natrix tessellata and Algyroides nigropunctatus - species expected along the motorway route due to suitable habitat, - additional field research shall be undertaken in the area of Kutilivac, Kuti and Brasinski potok during early spring season in order to confirm the presence of amphibians, - ornithological surveys from March to April to cover early spring migrations with regard to Charadriiformes and Anseriformes species and nesting status for Passeriformes, Accipitriformes and Falconiformes in the period from March to the end of May, - 1-year monitoring of bats using echolocation recording and identification, mist-net research, potential roost sites examination. . Update BMP and undertake additional mitigation measures if required in accordance with the survey results . Should additional bat surveys determine important roosting sites (e.g., old trees of potential underground roosting sites during

195 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) other seasons of the year), BMP must be updated to include adequate mitigation measures to avoid any destruction of roosts, and the changes need to be included in the Main Design to avoid of roosts and winter hibernation sites (e.g. micro-alignments of the motorway). . Ensure that Preliminary and Main Designs include recommendations on no access roads or construction waste dumping sites between T4 and T5 tunnels in order to preserve Eurasian Eagle-Owl nesting site. . It is estimated that 5.000-10.000 crows, seagulls and other birds feed daily at the city landfill Uborak in Vrapcici, which represents a safety issue for vehicles in motion. Hence, it is recommended to install protective panels from the both sides of the road in the length of 500 m just after leaving the T1 tunnel, i.e. from chainage 1+700+000 to 2+200+000 m. . In addition to these measure, specific mitigation measures will need to be applied for the Eurasian Eagle-Owl during the construction phase, e.g. to preserve the nesting sites (as given in BMP). It is necessary to install protective panels alongside M2 viaduct and between T4 and T5 tunnels. . Request from its Contractor to include in the Main Design at least three open channels for fauna in area of Kutilivac and Vrapcici. 8.1.10 Construction Disturbance of fauna . Due to the presence of fauna species listed in Contractor Inspection by ecologist Construction site well species due to increased Annex II and IV of Habitat Directive that have during construction. management reported. levels of noise, vibration been found at the area of Kutijevo, Suhi do and light in the zone of and Gnojnice, it is important to avoid Environmental supervision

196 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) construction activities additional habitat destruction except the area of the contractor’s work: designated for construction of the motorway weekly visual inspections e. g. to avoid construction of auxiliary or throughout the access roads or formation of disposal sites. construction phase to . Restrict the movement of construction monitor the machinery, mechanization and means of implementation and transport exclusively in the construction area effectiveness of for the purpose of maximal habitat protection prescribed mitigation without any additional disturbance of measures. habitats. . Motorway route only needs to be used for Records should be kept of construction activities and organisation of these visual inspections construction site. Should any need for and submitted in the additional areas to be used occur, e.g. access monthly reports prepared roads to the motorway route, natural areas by the external such as woodland and dry grassland need to supervising engineer. be avoided and only already modified areas may be used (e.g. existing roads or degraded non-natural habitats). . All surplus material that will not be used in construction works must be stored on previously planned location as part of the CSOP and construction waste must be systematically transported to landfill to prevent fatalities of fauna due to inadequate material management. . A safety fence shall be placed along construction site near occasional watercourses. . Construction site is to be well organized (e.g. inorganic waste that could trigger possible injuries) and organic waste (because of accessible food source, this represents a threat of possible diseases) need to be

197 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) adequately managed, as given in Waste Management Plan and Construction Waste Management Plan. 8.1.11 Potential disturbance of . Undertake vegetation clearance outside of the Contractor Inspection by ecologist No nests/roost affected. nests/roosts of species bird nesting period (from beginning of April to during construction. that have a seasonally the end of June). Construction site well variable vulnerability due . No access roads or construction waste Environmental supervision management reported. to breeding, feeding disposal is allowed between the T4 tunnel and of the contractor’s work: times or seasonal T5 tunnel and also 100 m in direction weekly visual inspections Presence of alternative migrations, such as northeast in order protect the second throughout the roost sites. Eurasian Eagle-Owl (Bubo breeding pair of Eurasian Eagle-Owl (Bubo construction phase to bubo) or sensitive bat bubo), as well as to protect the features of monitor the species in the project high geological value –vertical sandstone implementation and area pillars, found near the chainage 9+000+000 effectiveness of (location indicated in ESIA report and BMP). prescribed mitigation . Construction must be planned in a way that measures. will not affect the young birds leaving the nest at both nesting sites; therefore, works must Records should be kept of not be done in the period from February to these visual inspections the end of May and submitted in the . Protective bird panels need to be opaque and monthly reports prepared e.g. 3-4 m high to cover the height of trucks. by the external Since erecting these panels may cause supervising engineer. significant landscape impact for local population and block the view to e.g. houses, on such specific areas near houses transparent bird panels may be used, but with strips and graphics over transparent surfaces. . Potential roosts sites in the project area should be inspected during additional bat surveys (old trees and artificial facilities on the motorway route). Adequate research, planning and mitigation (restoration) can significantly decrease the roost site accidental

198 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) destruction. . Should any roosts will be accidentally disturbed by negligence of the Contractor or as the result of an accidental situation, habitat restoration should be done after the construction phase is finished. Alternative roost sites in the vicinity should be built in case of any being destroyed by the construction works. . Provide bio-speleological monitoring during the excavations. In case of encountering underground structures, it is obligatory to suspend the works until the bio-speleologist determines the present state of the site and defines the value, and the necessary measures for the protection of underground fauna. . The viaducts along the motorway route should be constructed as open passages for wildlife. 8.1.12 Potential fatalities or . Avoid unnecessary cutting of older trees and Contractor Inspection by ecologist No fatalities of fauna injuries of fauna species removal of dead wood, particularly oak, from during construction. recorded on site. due to vegetation habitats as they are important for saproxylic removal and movement species, including Natura 2000 beetles: Environmental supervision Construction site well of heavy machinery Lucanus cervus or Cerambyx cerdo that occur of the contractor’s work: management reported. in the area. weekly visual inspections . Suitable habitats for amphibians have been throughout the found near occasional watercourses in the construction phase to area of Kutilivac, Kuti and Brasinski potok and monitor the these areas should not be disturbed by heavy implementation and machinery during construction. effectiveness of . Ensure no loss of amphibian species or prescribed mitigation conservation concern. If found the species measures. should be relocated to unaffected suitable habitats nearby. Relocation to be supervised Records should be kept of by a suitably qualified ecologist employed by these visual inspections

199 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) the Contractor. and submitted in the . Daily inspection of the Hermann’s Tortoise - monthly reports prepared Testudo hermanni individuals needs to be by the external undertaken by a suitable biologist employed supervising engineer. by the contractor, and if species found, safely removed away from site into the nearby habitat of same type. . During the construction period sites will be managed so that they do not provide suitable habitat for reptiles (shelter and hibernation). Measures would involve not stockpiling rubble and only undertaking works to move rubble when temperatures are above 7oC. i.e. when reptiles are not in hibernation. 8.1.13 Operation Potential collision of . Undertake regular maintenance of protective JPAC Monitoring of adherence Bird panels and fauna species due to high bird panels. Management to measures. protective fence with no speed of vehicles (bird . The motorway needs to be fenced and the and observed damages species e.g. crows, fence maintained properly throughout the Maintenance Register in place for seagulls, Eurasian eagle- operation phase. The fence must be fixed to Department registering of potential owl, bat species, other the ground. All damage to the fence is to be as well as road kill. small mammals and promptly repaired, therefore regular selected reptiles) inspections are required. Contractors No fatalities of species . Should any fatalities of birds be observed for operation registered, zero road during regular maintenance of the road in and kill. operation phase, protective barriers should be maintenance placed at such locations in consultation with activities the local ornithological society. . The motorway maintenance service is obliged to record mammals’ injury cases in order to respond timely with additional protection measures, during first three years. . The fence along the motorway should be constructed properly (1m-high wire fence which in the lower parts (at least 50 cm from

200 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) the ground) has a diameter of 2cm or less), to ensure there would be no collision of these species during operation phase. The use of a dense net in the lower part of the fence will prevent the passage of amphibians and reptiles to the motorway route with emphasis on chainage 0+000.00 to 3+000.00. This measure is to be constructed during construction phase, however will act as a mitigation measure during operation phase. . The viaducts along the motorway route, which are constructed as open passages for wildlife, should be kept passable during operation phase. 8.1.14 Negative impacts of . Avoid placing the artificial street lights and JPAC Monitoring of adherence No auxiliary facilities, increased light and noise unnecessary lightened traffic signs, auxiliary Management to measures. such as gas stations, levels on sensitive fauna facilities, such as gas stations, resting places, and resting places, species such as bats billboards etc. Preferably use only red lights Maintenance billboards etc. for signalization which will not attract insects. Department as well as selected Contractors for operation and maintenance activities

8.2 Water

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) Water 8.2.1 Pre- Potential impact to water . During the implementation of the G21 Mission JPAC Main Design to include Preserved local spring.

201 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) construction quality of the local spring results, detailed tests of the geotechnical necessary measures to near the Suhi Do canyon elements of the route must be made, with a protect the local spring in focus on the local spring area in Suhi Do. Suhi Do.

. Mitigation measures to be implemented in line Water quality monitoring with recommendations from the G21 Mission of spring Suhi Do. 8.2.2 Construction Temporary localised . Develop a Construction Site Organisation Plan Contractor Engineer supervision of Plans and method diversion of drainage (CSOP) to include proper design of collection the contractor’s work statements prepared, paths around and treatment of drainage water and sanitary based on CSOP, CESMP, reviewed and approved CWMP, DCWMP: visual by the supervising construction camps and water inside the camp. supervision of (a) engineer. site workings . Construct sanitary and drainage facilities within sanitary and drainage the camp and along the motorway. facilities and (b) work of Completion of weekly Maintenance of . Develop and implement a Construction concrete batching plant inspections. construction vehicles at Environmental and Social Management Plan (c) waste management the site (CESMP)168. The CESMP should include the practices (d) construction No direct discharge of following water related measures: works on occasional untreated wastewater streams (e) disposal of to occasional streams Depositing of - provide spill kits in worksites around riverbeds spoil on the construction and their riverbeds. of occasional streams, construction waste, waste landfill. - ensure no generators and vehicle refuelling municipal waste and No inappropriately occurs within 50 meters of any occasional other special waste Records should be kept disposed waste in and streams, of these visual around the site. categories into the dry - provide silt fences, sediment barriers or other inspections and riverbeds of occasional devices to prevent migration of silt during submitted in the monthly No works in the streams construction within occasional streams, reports prepared by the riverbed of occasional - ensure no waste materials are dumped in the external supervising streams. nearby occasional streams, including re- Localised discharges into engineer. enforced concrete debris, environment and Disposal of spoil on the - ensure that no concrete waste from concrete occasional streams from construction waste mixers is dumped in the riverbeds of landfill. construction facilities occasional streams,

including the concrete - provide areas where concrete mixers can Proofs of waste delivery batching plant and wash out leftover concrete without polluting to licenced operators. the environment, workers camp - ensure that no hazardous liquids are placed No community within 10 meters of the riverbeds of grievances raised occasional streams,

168 CESMP is the upgraded version of the legally required Environmental Protection Plan inclusive of social aspects as per EBRD requirements.

202 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) - provide portable toilets at construction site. relating to water . Include a Concrete Batching Management Plan pollution or waste in the CESMP. Obligatory measure to include is disposal. the installation of the settling tanks at the concrete batching plant and treatment of wastewater prior to discharge. . Develop and implement the Detailed Construction Waste Management Plan and put in operation waste management procedures to avoid inappropriate deposition of construction waste in and around the construction site. . Implement the Waste Management Plan and put in operation appropriate waste management procedures to segregate, store and transfer responsibility for waste management to licenced operators in order to avoid inappropriate deposition of all category wastes in and around the construction site. 8.2.3 Operation Release of surface run-off . Properly operate and regularly maintain sanitary Contractor, Procedures for operation Procedures for water and drainage facilities. or JPAC to of the sanitary and operation and . Regularly clean the separators and manage the include in the drainage facilities. maintenance of sanitary Contractual and drainage facilities Release of sanitary water sludge in cooperation with qualified operator, at Agreement Monitoring of effluent set up. from toll station least once a year. discharge in line with the . The effluent of the separators and SBR rectors OESMP and the Water Procedures for Accidental spill of must meet the standard EN858 and Regulation Permit. emergency hazardous material on conditions for discharging waste water into preparedness and resulting from traffic the environment and public sewerage Setting up preparedness response set up. accidents systems169. and response procedures in line with the EPRP. Effluent quality in line Develop an Operational Environmental and . with the Federal Reduction in water Social Management Plan (OESMP) and include regulations for effluent quality of occasional an Emergency Preparedness and Response Plan discharge. streams resulting from (EPRP). The EPRP shall include procedures to use of de-icing agents prevent contamination of waters from Annual report on

169 Official Gazette of FBiH, No. 26/20

203 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) accidental spills. effluent quality to be submitted to relevant ministry or agency at federal level in line with issued Environmental and Water Permits.

No spills affecting water quality.

8.3 Air quality

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) Air quality 8.3.1 Construction Emissions of construction . Include an Air Quality Management Plan Contractor Engineer supervision of Plans and method dust (AQMP) as part of the CESMP. The AQMP shall the Contractor’s work statements prepared, include: based on CESMP reviewed and approved (AQMP, TMP, MMP): by the supervising Emission of exhaust gases - calculated likely emissions from concrete and weekly visual engineer. asphalt production facilities and other from combustion inspections throughout emissions generating facilities, processes in generators the construction phase Completion of weekly - details of mitigation measures, and other construction to monitor the inspections. - specific location and schedule where such implementation and equipment and vehicles measures shall be implemented to minimise effectiveness of Implement a regular impacts to sensitive receptors due to the prescribed mitigation vehicle maintenance presence construction works, measures. and repair program. - sourcing and transport of construction

materials, Records should be kept No community - and other project-related activities. of these visual grievances raised Include a Traffic Management Plan (TMP) and . inspections and relating to construction Materials Management Plan (MMP) in the submitted in the dust. CESMP. The following measures shall be monthly reports included: prepared by the external - obtaining environmental permit for asphalt supervising engineer. plant,

204 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) - ensure proper state of maintenance machinery and vehicles to minimise air emissions, - smoke emitting vehicles and equipment shall not be allowed and shall be repaired or removed, - undertake immediate repairs of any malfunctioning construction vehicles and equipment, - use construction equipment and vehicles that meet national emission standards, - wherever possible, use electrically-powered equipment rather than gas or diesel-powered equipment, - give priority to fuel efficient machinery, - ensure that all diesel and petrol running machinery use equipped with catalytic convertors, - position any stationary emission sources (e.g., portable diesel generators, compressors, etc.) as far as is practical from sensitive receptors, - provide truck-washing facilities at tunnel portal and viaduct construction sites to prevent truck-out of mud and dust; above ground option is deemed to be the priority, - rock crushing plant equipment shall be fitted with water sprinklers that will run while the plant is operational, - if the sprinklers stop working, the plant shall also cease operation until the sprinklers are functioning, - water run-off from the sprinkler system shall not discharge directly to environment without first passing through a silt trap or any other suitable device to prevent siltation of surface waters, - emissions from on-road and off-road vehicles should comply with national or regional programs,

205 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) - regardless of the size or type of vehicle, owners and operators should implement the manufacturer recommended engine maintenance programs, - drivers should be instructed on a routine basis by the Contractors Health and Safety Specialists on the benefits of driving practices that reduced both the risk of accidents and fuel consumption, including measured acceleration and driving within safe speed limits, - implement a regular vehicle maintenance and repair program, - conveyor belts (e.g. at batching plants and rock crushing plants) shall be fitted with windboards, and conveyor transfer points and hopper discharge areas shall be enclosed to minimise dust emissions, - all trucks used for transporting materials to and from the site will be covered with canvas tarpaulins, - carry out watering for dust control at least three times a day: in the morning, at noon, and in the afternoon during dry weather with temperatures of over 25°, or in windy weather, - avoid overwatering as this may make the surrounding muddy, - earthwork operation to be suspended when the wind speed exceeds 20 km/h in areas within 500 m of any community. . During the construction phase, it is necessary to perform regular monitoring of air quality at the construction site during regular activities and the use of machinery, with regard on workers’ health and safety.170

170 According to the Rulebook on the Manner of Monitoring and Defining Types of Pollutants, Limit Values and Other Air Quality Standards170, overall air quality assessment in Mostar require a measurement lasting for one calendar year. It is responsibility of Cantonal Institute of Public Health.

206 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) 8.3.2 Operation Emission from exhaust . If measurement of standard air quality Contractor, Standard set of Air quality report. gases from vehicles using parameters show that values exceed maximum or JPAC to parameters to include the motorway allowed values prescribed by national include in the CO, SO2, O3, NO, NO2, Contractual NOx, PM and PM . regulation, following protection measures must 10 2.5 Agreement be undertaken: - construction of barriers to prevent spreading the pollutants; best are wide leafed green plants, - if this is not sufficient protection or these species cannot grow on the Project area, artificial barriers are also acceptable, e.g. noise barriers also prevent spread of air pollution, and their efficiency depends on their height.

8.4 Land

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) Land 8.4.1 Construction Occurrence of rockfall . Include a Topsoil Management Plan (TMP) in Contractor, or Engineer supervision of Plans and method due to the nature of the CESMP. The TMP plan shall describe topsoil JPAC to the Contractor’s work statements prepared, construction works stripping procedures and rules, topsoil stripping include in the based on CSOP, RCMP, reviewed and approved Contractual CESMP, CWMP, by the supervising depth and volumes, topsoil stripping Agreement DCWMP: visual engineer. Compaction and erosion supervision, transportation and stockpiling supervision of (a) as a result of using heavy requirements, stockpile location, topsoil sanitary and drainage Completion of weekly machinery and stockpile design, stockpile management, erosion facilities and (b) work of inspections. equipment hazard and erosion control, runoff concrete batching plant drainage/diversion, soil protection measures at (c) waste management Monitoring of soil Deforestation may cause the storage area, maintenance of the stockpile practices (d) quality. construction works on soil erosion and topsoil application procedure. occasional streams (e) No direct discharge of . Include a Recultivation/Land Restoration Plan disposal of spoil on the untreated wastewater Soil dewatering (RLRP) in the CESMP. This plan will be read and construction waste to occasional streams implemented in combination with the Topsoil landfill. and their riverbeds.

207 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) Direct discharge of Management Plan and Waste Management Records should be kept No inappropriately wastewater from Plan. This plan will include restoration of the of these visual disposed waste in and maintenance of borrow pits and their surroundings, if any, and inspections and around the site. submitted in the construction vehicles at recultivation of the construction waste landfill. monthly reports Disposal of spoil on the the site and sanitary . Include a Spill Management Plan (SMP) in the prepared by the construction waste waters from construction CESMP. The plan shall provide details of external supervising landfill. camp may lead to soil procedures, responsibilities, resources, engineer. contamination documentation and reporting requirements, Proofs of waste delivery training provisions for relevant staff, etc. to Include TMP and RLRP to licenced operators. Inappropriate waste avoid spills of hazardous substances and to and SMP in the engineer supervision of Annual report on waste disposal may lead to soil effectively respond to such incidents. the Contractor’s work. types and quantities to contamination . Implement the same measures as under Water be submitted to FMET and Waste. Contractor to ask in line with issued copies of the permits Environmental Permit. from the material provider. No community grievances raised Keeping record on relating to soil pollution material purchase. or inadequate waste disposal. Supervising engineer to random check at least once per week during construction activities. 8.4.2 Operation Direct discharge of . Include and implement the following measures JPAC Monitoring of No records on land surface run-off without in the Operational Environmental and Social Management adherence to measures. contamination. treatment Management Plan (OESMP): and - maintenance and clean up the drainage Maintenance Accidental fuel and oil system to prevent impact on erosive sliding of Department spills the soil or flooding, as well as - monitoring of slopes, in particular after strong selected rains for identification of possible traces of Use of de-icing agents erosion, Contractors - implementation of mitigation measures for operation defined for works during road and repair/maintenance works, maintenance - analysis of soil for identification of the impact activities

208 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) caused by ice breaking salt with subsequent organic amendment and/or amendments to adjust pH or nutrient deficiencies. . Implement the same measures as under Water.

209 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

8.5 Climatic factors

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) Climatic factors 8.5.1 Pre- Low resilience to climate . Review of the Preliminary Design and Main Contractor, or Main Design to include Increased resilience of construction, variability and climate Design to evaluate design measures and JPAC to measures to increase the motorway construction change materials specification in light of the anticipated include in the climate resilience. structures. and Contractual climate change forecasts and projections over operation Agreement Engineer supervision to Percentage of . GHG emissions from the lifetime of the Project. review Construction reforested and vehicle transport . Additional mitigation measures to address Management Plan for recultivated area. climate resilience risks will be specified in the resilience increasing contract specification and, if appropriate, the measures. Traffic reports. Contractor will be required to prepare a Climate Resilience Construction Management Plan. Reforested surfaces as targeted in BMP. Implement recultivation and restoration as . stipulated by Biodiversity Management Plan Implemented messages (BMP) and where possible reforest land within on speed control. the Project area of influence. . Encourage drivers with motivational messages on electronic displays to maintain a consistent speed of 110 km/h for the benefit of reducing GHG emissions.

210 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

8.6 Landscape

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) Landscape 8.6.1 Construction Changes to the existing . Implement measures relating to the proper JPAC and Engineer supervision. Completion of weekly landscape and visual organization of construction site. Mitigation can Contractor inspections. impacts due to the be achieved by keeping the construction site No community construction works cleaned after the construction works, if the grievances raised machinery is parked on the route of motorway, relating to visual not around it. impacts due to the . Select the location of the landfill with regard to construction works. its existing condition (e.g. avoid natural areas and prefer already degraded areas), appropriate disposal of construction waste and appropriate recultivation afterward. 8.6.2 Operational Changes to the existing . N/A (There is no applicable measure because N. A N. A N. A landscape and visual permanent change is due to the fact that the impacts due to the motorway is a linear structure that remains presence of permanent permanently in space) motorway structures

8.7 Noise

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) Noise 8.7.1 Pre- Inadequate planning of . Development of noise modelling and proposal Contractor Revision of the Main Main Design to include construction noise barriers may cause for noise barriers in the Main Design. Technical Design. noise barriers at impacts on residents from details and the exact location of barriers will be appropriate locations. increased levels of noise determined on the basis of noise modelling, from motorway traffic JPAC Technical standards and will be considered in consultation with the local community of settlements Kutilivac, Suhi Do, Opine and

211 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) Gnojnice, since these settlemets are most likely to experience negative impacts of increased level of noise. 8.7.2 Construction Impact on workers and . Include the following measures in the CESMP to Contractor Engineering supervision Noise control measures residents from increased avoid the exceeding of permitted values in of construction works. implemented and levels of noise during accordance with the Law on protection against recorded as construction works Monitoring of ambient implemented in noise: noise in accordance monthly reports - restriction of works to day-time only (period of with the provisions of prepared by the day: 06:00 to 22:00, period of night: 22:00 to the issued external supervising 06:00), Environmental Permits engineer. - on unpaved roads, maximum speed of vehicles (at least once a year should be restricted to 20 km/h to minimise near housing facilities No noise related load-rattle, and additionally upon complaints received. - haul routes should avoid passing dwellings at complaints of the local distances closer than ten metres, residents, if any). Equipment - equipment and machinery to be shut down maintenance and repair when not in use, Monitoring of the program implemented. - in case of noise increase complaints by ambient noise should residents, simultaneous use of machines that be performed by an generate noise over 70 dB should be limited authorized company (a and all noise complaints shall be investigated, third party). - all equipment and vehicles will be maintained in good working order - implement a regular Weekly site walkover equipment maintenance and repair program, inspections to consider - machines and vehicles to be used in if noise mitigations construction activities must have being appropriately use/operation permits, implemented. - noise monitoring to be done at the edge of industrial areas and construction sites, - noise monitoring to be done in settlements of Kutilivac, Suhi Do, Opine and Gnojnice, - monitoring upon complaints during the construction phase of the Project. 8.7.3 Operation Impact on residents from . Installation of noise barriers based on the results Contractor, or Periodical monitoring of Noise barriers installed increased levels of noise of noise modelling and local community JPAC to the ambient noise in and Engineering from motorway traffic consultation done in the pre-construction phase. include in the accordance with the revision approved the Contractual provisions of installation. . Noise monitoring upon complaints during the Agreement Environmental Permits. operation phase of the Project.

212 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) . It is possible that the traffic intensity during Noise control measures motorway use will be higher than originally Monitoring of the implemented and planned. Therefore, this methodology includes ambient noise should recorded. be performed by an control measurements of the noise level along authorized company (a Annual report to be the complete motorway length annually, during third party). submitted to FMET in the first three years of the operation of the line with issued motorway, in order to determine the noise If the monitoring shows Environmental Permit. emission level. If the allowed levels were that the measured exceeded, additional protection measures must values are below the No complaints received. be planned in the form of additional noise limit values specified by the Law on Protection protection barriers, pavement curtain which Against Noise, then the absorbs noise, green belts etc. monitoring can be performed once in three years.

8.8 Waste and materials management

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) Waste and materials management 8.8.1 Construction Contamination of . Develop and implement Detailed Construction Contractor Engineering supervision Engineering supervision environment as a result of Waste Management Plan (CWMP) based on the of construction works. reports. leakage and spillage of Preliminary Construction Waste Management wastes associated with Keeping record on Annual report on waste Plan. Both plans are based on best practices for poor spoil and waste waste types and types and quantities to handling and waste handling and final treatment options (i.e. quantities. be submitted to FMET storage/disposal reuse, recycling, recovery or disposal) for each in line with issued arrangements waste stream and contain list of mitigation Keeping waste Environmental Permit. measures to be implemented. shipment Environmental damage . Implement Detailed CWMP and already documentation. No complaints received. caused by illegal material prepared Waste Management Plan (annex to this sourcing Contractor to ask Copies of the purchase ESIA). These plans should be implemented in copies of the permits documentation. conjunction with Topsoil Management Plan, from the material Biodiversity Management Plan and Spill provider.

213 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Management Plan. . Materials Management Plan shall be developed Keeping record on with the focus on efficient use of materials to material purchase. reduce waste and environmental impact. . Borrow pits may not be opened in protected areas and appropriate environmental assessments to be carried out for them and all the necessary Permits obtained (including Water Acts and Environemntal Permit). . If Contractor decides to purchase materials from the market, it is allowed to subcontract only licenced material providers that have valid environmental, water and working permits.

8.9 Community impacts

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) Worker influx 8.9.1 Construction Worker influx . Include in CESMP provisions on workers’ Contractor, or Supervising engineer to Workers’ accommodation (camps) in accordance with PR JPAC to random check at least accommodation provisions and the EBRD/IFC Guidance Note include in the once per week during provisions included in Contractual construction activities. CESMP. Workers accommodation: processes and “ ’ Agreement standards” 2009 referred to in PR 2, including Provisions implemented the requirements for developing disease during construction prevention measures by the Contractor, works. including communicable diseases and Sexually Transmitted Diseases (STD) - or Sexually Periodic checks Transmitted Infections (STI), as well as with including site visits and reports on contractors EBRD Briefing Note on Workplace Risk performed. Assessment including provisions for COVID-19 (2020). Provisions on applying . At all times maintain the health and safety of its the relevant personnel, in collaboration with local health requirements of FBiH authorities. legislation and PR2 incorporated into

214 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) . Ensure that medical staff, first aid facilities, sick contracts with bay and ambulance service are available at all Contractor. times at the site and at any accommodation Training and campaigns (camps) for Contractor’s personnel as well as on workers’ code of ensure that all suitable arrangements are made conduct, STDs, STI and in line with necessary welfare and hygiene HIV/AIDS, COVID-19 requirements enabling prevention of epidemics. performed. . Follow the FBiH legislation on labour and OHS, as well as PR 2 provision on grievance mechanism for workplace concerns. . Throughout the contract: - conduct Information, Education and Communication (IEC) campaigns on the workers’ code of conduct vis-a-vis the local community, at least every other month, addressed to all the Site staff and labour (including all the Contractor's employees, all Subcontractors and any other Contractor’s or Employer’s personnel, and all truck drivers and crew making deliveries to Site for construction activities), - provide education/awareness raising activities in form of online presentation and brochure for communicable diseases and STDs, STI and HIV/AIDS on screening, diagnosis, counselling as well as including provisions for COVID-19, - provide education/awareness raising activities in form of online presentation and brochure for protective measures from COVID-19, - provide education/awareness raising activities in form of online presentation and brochure for the workforce about refraining from unacceptable conduct toward local community members, specifically women, - inform workers about local laws that make sexual harassment and gender-based

215 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) violence and harassment a punishable offence which is prosecuted, - cooperate with law enforcement agencies in investigating complaints about gender-based violence and harassment. Community health and safety and road safety 8.9.2 Construction Community health and . Develops and implement an Emergency Contractor, or JPAC to review Emergency safety Preparedness and Response Plan for JPAC to Contractor’s TMP to Preparedness and construction (as part of the CSOP) to identify include in the ensure continuity with Response Plan for Contractual commitment in this construction (as part of Road safety and address all major hazards for workers and Agreement ESMMP. the CSOP) developed the local community during the motorway and implemented. construction. Supervising engineer to . Prevent unauthorised access of the public to random check at least Documented TMP (as construction sites and contact with dangerous once per week during part of CESMP). locations and equipment and hazardous construction activities. materials by establishing a fenced safety zone TMP implemented throughout around the facilities during construction of construction phase. Project infrastructure. . Develop and implement a Traffic Management Information (at least Plan (TMP) for construction phase (as part of the weekly) to the public CESMP) containing traffic measures. about the scope and . Provide information (at least weekly) to the schedule of construction activities public about the scope and schedule of disclosed publicly. construction activities and expected disruptions

and access restrictions. Report these activities in A panel with all relevant monthly progress report to JPAC. data about the . Place a panel with all relevant data about the construction placed construction (names of investor, contractor and near to the construction designer; name and type of structure; time of site.

commencement and completion of construction Awareness raising works). Panel to include information regarding activities performed contact details for environment, safety and and documented. community matters. . Implement awareness raising activities in form of brochure for the local community about local

216 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) laws that make sexual harassment and gender- based violence and harassment a punishable offence which is prosecuted, and encourage local community to cooperate with and report to law enforcement agencies in case of any gender-based violence and harassment. . Implement awareness raising activities in form of brochure for the pupils of the elementary school in Gnojnice on how to behave during the construction activities near to the school, in order to avoid unauthorised access to the construction site and related risks. . Implementation of SEP for the section Mostar JPAC Development of Reports on SEP North-Mostar South, in particular the provisions quarterly monitoring implementation on providing timely information to local reports on SEP developed and implementation. submitted to EBRD communities on the extent of works and (containing indicators duration prior to the commencement of Monthly review of on stakeholder construction works. external grievances. engagement).

Project-specific grievance mechanism in place.

Grievance Registry established and all received grievances recorded in the Registry. 8.9.3 Operation Community health and . Develops and implement an Emergency Contractor, or JPAC to review Emergency safety Preparedness and Response Plan for operation JPAC to Contractor’s TMP to Preparedness and (as part of the OESMP) to identify and address include in the ensure continuity with Response Plan for Contractual commitment in this construction (as part of all major hazards for workers and the local Agreement ESMMP. the OESMP) developed community during the motorway operation. and implemented. . Develop and implement a TMP for the operation phase (as part of the OESMP) to identify and Documented TMP (as part of OESMP).

217 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) address all major hazards for workers and the local community during the motorway TMP implemented operation. The Plan should also include details throughout construction phase. on safety and stakeholder engagement

measures relating to road safety to be applied. Information to the . Provide information to the public about the public about the scope scope and schedule of maintenance activities and schedule of and expected disruptions and access maintenance activities restrictions. Report these activities in monthly disclosed publicly. progress report to JPAC. Signalisation in case of Place signalisation in case of maintenance . maintenance activities activities. placed. . Implementation of SEP for the section Mostar JPAC Development of Reports on SEP North-Mostar South, in particular the provisions quarterly monitoring implementation on providing timely information to local reports on SEP developed and implementation. submitted to EBRD communities on the extent of works and (containing indicators duration prior to the commencement of Monthly review of on stakeholder construction works. external grievances. engagement).

Project-specific grievance mechanism in place

Grievance Registry established and all received grievances recorded in the Registry Job creation/Loss of employment 8.9.4 Construction Job creation . Hiring guidelines for recruitment will be in place Contractor, or JPAC. Hiring guidelines in line to promote transparency of the recruitment JPAC to with this ESMMP process. include in the developed and Contractual implemented by all . Equal opportunities and non-discrimination will Agreement contractors. be guaranteed in the recruiting process. . There will be no distinction, exclusion or preference in the recruitment made on the basis

218 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) of “race, colour, gender, religion, political opinion, marital status, national extraction or social origin, disability, age, sexual orientation, and/or HIV status”. . Selection criteria will include minimum age and skills requirements. . All job vacancies will be listed clearly with skills and experience required to fill the position, as well as the duration of the employment contract . Clear information on the recruiting process and the selection criteria will be publicly available and easy to access to promote transparency of the process and ensure workers are fully aware of short-term nature of contract during construction period.

8.9.5 Operation Loss of employment of . Provide advance information to temporary Contractor, or JPAC. Hiring guidelines in line temporary engaged engaged workers from settlements near to JPAC to with this ESMMP workers motorway section on job opportunities through include in the developed and Contractual implemented by all local institutions, trade chambers, and local Agreement contractors. business organizations in the region (such as the Regional Development Agency for Herzegovina - REDAH). . Seek to employ local personnel residing in Project affected area also on other sections or other construction activities. Disruptions to water and sanitation, electricity and telecommunication 8.9.6 Pre- Disruptions to water and . Upon the development of the Preliminary Contractor for Revision of the Main Implemented all construction sanitation, electricity and Design and before submitting the request for design Design. mitigation measures for telecommunication Urban Permit, submit the request for obtaining documentatio identified collision n, or JPAC to points contained in prior consents on the Preliminary Design from include in the approvals from competent authorities and public utility Contractual competent authorities companies. Agreement and public utility . Implement mitigation measures for identified companies, responsible

219 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) collision points contained in preliminary for transport/ consents from competent authorities and public transmission, utility companies, responsible for communications and infrastructure. transport/transmission, communications and

infrastructure (such as development of Preliminary to include additional detailed designs for collision the measures to avoid resolution, and inclusion of mitigation measures the existing pipeline within the Main Design). and reservoir for the . Develop a Utility Conflict/Collision Matrix to collection of spring provide management tool to deal with conflicts, water Vodnica in Vrapcici (Suhi Do). organize relevant information on conflicts and

alternatives and allow tracking of conflict Main Design to include resolution progress. the measures to avoid . During the development of design the existing pipeline documentation (Preliminary and Main Design) and reservoir for the include measures to avoid the collision of the collection of spring water Vodnica in motorway section with the existing pipeline and Vrapcici (Suhi Do), and reservoir for the collection of spring water measures for the Vodnica in Vrapcici (Suhi Do). resolution of collisions . Foresee emergency and prompt reaction in case indentified by of disruption. competent authorities and public utility companies.

Additional detailed designs for collision resolution developed.

Emergency and prompt reaction in case of disruption foreseen. 8.9.7 Construction Disruptions to water and . Implement mitigation measures for identified Contractor, or Supervising engineer to Implemented all sanitation, electricity and collision points contained in preliminary JPAC to random check at least mitigation measures for telecommunication consents from competent authorities and public include in the once per week during identified collision Contractual construction activities. points contained in utility companies, responsible for Agreement approvals from transport/transmission, communications and

220 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) infrastructure (such as additional construction competent authorities activities for collision resolution). and public utility . Perform construction activities such to avoid companies, responsible for transport, damages to the existing pipeline and reservoir communications and for the collection of spring water Vodnica in infrastructure. Vrapcici (Suhi Do). . Ensure emergency and prompt reaction in case In case of disruption, of disruption. emergency and prompt reaction ensured.

Damages to the existing pipeline and reservoir for the collection of spring water Vodnica in Vrapcici (Suhi Do) avoided.

8.10 Land acquisition and physical displacement

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) Land acquisition and physical displacement 8.10.1 Pre- Land acquisition . Develop a LARP for the section Mostar North- JPAC Biannual reports on the LARP for the section construction Mostar South, in line with the developed LARF progress achieved with Mostar North-Mostar Physical displacement for this section. the implementation of South developed and the LARP. submitted to EBRD. . Implement the LARF and the LARP for the

section Mostar North-Mostar South (which Development of Reports on LARP and include compensation entitlements for different quarterly monitoring SEP implementation categories of eligible persons and assets). reports on SEP developed and . Implementation of SEP for the section Mostar implementation. submitted to EBRD North-Mostar South, in particular the provisions (containing indicators on providing timely information to local Report on LARP and SEP on land acquisition and implementation in AESR physical displacement, communities on the extent of works and to EBRD. and stakeholder duration prior to the commencement of engagement). construction works.

221 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) . Set up a Project-specific grievance mechanism as Monthly review of elaborated in LARF/LARP and SEP. external grievances. Project-specific grievance mechanism in place.

Grievance Registry established and all received grievances recorded in the Registry.

8.11 Economic displacement

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) Economic displacement 8.11.1 Pre- Loss of place of business . Develop a LARP for the section Mostar North- JPAC Biannual reports on the LARP for the section construction Mostar South, in line with the developed LARF progress achieved with Mostar North-Mostar Loss of business income for this section. the implementation of South developed and the LARP. submitted to EBRD. . Implement the LARF and the LARP for the section

Loss of livelihoods of the Mostar North-Mostar South (which include Development of Reports on LARP and SEP land owners compensation entitlements for different quarterly monitoring implementation categories of eligible persons and assets). reports on SEP developed and . Implementation of SEP for the section for the implementation. submitted to EBRD section Mostar North-Mostar South, in particular (containing indicators on the provisions on providing timely information to Monthly review of payments that restore external grievances. livelihood loss and loss of local communities on the extent of works and income, and stakeholder duration prior to the commencement of engagement). construction works. . Set up a Project-specific grievance mechanism as Project-specific grievance elaborated in LARF/LARP and SEP. mechanism in place.

Grievance Registry established and all received grievances

222 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) recorded in the Registry. 8.11.2 Construction Temporary losses of . Develop a LARP for the section Mostar North- JPAC Same as above Same as above business income during Mostar South, in line with the developed LARF construction works for this section. . Implement the LARF and the LARP for the section Mostar North-Mostar South (which include compensation entitlements for different categories of eligible persons and assets). . Implementation of SEP for the section Mostar North-Mostar South, in particular the provisions on providing timely information to local communities on the extent of works and duration prior to the commencement of construction works. . Set up a Project-specific grievance mechanism as elaborated in LARF/LARP and SEP. . Develop and implement a Traffic Management Contractor, or JPAC to review Documented TMP (as Plan (TMP) for construction phase (as part of the JPAC to Contractor’s TMP to part of CESMP). CESMP) containing traffic measures. The TMP include in the ensure continuity with Contractual commitment in this TMP implemented will need to consider phasing of the works to Agreement ESMMP. throughout construction ensure local access is retained, as access phase. restrictions may cause temporary losses of Supervising engineer to business income during construction works. random check at least Log of complaints once per week during relating to traffic and construction activities. transport.

Complaints relating to traffic and transport.

8.12 Restriction on land use and damage to private property

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) Restrictions on land use and damage to private property

223 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) 8.12.1 Construction Land use restrictions . Develop a LARP for the section Mostar North- JPAC Biannual reports on the LARP for the section Mostar South, in line with the developed LARF progress achieved with Mostar North-Mostar Damage to private for this section. the implementation of South developed and the LARP. submitted to EBRD. properties . Implement the LARF and the LARP for the section

Mostar North-Mostar South (which include Development of Reports on LARP and compensation for temporary land occupation quarterly monitoring SEP implementation and losses of land owners (both households and reports on SEP developed and businesses)). implementation. submitted to EBRD . Implementation of SEP for the section Mostar (containing indicators North-Mostar South, in particular the provisions Monthly review of on temporary land external grievances. occupation and losses on providing timely information to local of land owners, and communities on the extent of works and stakeholder duration prior to the commencement of engagement). construction works. . Set up a Project-specific grievance mechanism as Project-specific elaborated in LARF/LARP and SEP. grievance mechanism in place.

Grievance Registry established and all received grievances recorded in the Registry. . Undertake consultations with the Contractor, or Supervising engineer to Documented DCWMP. representatives of local communities and JPAC to supervise the residents in order to agree on the location for include in the implementation of DCWMP implemented Contractual DCWMP and re-use of throughout temporary disposal of excavation materials and Agreement excavated material at construction phase. heavy machinery parks, least once a week. . Implement Detailed Construction Waste Records on Management Plan (DCWMP), and put in consultations for operation waste management procedures to temporary disposal of avoid inappropriate deposition of construction excavation materials. waste in and around the construction site. Records on excavated Re-use of excavated material on site, where . material and material possible. disposed on the landfill.

224 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

8.13 Access restriction

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) Access restrictions 8.13.1 Construction Access restrictions on . Implementation of SEP for the section Mostar JPAC Development of Reports on SEP local roads North-Mostar South, in particular the provisions quarterly monitoring implementation on providing timely information to local reports on SEP developed and implementation. submitted to EBRD communities on the extent of works and (containing indicators duration prior to the commencement of Monthly review of on stakeholder construction works. external grievances. engagement).

Project-specific grievance mechanism in place.

Grievance Registry established and all received grievances recorded in the Registry. . Develop and implement a TPM for construction Contractor, or JPAC to review Documented TMP (as phase (as part of the CESMP) containing traffic JPAC to Contractor’s TMP to part of CESMP). measures. The TMP will need to consider phasing include in the ensure continuity with Contractual commitment in this TMP implemented of the works to ensure local access is retained, Agreement ESMMP. throughout including public transport. construction phase. Supervising engineer to random check at least Log of complaints once per week during relating to access construction activities. restriction.

Complaints relating to access restriction. . Construct new local roads for enabling local Contractor, or Supervising engineer to New local roads and inhabitants to reach their land plots and other JPAC to random check at least paths constructed. locations in case local roads are interrupted by include in the once per week during

225 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) the motorway section. Contractual construction activities. Information on . Provide information on local community (in Agreement alternative routes particular pupils) on alternative routes to reach timely communicated to local community. the school during the construction of the tunnel T6 in the vicinity of the Elementary School in Gnojnice. . Provide an alternative path (i.e. bypass, or new path over the tunnel) to the company for breeding goats to reach the land plots under concession for goats grazing in Vrapcici.

8.14 Road damage and impacts on local traffic

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) Road damage and impacts on local traffic 8.14.1 Construction Local road damage . Implementation of SEP for the Mostar North- JPAC Development of Reports on SEP Mostar South, in particular the provisions on quarterly monitoring implementation Traffic congestions providing timely information to local reports on SEP developed and implementation. submitted to EBRD communities on the extent of works and (containing indicators duration prior to the commencement of Monthly review of on stakeholder construction works. external grievances. engagement).

Project-specific grievance mechanism in place.

Grievance Registry established and all received grievances recorded in the Registry. . Develop and implement a TPM for construction Contractor, or JPAC to review Documented TMP (as phase (as part of the CESMP) containing traffic JPAC to Contractor’s TMP to part of CESMP). include in the ensure continuity with

226 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) management measures. Contractual commitment in this TMP implemented Agreement ESMMP. throughout construction phase. Supervising engineer to random check at least Log of complaints once per week during relating to road construction activities. damages and traffic congestion. Complaints relating to road damages and traffic congestion. . All local roads used for purpose of construction Contractor, or Supervising engineer to Local and main road machines and vehicles movement should be fully JPAC to random check at least restored to at least pre- restored to at least pre-project state, if traffic include in the once per week during project state. Contractual construction activities. during the construction phase caused any Agreement damage 8.14.2 Operation Traffic congestions . Develop and implement a TMP for the operation Contractor, or JPAC to review Documented TMP (as phase (as part of the OESMP) to identify and JPAC to Contractor’s TMP to part of OESMP). address all major hazards for workers and the include in the ensure continuity with Contractual commitment in this TMP implemented local community during the motorway operation. Agreement ESMMP. throughout operation The Plan should also include details on safety and phase. stakeholder engagement measures relating to Complaints relating to road safety to be applied. road damages and Log of complaints traffic congestion. relating to traffic congestion.

8.15 Health and safety for workers

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) Health and safety risks for workers 8.15.1 Construction Direct impacts (falling . Develop and implement a Fire and Explosion Contractor JPAC to review Fire and Explosion from heights, traffic Management Plan and HS Plan (as part of CSOP) (development Contractor’s CSOP to Management Plan and HS accident, power stroke, and implement specific HS measures (both and ensure continuity with Plan (as part of CSOP) implementati commitment in this developed and

227 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) injuries from construction occupational and community H&S) with special on of CSOP) ESMMP. implemented. machinery, excavations focus on (but not limited to): unexploded and working in confined ordnances, installing safety fences and warning Sub- Supervising engineer to Hazardous Materials Safety contractors random check at least Plan as part of the H&S spaces etc.) signs at all critical work areas (e.g. open (implementati once per week during Plan developed and trenches, excavations, material and equipment on of CSOP) construction activities. implemented. Indirect impacts staging areas, etc.), movement of vehicles and (emissions, soil and water traffic management, influx of workers into the OHS statistics reported contamination, etc.) local area including general measures, health monthly. surveillance, code of conduct of workers etc.; sufficient provision of medical care facilities and resources for workforce; working at heights, working in confined spaces, working with hazardous material (e.g. explosives). Management of electrical hazards, prevention of unintended ground movements and collapse, and biological hazards (poisonous snakes). . Develop and implement a Hazardous Materials Safety Plan as part of the H&S Plan. 8.15.2 Operation Direct impacts (falling . Include in OESMP and implement specific health JPAC JPAC to review OESMP containing specific from heights, traffic and safety requirements for both the Company (development contractual conditions health and safety and of all sub-contractors to requirements for both the accident, accidents) and the sub-contractor’s personnel during the implementati ensure continuity with Company and the sub- road operation and maintenance. It should on of OESMP) commitment in this contractor’s personnel Indirect impacts (air include (but not be limited to): hazardous ESMMP. during the road operation emissions and exhausted materials management, traffic accidents, traffic Contractor, or and maintenance gasses). management, working at heights, working in JPAC to developed and confined spaces, electrical hazards, etc. include in the implemented. Contractual Agreement OHS statistics reported monthly.

8.16 Existing material assets including cultural-historical and archaeological heritage

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI)

228 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

No. Phase Impact to be addressed Management/ Mitigation/ Enhancement Responsibility Monitoring Key Performance Indicator (KPI) Existing material assets including cultural-historical and archaeological heritage 8.16.1 Pre- Damage to visible and . Undertake preventive archaeological surveys as JPAC Record of use of Preventive construction buried cultural, required by the Federal Institute for Protection chance finds archaeological surveys archaeological and of Monuments and notify the Institute of procedure. conducted, the Institute for Protection of architectural heritage survey results. Monuments and EBRD during execution of . Develop Chance Find Procedure prior to any notified of survey construction works and site preparation and construction works. results Chance Find movement of machines/ Chance Finds Procedure needs to contain as a Procedure developed vehicles around the minimum the name of responsible contact and shared with EBRD construction site person, monitoring of works procedure, and Contractor. stopping of works procedure, procedures for appropriate handling of chance finds, procedure for notification to authorities, procedure for temporary storage and protection of finds, procedure for handing over any chance finds to responsible institutions, etc. Share with Contractor to implement during construction works. Ensure relevant staff and Contractor are trained in its chance finds requirements.

8.17 Cumulative impacts

Phase Impact to be addressed Management/ Responsibility Monitoring Key Performance Mitigation/ Enhancement Indicator (KPI) Cumulative impacts Construction Cumulative increase in noise level is framed by noise from Airport Implement the same Same as under Same as Same as under Noise. Mostar, and existing noise caused by movement of vehicles on the measures as under Noise. Noise. under existing local roads and M6.1. Since the Airport and local road M6.1 Noise. are located at the southern part of the route, close to the Mostar South Interchange, it can be expected that ambient noise levels will be increased to a greater extent at this part of the route, compared to the present state. Construction Cumulative effect of disposed quantities of construction waste at the Implement the same Same as under Same as Same as under Waste. measures as under Waste. under

229 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Phase Impact to be addressed Management/ Responsibility Monitoring Key Performance Mitigation/ Enhancement Indicator (KPI) construction waste landfill. Potential landfill is the area of former Waste. Waste. industrial site upon which existing illegal construction waste landfill is being disposed and considered cumulative impact will be receiving excess soil from construction site together with already existing waste. Construction Continuous soil degradation as a result of the exploitation of the Implement the same Same as under Same as Same as under Land. highway. The effect is cumulative and it can be successfully surveyed measures as under Land. Land. under through a systematic monitoring of the land along the motorway. Land. Construction/ Indirect negative effects on the soil will be caused by pollutants from Implement the same Same as under Same as Same as under Land. Operation vehicles and machinery at the construction site, of different forms and measures as under Land. Land. under different concentrations, which will have a cumulative character on Land. soil properties. Construction/ Emissions of polluting substances in the air through the combustion of Implement the same Same as under Same as Same as under Air Operation fuel and dust from construction site. measures as under Air Air quality. under Air quality. quality. quality. Operation GHG emissions. Implement the same Same as under Same as Same as under Climatic measures as under Climatic factors. under factors. Climatic factors. Climatic factors. Operation Emissions of noise and vibrations, which may result in disturbances to Implement the same Same as under Same as Same as under Noise. the surrounding settlements. measures as under Noise. Noise. under Noise.

230 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

9 ENVIRONMENTAL MONITORING PLAN

9.1 Introduction

Below is a table of a single plan for monitoring emissions within the project area of influence. The monitoring plan refers to the pre-construction, construction and operation phases and contains information on the aspects / parameters to be examined, the monitoring method including where applicable emission limit values and frequency of monitoring, monitoring sites and monitoring responsibilities.

Where applicable, all laboratory measurements including those implemented within self-monitoring system, must be performed in accordance with this Monitoring Plan and applicable laws and regulations, while testing laboratories should be authorized and accredited according to ISO 17025.

9.2 Habitats, flora and fauna

Phase Which parameter How When Where Who Habitats, flora and fauna Pre- Zero state of biodiversity, with Habitat and Research Within an JPAC or JPAC construction special emphasis on: species mapping should be ecologically transfers the to include all completed appropriate responsibility . Monitoring of endemic flora findings from before area of to the . Monitoring of herpetofauna, additional construction analysis that contractor birds, bats and invertebrates vegetation activities begin can go up to 1 according to monitoring in the km away from the contract project planning each side of

phase the road, depending on

the identified species and potential hiding places (caves, etc.). Construction Monitoring the state of Visual monitoring Weekly during On the Monitoring is biodiversity, in particular: should be carried construction. construction carried out by out regularly site and in the a biologist / . Monitoring of cleared during the project impact ecologist hired vegetation areas construction area, a buffer by the . Monitoring the status of phase. zone of 500 m contractor invasive species on each side of It is necessary to the route . Monitoring of plant species keep records of dusting visual inspections . Habitat monitoring and submit them . Monitoring nests / shelters in the form of of species that have monthly reports seasonally variable prepared by the supervising vulnerability due to engineer. reproduction, feeding time or seasonal migrations, such as Eurasian Eagle-Owl or sensitive bat species in the project area

231 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Phase Which parameter How When Where Who . Monitoring of damage or injury to fauna species due to removal of vegetation and movement of heavy machinery Operation . Monitoring the status of Visual monitoring Monitoring of In the the area JPAC invasive species of the condition invasive of motorway Maintenance species should footprint and Service or . Monitoring the success of Weekly monitoring be carried out in the delegates revegetation of the habitat by seasonally motorway authority to ecologists during . Monitoring of casualties due during the belt. the selected construction is to potential collisions of work phase. Maintenance required. fauna species due to high Contractor Monitoring of vehicle speeds (bird species It is necessary to casualties on a e.g. crows, seagulls, Eurasian keep records of daily basis Eagle-Owl, bat species, other visual inspections during small mammals, amphibians and submit them maintenance. and reptiles) using an index in the form of of number of casualities per monthly reports Monitoring of km as detailed in the BMP. compliance

should be carried out on a monthly basis.

9.3 Water

Phase Which parameter How When Where Who Water Operation Wastewater discharge Analyses will be Once a year or At the exits JPAc monitoring: for stormwater from performed using according to from the Maintenance the separator, only the standard the conditions grease and oil Service or JPAC suspension of matter and laboratory from the separators delegates mineral oils are analysed. methods, and the water permit. placed along authority to a comparison of the the section. selected (Article 14 of the Regulation on obtained values Maintenance the conditions for discharging with the Contractor to wastewater into the Regulation on the hire an environment and the public conditions of authorized and sewerage system, Official wastewater accredited Gazette of FBiH no. 26/20) discharge into the laboratory for environment and measuring the the public quality of sewerage system wastewater. (Official Gazette of FBiH No. 26/20)

9.4 Air quality

Phase Which parameter How When Where Who

232 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Phase Which parameter How When Where Who Air quality Pre- Perform an analysis of the zero Analyses will be Before starting Sampling JPAC or JPAC construction state of air quality in the project performed using work. points will be transfers the area, preferably during all four standard determined by responsibility to seasons for a set of standard laboratory an accredited the contractor parameters: CO, SO2, O3, NO, methods on the laboratory. according to the NO2, NOX, PM2.5, PM10. listed parameters. contract who should hire an authorized and accredited laboratory for measuring air quality.

Construction Dust monitoring Visual monitoring Daily On the entire Monitoring is of dusting with construction carried out by an additional site environmental consideration of engineer hired by citizens' the contractor and complaints. The supervised by a results are used to supervising strengthen the environmental dust control engineer. measures that will

be prescribed by the Air Quality Management Plan within the Construction Plan for Environmental and Social Impact Management (measure 8.3.1 from Chapter 8)

9.5 Land

Phase Which parameter How When Where Who Land Operation Standard physical-chemical Recognized Perform an The soil expert JPAC Maintenance analysis of soil quality in laboratory analysis of the from the Service or JPAC accordance Rulebook on methods will be basic soil accredited delegates authority Determining Permitted used. Comparison quality at least laboratory to a selected Quantities of Harmful and of the obtained once a year should decide Maintenance Dangerous Substances in Soil results for the area during the on the number Contractor to hire an and Methods of Their Testing where the operation of samples and authorized and (Official Gazette of FBiH, No. agricultural land is phase. If it is the location of accredited pedology 72/09): humidity, pH, organic identified will be determined the sampling laboratory matter, ash, nitrogen, P2O5, K2O, done in that there are based on the calcium, magnesium, iron, lead, accordance with no changes in soil types copper, zinc, cobalt, cadmium, the data obtained the first 5 identified in by measuring the years, the the project

233 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Phase Which parameter How When Where Who mercury zero condition in analysis may area. the pre- be suspended. construction phase and the Rulebook on determining the permitted amounts of harmful and dangerous substances in the land and their testing methods (Official Gazette of FBiH, No. 72 / 09).

9.6 Noise

Phase Which parameter How When Where Who Beech Pre- Noise level in dB (A) and Leq dB Noise As part of the In all three JPAC or JPAC transfers construction (a). measurement and development zones: the responsibility to evaluation will be of the Main industrial zone the designer who performed in Project in (airport and should hire an accordance with order to other authorized and the standard BAS perform commercial accredited laboratory ISO 17025: 2005, adequate facilities), for measuring noise and the measured noise residential levels values will be modelling and zone (near the

compared with the recommend route of the values from Table the installation nearest 1 and Table 2 of of noise residential the Law on Noise barriers on buildings) and Protection (Official adequate nature zone Gazette of FBIH, cations. (forest). No. 110/12). Construction Noise level in dB (A) and Leq dB Noise In case of At the JPAC or JPAC transfers (a). measurement and citizens' locations of the responsibility to evaluation will be complaints citizens' the contractor performed in complaints. according to the accordance with contract who should the standard BAS hire an authorized and ISO 17025: 2005, accredited laboratory and the measured for measuring noise values will be levels compared with the values obtained by measuring the zero condition and the values from Table 1 and Table 2 of the Law on Noise Protection (Official Gazette of

234 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Phase Which parameter How When Where Who FBIH, No. 110/12). Operation Noise level in dB (A) and Leq dB Noise Once a year In all three JPAC, Maintenance (a). measurement and during the first zones: Service or delegates evaluation will be three years of industrial zone authority to a selected performed in highway (airport and Maintenance accordance with operation. other Contractor to hire an the standard BAS Thereafter, if commercial authorized and ISO 17025: 2005, the monitoring facilities), accredited noise level and the measured shows that the residential measurement values will be measured zone (Kosor laboratory. compared with the values are and Malo values obtained by below the limit polje, near the measuring the values route of the zero condition and prescribed by nearest the values from the Noise residential Table 1 and Table Protection Act, buildings) and 2 of the Law on further nature zone Noise Protection monitoring (forest). (Official Gazette of may be carried FBIH, No. 110/12). out once every three years.

235 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

10 RESIDUAL IMPACTS

Residual effects are impacts remaining after the implementation of all mitigation measures outlined in the ESMMP and BMP. This Chapter of the ESIA predicts residual effects for each Project phase (pre-construction, construction and operation). The following table summarise the identified significant environmental and social impacts and their assessment after implementation of mitigation measures.

Table 93: Assessment of residual impacts

Phase Identified impact Impacts Proposed Assessment of impacts after mitigation Residual evaluation/ mitigation Impact significance measures after before mitigation mitigation (yes/no) Habitats Pre- Adverse impacts Moderate/ 8.1.1 If the Main Design is developed to include No construction due to inadequate Significant revitalization of habitats after the planning of works construction is finalized with planting and Main Design autochthonous plant species characteristic requirements for the area and prevent growing and spread of invasive species and if mitigation measures given in BMP are implemented, this impact will be fully mitigated. Construction Habitat loss due Moderate/ 8.1.2 With implementation of the proposed Yes to preparation of Significant measures it is not possible to fully mitigate construction site this impact. This impact is considered to be and during the the project permanent impact. performance of construction works, fragmentation of habitats Potential Moderate/ 8.1.3 If the mitigation measures given in BMP are No additional Significant implemented, this impact will be fully disturbance of mitigated. habitats Vegetation and flora Pre- Adverse impacts Moderate/ 8.1.5 If the Main Design is developed to include No construction due to inadequate Significant Invasive Species Management Plan to planning of works prevent growing and spreading of invasive and Main Design species and if mitigation measures given in requirements BMP are implemented, this impact will be fully mitigated. Lack of up-to-date Moderate/ 8.1.5 If the mitigation measures given in BMP are No information on Significant implemented, this impact will be fully baseline for mitigated. endemic flora

236 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Construction Vegetation Moderate/ 8.1.6 With implementation of the proposed Yes removal and Significant measures it is not possible to fully mitigate clearance of flora this impact. This impact is considered to be species in the the project permanent impact. phase of preparation of However, the compensation tree planting construction site and revegatation is proposed as part of the and during the BMP. performance of construction works Fauna Pre- Adverse impacts Major/ 8.1.9 If the Main Design is developed to include No construction due to inadequate Significant protective bird panels and to avoid any planning of works possible roosts and hibernations sites, and if and Main Design mitigation measures given in BMP are requirements implemented, this impact will be fully mitigated Lack of up-to-date Major/ 8.1.9 If the mitigation measures given in BMP are No information on Significant implemented, this impact will be fully baseline for mitigated. migratory birds, bats, invertebrates Construction Disturbance of Major/ 8.1.10 If the mitigation measures given in BMP are No fauna species due Significant implemented, this impact will be fully to increased mitigated. levels of noise, vibration and light in the zone of construction activities Potential Major/ 8.1.11 If the mitigation measures given in BMP are No disturbance of Significant implemented, this impact will be fully nests/roosts of mitigated. species that have a seasonally variable vulnerability due to breeding, feeding times or seasonal migrations, such as Eurasian Eagle- Owl (Bubo bubo) or sensitive bat species in the Project area Potential fatalities Moderate/ 8.1.12 If the mitigation measures given in BMP are No or injuries of Significant implemented, this impact will be fully fauna species due mitigated. to vegetation removal and movement of heavy machinery

237 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Operation Potential collision Moderate/ 8.1.13 If the Main Design is changed to include No of fauna species Significant protective bird panels as given in this ESIA due to high speed and BMP, the impact will be fully mitigated. of vehicles (bird species e.g. Regarding the fencing of the motorway, the Eurasian eagle- fence is considered at all technical standard owl, bat species, at Corridor Vc sections. Recommendation other small regarding the type and maintenance of the mammals and fence given in BMP reptiles) Water Pre- . Community Minor/ 8.2.1 If the Main Design is done to avoid No construction concerns Significant interference with local spring near Suhi Do, regarding water these impacts will be fully mitigated. quality of a local spring near the Suhi Do canyon Construction . Temporary Negligible/ 8.2.2 With development of CSOP, RCMP, CESMP, No localised Significant CWMP, DCWMP and implementation of all diversion of proposed measures that also include good practice construction, these impacts will be drainage paths fully mitigated. around construction camps and site workings . Maintenance of construction vehicles at the site . Depositing of construction waste, municipal waste and other special waste categories into the dry riverbeds of occasional streams . Localised discharges into environment and occasional streams from construction facilities including the concrete batching plant and workers camp

238 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Phase Identified impact Impacts Proposed Assessment of impacts after mitigation Residual evaluation/ mitigation Impact significance measures after before mitigation mitigation (yes/no) Operation . Release of Negligible/ 8.2.3 With development of OESMP that include No surface run-off Significant Emergency Preparedness and Response water Plans and implementation of all included measures and with proper number of oil . Release of separators installed, these impacts will be sanitary water fully mitigated. from toll station . Accidental spill of hazardous material resulting from traffic accidents Air quality Construction . Emissions of Moderate/ 8.3.1 With development of CESMP that include Air No construction Significant Quality Management Plan, Topsoil dust Management Plan, Materials Management Plan, . Emission of and implementation of all included exhaust gases measures, these impacts will be fully from mitigated combustion processes in generators and other construction equipment and vehicles Land Construction . Occurrence of Minor/ 8.4.1 With development of CESMP that includes No rockfall due to Significant Topsoil Management Plan and the nature of Recultivation/Land Restoration Plan and Spill Management Plan, and implementation of construction all included measures, including those works foreseen for water and waste management, . Compaction and these impacts will be fully mitigated. erosion as a result of using heavy machinery and equipment . Deforestation Moderate/ may cause soil Significant erosion . Soil dewatering . Direct discharge of wastewater from maintenance of construction vehicles at the

239 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Phase Identified impact Impacts Proposed Assessment of impacts after mitigation Residual evaluation/ mitigation Impact significance measures after before mitigation mitigation (yes/no) site and sanitary waters from construction camp . Inappropriate waste disposal Operation . Direct discharge Moderate/ 8.4.2 With development and implementation of No of surface run- Significant OESMP that includes proposed measures off and implementation of all measures that are proposed for waste and waste management, . Accidental fuel these impacts will be fully mitigated. and oil spills Climatic factors Pre- Low resilience to Moderate/ 8.5.1 With review of detailed design to include No construction, climate variability Significant climate resilient construction measures as construction and climate well as the construction of resilient structure and this impact will be fully mitigated. change operation GHG emissions With implementation of the proposed Yes from vehicle measures it is not possible to fully mitigate transport this impact. This impact is considered to be the project life-long impact but its significance will decrease with continuous improvements on the car engine technology. Landscape Construction Changes to the Moderate/ 8.6.1 With implementation of the proposed No existing landscape Significant measures relating to the proper organization and visual of construction site and selection the location of the landfill that fits into the visual impacts due to appearance of the environment, these the construction impacts will be mitigated. works Operation Changes to the Moderate/ 8.6.2 It is not possible to fully mitigate this Yes existing landscape Significant measure. This impact is considered to be the and visual impacts project permanent impact. due to the presence of permanent motorway structures Noise Construction Impact on Moderate/ 8.7.1 With implementation of CESMP that includes No workers and Significant proposed noise reduction measures from residents from this ESMMP, this impact will be fully increased levels of mitigated. noise during construction works Operation Impact on Moderate/ 8.7.2 With appropriate modelling of noise No residents from Significant propagation and installation of the noise increased levels of barriers near settlements of Kutilivac, Suhi noise from Do, Opine and Gnojnice, this impact will be

240 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Phase Identified impact Impacts Proposed Assessment of impacts after mitigation Residual evaluation/ mitigation Impact significance measures after before mitigation mitigation (yes/no) motorway traffic fully mitigated. Waste and materials management Construction Contamination of Major/ 8.8.1 With full implementation of Detailed CWMP No environment due Significant and Waste Management Plan this impact will to leakage and fully be mitigated. spillage of wastes associated with poor spoil and waste handling and storage/ disposal arrangements Environmental With appropriate environmental No damage caused assessments and permitting or subcontract by illegal material the licenced material providers this impact sourcing will be fully mitigated. Community impacts Construction Worker influx Moderate/ 8.9.1 With implementation of the proposed No Significant measures to reduce the potential for impacts from worker influx such as awareness raising activities on communicable diseases and GBVH and implementation of provisions on workers’ accommodation (camps) in accordance with PR provisions and the EBRD/IFC Guidance Note “Workers’ accommodation: processes and standards” 2009, this impact will be fully mitigated. Community Moderate/ 8.9.2 With implementation of the proposed No health and safety Significant measures to reduce the potential for impacts and road safety on community health and safety and road safety, among which development and implementation of Emergency Preparedness and Response Plan and Traffic Management Plan, this impact will be fully mitigated. Operation Loss of Moderate/ 8.9.5 As a result of the temporary employment No employment of Significant during the construction period is the loss of temporary employment upon the end of construction engaged workers works. This impact will be fully mitigated if mitigation measures are fully implemented. Land acquisition and physical displacement Pre- . Land acquisition Major/ 8.10.1 Land take and loss of land plots and houses Yes construction . Physical Significant represent a residual impact due to the land displacement acquisition activities which will be performed during the pre-construction phase. This impact is not significant taking into consideration all measures foreseen and compensation entitlements contained in the LARF for the Section Mostar North-Mostar South, which need to be provided in LARP (to be developed by JPAC). The compensations are in line both with the local legislation and with EBRD PR 5.

241 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Phase Identified impact Impacts Proposed Assessment of impacts after mitigation Residual evaluation/ mitigation Impact significance measures after before mitigation mitigation (yes/no) Economic displacement Pre- . Loss of place of Major/ 8.11.1 Loss of place of business and loss of Yes construction business Significant livelihood represent the residual impacts due . Loss of business to the economic displacement. This impact is income not significant taking into consideration all . Loss of measures foreseen and compensation livelihoods of entitlements contained in the LARF for the the land owners Section Mostar North-Mostar South, which need to be provided in LARP (to be developed by JPAC). The compensations are in line both with the local legislation and with EBRD PR 5 and according to LARF livelihoods and standards of living of affected persons shall be improved or at least restored. In addition to monetary compensation measures LARF foresees that JPAC will cooperate with Regional Development Agency for Herzegovina (REDAH) which provides assistance to local and regional partners in designing, implementing and preparing projects with regard to entrepreneurship, rural development and agriculture. Construction Temporary losses Moderate/ 8.11.2 LARF for Mostar North-Mostar South No of business Significant contains mitigation measures proposed to income during mitigate the potential for impacts from construction temporary losses of business income during works construction works. These mitigation measures need to be provided in LARP (to be developed by JPAC). If LARF/LARP and their mitigation measures are implemented the residual impacts will be fully mitigated. Health and safety risks for workers Construction . Direct impacts Moderate/ 8.15.1 LARF for Mostar North-Mostar South No (falling from Significant contains mitigation measures. These heights, traffic mitigation measures need to be provided in accident, power LARP (to be developed by JPAC). If stroke, injuries LARF/LARP and their mitigation measures from are implemented the residual impacts will be construction fully mitigated. machinery, excavations and working in confined spaces etc.) . Indirect impacts (emissions, soil and water contamination, etc.) Existing material assets including cultural-historical and archaeological heritage Construction Damage to visible High/ 8.16.1 With preventive archaeological surveys and No and buried Significant proper Chance Find Procedure in place this

242 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Phase Identified impact Impacts Proposed Assessment of impacts after mitigation Residual evaluation/ mitigation Impact significance measures after before mitigation mitigation (yes/no) cultural, impact will be fully mitigated. archaeological and architectural heritage during execution of construction works and movement of machines/vehicles around the construction site

Assessment of magnitude and acceptability of residual impacts which will remain after the mitigation are given in the table below.

Table 94: Assessment of magnitude and acceptability of post mitigation residual impacts

Post mitigation residual impacts Magnitude Acceptability/comment Habitat loss due to preparation Moderate With implementation of the proposed mitigation measures it is not possible of construction site and during to fully mitigate this impact. This impact is considered to be the project the performance of permanent impact. Magnitude is considered to be moderate due to the size of the impacted area. Directly impacted habitats include garrigues, screes and construction works, other degraded habitats under anthropogenic pressure. Some area of natural fragmentation of habitats woodlands will be lost; however, afforestation of the same area will partly mitigate the loss of best-preserved natural habitats. Due to low sensitivity of directly impacted habitats, this is an acceptable and unavoidable residual impact. Vegetation removal and Minor With implementation of the proposed mitigation measures it is not possible clearance of flora species in the to fully mitigate this impact. It is considered to be an acceptable and minor phase of preparation of impact due to mitigation measures significanty reducing the impact. This impact is considered to be the project inavoidable and permanent impact. construction site and during the performance of construction works GHG emissions from vehicle Low With implementation of the proposed mitigation measures it is not possible transport to fully mitigate this impact. The increase in emissions from the operation phase is the result of the projected increase in traffic by 2050, as predicted by the Traffic Study. This impact is considered to be the project inavoidable and permanent impact. Changes to the existing Moderate With implementation of the proposed mitigation measures it is not possible landscape and visual impacts to fully mitigate this impact. This impact is considered to be the project due to the presence of permanent impact. Magnitude is considered to be moderate due to the permanent motorway existence of permanent motorway structures constructed above the ground. structures This impact is considered to be the project inavoidable and permanent impact. Land acquisition and physical Minor With implementation of the proposed mitigation measures it is not possible displacement to fully mitigate this impact. Magnitude is considered to be minor taking into consideration all measures foreseen and compensation entitlements contained in the LARF for the Section Mostar North-Mostar South, which need

243 CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Environmental and Social Impact Assessment

Post mitigation residual impacts Magnitude Acceptability/comment to be provided in LARP (to be developed by JPAC). The compensations are in line both with the local legislation and with EBRD PR 5. Loss of place of business, loss of Minor With implementation of the proposed mitigation measures it is not possible business income and loss of to fully mitigate this impact. Magnitude is considered to be minor taking livelihoods of the land owners taking into consideration all measures foreseen and compensation entitlements contained in the LARF for the Section Mostar North-Mostar South, which need to be provided in LARP (to be developed by JPAC). The compensations are in line both with the local legislation and with EBRD PR 5 and according to LARF livelihoods and standards of living of affected persons shall be improved or at least restored. In addition to monetary compensation measures LARF foresees that JPAC will cooperate with Regional Development Agency for Herzegovina (REDAH) which provides assistance to local and regional partners in designing, implementing and preparing projects with regard to entrepreneurship, rural development and agriculture.

244