Initial Environment Examination

Project No.: 46543-002 July 2019

Tajikistan: Central Asia Regional Economic Cooperation Corridors 3 and 5 Enhancement Project

Kangurt to Baljuvon to intersection Vose-Khovaling Road Updated IEE Study

Prepared by: SMEC International (Pty) Ltd, Australia for the Ministry of Transport of the Republic of Tajikistan and the Asian Development Bank.

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

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

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

TABLE OF CONTENT EXECUTIVE SUMMARY ...... 1 1. Introduction...... 1 2. Description of the Project ...... 2 3. Overview of the Receiving Environment ...... 2 4. Scoping ...... 3 5. Impact Assessment Process and Results ...... 4 6. Implementation ...... 5 7. Monitoring Actions ...... 5 8. Conclusion...... 6 I. INTRODUCTION ...... 7 1. Preamble ...... 7 2. Need for an Impact Assessment and Screening ...... 7 3. Structure of the Report ...... 9 4. Project Proponent ...... 10 II. LEGAL, POLICY AND ADMINISTRATIVE FRAMEWORK ...... 11 1. General ...... 11 2. Country Policies and Administrative Framework ...... 11 3. International legal instruments ...... 12 3.1. Framework environment law ...... 13 4. Legal Framework for Environmental Assessment (EA) and Permitting ...... 14 4.1 Basic EA Laws...... 14 4.2 Public Participation ...... 16 4.3 Licenses ...... 16 4.4 Environmental Permits ...... 17 4.5 State Environmental Program 2009-2019 ...... 17 4.6 Implementation and compliance ...... 18 5. Environmental norms and standards ...... 18 6. Noise, Water and Air Quality Standards ...... 20 7. ADB Safeguards ...... 30 III. SCOPE OF ASSESSMENT ...... 31 1. Preamble ...... 31 2. Physical Scope ...... 31 3. Spatial Scope ...... 31

______Updated IEE of Kangurt - Baljuvon – Khovaling Road, reconstruction of Bridge 5 & 6, December 2018

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

4. Temporal Scope ...... 31 5. Technical Scope ...... 31 5.1 Agriculture ...... 32 5.2 Air Quality ...... 32 5.3 Archaeology and Cultural Heritage ...... 33 5.4 Biodiversity and Ecosystem Functioning ...... 33 5.5 Community ...... 34 5.6 Contamination ...... 34 5.7 Landscape and Visual ...... 35 5.8 Material Resources ...... 35 5.9 Noise and Vibration ...... 36 5.10 Soils ...... 36 5.11 Traffic and Transport ...... 37 5.12 Water Resources ...... 37 5.13 Waste Management ...... 38 5.14 Scope Summary ...... 38 IV. DESCRIPTION OF THE ENVIRONMENT ...... 40 1. Preamble ...... 40 2. Project Location ...... 40 3. General Site Description ...... 41 4. Land Use along Route Alignment ...... 43 5. Topography ...... 47 6. Climate ...... 48 7. Land Use ...... 49 8. Soils ...... 49 9. Hydrology ...... 49 10. Seismology ...... 52 11. Biodiversity and Ecosystem Functioning ...... 53 12. Historical and Archeological Areas of Significance ...... 55 13. Economic Development ...... 55 13.1 Demography ...... 55 13.2 Industries ...... 56 13.3 Agriculture ...... 56 14 Existing Traffic Flows ...... 56

______Updated IEE of Kangurt - Baljuvon – Khovaling Road, reconstruction of Bridge 5 & 6, December 2018

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15 Monitoring...... 58 V. DESCRIPTION OF THE PROJECT ...... 59 1. Preamble ...... 59 2. Need for the Project ...... 60 3. Future Traffic Flows ...... 62 4. Summary of Key Construction Tasks to be Undertaken ...... 62 5. Bridges ...... 68 5.1 Activities for Bridge No 5 and Bridge No 6 ...... 76 5.2 Construction Methodology and Diversion Road ...... 76 5.3 Traffic for 2 Bridges count ...... 77 5.4 Rapid Environmental Assessment ...... 77 5.5 Basic Construction Tasks to be undertaken ...... 77 6. Source of Materials ...... 78 6.1 Quarries & Borrow Pits ...... 78 7. Land Use around Bridge 5 & 6...... 79 8. Earthworks ...... 79 9. Retaining Structures ...... 80 10. Permanent Ancillary Features...... 80 11. Source of Materials ...... 80 11.1 Quarries & Borrow Pits ...... 80 11.2 Asphalt Plants ...... 80 11.3 Water ...... 80 11.4 Construction Camps ...... 81 11.5 Storage Areas ...... 81 12 Road Safety ...... 81 13. Operational Parameters ...... 82 14. Analysis of Alternatives...... 82 14.1 Route Options ...... 82 14.2 Do Nothing Option...... 82 14.3 Do Minimum Option ...... 82 14.4 Selected Option ...... 83 VI. IMPACT ASSESSMENT, MITIGATION AND MONITORING ...... 84 1. Preamble ...... 84 2. Process of determining effects...... 84

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3. Identifying Receptors ...... 86 3.1 Valued Environmental Receptors ...... 86 4. Characterizing Impacts ...... 87 5. Mitigation ...... 92 5.1 Hierarchy of Mitigation ...... 92 6. Results of the Assessment Process...... 92 7. Assessment of Environmental Impacts and Mitigation Measures for additional works on Bridge No.5 and 6 ...... 113 7.1 Design and Pre-construction impacts ...... 113 7.2 Construction Impacts ...... 116 7.3 Operational Impact ...... 138 7.4. Additional Impact Assessment Requirements ...... 141 VII. ENVIRONMENTAL MANAGEMENT PLANS AND INSTITUTIONAL REQUIREMENTS ... 142 1. Environmental Management Plan ...... 142 2 Environmental Monitoring Program ...... 147 3. Environmental Management Monitoring Plan for Bridge no.5 and 6 ...... 151 3.1 Environmental Management Plan ...... 151 3.2 Environmental Monitoring Program ...... 151 4. Estimated Budget for EMP Implementation ...... 157 VIII. PUBLIC CONSULTATION, INFORMATION DISCLOSURE & GRIEVANCE MECHANISM ...... 158 1 Public Consultations ...... 158 1.2 Consultations with Local Officials ...... 158 2. Consultations with local community and local Government representatives ...... 159 3. Grievance Mechanism ...... 160 3.1 Grievance mechanism ...... 160 3.2. Consultation and Information Disclosure of Bridge No. 5 and Bridge No. 6 ...... 161 IX. CONCLUSIONS ...... 163 REFERENCES ...... 164 APPENDIX- A: HYDROLOGY REPORT FOR BRIDGES APPENDIX- B: FOREST AGENCY LETTER APPENDIX- C: AQUATIC BIOLOGY REPORT APPENDIX-D: ENVIRONMENTAL SETTING APPENDIX- E: MINUTES OF THE PUBLIC CONSULTATIONS MEETING WITH ATTENDANCE SHEET

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APPENDIX- F: AIR QUALITY SURVEY APPENDIX- G: ARCHAEOLOGICAL CHANCE FIND PROCEDURE APPENDIX- H: PUBLIC CONSULTATION FOR BRIDGES NO. 5 & 6 APPENDIX- I: NOISE SURVEY AND MODELING APPENDIX- J: WATER QUALITY SURVEY APPENDIX- K: RAPID ENVIRONMENTAL ASSESSMENT FOR BRIDGES NO. 5 & 6 APPENDIX- L: SET UP AND MANAGEMENT OF CONTRACTORS CAMP APPENDIX- M: WORK DESCRIPTION OF BRIDGE NO. 6 APPENDIX- N: GENERAL REQUIREMENTS FOR WORKERS HEALTH AND SAFETY APPENDIX-O. RECOMMENDATIONS FOR TENDER DOCUMENTS

TABLES Table 1 National standards and regulations applicable to the Project ...... 19 Table 2 Drinking Water General Analysis Content and Limits ...... 21 Table 3 Environmental Standards for Water Quality and Discharges to Water ...... 23 Table 4 Air Quality Standards ...... 24 Table 5: Relevant Noise Standards ...... 27 Table 6: Summary of Impact Assessment Scope ...... 38 Table 7: Local Settlement Populations ...... 55 Table 8: October 2017 Traffic Count Dates ...... 56 Table 9: Summary of October 2017 Traffic Counts ...... 57 Table 10: The basic parameters of the road cross section...... 59 Table 11: Rehabilitation Work schedule ...... 59 Table 12 Key Task – Road Bed and Surface Rehabilitation Activities ...... 63 Table 13 Key Task – Bridge Rehabilitation – Concrete Bridges ...... 64 Table 14 Key Task – Reconstruction of Bridge No.5 and Bridge No.6 –RCC Bridges ...... 65 Table 15 Key Task – Culvert Rehabilitation and Geotechnical Structures ...... 67 Table 16 Key Task – Road Drainage ...... 67 Table 17 Summary of Existing Bridge Parameters ...... 68 Table 18: Proposed Scope of Work for Bridge No 5 and Bridge No 6 in Initial Contract ...... 69 Table 19: Key Task – Bridge Rehabilitation – Metal Bridges N5 and N6 in Initial Contract ...... 78 Table 20: Value and Sensitivity of Receptors used in the impact assessment ...... 86 Table 21 Classification of Extent of Impact and Assigned Scores ...... 87 Table 22 Classification of Duration of Impact and Assigned Scores ...... 88 Table 23 Classification of Frequency of Impact and Assigned Scores ...... 89 Table 24 Criteria for Magnitude of Impacts used in the impact assessment ...... 90 Table 25 Matrix for Determining the Significance of Environmental Impacts ...... 91 Table 26 Table of Valued Environmental Receptors ...... 93 Table 27 Summary of Impacts by Environmental Aspect Prior to Mitigation ...... 94 Table 28 Summary of Significance Before and After Mitigation ...... 94

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Table 29 Assessment of Impacts for Archaeology – Construction Phase ...... 95 Table 30 Assessment of Impacts for Agriculture – Construction Phase ...... 95 Table 31 Assessment of Impacts for Air Quality – Construction Phase ...... 96 Table 32 Assessment of Impacts for Community Safety – Construction Phase ...... 97 Table 33: Worker Health and Safety - Construction ...... 98 Table 34 Assessment of Impacts for Waste Management – Construction Phase ...... 101 Table 35 Assessment of Impacts for Water Resources – Construction Phase ...... 103 Table 36 Assessment of Impacts for Noise and Vibration – Construction Phase ...... 104 Table 37 Assessment of Impacts for Socio-economics – Construction Phase ...... 106 Table 38 Assessment of Impacts for Soil and Ground Water – Construction Phase ...... 107 Table 39 Assessment of Impacts for Biodiversity – Construction Phase ...... 109 Table 40 Assessment of Impacts for Socio-economics - Operation ...... 110 Table 41 Assessment of Impacts for Community Safety - Operation ...... 110 Table 42 Assessment of Impacts for Water Resources - Operation ...... 112 Table 43 Assessment of Additional Works Impacts for Community Safety – Construction Phase ...... 128 Table 44: Noise Generation Aspect, Construction and Operational Phases ...... 134 Table 45 Assessment of Additional Works Impacts for Noise and Vibration – Construction Phase ...... 136 Table 46 Assessment of Impacts for Air Quality – Operation Phase ...... 138 Table 46 Assessment of Upgraded bridge Impacts for Water Resources - Operation ...... 139 Table 48 Assessment of Noise – Operation Phase ...... 139 Table 49. Assessment of Additional Impacts for Socio-economics - Operation ...... 140 Table 50 Assessment of Additional Impacts for Community Safety - Operation ...... 141 Table 51 List of Approved Mitigation Measures - Design ...... 142 Table 52 List of Approved Mitigation Measures - Construction ...... 143 Table 53 List of Approved Mitigation Measures - Operations ...... 147 Table 54 Preliminary List of Monitoring Requirements ...... 149 Table 49: Environmental Management Plan ...... 153 Table 50: Environmental Monitoring Program ...... 155 Table 51 Environmental Monitoring, Mitigation and Training Cost ...... 157 Table 52 Table of meetings with local officials ...... 158

PHOTOS Photo 1: Views of Rivair er Crossing Locations ...... 42 Photo 2: Typical Views of Structures in Kangurt ...... 45 Photo 3: Images of Road Condition...... 61 Photo 4: Images of Bridges 1 - 3 ...... 70 Photo 5: Images of Bridges 4 – 6 ...... 71 Photo 6: The Borrow pit using for road rehabilitation ...... 79 Photo 7: Meeting in Kangurt Section ...... 160

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FIGURES Figure 1: Project Context within Tajikistan...... 40 Figure 2: Project area ...... 41 Figure 3: Areas of Urbanisation Along the Route Alignment ...... 43 Figure 4: Location of Bridges 1 - 3 ...... 44 Figure 5: Location of Bridges 4, 5 and 6 ...... 46 Figure 6: Topographical Map of Tajikistan...... 47 Figure 7: Route Alignment Profile ...... 47 Figure 8: Maximum, Mean and Minimum Temperatures at Dangara 2009 – 2018 ...... 48 Figure 9: Rainfall Amount and Days – Dangara 2014 to 2017 ...... 48 Figure 10: River Basins of Tajikistan ...... 50 Figure 11: Water sources of project area ...... 51 Figure 12: Groundwater level in Project Area ...... 52 Figure 13: Seismic Map of Project Area ...... 53 Figure 14: October Traffic Counts ...... 57 Figure 15: Plan of Bridge No.5 ...... 72 Figure 16: Cross Section of Bridge No.5 ...... 73 Figure 17: Plan of Bridge No 6 ...... 74 Figure 18: Cross Section of Bridge No.6 ...... 75 Figure 19 Source Pathway Receptor Model as used in EIA ...... 85 Figure 20 Hierarchy of Mitigation ...... 92

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ABBREVIATIONS

ADB - Asian Development Bank AH - Asian Highway Standard AIDS - Acquired immune deficiency syndrome CAREC - Central Asia Regional Economic Cooperation CEP - Committee for Environmental Protection under the Government of Tajikistan CRTN - Calculation of Road Traffic Noise DMRB - Deign Manual for Roads and Bridges EA - Executive Agency EMP - Environmental Management Plan GDP - Gross Domestic Product GoT - Government of Tajikistan HIV - Human Immune Deficiency Virus IEE - Initial Environmental Examination KMm - Kilometer LAR - Land Acquisition and Resettlement LARP - Land Acquisition and Resettlement Plan asl - above sea level MoT - Ministry of Transport PIU - Project Implementation Unit PMCSC - Project Management Construction Supervision Consultant RoW - Right-of-Way RT - Republic of Tajikistan SPS - Safeguard Policy Statement SSEMP - Site Specific Environmental Management Plan TA - Technical Assistance ToR - Terms of Reference UNFCCC - United Nations Framework Convention on Climate Change USD United States Dollar VER - Valued Environmental Receptor

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EXECUTIVE SUMMARY 1. Introduction 1. This Updated IEE Report for Rehabilitation and Reconstruction of 43km Kangurt to Baljuvon to Intersection of Vose-Khovaling Road Rehabilitation and Reconstruction supersedes the previous IEE prepared in May 2018. The basis of this update is change in project scope of work including reconstruction of existing metal Bridge No.5 and Bridge No.6 to RCC type, including rehabilitation of 4 bridges. The Supplementary IEE prepared in December 2018 for 2 Bridges has been integrated into this Updated IEE study.

2. An impact assessment process has been conducted for the proposed rehabilitation of 43 km of rural road in the Khatlon Region of Tajikistan. The current road is in a poor state of repair, with wearing course absent or deeply rutted, and in some locations water erosion has removed the road bed in its entirety. The road runs from Kangurt, through Baljuvon and ends at the intersection with the Vose-Khovaling Road at km 23 (Vose-Khovaling Road), which itself was recently rehabilitated.

3. The road connects local communities with each other and to the wider region. The poor condition of the road makes journey times longer, causes undue wear and tear on vehicles and increases risk of traffic accidents due to the unsuitable surfaces and vehicles driving on the wrong side of the road.

4. The objectives of the Kangurt to Baljuvon and Baljuvon to intersection Vose-Khovaling Road rehabilitation are to assist the socioeconomic development of the Baljuvon District by improving transport infrastructure in the region. The project is expected to increase trading and associated commercial activities, tourism opportunity, promote animal rearing, enhance in agricultural productivity, develop human capital, and reduce poverty. It is designed to benefit isolated beneficiary communities by improving their access to markets, social services, and health facilities, and by expanding their livelihoods to cover off-farm jobs including provision of transport services and road maintenance.

5. Part financing of the road is through an existing grant from the Asian Development Bank. Money has become available through savings on other road projects and the Ministry of Transport has determined that best value for the remaining grant can be achieved through the rehabilitation of the KanРurt to KСovaХТnР IntОrsОМtТon roaН. In aММorНanМО аТtС ADψ’s EnvТronmОntaХ SaПОРuarН PoХТМв, Тt Тs nОМОssarв to МonНuМt an ТmpaМt assОssmОnt oП tСО proУОМt proposaХs as part oП ADψ’s approval process for financial spend.

6. A screening process for the project determined that it fell within Category B for the purposed of impact assessment, in accordance with ADB categorization. This means that an appropriately scoped impact assessment was required and presented as an Initial Environmental Examination (IEE) Report in May 2018. The present Updated IEE incorporates the replacement of existing metal bridges into RCC with 2 lanes, accordingly reconstruction of Bridge No.5 and Bridge No.6 is planned.

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7. As such, this current document is the Updated IEE Report for the Project. It has been produced by the Project Implementation Unit of the Tajikistan Ministry of Transport and their consultants, SMEC. The report is submitted to ADB for approval.

2. Description of the Project 8. The project entails complete rehabilitation of the existing road bed and wearing courses. The rehabilitation will not entail widening of the road, except in some minor locations where road curvature is being eased by minor realignment. The project remains within the existing length of 43 km Right of Way and no new land take is required, even for the reconstruction of the Bridge No. 5 and Bridge No. 6.

9. The project proposal includes the rehabilitation of four bridges and 27 culverts which cross water courses, the remaining 2 metal Bridges (Bridge No. 5 and Bridge No. 6) will be reconstructed in to RCC type. A new raised embanked road bed of 1.6 km (approach to Bridge No.6) will be developed within the flood plain to the east of Baljuvon where the old road has been completely lost due to water erosion. Scour protection within the flood plain and at bridge abutments will be developed. The project has developed a comprehensive hydrological study to aid design of these structures and ensure the project does not cause upstream flooding by blocking the water courses during river spate conditions.

10. The existing, and the new road, consists of two lanes only and is a Category IV road in accordance with Tajikistan Standards for Highways.

3. Overview of the Receiving Environment 11. The road alignment runs through predominantly agricultural land, with much of this being arable land, with some permanent pasture and woody scrub in the higher elevations, with small areas of fruit orchards present.

12. The land within the project area is fertile and receives good regular rainfall with high humidity. It has been the focus of agricultural activity for thousands of years. This means that ecologically the project area has limited value with no evidence of natural habitat present.

13. The road verge itself is mainly grass sward with some encroaching woody species in the form of thorn bushes (Crataegus) and wild almond and fruit trees.

14. The landscape is rolling, and in some locations deeply incised and the original route has cut through small hills creating deep cuts.

15. No evidence of archaeological resources was recorded within the vicinity of the road. It is likely that regular tilling of the soils has eradicated any trace of former use.

16. Along the route there are a number of settlements, although a feature of the area is for villages to be set off from the road, thus reducing the number of potential environmental receptors ______Updated IEE of Kangurt-Baljuvon-Khovaling Road, reconstruction of Bridge 5 & 6, December 2018, Page 2

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along the route. Very few sensitive receptors are present, with no schools near to the road and a mosque at some 50 m from the road behind other screening buildings.

17. Current traffic movements on the route are light, at approximately 496 to 506 movements per day along the entire route. Approximately 6% of the movements are heavy vehicles. Through movements of heavy vehicles are restricted as one of the bridges in the Baljuvon flood plain is both weight and width limited, the latter at 5 m.

18. A significant feature of the project is water resources, both in the form of spring lines, some of which are used as water supply for local residents, and the three rivers.

4. Scoping 19. A scoping study was conducted for the project and the below table provides a summary of the impact assessment scope.

Summary of Scope Topic Construction Operations Agriculture Y N Air Quality Y – Particulate Matter N Emissions Archaeology N N Biodiversity Y N Community Y N Contamination Y N Landscape and Visual N N Material Resources N N Noise and Vibration Y Y Soils Y N Traffic and Transport Y N Water Resources Y – water quality only N Waste Management Y N

20. In order to establish the existing and expected noise levels, noise modeling was undertaken at four stages: (i) noise level modeling for the existing situation, (ii) noise level modeling for the construction stage, (iii) noise level modeling at the operation stage by 2019, and (iv) noise level modeling at the operation stage by 2025 and 2033.

21. Modeling was done by using computer software CadnaA. CadnaA (Computer Aided Noise Abatement) is the leading software for calculation, presentation, assessment and prediction of environmental noise. Whether your objective is to study the noise emission of an industrial plant,

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of a mart including a parking lot, of a new road or railway scheme or even of entire towns and urbanized areas: CadnaA is designed to handle all these tasks.

22. As the results of the baseline measurements and modeling demonstrate, the noise level, besides some exceptions, was within the norm near all buildings and premises found in the project zone. In line with the modeling results, for 53 of 755 buildings (7 %), the noise level exceeded the admissible level, during the day and/or at night.

23. During the construction phase, the noise level increases and it will be higher than the admissible level at 445 (58.9%) buildings during the day. However, latest noise monitoring has indicated noise levels to be within the standards. Moreover, no construction works will be carried out during night. Furthermore, the impact of noise will be short-term and relevant mitigation measures will be developed within the scope of the project; In addition, noise monitoring will also be carried out during the construction of bridges to determine any exceedances in noise levels from the standards. Lastly, implementation of site- specific noise management plan will also ensure any adversity of this impact is minimized

24. In line with the modeling results, in the operation phase, the noise level will not exceed the admissible level at any of the buildings, either following the project implementation or in 2025 and 2033.

25. It is also noted that while the rehabilitation will improve access for local residents, it is not anticipated to induce traffic from outside the area. The 3% increase is based on natural growth and comes from a World Bank study where they predict a 3% increase in Gross Domestic Product (GDP) with a concomitant increase in road traffic of the same percentage.

5. Impact Assessment Process and Results 26. Following scoping of the study, Valued Environmental Receptors (VERs) to be included in the assessment process were identified. In total 20 VER;s were considered in the impact assessment process.

27. Based on a review of the projects activities during construction and the operational phase, tСО potОntТaХ ТmpaМts on tСОsО VER’s аas assОssОН. ImpaМts аОrО ТНОntТПТОН anН usТnР a ПormaХ scoring system, impact severity was determined. The magnitude of the severity and the consequence of the impact on the VER was determined using a two-dimensional matrix.

28. Impact significance was determined without mitigation in place and reassessed based on one or more mitigation measures being implemented to reduce the severity of the significant effect.

29. In total 30 environmental effects acting on the VER;s were identified. Of these 24 were considered significant without mitigation. Mitigation measures which are commensurate with the environmental effect have been developed and set out in the IEE as project commitments. Providing all mitigation is fully implanted there remains only four residual significant effects or risks. Two of these are positive benefits of the road, related to improved access and safety for local road users. Two residual significant residual and adverse effects were identified. These are ______Updated IEE of Kangurt-Baljuvon-Khovaling Road, reconstruction of Bridge 5 & 6, December 2018, Page 4

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better expressed as risks and occur during the operational phase of the project and a focus on ensuring implementation of the mitigation measure will effectively control the risk. These also relates to diffuse and point source contamination of local water courses from road storm water runoff. Again, effective maintenance of installed drains and settlement pits will manage this risk.

6. Implementation 30. The Updated IEE, its mitigation and monitoring programs, contained herewith shall be included within the Project Bidding documents for project works. The Bid documents state that the Contractor shall be responsible for the implementation of the requirements of the EMP through his own Site Specific Environmental Management Plan which will adopt all of the conditions of the EMP and add site specific elements that are not currently known, such as the Contractors final list of borrow pit locations. This ensures that all potential bidders are aware of the environmental requirements of the Project and its associated environmental costs.

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

32. The EMP, its mitigation and monitoring programs, contained herewith shall be included within the Bidding documents for project works for the proposed road rehabilitation and reconstruction of 2 new RCC Bridges.

7. Monitoring Actions 33. To ensure that all of the above mitigation actions are completed according to the requirements of the EMP, monitoring shall be undertaken of Project works by the Engineer and by independent monitoring specialists. Specifically, both observational monitoring and instrumental monitoring shall be undertaken on the Road:

• Instrumental Monitoring – This shall be completed by independent specialists and will include air quality monitoring and water quality monitoring at the pre-construction and construction phases and noise quality monitoring at the construction phase. Schedules, parameters, locations are indicated by the Updated IEE EMP and shall be adopted by the Contractors SSEMP. • Observational Monitoring – The Contractors actions shall be continually monitored by the Engineer throughout the Projects Construction phase. This will be achieved through weekly inspections of the Contractors environmental performance by national and international environmental specialists engaged by the Engineer throughout the construction period. The Engineer shall have the right to suspend works or payments if the Contractor is in violation of any of his obligations under the EMP and this Updated IEE.

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8. Conclusion 34. The impact assessment process indicates that the road rehabilitation, and 2 new RCC Bridges reconstruction by replacing existing metal bridges project, with proper controls during the implementation period will not have significantly adverse environmental effects.

35. This conclusion is based on all committed mitigation being fully implemented, the development of effective SSEMPs and auditing of the work to ensure good environmental performance and adherence to the EMP requirements.

36. The EMP, its mitigation and monitoring programs, contained herewith shall be included within the Bidding documents for project works for the new construction of RCC Bridge No5 and Bridge No 6 of Baljuvon. The new design changes will not add any new activities, shifting of Bridge No 6 will bring positive impacts in terms of less adverse impacts on aquatic resources. Based on the assessed design, the results of the Updated IEE indicate that the project has a limited risk of causing significant environmental impacts Moreover, the impacts will be site-specific and temporary in nature, and there are no substantive environmental reasons for the project not to proceed. As such, it is recommended that, the interventions should go ahead as soon as possible considering the environmental Acts and Rules of the Republic of Tajikistan and ADB safeguard Policy Statement 2009.

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I. INTRODUCTION

1. Preamble 37. This Updated IEE Report for Rehabilitation and Reconstruction of 43km Kangurt to Baljuvon to Intersection of Vose-Khovaling Road Rehabilitation and Reconstruction supersedes the previous IEE developed in May 2018. The basis of this update is change in project scope of work including reconstruction of existing metal Bridge No.5 and Bridge No.6 to RCC type, including rehabilitation of 4 bridges. The Supplementary IEE prepared in December 2018 for 2 Bridges has been integrated into this Updated IEE study.

38. The Tajikistan Government is in receipt of a 70 million USD grant from the Asian Development Bank (ADB) for rehabilitation of rural roads within the country. As part of the program of rehabilitation, Grant No 0356 Taj, has achieved a saving over the predicted costs for allocated routes. This saving, plus a direct contribution from the Tajikistan Government is being used to provide rehabilitation of a 43 km section of road within the Khatlon Region of the country (see Figure 1). The project is for rehabilitation of a two-lane rural road which runs from the town of Kangurt in a mainly eastwards direction, passing through Buljuvon, to the junction with the recently upgraded Kovaling Road at km 23 (Vose-Khovaling Road).

39. In aММorНanМО аТtС tСО rОquТrОmОnts oП ADψ’s EnvТronmОntaХ SaПОРuarНs rОХatТnР to Хoans and grants, an impact assessment process has been conducted for the project. The results of the impact assessment process are presented in this Updated IEE document.

40. The Government of Tajikistan, through the Ministry of Transport submits this impact assessment to ADB for approval.

41. The project has been classed as a Category B project for the purposes of impact assessment, requiring that the impact assessment be presented in the form of an Initial Environmental Examination (IEE) report. See Section 1.2 for additional information on the Impact Assessment screening.

2. Need for an Impact Assessment and Screening 42. The project consists of a 43 km road rehabilitation in a rural setting. The need for an impact assessment process is driven by National law and ADB policy. The national requirement Пor ОnvТronmОntaХ ТmpaМt assОssmОnt Тs ОnsСrТnОН аТtСТn TaУТФТstan’s “δaа on EnvТronmОnt ProtОМtТon” (қ0ҚҚ) anН tСО “δaа on EМoХoРТМaХ EбpОrtТsО” (қ0ҚҚ).

43. In addition, ADB in 2009 established its Safeguard Policy Statements, which include Environmental Safeguards (Asian Development Bank, 2009). Included within the ADB Environmental Safeguards is a need to screen projects based on their risk of significantly affecting environmental receptors and causing long term harm.

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44. The ADB processes utilizes three categories for determination of the projects impact assessment requirements. Three main categories are utilized, these being Category A, B or C. Category C is for projects which are considered to present no direct risk to environmental receptors. The definitions of Category A and B projects are set out below:

A project is defined as Category A – … ТП Тt Тs ХТФОХв to СavО sТРnТПТМant aНvОrsО environmental impacts that are irreversible, diverse or unprecedented. These impacts may affect an area larger than the sites or facilities subject to physical works.

A project is defined as Category B - … ТП Тts potОntТaХ aНvОrsО ОnvТronmОntaХ ТmpaМts are less adverse than those of Category A projects. These impacts are site-specific, few if any of them are irreversible and in most cases mitigation measures can be designed more readily than for Category A Projects.

45. The current project was reviewed for potential adverse impacts in order to determine the ADB Project Category for Impact Assessment. The project was screened for potential impacts based on knowledge of the proposed project (land take requirements, construction activities and operational parameters), the receiving environment and experience of similar projects within similar settings.

46. The Kangurt to Khovaling Intersection road rehabilitation project was determined to be a Category B project for impact assessment purposes. The principle reasons for this categorization are:

 Project is for rehabilitation of existing route, which removes possible significant environmental effects of new roads such as community severance, habitat fragmentation and severance, exposure of receptors to new impacts such as air quality.

 Project does not require any additional land take and involves minimum widening of the existing alignment in only a few locations but remaining within the existing Right of Way. The Bridge No 5 will be reconstructed in its original location and Bridge No.6 will be slightly skewed. However, no additional land is required for both the Bridges.

 The project when operational is predicted to give rise to only slight increases of induced additional traffic flows. Although the nature of the road is highly rural with inclines and bends, the upgraded conditions of the road and bridges with two-way traffic will enhance safe movement of the people.

 Predicted effects are considered to be site specific, can be readily mitigated and do not involve impacts that are unprecedented of irreversible.

47. TСО ТmpaМt assОssmОnt Сas aММorНТnРХв bООn МonНuМtОН Тn ХТnО аТtС ADψ’s rОquТrОmОnts for submission of an Updated IEE Report. It is noted that this does not imply that a lesser quality impact assessment is acceptable. The project has been effectively scoped (see Section III) and where scoped in, specialist topics have been appropriately assessed and reported.

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3. Structure of the Report 48. This Updated IEE Report provides information relating to the process of assessment undertaken by the Project Implementation Unit (PIU) and its advisors and is set out as follows.

• Introduction, this section which provides context to the project and the impact assessment undertaken; • Section II: Legal, Policy and Administrative Framework - This section presents an overview of the policy/legislative framework as well as the environmental assessment guidelines of Tajikistan that apply to the proposed project. The section also identifies relevant Asian Development Bank Safeguard Policies that will apply. • Section III: Scope of Impact Assessment – This section provides a description of the scope of the impact assessment undertaken. This includes information on the spatial, temporal, physical and technical scope of the assessment. • Section IV: Description of the Environment – This section of the report discusses the regional and local environmental baseline conditions. This section is divided into subsections relating to physical environment, ecological environment, economic conditions and socio- cultural characteristics. • Section V: Description of the Project – This Section describes the Category of the Project, the Project need and its environmental setting. A detailed scope of works is also provided indicating the type of engineering works required. The final portion of this section discusses Project alternatives. • Section VI: Methodology-This section provides a description of the methodology used in the impact assessment, terminology used and the overall process and presents the findings of the assessment process and covers those specialist topics which were scoped into the overall impact assessment process. • Section VII: Environmental Management Plan & Institutional Requirements – Based on tСО outМomОs oП tСО ТmpaМt assОssmОnt proМОss, tСО proУОМt’s МommТttОН mТtТРatТon anН monitoring measures are developed into the project Environmental Management Plan (EMP). This is provided at the level of detail available. Additional development of the IEE EMP into TopТМ anН SТtО SpОМТПТМ EεP’s bв tСО appoТntОН МontraМtor anН approvОН bв tСО PIU аТХХ bО conducted once the Updated IEE is approved and a Contractor is appointed. • Section VIII: Public Consultation, Information Disclosure & Grievance Mechanism – Section G provides a summary of all of the stakeholder consultation activities undertaken. A grievance mechanism for project affected persons is also provided along with information regarding the disclosure process. • Section IX: Conclusion – The final section of the report provides the conclusions of the assessment process.

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4. Project Proponent 49. The ADB grant has been made to the Government of Tajikistan, with the Ministry of Transport being the Executing Agency for the project. The MoT Project Implementation Unit for Regional Roads (PIURR) is the effective proponent for the project.

50. PIURR has appointed SMEC as its Engineering Design consultants who have also been responsible for carrying out the environmental assessment process.

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II. LEGAL, POLICY AND ADMINISTRATIVE FRAMEWORK

1. General 51. This section presents an overview of the policy/legislative framework as well as the environmental assessment guidelines of Tajikistan that apply to the proposed project. The section also identifies relevant Asian Development Bank Safeguard Policies that will apply. The project will be required to comply with all relevant national and international environmental and social policies / guidelines.

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

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

54. Other important environmental legal acts include:

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

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 The Law on Potable Water and Drinking Water Supply (No. 670 as of December 29, 2010);  The Law on Environmental Education (No. 673 as of December 29, 2010);  The Law on Environmental Information (No. 705 as of March 25, 2011);  The Law on Environmental Monitoring (No. 707 as of March 25, 2011);  The Law on Environmental Audit (No. 785 as of December 26, 2011);  The Law on Specially Protected Natural Areas (No. 786 as of December 26, 2011);  The Law on Use of Renewable Energy Sources (No. 857 as of January 12, 2012);  The Law on Food Safety (No. 890 as of August 1, 2012);  The Law on Atmospheric Air Protection (No. 915 as of December 28, 2012);  The Law on Pastures (No. 951 as of March 19, 2013);  The Law on Biological Management and Production (No. 1001 as of July 22, 2013);  The Law on Radioactive Waste Management (No. 1002 as of July 22, 2013);  The Law on Ensuring Sanitary and Epidemiologic Safety of Population (No. 49 as of December 8, 2003, wording as of RT Laws No. 441 as of October 6, 2008, No. 481 as of December 31, 2008, No. 793 as of December 26, 2011 and No. 1010 as of 22.07.2013);  The Law on Energy Conservation and Efficiency (No. 1018 as of September 19, 2013);  The Law on Fishing and Protection of Fishery Resources (No. 1021 as of September 19, 2013).  The Law on Energy Saving (No. 524 as of February 6, 2002);  The Law on Industrial and Domestic Waste (No. 44, as of May 10, 2002, wording of the Republic of Tajikistan Law No. 736 as of July 28, 2011); and  The Law on Ensuring of Environmental Safety of the Road Transport (No. 1214 as of August 8, 2015).

55. These laws along with the Regulations approved by the GoT create a favorable legal framework for environmental protection in the country as well as for the use and protection of its natural resources. The most relevant of these laws, codes and regulations are highlighted in the following sections.

3. International legal instruments 56. The Republic of Tajikistan is party to a number of international environmental treaties. Including those which are relevant to the project:

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

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

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

 Ramsar Convention (joined 2000);

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

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

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

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

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

3.1. Framework environment law 57. The new Law on environment protection stipulates that Tajikistan's environmental policy should give priority to environmental actions based on scientifically proven principles to combine economic and other activities that may have an impact on the environment, with nature preservation and the sustainable use of resources. The Law defines the applicable legal principles, the protected objects, the competencies and roles of the Government, the Committee for Environmental Protection under Government of Tajikistan, the local authorities, public organizations and individuals.

58. The Law also stipulates measures to secure public and individual rights to a safe and healthy environment and requires a combined system of ecological expertise and environmental impact assessment of any activity that could have a negative impact on the environment. The Law also defines environmental emergencies and ecological disasters and prescribes the order of actions in such situations, defines the obligations of officials and enterprises to prevent and eliminate the consequences, as well as the liabilities of persons or organizations that caused damage to the environment or otherwise violated the Law. The Law establishes several types of controls over compliance with environmental legislation: State control, ministerial control, enterprise control and public control. State control is affected by, the Sanitary Inspectorate of the Ministry of Health, the Inspectorate for Industrial Safety and the Mining Inspectorate. Public ______Updated IEE of Kangurt-Baljuvon-Khovaling Road, reconstruction of Bridge 5 & 6, December 2018, Page 13

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control is carried out by public organizations or trade unions and can be exercised with respect to any governmental body, enterprise, entity or individual.

4. Legal Framework for Environmental Assessment (EA) and Permitting 4.1 Basic EA Laws. 59. There are two laws in the country that stipulate all aspects of the EA:

(a) Law on Environment Protection; and (b) Law on Ecological Expertise. 60. The Chapter V, Articles 35-39 of the Law on Environment Protection (2011), introduces tСО МonМОpt oП statО ОМoХoРТМaХ rОvТОа (ХТtОraХХв, statО ОМoХoРТМaХ “ОбpОrtТsО” – SEE) that seeks to examine the compliance of proposed activities and projects with the requirements of environmental legislation and standards and ecological security of the society. The mentioned laws stipulate the mandatory cross-sectoral nature of SEE, which shall be scientifically justified, comprehensive, and objective and which shall lead to conclusions in accordance with the law. SEE precedes decision-making about activities that may have a negative impact on the environment. Financing of programs and projects is allowed only after a positive SEE finding, or conclusion, has been issued.

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

a. draft state programs, pre-planning, pre-project, and design documentation for economic development; b. regional and sectoral development programs; c. spatial and urban planning, development, and design; d. environmental programs and projects; e. construction and reconstruction of various types of facilities irrespective of their ownership; f. draft environmental quality standards and other normative, technology, and methodological documentation that regulates economic activities; g. existing enterprises and economic entities. 62. The laws stipulate that all types of economic and other activities shall be implemented in accordance with existing environmental standards and norms and shall have sufficient environmental protection and mitigation measures to prevent and avoid pollution and enhance environmental quality. The EA studies analyzing the short- and long-term environmental, genetic, economic, and demographic impacts and consequences shall be evaluated prior to making decisions on the allocation, construction, or reconstruction of facilities, irrespective of their ownership. If these requirements are violated, construction will be terminated until necessary improvements are made, as prescribed by the GoT and/or other duly authorized control bodies, such as sanitary, geological, and public safety agencies.

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the Committee for Environmental and the process as well. Conducting the EIA is the responsibility of the project proponent. The State Ecological Review 1 - which comprises the process component only - for all investment projects is the responsibility of the GoT Committee for Environmental Protection (CEP) and its regional offices. Furthermore, according to the 2012 Law on State Ecological Expertise, all civil works, including rehabilitation ones, should be assessed for their environmental impacts and the proposed mitigation measures should be reviewed and monitored by the CEP.

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

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

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

67. According to the Law on SEE the public ecological expertise of economic activities or other activities implementation of which can negatively impact the environment of population which live in relevant area can be carried out by any public organization and citizen. They have right to send the proposals to the responsible government bodies concerning environmental issues of implementation planned activities; to receive information on results of conducted state ecological expertise from relevant responsible bodies. The materials reflecting the public expertise delivered to tСО ОбpОrts‘ МommТssТon sСouХН bО taФОn Тnto МonsТНОratТon unНОr prОparatТon oП МonМХusТon oП state ecological expertise and decision making on realization of expertise object. The public ecological expertise is carried out under the state registration of application of public organization. The registration can be done by local executive authorities (for 7 days) in place where the expertise activities are planned. The public organizations which are organizing this expertise, should inform the population of initiation of expertise and then on its results.

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

 Procedure of Environmental Impact Assessment (adopted by the Resolution of the Government of the Republic of Tajikistan No. 532 as of 01.11.2018).  Procedure to implement State Ecological Expertise (approved by the Resolution of the Government of the Republic of Tajikistan No. 697 as of December 3, 2012).

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 Guidelines on the composition and order of development of content and structure of the documentation to be submitted for review (SEE), as well as coordination and approval of all projected budget or investment estimations, design drawings or documentation that must be developed in coordination with the SEE2, buildings and structures and EIA chapters, Strategic Environmental Assessment SEA and feasibility documents; and  List of objects and types of activity for which preparation of documentation on Environment Impact Assessment is mandatory (adopted by the Resolution of the Government of the Republic of Tajikistan No. 253 as of June 3, 2013).

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

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

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

4.2 Public Participation 72. Article 12 of the Environment Protection Law proclaims the right of citizens to live in a favorable environment and to be protected from negative environmental impacts. Citizens also have the right to environmental information (Article 13), as well as to participate in developing, adopting, and implementing decisions related to environmental impacts (Article 13). The latter is assured by public discussion of drafts of environmentally important decisions and public ecological reviews. Public representative bodies have an obligation to take into consideration МТtТгОns‘ МommОnts anН suggestions.

4.3 Licenses 73. Licenses are legal instruments to regulate certain potentially hazardous activities where minimal qualifications and strict adherence to rules are required to ensure that they are carried out efficiently, safely and do not result in potentially very significant and irreparable damage to the environment and human health .In particular, licenses are required for handling hazardous

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waste; for activities in industrial safety, sources of ionizing radiation, production and handling of pesticides and other agrochemicals. They are issued by the relevant industry regulator (ministry or committee) or an entity to which it has delegated such right. Licensing is also used to ensure the most efficient and sustainable use of natural resources. For example, licenses are required for prospecting, collecting or extracting mineral resources (borrow areas), or for constructing underground facilities not related to mining.

4.4 Environmental Permits 74. Permits are meant to ensure the sustainable use of natural resources. There are two types of permits: (a) permits to use natural resources; and, (b) permits for emissions or discharges. The natural resources use permits allow their holders to take a certain number or amount of a particular natural resource within a defined territory and time period. They are issued both to individuals (e.g. to hunt a particular species of animal or harvest particular factories) and to organizations (e.g. permits to extract ground or surface water for a particular use). By law, permits are needed for any commercial use of any resource. The authority that issues the permit and the legislation (government resolution) that applies depend on the resource. Permits to discharge polluted matter are issued by the relevant inspectorate (e.g. previous State Water Inspectorate or State Air Inspectorate – now departments) of the local state environmental protection committees to industrial or agricultural enterprises and municipal utilities that release by-products into the environment. The permits allow releasing a certain amount of polluted matter (gases, liquids, solid waste) into the environment. The permits are normally granted for one year and indicate the maximum allowed concentration of the pollutants in the released matter, the maximum volume of the polluted matter and the pollutants allowed.

4.5 State Environmental Program 2009-2019 75. The Program, approved in 2009, obligates ministries and offices, heads of administrations and mayors of cities to improve environmental conditions and ensure sustainable development of the country during the period of economic transition. It calls for adoption of modern environmental standards for water, air, soil, solid waste, toxic wastes, and noise control, based on maximum permissible amounts. Standards are to be supplemented by discharge permits. The Program is accompanied by broad ecological zoning, dividing the country into ten zones (Syr-Darya, Northern Turkestan, Zeravshan, Gissar, Vaksh, Dangarin, Khulbak-Kulyak-Tchube, Karategin-Baldjuvan- Shurobad, Garm-Muksu-Balandkiik, and Badakhshan).

76. The principal directions of the Program are improvement of (i) the environmental status of agricultural lands, (ii) state of water resources, (iii) vegetation including forest resources, (iv) fauna and flora, (v) recreational possibilities, (vi) air quality, (vii) utilization of mineral resources, (viii) public health, and (ix) environmental performance of industry and construction. The Program calls for economic and other analyses of environmental problems and economic mechanisms that are to be used for the purpose of environmental management including: (a) limits on the use of resources, (b) payment for use of natural resources, and (c) pollution charges. Any use of a natural resource – including the assimilative capacity of air, water, and soil – is to be paid for in an amount as determined by the Government. The program calls also for better monitoring,

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improved environmental impact assessment, and improved financing of environmental activities. There are section dealing with environmental education, information, environmental centers and environmental legislation. State natural sanctuaries and natural reserves for perpetuation of rare and threatened species are to receive special attention.

4.6 Implementation and compliance 77. A number of legal acts establish liability for violations of environmental laws, which can be enforced by several State bodies. In particular, the 2010 Code of Administrative Violations establishes administrative liability for organizations, their officers and individuals for a range of violations, from the careless treatment of land to violation of the rules for water use or water protection or failure to comply with a State ecological expertise. The administrative sanctions for environment related violations can be imposed by the administrative commissions of Hukumats, Мourts, tСО ωEP’s ТnspОМtors, tСО VОtОrТnarв InspОМtors oП tСО εТnТstrв oП AРrТМuХturО, anН tСО StatО Committee for Land Administration, Mapping and Geodezy. The most common administrative sanction is a fine of up to 10 minimal monthly salaries for individuals and up to 15 minimal salaries to officers of organizations. The 1998 Criminal Code covers crimes against ecological safety and the environment, such as violations of ecological safety at work, poaching, and spoiling land, violation of rules for the protection and use of underground resources. The maximum fine is up to 2,000 minimal monthly salaries and the maximum sentence is up to eight years in prison.

5. Environmental norms and standards 78. Norms are set for air and water pollution, noise, vibration, magnetic fields and other physical factors, as well as residual traces of chemicals and biologically harmful microbes in food. The exceeding of their thresholds results in administrative action, including financial sanctions. Several ministries determine environmental quality standards, each in its field of responsibility. For example, admissible levels of noise, vibration, magnetic fields and other physical factors have been set by the Ministry of Health.

79. Environmental quality standards in Tajikistan are based on GOST, SNiP and SanPiN. GOST (TaУТФТμ ӣ) rОПОrs to a sОt oП tОМСnТМaХ stanНarНs maТntaТnОН bв tСО Euro- Asian Council for Standardization, Metrology and Certification (EASC), a regional standards organization operating under the auspices of the Commonwealth of Independent States (CIS). SNТP mОan TОМСnТМaХ StanНarНs (TaУТФТμ ъё ҳ ) - a building code, a set of rules that specify the minimum standards for constructed objects such as buildings and nonbuТХНТnР struМturОs. SanPТN (TaУТФТμ ҳ ъёҳ ӣ) arО sanТtarв ruХОs anН norms (standards).

80. EnvТronmОntaХ quaХТtв stanНarНs Тn TaУТФТstan ОnsurО botС εPω (TaУТФТμ К) anН MPE (TaУТФТμ ). TСО maбТmum pОrmТssТbХО МonМОntratТon (εPω) Тs approvОН bв Хaа СвРТОnТМ standard. Under MPC refers to a concentration of chemical elements and their compounds in the environment, which in everyday impact for a long time on the human body does not lead to pathological changes or diseases established modern research methods in any time of life of present and future generations. The maximum permissible (or allowable) emissions (MPE) is

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standard of maximum permissible emissions of harmful substances (pollutants) into the air, which is set for a stationary source of air pollution in accordance with technical standards for emissions and background air pollution. It provides non-exceeding of the hygiene and environmental air quality standards, limits (critical) loads on ecological systems and other environmental regulations requirements. Table 1 gives an overview of the National Standards and regulations that are applicable for the project

Table 1 National standards and regulations applicable to the Project

Sl. Title - National Standards - GOSTs No. 1. 31431—2011. Protection of nature. Air. Set of Maximum Permissible Emissions (MPE). 29 November 2011 2. 31434—2011 Protection of nature. Air. Determination of parameters of efficiency of dust collection systems. 29 November 2011 3. IEC 61241-0—2011 Electrical equipment used at areas containing flammable dust. Part 0. General requirements. 29 November 2011 4. GOST 17.0.0.01-76 (ST SEV 1364-78) (in edition of 1987) System of standards for environmental protection and improvement of natural resources usage. General provisions 5. General provisions GOST 17.0.0.04-80 (1998) Protection of nature. Environmental passport (certificate) of industrial facility. General provisions 6. GOST R IS014001-98 Environmental management systems. Requirements and guidelines. 7. GOST 17.0.0.02-79 (1980) Protection of nature. Provision of metrological control of air, surface water and soils pollution. 8. GOST 17.1.1.01-77 (ST SEV 3544-82) Usage and protection of water. General terms and definitions. 9. GOST 17.2.1.01- 76 Classification of emissions (content). 10 GOST 12.1.014-84 (1996) SSBT. Air at workplace. Methodology of measuring of pollutants concentration using indication tubes. 11 GOST 12.1.005-88 (1991) SSBT. General sanitary and hygiene requirements to air at workplace. 12 GOST 17.2.2.05-97 Norms and methods of emissions measuring containing spent diesel gases, tractors and self-propelled agricultural machines. 13 GOST 21393-75 Diesel motorcars. Exhaust gas opacity. Norms and methods of measurement. 14 GOST 17.2.2.03-77 Concentration of carbon monoxide at exhaust gases of motorcars with gasoline engines. Norms and measurements methodology. 15 GOST 17.2.2.03-87 Norms and methods of measurements of carbon monoxide at exhaust gases of motorcars with gasoline engines. 16 GOST 17.4.2.01-81 Nomenclature of sanitary condition parameters 17 GOST 17.4.1.02-83 Classification of chemical substances for monitoring of contamination. 18 GOST 12.1.003-83 (1991) SSBT. Noise. General safety requirements ______Updated IEE of Kangurt-Baljuvon-Khovaling Road, reconstruction of Bridge 5 & 6, December 2018, Page 19

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Sl. Title - National Standards - GOSTs No. 19 GOST 12.1.023-80 (1996) SSBT. Noise. Methods of threshold noise levels for stationary machinery. 20 GOST 12.1.029-80 (1996) SSBT. Means and methods of noise protection. Classification. 21 GOST 12.1.036-81 (1996) SSBT. Noise. Allowable levels of noise within residential and public buildings. 22 GOST 12.1.007-76 (1999) SSBT. Harmful substances. Classification and general safety requirements. 23 GOST 12.4.119-82 SSBT. Means of respiratory PPE. Methods of protective features assessment for aerosols. 24 GOST 12.4.125-83 (1985) SSBT. Means of collective protective equipment from mechanical factors. Classification. 25 SNiP 2.05.02-85 (1985) Construction norms and rules on Roads for auto transport

Sanitary norms and regulations (SanPins) 26 SanPiN 2.1.4.559-96 Drinking water. Hygienic requirements to the quality of water from centralised systems of drinking water supply. Quality control 27 CH 2.2.4/2.1.8.562-96 Noise at working places, indoors of residential and public buildings and the territories of residential areas

6. Noise, Water and Air Quality Standards 81. Tajikistan has standards for permissible noise levels, air quality and water quality. These standards are provided by tables 3, 4, and 5. In addition the standards are compared with international guidelines and standards.

82. The ADB Environmental Safeguards also require comparison with appropriate international standards, such as World Bank Group, World Health Organization etc. For the current project comparison has been made with relevant international standards as shown in Table 2, Table 3, Table 4 and Table 5. The ADB require that the most stringent standard is used.

.

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Table 2 Drinking Water General Analysis Content and Limits

Project Standard Tajikistan WHO EU Parameter Units (mg/l unless stated5 Standard3 Standard Standard4 otherwise) Physical Quality pH — 6-9 6-9 6.5-9.5 TJS 6-9 Total Dissolved Solids mg/l 1000 — TJS 1000 Hardness Mg-eqv/l 7.0 — TJS 7.0 Acceptable to EMF consumers (formasine) Turbidity 1.5 and no TJS 1.5 or mg/l — abnormal (caoline) change Inorganic Chemical Quality Aluminium (Al) mg/l 0.5 — 0.2 EU 0.2 Ammonium ion (NH4) mg/l — 0.5 EU 0.5 Antimony (Sb) mg/l 0.05 0.02 0.005 EU 0.005 Arsenic (As total) mg/l 0.05 0.01 0.01 EU 0.01 Barium (Ba) mg/l 0.7 — TJS 0.7 Beryllium (Be) mg/l — — TJS Boron (B) mg/l 0.5 1.0 WHO 0.5 Cadmium (Cd) mg/l 0.001 0.003 0.005 TJS 0.001 ωСХorТНО Тon (ωХ‘) mg/l 350 — 250 EU 250 0.3-0.5 0.3-0.5 (free) (free) 0.8- Chlorine (Cl) mg/l 0.8-1.2 5 TJS — 1.2 (bounded) (bounded) Chromium (Cr+6) (Cr+3) mg/l 0.05 0.5 0.05 0.05 TJS 0.05 0.5 Copper(Cu) mg/l 1.0 2 2.0 TJS 1.0 Cyanide (CN) mg/l 0.07 0.05 EU 0.05 Fluoride ion (F=) mg/l 1.5 1.5 EU 1.5 Flydrogen Sulphide mg/l ...... TJS (H2S) Iron (Fe) mg/l 0.3 ... 0.2 EU 0.2 Lead (Pb total) mg/l 0.03 0.02 0.01 EU 0.01 Manganese (Mn) mg/l 0.4 0.05 EU 0.05 Mercury (Fig) mg/l 0.001 0.001 EU 0.001 Molybdenum (Mo) mg/l 0.07 ... WHO 0.07 Nickel (Ni) mg/l 0.1 0.02 0.02 EU 0.02

Nitrate ion (as N03) mg/l 45 50 50 TJS 45

3 SanPin 2.1.4.1074-01. 4 EU Council Directive 98/83/EC of 3 rd November 1998 5 Project standard represents most stringent for each parameter ______Updated IEE of Kangurt-Baljuvon-Khovaling Road, reconstruction of Bridge 5 & 6, December 2018, Page 21

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Project Standard Tajikistan WHO EU Parameter Units (mg/l unless stated5 Standard3 Standard Standard4 otherwise)

Nitrite ion (as N02) mg/l 3 or 0.2 ... TJS 3.0 2+ Phosphate ion (P04 ) mg/l 3.5 ...... TJS 3.5 Selenium (Se) mg/l 0.01 0.01 TJS 0.01 Silicon (Si) mg/l 10 ...... TJS 10 Silver (Ag) mg/l ...... TJS 0.05 Sodium (Na) mg/l ... 200 TJS 200 2+ Sulphate ion (S04 ) mg/l 500 ... 250 EU 250 Strontium (Sr) mg/l ...... TJS ... Uranium (U) mg/l 0.015 ... WHO 0.015 Vinyl Chloride (C2H3CI / mg/l 0.0003 0.0005 WHO 0.0003 H2C) Zinc (Zn) mg/l 5.0 ...... 5.0 Other quality parameters Petrochemicals mg/l 0.1 0.1-5 TJS 0.1 Sufactants (anionic) mg/l 0.5 .... TJS 0.5 COD mg/l .... 150-400 EU 150-400 Permanganate mg/l 5 .... TJS 5 oxizability Specific electrical 2x1 O'3 - TJS 2x10-3 conductivity —

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Table 3 Environmental Standards for Water Quality and Discharges to Water6

IFC/World Bank Guidelines / National Standards / Standards IFC Environmental, Topic Adopted Project Standard Rationale Requirements Tajikistan Health, and Safety General Guidelines Discharge List of MPC quality of water at Temperature of wastewater prior to pH 6.5-8.5 Tajik MPC as to surface surface water bodies discharge does not result in an BOD 30 most stringent water: (Requirements to water quality in ТnМrОasО РrОatОr tСan 3°ω oП COD 125 standard Effluent fishery water bodies) ambient temperature at the edge of supplemented water a scientifically established mixing Tital Nitrogen 10 by IFC where pH 6.5-8.5 zone which takes into account Total Phosphorus 2 needed for ambient water quality, receiving comprehensive Aluminium (Al) 0.04 water use and assimilative capacity TSS 50 suite Iron (Fe) 0.1 among other considerations. For Total Coliform bacteria 400/100 ml Cadmium (Cd) 0.005 treated sanitary wastewater: Aluminium (Al) 0.04 Copper (Cu) 0.001 Iron (Fe) 0.1 Nickel (Ni) 0.01 Cadmium (Cd) 0.005 Lead (Pb) 0.006 pH 6-9 Copper (Cu) 0.001 Zinc (Zn) 0.01 BOD 30 Nickel (Ni) 0.01 Chromium (Cr+6) 0.02 COD 125 Lead (Pb) 0.006 Chromium (Cr3+) 0.07 Total nitrogen 10 Zinc (Zn) 0.01 Oil and petrochemicals 0.05 Total Phosphorus 2 Chromium (Cr+6) 0.02 Arsenic (As) 0.05 Oil and grease 10 Chromium (Cr3+) 0.07 Calcium (Ca) 180 TSS 50 Oil and petrochemicals 0.05 Silicon (SiO32) 1.0 Total coliform bacteria 400/100ml Arsenic (As) 0.05

6 Procedure of Environmental Impact Assessment accepted by Resolution No 464 of the Government of the Republic of Tajikistan dated 3 October 2006, Annex 3 ______Updated IEE of Kangurt-Baljuvon-Khovaling Road, reconstruction of Bridge 5 & 6, December 2018, Page 23

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Table 4 Air Quality Standards

General IFC National Standards / Adopted Project Standard Environmental, Health, Requirements IFC/World Bank (mg/m3)/ supplementary and Safety Guidelines Rationale Tajikistan standards7 , Guidelines / Standards standards are marked (Wastewater and mg/m3: bold mg/m3: ambient air quality) Air Quality - PM 0.15 Where set, national air Emission concentrations PM 0.15 Tajikstand and Human quality standards apply. If as per general EHS supplemented population NO 0.06 no national standards are Guidelines, and: NO 0.06 by WHO as protection set then apply necessary to NO2 0.04 NO2 0.04 (at achieve most 3 receptors) SO2 0.05 H2S: 5 mg/Nm SO2 0.05 comprehensive Ammonia 0.06 WHO standards CO 3.00 suite

Benzopyrene 0.1 АHO РuТНОХТnОs, Р/m3: Ammonia 0.06

Benzene 0.1 PM2.5 10 (1 yr) Benzopyrene 0.1

Acetone 0.35 PM2.5 25 (24 h) Benzene 0.1

Petrol 1.5 PM10 20 (1 yr) Acetone 0.35

V2O5 0.002 PM10 50 (24 h) Petrol 1.5

Vinyl acetate 0.15 Ozone 100 (8 h) V2O5 0.002

HCI 0.2 NO2 40 (1 yr) Vinyl acetate 0.15

HF 0.005 NOz 200 (1 hr) HCI 0.2

Fe2O3 0.04 SO2 20 (24 h) HF 0.005

HN03 0.4 SO2 500 (10 min) Fe2O3 0.04

H2SO4 0.1 HNO3 0.4

Xylol 0.2 H2SO4 0.1

7 Procedure of Environmental Impact Assessment accepted by Resolution No 464 of the Government of the Republic of Tajikistan dated 3 October 2006, Annex 3 ______Updated IEE of Kangurt-Baljuvon-Khovaling Road, reconstruction of Bridge 5 & 6, December 2018, Page 24

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General IFC National Standards / Adopted Project Standard Environmental, Health, Requirements IFC/World Bank (mg/m3)/ supplementary and Safety Guidelines Rationale Tajikistan standards7 , Guidelines / Standards standards are marked (Wastewater and mg/m3: bold mg/m3: ambient air quality) Manganese and its oxides Xylol 0.2 0.001 Copper oxides 0.002 Manganese and its oxides 0.001 Magnesia 0.05 Copper oxides 0.002 Nickel oxide 0.001 Magnesia 0.05 Inorganic dust (SiO270 %) Nickel oxide 0.001 0.05 Si02 = 70 % - 20 % 0.1 Inorganic dust (Si02 70 %) SiO2 is less than 20 % 0.15 0.05 Lead and its compounds SiO2 = 70 % - 20 % 0.1 0.0003 Lead sulfur 0.001 SiO2 is less than 20 % 0.15 Hydrogen sulfide, H2S Lead and its compounds 0.008 0.0003 Turpentine 1 Ethyl alcohol (ethanol) 5.0 Lead sulfur 0.001 Butyl alcohol (butanol) 0.1 Hydrogen sulfide, H2S 0.008 Propane alcohol (propanol) Turpentine 1 0.3 Methyl alcohol (methanol) Ethyl alcohol (ethanol) 5.0 0.5 Styrene 0.003 Butyl alcohol (butanol) 0.1 Soot 0.05 Propane alcohol (propanol) 0.3 CO 3.0 Methyl alcohol (methanol) 0.5 Phenol 0.01 Styrene 0.003

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General IFC National Standards / Adopted Project Standard Environmental, Health, Requirements IFC/World Bank (mg/m3)/ supplementary and Safety Guidelines Rationale Tajikistan standards7 , Guidelines / Standards standards are marked (Wastewater and mg/m3: bold mg/m3: ambient air quality) Formaldehyde 0.003 Soot 0.05 Fluoride (HF, SiF4) 0/05 Phenol 0.01 Freon ( all brands ) 10 Formaldehyde 0.003 Chromium trioxide 0.0015 Fluoride (HF, SiF4) 0/05 Chlorine 0.03 Freon ( all brands ) 10 ZnO 0.05 Chromium trioxlde 0.0015 Ethylene oxide 0.03 Chlorine 0.03 ZnO 0.05 Ethylene oxide 0.03

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Table 5: Relevant Noise Standards

International Guidelines / National Standards / Requirements Standards Adopted Project Topic Rationale Standard Tajikistan8 IFC Environmental, Health, and Safety General Guidelines Night time Noise emissions at the night time (23:00-07:00) Noise emissions should not exceed Tajik standards apply Most stringent noise limits for should not exceed the following levels (SanPin the following levels or result in a with night time and provides human 2.2.4/2.1.8.562-96): maximum increase in background defined as 22:00- more protection  Inside residential and public buildings: levels of 3 dB at the nearest 07:00 in line with IFC comprehensive  HospТtaХ anН sanatorТum’s wards, and receptor location off-site: EHS General measurement operating rooms: 25 dB(A); Guidelines. criteria  Residential rooms in apartments, rest Outdoor: houses, boarding houses, houses for the Exception 1: IFC elderly and disabled, sleeping rooms in Residential; institutional, standard will prevail kindergartens, and residential schools: 30 educational: from 22.00 to 23.00 dB(A); Night time (22:00-07:00): 45 dB(A) Exception 2: areas  Rooms in hotels and hostels: 35 dB(A); Industrial, commercial: adjoining hotels and  In residential and other areas: Night time (22:00-07:00): 70 dB(A) dorms where IFC  Recreational areas immediately adjoining standard is more hospital buildings and health centres: 35 stringent 45 dB (A) dB(A)  Areas immediately adjoining residential buildings, policlinics, dispensary, rest houses, homes for the elderly and disabled, kindergartens, schools and other educational institutions, libraries; 45 dB(A);  Areas immediately adjoining hotel and НormТtorв’s buТХНТnРsμ 50 Нψ (A)

8 According to International Sanitary Norms adopted by CIS countries (SanPin 2.2.4/2.1.8.562-96) ______Updated IEE of Kangurt-Baljuvon-Khovaling Road, reconstruction of Bridge 5 & 6, December 2018, Page 27

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International Guidelines / National Standards / Requirements Standards Adopted Project Topic Rationale Standard Tajikistan8 IFC Environmental, Health, and Safety General Guidelines Daytime noise Noise emissions at the day time (07:00-23.00) Noise emissions should not exceed Tajik standards with Most stringent limits for should not exceed the following levels (SanPin the following levels or result in a daytime defined as and provides human 2.2.4/2.1.8.562-96): maximum increase in background 07:00-22:00 in line more protection  Inside residential and public buildings: levels of 3 dB at the nearest receptor with IFC EHS comprehensive  HospТtaХ anН sanatorТum’s аarНs, anН location off-site: General guidelines. measurement operating rooms: 35 dB(A); Exception: areas criteria  Consultation rooms of policlinics, ambulant Outdoor adjoining hotels and clinics, dispensers, hospitals, and sanatoria Residential.; institutional, dorms where IFC 35 dB(A). educational.: Daytime (07:00-22:00): standard is more  ωХassrooms, tОaМСОrs’ Мommon room, 55 dB(A) stringent 55 dB (A) sМСooХ anН otСОr ОНuМatТonaХ orРanТгatТon’s auditoriums conference halls, and public Industrial, commercial: reading rooms 40 dB(A). Day time (07:00-22:00): 70 dB(A).  Residential rooms in apartments, rest houses, boarding houses, houses for the elderly and disabled, sleeping rooms in kindergartens, and residential schools: 40 dB(A);  Rooms in hotels and hostels: 45 dB(A);  Halls of cafes, restaurants, eating rooms: 55 dB(A);  Shops trade halls, passenger halls in airports and stations, consumer services centres: 60 dB(A);  In residential and other areas:  Recreational areas immediately adjoining hospital buildings and health centres: 45 dB(A)  Areas immediately adjoining residential buildings, policlinics, dispensary, rest

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International Guidelines / National Standards / Requirements Standards Adopted Project Topic Rationale Standard Tajikistan8 IFC Environmental, Health, and Safety General Guidelines houses, homes for the elderly and disabled, kindergartens, schools and other educational institutions, libraries: 55 dB(A);  Areas immediately adjoining hotel and НormТtorв’s buТХНТnРsμ 60 Нψ (A)  Rest areas at the territory of hospitals and sanatoria 35 dB (A)  Recreation areas at the territory of micro- districts, and residential areas, rest houses, houses for the elderly and disabled, children's playgrounds in kindergartens, schools and other educational institutions: 45 dB (A)

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7. ADB Safeguards 83. As noted previously the Kangurt – Baljuvon – Intersection Vose – Khovaling road has been classified as CatОРorв “ψ” Пor EnvТronmОntaХ AssОssmОnt. TСО МatОРorТгatТon аas МarrТОН out based on ADB's Safeguard Policy Statement.

84. The Environmental Safeguards can be considered to use the term environment in a broad sense. The Policy states, inter alia that an assessment shall be conducted to identify direct, indirect, cumulative and induced impacts and risks to physical, biological, socioeconomic (including impacts on livelihood through environmental media, health and safety, vulnerable groups and gender issues) and physical cultural resources in the context of the projects area of influence.

85. The Policy then goes onto list the Safeguard Requirements for Environment, focusing on:

 Biodiversity Conservation and Sustainable Natural Resources Management;  Pollution Prevention and Abatement;  Health and Safety - worker and community  Physical Cultural Resources (Archaeology etc.); and  the Grievance Redress Mechanism (GRM)

86. These issues are addressed in this IEE. The impact assessment scope is presented in Section III.

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III. SCOPE OF ASSESSMENT

1. Preamble 87. One of the most important stages of an impact assessment process is the Scoping Stage. Scoping provides the terms of reference of the impact assessment process and enables the impact assessment process to focus on those aspects of the environment which may be significantly affected by the project and its activities. The following sections provide an overview of the scope of the current impact assessment.

2. Physical Scope 88. The physical scope of the Impact Assessment defines the project extent. In general terms good practice for Impact Assessment would expect all elements which are directly related to the project; and any other elements which are either a consequence of the project or which the project relies upon will be included in the Impact Assessment process. The physical scope will include all temporary facilities required for the development of the project, including any manpower camps, laydown areas, fabrication facilities, batching plants and access roads (temporary or permanent).

3. Spatial Scope 89. The spatial scope is the area which is included within consideration of the Impact Assessment process as the Area of Influence. Spatial scope will vary depending upon the topic being studied, for example air quality assessments may extend considerable distances from the project site/s, whilst terrestrial ecology may be a much tighter bounded spatial scope. Similarly, secondary impacts such as health issues will have varying spatial scopes.

4. Temporal Scope 90. The Impact Assessment scope for the Kungurt to Khovaling Road Junction project will include all phases of the project. These will be site clearance, construction, commissioning and testing, operation and maintenance.

5. Technical Scope 91. A key part of the scoping process is ensuring that the Impact Assessment process is focused on those issues which matter, that is impacts created by the project which when acting on a receptor may have significant effects, either through the magnitude of impact or the sensitivity of the receptor (or a combination of these and other factors). The following section provide a rationale for the inclusion or exclusion of topics within the current impact assessment. The text provides a brief overview of the conditions at the site pertaining to the topic being discussed, determination of potential impacts and their significance and if the topic is scoped into or out of the full impact assessment process.

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5.1 Agriculture 92. Existing Conditions – the alignment of the road travels through a predominantly agricultural landscape, with much of the land in arable production, with some small areas of orchard and permanent pasture.

93. Potential Impacts – during the operational phase no significant adverse effects are predicted on agricultural resources. There may be marginal benefit to local people who are working the land in improving access to their fields and markets through improvement of the road condition.

94. During the construction phase there are a number of potential impacts which could occur, such as dust soiling of crops, especially fruit crops, changes in hydrological regimes and accidental encroachment of construction equipment and staff onto agricultural land causing loss of crop production.

95. Scope Decision – this topic is scoped into the overall assessment for the construction phase only.

5.2 Air Quality 96. Existing Conditions – The project is in a rural location and the existing road has limited vehicle movements along the route. Traffic counts show that an average of 496 to 506 movements per day. Due to limitations on weight and width of the bridges, and the condition of the road, use of the route by heavy vehicles is very limited.

97. Air quality within the project location is unlikely to be affected by significant sources of pollutants from local emission sources. Local emissions will be limited to vehicle movements along the route, agricultural activities and the burning of solid fuels for heating and cooking in local properties.

98. The local airshed is considered to be unsaturated. Further to note that, air quality survey was conducted on 08 of December 2018 as part of establishing baseline condition of the project route including the Bridges No. 5 and 6. Based on the results of instrumental measurements of ambient air, it is concluded that, the parameters such as, total suspended particulates (TSP), carbon monoxide (CO), nitrogen dioxide (NO2), sulphur dioxide (SO2), are below the Tajikistan air quality standards (Detailed in APPENDIX- F: AIR QUALITY SURVEY)

99. Potential Impacts – During the operational phase there will be limited increases in traffic flows – estimated to be 3% per annum, resulting in an extra 15 vehicle movements per day year on year. To give a total increase by year 2034 (opening plus 15 years) of 290 vehicle movements per day. Additional traffic flows will result in additional increases of emissions of pollutants from the burning of fossil-based fuels as part of cumulative impacts.

100. During the construction phase there are a number of potential impacts which could occur. These include localized changes in the air quality parameters due to the operation of mobile and stationary equipment. The main risk will however, be the emission of fugitive dust, including particulate matter less than ten microns in diameter, referred to as PM10. These emissions can

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CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______give rise to soiling impacts of crops and local houses, cars etc., and PM10 and smaller particles are known to affect human health.

101. Scope Decision – For operations, it is considered that the increases in traffic flows on the route, will not give rise to significant changes in the local airshed. For construction there remain possible impacts from local emissions of pollutants from equipment and machinery and fugitive emissions of dust. Therefore, this topic is scoped into the full assessment process only for the construction phase.

5.3 Archaeology and Cultural Heritage 102. Existing Conditions – Tajikistan has a rich archaeological resource throughout the country. For the current project the national database of known archaeological resources was consulted. This showed that there are no known extant registered archaeological sites within area of influence of the project. The adjacent land use of predominantly agricultural land also means that, and surface attributes such as grave mounds will have been removed or damaged by regular ploughing and working of the soils. Within the road corridor, excavations for the original road construction will probably have removed any archaeological resource.

103. Potential Impacts – In theory any excavations could encounter previously unknown archeological resources. For the current project which will involve limited excavations within the already disturbed area of the right of way, it is considered that the risk of encountering archaeological resources is very low.

104. Scope Decision – On the above basis this topic is scoped out of the full assessment process. A monitoring program via a chance finds protocol will be established for this topic (APPENDIX- G: ARCHAEOLOGICAL CHANCE FIND PROCEDURE provide guidance on chance find procedure).

5.4 Biodiversity and Ecosystem Functioning 105. Existing Conditions – The major land use is arable production with some permanent pasture and hard fruit production. Such land tends to have reduced intrinsic ecological value. Such areas are classed as Modified habitat within the context of ADB SPS (2009). There are no significant areas of natural habitats within the project area. The water courses at the project crossing points exhibit a high degree of anthropogenic disturbance. Active removal of boulders and substrates was observed during a site visit conducted in May 2018.

106. The rivers are reported to have very low flows during summer periods and on some occasions surface flow is absent. The development of stable ecological aquatic and wetland communities in these conditions is difficult. Key species like fish will need to migrate up and down the water courses to find areas of suitable water.

107. It is not considered that there are any areas of critical habitat present within the project area of influence.

108. Animals within the road alignment will be limited to common species, either human commensals within the settlement areas, or species suited to agricultural areas in the open

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CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______sections of the route. Discussions with local ecologists and the Tajikistan National Centre for Biodiversity indicate that the risk of encountering species of interest, either Tajikistan or IUCN red book species for example, is low.

109. Potential Impacts – The project will directly affect existing road verge vegetation. The project proponents have stated that while some scrub may need to be cleared for the work, no trees will be cleared due to the rehabilitation project. The project is for a rehabilitation of the existing road so now new issues of gene pool restrictions, habitat severance and fragmentation will occur.

110. Scope Decision – This topic is scoped out of the full impact assessment for the operational stages. It is possible for careless construction methods and waste management to affect local ecosystems, especially the water courses and so for construction this topic is scoped into the assessment process.

5.5 Community 111. Existing Conditions – The route runs through a small number of settlements and provides an important link to a number of communities which are located just off the project alignment. Settlements have the usual array of community facilities available in the form of shops. Alongside the route there are no schools, these being located in the larger settlements and away from the road. Similarly, only once pace of workshop was noted during site visits within 50 m of the road alignment. The poor road condition currently limits movements between settlements and further afield.

112. Potential Impacts – The project has the potential to affect community safety during the construction phase of the project, due to increased movements of heavy vehicles along the route. During construction, it is likely that temporary closure of some sections of the route will be required. In particular at Bridges 5 diversion road will be constructed, and existing Bridge 6 will be used as diversion mode of traffic flow. The new location of Bridge 6 is skewed adjacent to its original place (detailed in Project Description Section).

113. During operations new community impacts are not anticipated. Traffic flows on the route will not rise to a level which would cause severance of communities and significantly increased risks to pedestrian users of the road.

114. Scope Decision – This topic is scoped out of the full impact assessment for the operational stages. It is scoped into the assessment for the construction phase of the project.

5.6 Contamination 115. Existing Conditions – During a May 2018 site visit, a Phase 1 Type Contamination Survey was conducted. This entailed making observation of potential contaminated soils (such as staining, stressed vegetation) and current and historic land uses which may present a risk of contamination of soils and ground water. The site survey indicated limited areas of localized contamination, mainly where residents were dumping ash from the domestic fires within garden edges. None of these areas were observed within the working area of the project.

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116. To the east of Sarimazor, some 3 km along the river bed, there is a small oil and gas extraction facility. The road at Bridge No 6 is approximately 600 m from this facility. Consultation between the MoT PIU and the Ministry of Energy and Water Resources in May 2018, indicates that the facility is not currently producing gas but intermittently producing oil. This is exported via small diameter (125 mm) pipelines that run parallel to the road in some sections and cross under the road. Within the area of the facility and the oil pipeline there is a risk of historical contamination.

117. Potential Impacts – The project has the potential to mobilize existing contamination and create new contamination. Construction activities, and in particular storage of hydrocarbons such as fuels and oils and poor waste management practices, can lead to contamination of the environment. Depending upon the location and time of the year of an incident, contamination may spread over a wide area, for example releases of hydrocarbon into a river course when it is flowing.

118. During operations hydrocarbon and rubber residue from traffic on the road surface and other solids will be washed into the drainage system and local water courses. It is considered that the level of traffic on the road will not lead to significant contamination issues during the operational phase of the project.

119. Scope Decision – This topic is scoped out of the full impact assessment for the operational stages. It is possible for careless construction methods and waste management to affect local ecosystems, especially the water courses and so for construction this topic is scoped into the assessment process. It is also possible that accidental damage to the oil pipe may occur during construction. Therefore, this topic has been scoped in for the construction stage as far as ensuring adequate measures are in place to manage risk of accidental loss of containment of contaminants.

5.7 Landscape and Visual 120. Existing Conditions – The project area is within the low mountain areas of Tajikistan. There are no national designations for landscape within the projects area of influence. There are limited scenic views from the route, generally limited to areas where the road opens out into the wider flood plains.

121. Potential Impacts – The use of gabion walls as retaining walls will cause localized changes in views into the road. The road already exists and so no new impacts on landscape character are anticipated.

122. Scope Decision – Due to the limited nature of the works and the absence of specific public view points into and out of the project area and no designations, this topic is scoped out of the full impact assessment.

5.8 Material Resources 123. Existing Conditions – The project currently has no demand for material resources.

124. Potential Impacts – The construction of the project will require quantities of various construction materials, primarily aggregates, concrete, steel and asphalt. Based on recent road

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CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______projects the local market has adequate capacity to supply most of these materials for the current project without unduly affecting the local supply of such materials for other users. The bitumen for the asphalt will be imported, most likely from Kazakhstan. The operational stage will not create a large demand on material resources, with maintenance being mainly limited to future resurfacing of the wearing course.

125. Scope Decision – No significant effects on local or international markets for the material resources are anticipated due to the project, accordingly this topic is scoped out of the full impact assessment.

5.9 Noise and Vibration 126. The noise level is important for new major road, bridge and other infrastructure projects where heavy construction takes place over a lengthy period of time. The Kangurt-Baljuvon-IVKR rehabilitation and reconstruction works and further maintenance generally require the use of different equipment and machinery, these activities are intermittent and localized, and they nevertheless contribute amounts of sustained noise during equipment operation. However, this project runs over rural areas in Khatlon Province. During the construction phase, the noise level increases and it will be higher than the admissible level at 445 buildings during the day . Likewise, vibration induced by the piling of new bridges or construction noise can have a detrimental effect. This is of particular concern in the case of cultural heritage sites, which may have been standing for many centuries, but which were not designed to withstand such vibration. In case of this project, no such heritage sites are located even in project influence area, there are no structures standing near the road.

127. These issues were discussed at public consultation meeting held at Baljuvon Town on 16th November 2018, where participants expressed these are not a concern for the people including reconstruction of Bridges (APPENDIX- H: PUBLIC CONSULTATION FOR BRIDGES NO. 5 & 6).

128. Further to note that, noise level baseline data has been gathered on representative project sites covering the bridges on 17 and19 of April 2019. During operation there are no sensitive zones or potential problems identified, in scope of the project Noise Measurement and Modeling Plan was prepared (see Annex I).

129. Scope Decision – This aspect has been scoped in during construction as well as operation phases.

5.10 Soils 130. Existing Conditions – The project area has deep loamy soils which, coupled with high rainfall provide good conditions for agricultural production, either arable or permanent pasture for grazing. However, observations during site visits indicated that the soils are prone to erosion die to water flow across the surface. Traditionally the soils would have been protected and bound by the covering grass sward, but arable activities expose the soils and create instability.

131. Potential Impacts – The Project will involve clearance of some road verge vegetation during construction works. This has the possibility of causing instability of soils during rainy periods. During operations, no significant effects on soil as a resource are anticipated. ______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page 36

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132. Scope Decision – This topic is scoped in for the construction phase but scoped out of the full assessment for the operational phase of the project.

5.11 Traffic and Transport 133. Existing Conditions – the current condition of the road is poor and restricts travel along the route, increases journey times and has lower safety due to vehicles travelling on the wrong side of the road to avoid pot holes etc.

134. Potential Impacts – The road rehabilitation will, as noted in the need for the project, decrease journey times, reduce wear and tear on vehicles, improve safety and provide improved opportunities to local residents for accessing wider markets and social facilities.

135. The construction phase of the project will result in increased vehicle movements within the area of influence and in particular heavy vehicles which currently make up a small percentage of total movements on the route. As previously noted, works along the route will create increases in journey time during construction activities and in some locations, Bridge No 5 will require temporary service road. As mentioned, the existing Bridge No. 6 will be used as service accessibility during construction period, the new Bridge will be constructed beside the existing Bridge.

136. Scope Decision – The impacts of the increased construction traffic, no temporary road closures will be required.

5.12 Water Resources 137. Existing Conditions – The project area receives high levels of rainfall throughout much of the year. Agricultural production does not rely on irrigation within the project area of influence. Water supply for local settlements is reported to be from spring fed waters, and observations suggest these are often through community stand pipe arrangements. Site visit observations suggested that some people were also collecting river water for domestic use.

138. The project crosses a number of water courses and flood plains along the route. These are prone to flash flooding from rainfall in the upper mountains and foothill. During summer months’ water levels drop and in some cases are reported to be more or less absent. Water flows in spring are also influenced by snow melts in the higher ground.

139. Further to record, water sampling and chemical analysis were performed from 9 sites throughout the route on 08 December 2018. The results of instrumental measurements and chemical analysis of water sampling concluded that, the parameters such as, Weighted substances, mg/l; Dissolved oxygen, mg/l; Oil products, mg/l; Conductivity, m/cm; Coli - index, pcs; BOD5, mg/l; Turbidity are below the Tajikistan water quality standards. The temperature of water samples varied between 6.6 and 9.6. The weather was cloudy (Detailed in APPENDIX- J: WATER QUALITY SURVEY)

140. Potential Impacts – The project has the potential, during the construction phase, to affect water quality through spills of hydrocarbons and other polluting substances. During operations the traffic generated pollution is considered to be minor and with weight and width restrictions on

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141. The project will not require large volumes of water for the construction phase, so water use is not considered to give rise to significant effects.

142. Scope Decision – Impacts on water resources are not considered significant so this aspect is scoped out of the full impact assessment. Potential impacts on water quality for the construction phase are scoped into the full impact assessment process.

5.13 Waste Management 143. Existing Conditions –Waste management from local settlements is managed by the local authorities. The removal of household waste will be carried out regularly. Following agreement with the local environmental protection of the Baljuvon District, removal of construction waste, old asphalt and soil will be disposed at the designated sections (km 23, km 25). Wastes will be carried out by good cars that are equipped with drop sides with tarpaulin covering.

144. Potential Impacts – The construction phase of the project will generate wastes, the largest volume of which is likely to be the old asphalt and unusable excavated materials. Improper disposal of wastes can lead to a range of environmental and social effects covering health and safety, visual, contamination etc.

145. During the operational phase no significant impacts are anticipated.

146. Scope Decision – The effective management of waste is a key aspect of the project during the construction phase of the project. Development of controls and management processes will be a feature of the Environmental Management Plan. This topic is therefore scoped into the full impact assessment process for construction activities only.

5.14 Scope Summary 147. Table 6 summarizes the scope of impact assessment activities for the current project based on the above scope development.

Table 6: Summary of Impact Assessment Scope

Topic Construction Operations Agriculture Y N Air Quality Y – Particulate Matter Emissions Archaeology N N Biodiversity Y N Community Y N Contamination Y N

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Topic Construction Operations Landscape and Visual N N Material Resources N N Noise and Vibration Y Y Soils Y N Traffic and Transport Y N Water Resources Y – water quality only N Waste Management Y N

148. Other Matters – in line with ADB Environmental Safeguards, the IEE will also address the need for workers health and safety, including living conditions for international workers.

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IV. DESCRIPTION OF THE ENVIRONMENT

1. Preamble 149. This section provides an overview of the existing environmental and social conditions within the location of the proposed project and commensurate with the likely effects of the project on environmental and social receptors.

150. Where specialist topics have been scoped into the full impact assessment process, any detailed baseline data used in the assessment is presented within that specialist section.

2. Project Location 151. The project is located in the Khatlon region of Tajikistan, some 75 km in a direct line from the capital Dushanbe. The location within the country is shown in Figure 1: Project Context within Tajikistan.

Figure 1: Project Context within Tajikistan

Source: United Nations Mapping

152. The project route alignment is shown in Figure 2. It can be seen that the road has a west to east orientation.

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Figure 2: Project area

3. General Site Description 153. The project is located in a rural setting with a predominant land use for agriculture, either as managed grasslands for grazing of animals (sheep and cattle), orchards with fruit and nut trees and arable land. In the higher areas of land, the pasture has an upper storey consisting of wild fruit and nut trees.

154. The route alignment is within low mountains and valleys which are intersected by often water courses which are often highly braided in nature and in some instances located within very wide flood plains. Photo 1 provides examples of these river features.

155. Areas of urbanization along the route are few and generally small in nature. Areas of habitation are shown in Figure 3. Many of the villages and clusters of houses are set back from the existing road. Notable areas of habitation include Kangurt, Baljuvon, Sarimazor and Shagmon (see Figure 3).

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Photo 1: Views of Rivair er Crossing Locations

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Figure 3: Areas of Urbanisation Along the Route Alignment

4. Land Use along Route Alignment 156. A general description of the route follows, distances are approximate and based on chainage for the project starting at 0.0 km at Kangurt.

157. Km 0 to 1.6 km – The road commences at an approximate elevation of 870 m above sea level (asl) and passes to the edge of the village of Kangurt. Within this first 1.6 km the road crosses three bridges as shown in Figure 4.

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Figure 4: Location of Bridges 1 - 3

Source: Google Earth Base

158. Structures fronting the existing road are a mix of commercial and residential properties. The latter are of generally single storey buildings, and often formed from animal housing/storage areas alongside the road with dwelling areas further back within a courtyard area. Photo 2 shows typical views of this section of the route.

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Photo 2: Typical Views of Structures in Kangurt

159. Km 1.6 to Km 11.6 – On leaving Kangurt the route alignment rises steadily to reach an approximate elevation of 1210 m asl at 11.6 km. The route runs through agricultural land which is arable in nature, supporting crops such as cereals and oil seed rape. In some locations the original road construction has cut through low hills and exposed soil walls which have not vegetated over the intervening period. This section has limited tree cover, being restricted to small trees within the route alignment right of way.

160. Km 11.6 to Km 15.5 – at approximately the route alignment passes through an area of open pasture with scattered tree cover (wild fruit and nut trees) before descending to the village of Khanabad. Alongside the route are a small number of properties with the main part of the village lying to the south of the road alignment at a distance of about 100 m and screened by woodland. This area lies below the elevation of the road. The houses nearest to the route sit above the road elevation.

161. Km 15.5 to Km 20 – The route continues to descend before reach a low point of 870 m at approximately 16.4 m. From this point through to KM 20 the adjacent land use is again dominated by arable crop production. There are a limited number of residential properties along this section.

162. Km 20 to Km 21 – at this section the route passes through an area of orchard with cherry, apple and nut trees present.

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163. Km 21 to Km 23 – this section of the alignment takes the road through the small town of Baljuvon, crossing bridge no 4 (see Figure 5) before reaching the edge of a major flood plain at Km 23.

Figure 5: Location of Bridges 4, 5 and 6

Source: Google Earth Base

164. Km 23 to Km 25 – at this section the route crosses a river which is flowing from north to south, at Bridge No 5 (see Figure 5), before running along the edge of a river flowing from the east to create a confluence. This section of the route is badly eroded, and no real trace of the original road is visible, the route running within the dry river bed section. The route crosses this east west water course at Bridge 6 (see Figure 5) before starting to ascend. As can be seen in Figure 5, the flood plan to the south of the confluence of the two rivers is very broad,

165. Km 25 to Km 35 – The route ascends from the flood plain, passing through a mosaic of land use, with areas of arable production interspersed with grassland with wild fruit and nut trees.

166. Km 35 to Km 38 – The route continues to rise with a notable increase in tree cover within this section. These are predominantly wild fruit and nut trees.

167. Km 38 – Km 43 – The road rises to the small village of Shagmon, which mainly consists of small agricultural units surrounded by open land and orchards, mainly to the south of the road alignment. The final section of the route passes through arable land before joining with the existing Khovaling road.

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5. Topography 168. Tajikistan is a mountainous country as can be seen on Figure 6. The approximate centre of the project is shown by the star symbol. It can be seen that the project lies between the lower plains in the south west of Tajikistan and the higher ground to the north and east.

Figure 6: Topographical Map of Tajikistan

Source: WikiCommon Copyright free files

169. The landscape is rolling and, in some locations, deeply incised with valleys. The general elevation profile of the route is shown in Figure 7.

Figure 7: Route Alignment Profile

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6. Climate 170. Temperature and rainfall values for Dangara are provided in Figure 8 and Figure 9 respectively. Dangara is the closest location with publicly available data and while at a lower altitude than the project areas it is considered to provide a reasonable representation of weather conditions at the project location.

171. It Мan bО sООn tСat tОmpОraturОs pОaФ at arounН 33 °ω НurТnР tСО summОr montСs. εОan temperature rarely fall below freezing and even minimum temperatures reach only -5 °ω. It Тs noted that lower temperatures may be experienced at the higher elevations of the project.

Figure 8: Maximum, Mean and Minimum Temperatures at Dangara 2009 – 2018

Source: https://www.worldweatheronline.com/dushanbe-weather-averages/khatlon/tj.aspx

Figure 9: Rainfall Amount and Days – Dangara 2014 to 2017

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172. Figure 9 shows that the rainfall can occur throughout most of the year but with significant quantities from September through to May.

7. Land Use 173. As set out in the general description the current land use adjacent to the road alignment is for agricultural production with some areas of human settlement. The agricultural production is centred on arable production. Crops observed to be present and likely to be grown include cereals and oil seed rape.

174. In some locations formal orchards of fruit trees are present. These were a mix of cherry and apple trees. In higher locations the agricultural land consists of pasture for grazing of sheep and cattle.

175. In many of these locations small wild fruit trees and thorn trees are present.

176. Historic land use will also have been agricultural based, perhaps with less emphasis on larger scale arable production and more pasture.

177. In terms of sensitive receptors there are no schools close to the road alignment. In the village of Sarimazor, there is a mosque situated at a distance of 50 m from the road alignment and shielded from the road by a commercial building.

178. Immediately adjacent to this mosque is a Mausoleum to Shohnemotulloi Vali, a religious man from this area reported to be a direct (19th Generation) descendent of the Prophet Mohammad. This mausoleum is set amongst a dense stand of trees. The mausoleum itself is some 100 m from the road, other sitting and small sheltered sitting areas are also present within the wooded area.

179. A listing of potentially sensitive receptors was previously shown in Figure 3.

8. Soils 180. The Project corridor and its surroundings exhibit soil profiles characterized by typically loess, loamy sands and loamy soils, occasionally bench gravel upper Quaternary age, classically formed through deposition of light and typical grey earth, brown carbonate soils. Limitation - erosion, low content of organic in soils and drought in summer period. Soils in other areas are formed through wind deposition over arid or semi-arid areas. The humus layer of the loess and loamy sands is fairly fertile, and agriculture as noted by the extensive cultivation of the Obi Mazor, Surkhob, Vakhs and Yakhsu rivers floodplain. For these soils to be included into agricultural use they require irrigation and the use of mineral fertilizers.

9. Hydrology 181. As part of the bridge crossing design for the project, a hydrological study has been conducted for the project area. The results of this study are presented in detail in APPENDIX A. A summary of the findings is provided below.

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182. The rivers of Tajikistan are important sources of fresh water for the Aral Sea. The glaciers and permanent snow feed the rivers of the Aral Sea basin with over 13 km3 of water a year. The major rivers are the Syr Darya (total length 2,400 km), which flows for 195 km across the Fergana Valley in the north, the Zaravshan, which runs through central Tajikistan, and the Kafirnigan, Vakhsh and PanУ rТvОrs, aХХ oП аСТМС toРОtСОr НraТn morО tСan tСrОО ПourtСs oП TaУТФТstan’s tОrrТtorв.

183. The Project Road is located within the Panj River Basin (See Figure 10).

184. The annual hydrological cycle of seasonal rivers of Obi Mazor, Obi-Shirin River, Obi- Khingal and other streams within the Project area formed within the region distinctly divides into two periods: spring-summer high water and low water. It is very difficult to delineate the periods of floods and high water for Mountain Rivers because during spring-summer rains simultaneously melting of snow cover also increases. Over the period of high water, from 70 to 90 percent of annual water volumes flow down through these rivers.

Figure 10: River Basins of Tajikistan9

185. The road follows the valley of the Obimazor River for its first 15 kilometers crossing the river Obimazor at two points and River Kizilsuone once. Water resources in the region are

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Figure 11: Water sources of project area

186. Groundwater is observed mostly at the depths of 10-20 m. Figure 12 shows the level of the groundwater table for the Project Area.

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Figure 12: Groundwater level in Project Area

10. Seismology 187. From the seismological point of view the Project Road corridor is located in 8 point seismic area according to MSK-64 scale10. Figure 13 indicates the locations of the road regularly impacted by landslides and mudslides Vose-Khovaling and associated roads.

10The Medvedev–Sponheuer–Karnik scale, also known as the MSK or MSK-64, is a macroseismic intensity scale used to evaluate the severity of ground shaking on the basis of observed effects in an area of the earthquake occurrence.

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Figure 13: Seismic Map of Project Area

11. Biodiversity and Ecosystem Functioning 188. Overview – As noted in the description of land use the road alignment passes through land that is intensively managed, mainly for agricultural production in the form of arable land and permanent pasture. Whilst, inputs of artificial fertilizers, herbicides and pesticides are likely to be limited, the act of regular tilling of the land tends to restrict the habitat value of the area.

189. In parts of the higher land where permanent pasture is present scattered tree cover in the form of wild almond, wild plum and hawthorn (Crataegus spp). In some areas these woody scrub species extend onto the existing road verges.

190. International Ecoregion – The project location is situated within a large Ecoregion, described by WWF as a palearctic mountain ecoregion (https://www.worldwildlife.org/ecoregions/pa0808) which is considered to provide Critical/Endangered habitats for key species. It is note that the majority of this ecoregion comprises the higher mountains to the north and east of Tajikistan.

191. Within the Tajikistan National Biodiversity Strategy and Action Plan, the road alignment is described as being located in a Mid-low mountain semisavanna (savannoid) ecosystem. This ecosystem is stated to be common within southern Tajikistan. A review of the ecosystem map from the NBAP suggests that the road straddles two main ecosystem types as defined by the NBAP. These Mid Mountain Mesophyllic Forest and Mid Mountain Xerophtic Light Forest.

192.

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193. Protected Areas – There are not statutorily protected areas at the project site or within 30 km of the project. Some confusion regarding international mapping which appears to be incorrect shows a protected area within the project footprint. Consultation with local officials and the Head of the National Biodiversity of and Biosafety Center (NBBC) for Tajikistan, has officially confirmed the absence of protected areas. A letter confirming this was received from the State Forestry and is presented as APPENDIX B.

194. Existing Conditions – Habitats – The habitats present within the road corridor and surrounding landscape are highly modified. The agricultural activities at the project location are intensive with arable production across much of the route alignment. The excellent growing conditions at this location has made this a favoured farming areas for thousands of years and so the location retains very little, if any natural habitats.

195. The existing road verge comprises a grass sward which is grazed by domestic animals and in many places appeared to be disturbed in nature, being dominated by ruderals species such as Rumex, Malva, and vetches. In locations where the original road has cut through hillocks, the steep faces have not revegetated.

196. On the wider and more open road verges woody vegetation has invaded from adjacent areas. These include hawthorns, almond and wild plum.

197. Existing Conditions – Rivers – The road crosses three different rivers. Each are fed from rain and snow melt. The Head of the NBBC stated that the water courses were sensitive to the effects of climate change due to changing patterns of snow and rainfall. The rivers are spate type water courses with risk of flash flooding following heavy rainfall in the upland areas of the catchment area. In summer low flows are experience. The river beds appear to be suffering from anthropogenic disturbance, with evidence of extraction of gravels and boulders. At Baljuvon, the flood plain is very wide, and the river is braided. True riparian habitats were notable by their relative absence, with few stands of reeds being present.

198. The conspicuous fauna of the water courses is reported to be poor, with a limited number of fish species (See APPENDIX C). These will be feeding on aquatic invertebrates such as stone fly, odonata larvae, etc.

199. Consultation with NBBC suggested that the IUCN near Threated Otter (Lutra lutra) was not native to Tajikistan. The IUCN Red List of species does however, list this species as native to Tajikistan. Local specialists state that this species is absent from the project area. This assumption would be supported by the sporadic nature of river flows and limited food sources for viable populations.

200. Other Fauna – The project area will provide habitat to locally common species, including mammals, birds and reptiles. The area of influence for the project will be limited and for most species the road verge habitat will form only a part of the home range. Consultation with NBBC and local specialists suggest that no rare or uncommon fauna will be at risk of significant adverse effects.

201. Status – Although the project site falls within an ecoregion considered to be endangered, it is clear that local land management has reduced the local habitat value. There are no large areas of natural habitat present.

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12. Historical and Archeological Areas of Significance 202. Historic and cultural resources include monuments, structures, works of art, the sites of outstanding universal value from historical, aesthetic, scientific ethnological and/or anthropological points of view, including graveyards and burial sites. The responsibility for preservation, maintenance and assessment of historical and cultural monuments in Tajikistan rests with the Ministry of Culture.

203. Consultations with local authorities in Baljuvon did not report the presence of any historical and archeological areas of significance within the Project areas. However, the region has a rich cultural heritage. Archeologists have found evidence of settlements in the region dating more than 2000 years old, as such the presence of chance finds of items of archeological and historical significance cannot be ruled out.

13. Economic Development 13.1 Demography 204. Table 7 provides a summary of local populations along the existing road. Not all of these are within the direct road corridor as a feature of the settlements is their set back from the road.

Table 7: Local Settlement Populations

Name of Hukumat Village No. Population Houses Baljuvon 1. Baljuvon 156 1055 2. Turko 104 779 3. Jarparon 57 263 4. Tupkhona 39 259 5. Khirob 88 624 6. Dara 14 88 7. Mulkon 104 714 8. Haybarchashma 10 59 9. Kangurt 350 2800 10. Khanabad 68 476 Tojikiston 1. Solmolidasht 166 1245 2. Kaltachinor 46 259 3. Kuhnabaljuvon 8 79 Sayf Rahim 1. Shaghmon 73 352 2. Nekmardon 78 582 3. Shifochashma 45 306 4. Chorchashma 14 102 Safar Amirshoev 1. Sari Mazor 52 382 2. Boymirzo 37 237 ______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page 55

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Name of Hukumat Village No. Population Houses Total 1,091 7,385

13.2 Industries 205. Along the Project ROW, no industrial operations were noticed. There are no significant factories or light industrial activities in the area.

13.3 Agriculture

206. Irrigated land in Khatlon region amount to 338 thousand hectares, which equals 45% of the irrigated land in Tajikistan, rain-fed land 2.12 million hectares, gardens 22.5 thousand hectares, of vineyards 8.2 thousand ha. Meadows 1.2 million. m., living 16.8 thousand ha., backyard 86 thousand ha., and 400 hectares of saplings. Khatlon region is famous for its high quality cotton, early watermelons, melons, onions, a cement plant, the Nurek, Chemistry Works, the Yavan and Sarband, Vakhsh River, seating Chiluchorchashma, Mountain Childuhtaron, Nurek hydroelectric powОr statТon, tСО СТstorТМ sТtОs as tСО ωastХО “HuХbuФ” Тn VosО НТstrТМt anН МОmОtОrв Hazrati Amirjon.

14 Existing Traffic Flows 207. Traffic counts for the existing road have been conducted on two occasions. The first was in June 2017 and the second in October 2017. The results of the two sets of counts show some high percentage variations. The June 2017 counts did not cover a full 24-hour period and were conducted when an alternative route, the Vos – Khovaling road was still under rehabilitation so there may have been some diverted traffic using the Kangurt to Khovaling Road.

208. On this basis the October 2017 counts are summarized and presented below. Counts were conducted at three locations:

 Kangurt (start of project);  Baljuvon (middle of project); and  Intersection of road with Vose – Khovaling Road (end of project).

209. Six-hour counts were conducted at each location over four days and for a different six- hour period each day as shown in Table 8.

Table 8: October 2017 Traffic Count Dates

Count No Date Time 1 12/10/18 06:00 to 12:00 2 13/10/18 12:00 to 18:00 3 14/10/18 18:00 to 00:00 4 15/10/18 00:00 to 06:00

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210. The results of these counts are presented in Table 9 and Figure 14. Table 9 provides a breakdown of the main motorized vehicles using the road. It can be seen that heavy vehicles are relatively low in number, making up some 6 % of total movements on the route.

211. There is a gradual decline in road use from west to east, indicating that traffic is mainly local and entering the road at Kangurt and stopping at villages along the route.

Table 9: Summary of October 2017 Traffic Counts

West to East W – E East to West E- W Total Total No Location Car Lorry Bus Car Lorry Bus Total 1 Kangurt 285 18 1 304 179 19 3 201 505 2 Baljuvon 221 20 1 242 181 18 0 199 441 3 Intersection with 172 17 4 193 180 10 2 192 385 Vose - Khovaling Road

Figure 14: October Traffic Counts

212. The counts also showed a strong tendency for the traffic to be diurnal with the maximum number of vehicle movements at any of the count points for the midnight to 06:00 hrs period being 70 vehicle movements. This represents approximately 10 vehicles movements per hour on average.

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15 Monitoring 213. A monitoring exercise was carried out to determine the existing baseline conditions of the project area especially in areas surrounding the bridges 5 and 6 of the Roadway. Monitoring for noise, air quality and water quality was carried out for this purpose. Summary of the monitoring results are provided in the following subsections.

15.1 Air Quality Monitoring

214. The air quality survey was conducted as part of establishing baseline condition of the project route including the Bridges No. 5 and 6. Ambient air quality was carried out at seven locations. Pollutants including Total Suspended Particulates (TSP), Carbon monoxide (CO), Nitrogen Dioxide (NO2), and Sulphur Dioxide (SO2) were monitored for this purpose. The results indicate that the concentration values of the above mentioned pollutants are below Tajikistan air quality standards. Detailed monitoring results are provided in Appendix-F.

15.2 Noise Monitoring

215. Noise monitoring was carried out from April 16 to 20, 2019 at two locations. The noise was measured continuously, for 24 hours and the data were taken at every second. Noise monitoring was carried out in village Kangut and Baljuvon. Additional 7-hour noise measurements were done inside an office in village Baljuvon. The monitoring results indicate that the average day time noise levels are within the IFC/WHO guidelines (55dB(A)) at both locations. However, the average nighttime noise value at one of the locations is not meeting the above mentioned guidelines (45dB(A)). Detailed noise monitoring results are provided in Appendix I.

15.3 Water Quality Monitoring

216. Water quality monitoring was carried out at 6 locations. Parameters including Dissolved Oxygen; Oil, Conductivity; Coli - index, pcs; BOD5, mg/l; and Turbidity were monitored for this purpose. The results indicate that all the parameters are below the Tajikistan water quality standards. The detailed monitoring results are provided in Appendix-J.

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V. DESCRIPTION OF THE PROJECT

1. Preamble 217. This section provides an overview of the project. This is not intended to be a full technical description of the road construction specifications but aims to provide an adequate level of information on project design and construction activities which may affect the receiving environment.

218. In brief the project allows for the rehabilitation of an existing two lane rural road for a distance of 43 km. The existing surface will be removed, sub bases prepared, and a new surface installed. Refurbishment of four existing bridges, and reconstruction of 2 RCC bridges (replacing metal Bridge No.5 and Bridge No. 6 in to RCC with 2 lanes) are included within the project scope.

219. No land acquisition is required for the project, for the most part there will be no effective widening of the existing carriageway. In a small number of locations and easing of curves will be achieved by minor realignment but not beyond the existing Right of Way of the road.

220. Ancillary works will include drainage improvements and signage. No street lighting is proposed within the project scope. The road is classed as a Category IV route based on the former Soviet standards used in Tajikistan. A summary of the Category IV road parameters is shown in Table 10.

Table 10: The basic parameters of the road cross section.

Road parameters Component Name of Road IV – Category Number of Traffic lane 2 Width of traffic lane, m 3 Width of Carriageways, m қ 3 Width of Shoulders, m 2 Width of Subgrade, m 10

221. The route alignment has been previously described in Section IV when description of the existing environmental conditions was provided so is not repeated here.

222. The overall schedule for the implementation of the project is 18 months. The anticipated start date is Summer 2018. Work Schedule is shown in Table 11

Table 11: Rehabilitation Work schedule

ID Activity Description Duration Early Start Early Finish 1 Construction Preparations 73 days 2018/5/1 2018/7/12 2 Drainage and protection 495 days 2018/6/28 2019/11/4 3 Culverts 365 days 2018/6/28 2019/6/27 4 Retaining walls 485 days 2018/7/1 2019/10/28

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5 Ditches 480 days 2018/7/13 2019/11/4 6 Subgrade works 374 days 2018/6/1 2019/6/9 7 Pavement construction 486 days 2018/7/1 2019/10/29 8 Sidewalk construction 120 days 2019/6/21 2019/10/18 9 Bridges Rehabilitation 480 days 2018/7/1 2019/10/23 9.1. Bridge No.1 at Km 0+126 70 days 2018/7/1 2018/9/8 9.2. Bridge No.2 at Km 0+634 70 days 2018/9/9 2018/11/17 9.3. Bridge No.3 at Km 1+716 70 days 2018/11/18 2019/1/26 9.4. Bridge No.4at Km 22+102 90 days 2019/1/27 2019/4/26 9.5. Bridge No.5 at Km 23+000 90 days 2019/4/27 2019/7/25 9.6. Bridge No.6 at Km 25+300 90 days 2019/7/26 2019/10/23 10 Ancillary works 469 days 2018/7/13 2019/10/24 11 Site clearance and inspection 18 days 2019/11/5 2019/11/22

2. Need for the Project 223. The existing road was constructed over 30 years ago, during the Soviet era in Tajikistan. Since then maintenance has been absent or minimal and all of the road surfaces are stressed, and, in many places, the top wearing course has worn away. At Baljuon, the road passes through the river bed and has been completely washed away over the years. Traffic now passes along the dry river bed. Images showing typical condition of the road surface are presented as Photo 3. It can be seen that the road is in various states of degradation. Additional views of the road are presented in APPENDIX D.

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Photo 3: Images of Road Condition

224. The Kangurt to Khovaling road intersection passes through and near to a number of small settlements (see Figure 3). The poor road condition makes travel more difficult for the population of these settlements and in turn restricts access to healthcare facilities, markets and outlets for their agricultural produce. The Government of Tajikistan and International agencies have placed considerable store in the development of effective national and international road connections аТtСТn ωОntraХ AsТa as a аaв oП aХХОvТatТnР povОrtв anН ТnМrОasТnР opportunТtв Пor tСО natТon’s population. The rehabilitation of this road will extend the improved network in this area and link the settlements along the route to Dangara to the North West and then onto the capital Dushanbe. To the east the newly rehabilitated route will give the local population access to the recently upgraded Vose to Khovaling Road and Khovaling itself.

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225. Without the proposed upgrade the existing road will continue to deteriorate to the point of having very limited accessibility, reducing the local popuХatТons’ access to essential services and limiting economic growth of the area.

3. Future Traffic Flows 226. Predicted increases in traffic movements are 3% per year. The rehabilitation will make the route more accessible to local people and some minor increases in local traffic movements are to be expected. However, there are other key routes available for long distance travel, including from Khovaling to Dangara and then to the capital city, Dushanbe on a newly rehabilitated road. The 3% increase in movements is based on World Bank predictions of a 3% growth in GDP which they state will result in a concomitant 3% increase in traffic flows on the national highway system.

227. Using a compounded 3% growth and a 15-year project life, then traffic movements will increase by some 60% by 2034, giving rise to predicted movements in the range of 780 -800 per day.

4. Summary of Key Construction Tasks to be Undertaken 228. The rehabilitation will have three key tasks which may interface with environmental receptors. These are:

 Rehabilitation of the road bed and surface;

 Rehabilitation of four river crossings (Bridge No. 1,2,3 & 4) and 27 culverts;

 Reconstruction of two river crossings (Bridge No. 5 and Bridge No.6) and

 Rehabilitation and improvement of road drainage arrangements.

229. Ancillary works will include the installation of safety features such as barriers, signage and road markings. The existing metal Bridge No. 5 and Bridge No.6 will be reconstructed and widened to RCC Bridges along the given section and no alternative bridge locations are considered except relocation of few meters of Bridge No 6. As such, Bridge No 5 will be located in its original place, and considering the hydrological study Bridge No 6 will be located adjacent to the existing place (Figure 15, 17, 18, and 19).

230. For each of the above key tasks, a summary of activities which may impact environmental receptors is provided in Table 12 to Table 16.

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Table 12 Key Task – Road Bed and Surface Rehabilitation Activities

No Activity Description Duration Main Equipment Material Use Waste generation (Months) 1 Asphalt removal Will be carried out in 12 6.5 Excavator, Dump None Asphalt – estimated to km lengths and across truck, be 14,700 m3 whole width of road 2 Remediation of bed Levelling and compaction 2.4 Grader, Roller Variable depending Minimal of the road bed in sections upon condition of of length depending upon bed but estimated contractor capacity – to be 13,000 m3 conducted on half of road width at any one time 3 Excavation Removal of excess 8.0 Excavator, Dump 330,321m3 Minimal Subgrade subgrade if present. truck 4 Subgrade Backfill Backfilling of removed 13.4 Excavator, Dump Soil from cut/Gravel Minimal subgrade and compaction truck, Grader, Sand mix (GSM) sections of length Roller 120,846 m3 depending upon contractor capacity – conducted on half of road width at any one time 5 Sub base Laying of sub base and 8.7 Excavator, Dump GSM with Minimal compaction sections of truck, Grader, Gradation length depending upon Roller 97,191m3 contractor capacity – conducted on half of road width at any one time 6 Base course Laying of base course 6 Excavator, Dump Crushed stone Minimal material and compaction truck, Grader, 73,191 m3 sections of length Roller depending upon contractor capacity – conducted on half of road width at any one time

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No Activity Description Duration Main Equipment Material Use Waste generation (Months) 7 Asphalt laying All along the road, will be 6 Paver, Dump truck, Bitumen, crushed Minimal conducted in sections of 1 Roller (Steel and stone, sand, km length pneumatic) Mineral powder. 19,288 m3 8 Road kerb At bus stands 1 Excavator, Dump Concrete, 160 m Minimal truck 9 Galvanized Steel Adjacent to deep slope 7 Hydraulic hammer, Steel Guard rail, Minimal Guard rail from W- >3m dump truck 25,880 m profile

10 Sidewalk At the population areas 3 Excavator, Dump Concrete 2,000 m2 Minimal truck

Table 13 Key Task – Bridge Rehabilitation – Concrete Bridges

No Activity Description Duration Main Equipment Material Use Waste generation 1 Cleaning the river Remove stones 0.5 months each Excavator, Grader, 2,300 m3 bed under 4 bridges accumulated from Dump truck river flow 2 Repair of Chipping concrete, 0.5 months each Loader, Dump truck Wire mesh, Minimal Substructure 4 concreting with wire concrete 100 m3 bridges mesh – will require work in river bed 3 Repair of Will require work in 0.5 months each Excavator, Dump GSM, Concrete Minimal Embankment river bed truck 120m3 protection 4 Dismantling of conc. Levelling Conc. 0.5 months each Hydraulic hammer, None 138 m3 slab Slab under the A/C loader, dump truck 5 Dismantling of conc. Between Girders, 0.5 months each Hydraulic hammer, None 69 m3 Slab 4 bridges will require work in loader, dump truck river bed 6 Conc. Slab Between Girders 0.3 months each Excavator, Concrete 69 m3 Minimal formation will require work in concrete mixer river bed ______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page 64

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No Activity Description Duration Main Equipment Material Use Waste generation 7 Concrete top Levelling Conc. 0.5 months each Excavator, Concrete 138 m3 Minimal levelling slab Slab under the A/C concrete mixer 8 Rubber Insulation On the top of 0.5 months each Dump truck Insulation Material Minimal concrete 1,490 m2 9 Asphalt the top Finish top surface 0.25 months each Asphalt paver, Bitumen, crushed Minimal surface with asphalt Dump truck, Roller stone, sand, (Steel and Mineral powder. pneumatic) 55.2 m3 10 Repair of Hand rail Repair - remove 0.25 months each Hand tools Paint, 230 linear Minimal rust, paint metres Table 14 Key Task – Reconstruction of Bridge No.5 and Bridge No.6 –RCC Bridges Bridge No.5 Existing Condition Description of Proposed Works 1. Length of bridge - 180, 5 meter 1. Length of bridge – 193.508 meter

2. Length of bridge including approach slab - 200 meter 2. Length of bridge including approach slab – 205.508

3. Number of spans – 19 No 3. Number of spans – 8 No

4. Length of span – 9,5 meter 4. Length of span – 24 meter

5. Size of bridge G 3,3+20,8 5. Size of bridge G 8+2x2.2m

6. Decking of bridge – Cross metal pipe dia-110 mm and metal sheets 6. Decking of bridge – RCC 10cm slab with thickness of 8mm. 7. Pavement of carriage way – Asphalt concrete - 4.5cm 7. Pavement of carriage way–Asphalt concrete H-8cm

8. Material of bridge: 8. Material of bridge: ) Structure of span – Metal pipe dia 280 mm (6 Nos. in 1 span) ) Structure of span – RCC pre tensioned girder-1.4m height 5 nos b) Support - Metal pipe dia 280 mm ) Hand rail - Metal grill 100300 in 1 span cm b) Support – 4 Nos. RCC piles dia 1.4m and length 14 m at c) Hand rail - Metal grill 100300 cm abutments no 1 & 9 Intermediate supports Nos. 2-8; 3 Nos RCC piles dia 1.4m and length 12 m. c) Hand rail - Metal grill 110x300cm ______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page 65

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Bridge No.6 Existing Condition Description of Proposed Works 1. Length of Bridge - 130 meter 1. Length of Bridge – 145.38 meter

2. Length of bridge including approach slab - 150 meter 2. Length of bridge including approach slab – 157.38 meter

3. Number of spans – 13 No 3. Number of spans – 6 No

4. Length of span – 10,0 meter 4. Length of span – 24 meter

5. Size of bridge G6,5+20,8 5. Size of bridge G 8+2x2.2m

6. Decking of bridge – Prefabricated RCC slabs 42018013cm, 6. Decking of bridge – RCC 10cm slab

7. Pavement of carriageway – Asphalt concrete - 8cm 7. Pavement of carriage way–Asphalt concrete H-8cm

8. Material of bridge: 8. Material of bridge: ) Structure of span – Metal pipe dia 280 mm (9 Nos. in 1 span) ) Structure of span – RCC pre tensioned girder-1.4m height 5 nos b) Support - Metal pipe dia 280 mm in 1 span c) Hand rail - Metal grill 100300 cm b) Support – 4 Nos. RCC piles dia 1.4m and length 14 m at abutments no 1 & 7 Intermediate supports Nos. 2-6; 3 Nos RCC piles dia 1.4m and length 12 m. c) Hand rail - Metal grill 110x300cm

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Table 15 Key Task – Culvert Rehabilitation and Geotechnical Structures

No Activity Description Duration Main Equipment Material Use Waste generation 1 3-sided Box culvert 1.0x0.5 m 2 months Excavator, Reinforcement, Minimal Concrete mixer Cement concrete 37.63 m3 2 RCC slab Cover the drain in 1 month Concrete mixer Reinforcement, Minimal locality Cement concrete 11.23 m3 3 RCC culvert Diameter 1.0m 3 months Excavator, 40.32 m3 Minimal Concrete mixer 4 RCC Culvert 2.5x3.0m 1 month Excavator, Reinforcement, Minimal Concrete mixer Cement concrete 34.80 m3 5 Construction of Used for 6 months Excavator, Dump Wire mesh, stone Minimal gabion retaining embankment truck 13,160 m3 walls and protection mattresses

Table 16 Key Task – Road Drainage

No Activity Description Duration Main Equipment Material Use Waste generation 1 Excavation of new At non- resident area 6 months Excavator None 5,890 m3 earth drain with slope 2 RCC drain LK 2-3 Installed at locality 10 months Concrete mixer, Concrete 25,110 Minimal and at slope >5% crane, dump truck linear metres

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5. Bridges 231. As per initial contract, the metal Bridge No. 5 at km 23+550 and Bridge No. 6 at km 26+000 were supposed to be renovated/ rehabilitated. The existing bridges are too narrow and can allow only one-way traffic. The bearing capacity of the foundation does not allow heavy transport to pass through. It will not be wise to renovate the two existing metal bridges. Therefore, it was propose to construct two new RCC bridges. The calculation of cost is described elaborately item wise. The cost of the Bridge No. 5 with a span of 193m is calculated as US$ 2,219,684.73 and for the bridge No. 6 is US$ 2,067, 019.74. By deducting the amount of renovation of Bridge No.5 the additional cost will be US$ 2,219,684.73-$ 409,243.94=US$ 1,810,440.79. By deducting the amount of renovation of Bridge No.6 the additional cost will be US$ 2,067,019.74-$ 714, 115.84=US$ 1,352,903.90. Considering reduction of quantity in Bill No.5 items of works total amount required for the implementation of this Variation Order no.1 is $3,617,006.09. Due to the reason that there was savings from the Contracts of Vose- Khovaling and Sayron- Karamyk, which is enough to cover this additional cost for the Kangurt-Baljuvon-Khovaling Road project.

232. As noted above the project includes the rehabilitation of four bridges along the route. The location of these was shown in Figure 4 and Figure 5. There are two RCC new bridges (Bridges No.5 and Bridge No.6) to be constructed for the project.

233. Table 17 provides a summary of each bridge in terms of size and construction. Example images for each bridge are presented in Photo 4 and Photo 5. Figure 15 shows the Plan, and Figure 16 the cross section of Bridge No.5 in its existing location. Likewise, Figure 17 displays the plan and Figure 18 shows the cross section of Bridge No.6.

Table 17 Summary of Existing Bridge Parameters

Description Bridge Chainage Length (m) Spans Width (m) Material Crosses No 1 Km0+200 50 4 C =7.5 Concrete River Toirsu, flowing north W = 2x1 superstructure and to south piers 2 Km 0+600 15 1 C = 8.4 Reinforced concrete Obishirin River, Water W = 2x1 course flowing east - west 3 Km 1+680 15 1 C = 8.4 Reinforced concrete Obishirin River, Water W = 2x1 course flowing East West 4 Km 45 3 C = 7.0 Reinforced concrete Mulkol River flowing North 22+720 W = 2x0.7 south 5 Km 180.5 19 C = 3.3 Steel River Shurobdara (Large 23+550 W = 2x0.8 flood plain area with Talkhak River flowing north to south) 6 Km 130 13 C = 6.5 Steel Obimazor River 26+000 W = 2x0.8 (Shurobdara River flowing east to west. To confluence with Talkhak River) C = Carriageway W = Walkways

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Table 18: Proposed Scope of Work for Bridge No 5 and Bridge No 6 in Initial Contract

Bridge Location Obstacle Description of works No. 1. Steel plate decking

 Dismantling of steel plate decking;  Installation of steel plate decking;  Installation of metal barrier railings on the carriageway and on the bridge approaches;  Installation of metal guard rails;  Asphalt-concrete pavement-thickness of 6 cm; Shurobdaryo 5 23+550  Superstructure and Supports; River  Cleaning (sandblasting) from corrosion of the metal pipes of bridge superstructure and pier metal pipes;  Anticorrosion (protection) painting of the bridge superstructure (two layers). 1. Regulating structure  Slopes protection of the riverbed and stream bottom from structure from each side ( upstream and downstream);  Rock rip-rap, size up to 1 m (rear aprone) of bottom parts of down apron. 1. Carriageway

 Demolition of asphalt pavement of carriageway;  Dismantling of reinforced concrete (R/C) slabs of carriageway;  Replacement of damaged metal pipes of bridge superstructure;  Installation of steel plate decking;  Asphalt-concrete pavement-thickness of 6 cm;  Installation of metal barrier railings on the carriageway and on the bridge approaches;  Installation of metal guard rails. Obimazor 6 River 2 Bridge Superstructure and Supports 26+000

 Cleaning (sandblasting) from corrosion of the metal pipes of bridge superstructure and pier metal pipes.  Anticorrosion (protection) painting of the bridge superstructure (two layers). 3.Regulating structure  Slope protection of the stream bed from reinforced concrete, tСТМФnОss қ0m Пrom ОaМС sТНО (upstream and downstream);  Rock rip-rap, size up to 1 m (rear apron) of bottom parts of down apron.

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Photo 4: Images of Bridges 1 - 3

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Photo 5: Images of Bridges 4 – 6

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Figure 15: Plan of Bridge No.5

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Figure 16: Cross Section of Bridge No.5

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Figure 17: Plan of Bridge No 6

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Figure 18: Cross Section of Bridge No.6

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5.1 Activities for Bridge No 5 and Bridge No 6

234. Pre-construction – During this phase the following activities will be undertaken:

 Traffic Management Plan – Within 21 days after the commencement date, the Contractor must submit its Traffic Management Plan (TMP) to the Engineer for approval.

 Site Specific Environmental Management Plan (SSEMP) - During this period the Contractor shall be responsible for preparation of his own SSEMP to conform to this IEE and its EMP. The SSEMP shall be completed with 30 days of the signing of the Contract to ensure that all EMP measures are included within the Pre-construction activities. The SSEMP shall be updated on completion of the Pre-construction phase and prior to the start of detailed design and construction when all of the final environmental aspects, such as locations of borrow pits, quarries, construction camps, are known.

 Rehabilitation – works include: The construction of asphalt concrete overlays of the existing approach to the bridges. • Excavation and removal of unstable materials from the bridge site, unstable slopes and construction of sub-soil drains and earth retaining structures at a limited number of bridge sites. • The construction of a limited number of retaining structures necessary to stabilize unstable slopes. Such structures include stone masonry walls with cement mortar and gabion retaining walls

235. No other actions, such as tree felling, will occur. Strengthening of the bridge with the additional layer of asphalt is required to address the deterioration of the pavement due to higher than predicted bridge use (specifically by heavy goods vehicles).

5.2 Construction Methodology and Diversion Road

236. Construction methodology would be confirmed by the contractor but it is assumed that the piles would be constructed with a piling rig from the bank without the need for temporary trestles or embankment in the river. The beams would then be lifted into position using a mobile crane and the bridge deck constructed. The deck could be either cast insitu concrete or precast in segments, craned into position and stitched together with concrete pour strips.

237. The alternative to constructing a new structure adjacent to the existing bridge is to construct a temporary bypass road (for Bridge No.5 with box-culvert to pass river water flow) or equivalent alongside the structure. The existing bridge No 5 would then be demolished by an external agency which not yet decided by the client, and a new RCC Bridge as described above reconstructed whilst traffic is diverted to the temporary bypass. The existing Bridge No.6 will be used as bypass because the new RCC Bridge will be constructed adjacent to its original site. This option would not involve the acquisition of land to accommodate a minor road realignment to direct traffic over the temporary structure.

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238. Further to describe, the Contractor is responsible for traffic safety and control, including the construction of such temporary road diversions as may be necessary to maintain the flow of traffic during the course of the works, and shall comply with the requirements of the Police and Local Authorities. The Contractor will maintain the existing road and drainage systems within the project limit, where the existing pavement has not been disturbed for construction, free of potholes, to safe and smooth riding conditions and free of overloading.

239. The type of plant likely to be required for replacement works at 2 Bridges (and depending on the construction methodology used by the contractor and which option is implemented) includes:

 A piling rig (for construction of piles)  Mobile crane (for lifting beams, deck pieces into place)  Digger  Trucks for carting aggregate  Roller (for compaction)  Transporters (for precast beams made offsite, etc.)  Pump (for extracting water, drainage, etc.).  Jackhammer and compressor (for demolition)

240. Further to note, the contractor must submit a construction plan to engineer.

5.3 Traffic for 2 Bridges count 241. A Traffic count has been performed at three locations. e.g. Khovaling check post at Km 23, Baljuvon and Kangurt. The result of traffic count is as follows:

 Kangurt to Dangara- 774 vehicles per day.  Kangurt to Baljuvon- 898 vehicles per day.  Baljuvon to Kangurt - 428 vehicles per day.  Baljuvon to Khovaling check post at Km 22 - 496 vehicles per day.  Khovaling check post at Km 22 to Baljuvon - 506 vehicles per day.  Khovaling check post at Km 22 to Khovaling- 479 vehicles per day.

5.4 Rapid Environmental Assessment 242. The Rapid Environmental Assessment conducted for the project indicates that, there are no sanctuaries, environmentally protected areas, archaeological sites, graveyards located near the bridge project sites and its area of influence. The REA for Bridge No 5 and Bridge No 6 is detailed in APPENDIX- K: RAPID ENVIRONMENTAL ASSESSMENT FOR BRIDGES NO. 5 & 6).

5.5 Basic Construction Tasks to be undertaken 243. The reconstruction of 2 Bridges will have the following key tasks which may interface with environmental receptors. These are:

 Reconstruction of the 1.6km approach road bed and surface and exit road of 150m (Bridge ______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page 77

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No.6 from Baljuvon side);  Reconstruction of two river crossings (bridges no 5 and bridge no 6); and

244. Ancillary works will include the installation of safety features such as barriers, signage and approach road markings.

245. For each of the above key tasks, a summary of activities which may cause induced impact to environmental receptors is provided in Appendix- L, Work Description of Bridge No.6. The following Table 19 provides initial contract for rehabilitation which is not applicable now.

Table 19: Key Task – Bridge Rehabilitation – Metal Bridges N5 and N6 in Initial Contract

No Activity Description Duration Main Material Use Waste Equipment generation 1 Cleaning the river Remove stones 1 month Excavator, None 9,900 m3 bed under 4 accumulated from each Grader, Dump bridges river flow truck 2 Repair of Remove rust, 1.5 months Welding Grinder, Dump Minimal Substructure 2 patching areas of each equipment truck 82 Nos. metal bridges damage Supports

3 Reconstruction of 2*2*105m= 420 2 months Excavator, GSM, Concrete Minimal Embankment linear meters each Dump truck 42 m3 protection 4 Dismantling of Remove the existing 1 month Loader, None 206 ton superstructure steel plate each Excavator dump truck 5 Installation of and Steel plate 1 month Loader, dump Metal plates Minimal construction of 130*6.5+200*3.3= each truck and hand rail metal deck and 1505 m2 126.56 ton hand rail. 6 Supply and For surface drain 0.25 months Lifting gear, Drainage pipes Minimal Installation of each hand tools 36 pcs steel drainage pipes 7 Installation and Hand rail on bridge 1.5 months Hand tools Paint 1000 Minimal painting the hand and Approach slab each linear metres rail.

6. Source of Materials 6.1 Quarries & Borrow Pits 246. The exploitation of the borrow pits and quarries will be conducted by licensed companies. The exact locations of suitable borrow sites and quarries are the Obimazor river bed, which will be decided by the Contractor and specified within the SSEMP (Photo below).

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Photo 6: The Borrow pit using for road rehabilitation 7. Land Use around Bridge 5 & 6 247. Bridge No 5: The road from Kangurt entering to Bridge 5 starts through the Baljuvon town (Figure 5), this is the edge of a major stony flood plain of Shurobdaryo River at Km 23. Along the floodplain the hilly areas with terraces continues to the left bank with native vegetation along the hill slopes, the river flowing from north to south. At the approach, there are scattered restaurants, caПé anН ПОа МommОrМТaХ struМturОs. TСО ОбТt Пrom tСО ψrТНРО ОбСТbТts usuaХ smaХХ toаn sМОnarТo with administrative and commercial buildings of 1 or 2 storied in a linear pattern along the road.

248. Bridge 6: After crossing Baljuvon town, the road running along the edge of Obimazor River, the landscape is hilly along the country side with scattered houses on hill slopes. The approach road to the Bridge 6 is badly eroded, vehicles move over the dry stony river bed and floodplain, and no existing embankment exists to trace the original road. In some hill slope locations of Baljuvon village scattered orchards, fruit trees are available. The route crosses water course at Bridge 6 (Figure 5). There are no agricultural, and commercial activities in project influence area, even no natural habitats to support terrestrial flora and fauna along the route and bridge area.

8. Earthworks 249. The Works include the following types of earthworks necessary for the reconstruction of the Project Road and all associated works:

• Excavation and removal of the existing pavement materials and the existing road embankment. • Construction of subgrade. • Excavations in cuts. ______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page 79

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9. Retaining Structures 250. The following types of earth retaining structures will be used by the Contractor:

• Gabion works for retaining walls, river groins, scour protection and channel lining works.

10. Permanent Ancillary Features 251. The Works include the design and construction of Bus Stops and bus shelters. The Contractor must prepare a detailed design based on the conceptual drawing prepared during the preliminary design. A preliminary schedule of bus stops is provided in the Typical Drawings to the Contractor. However, the exact locations of bus stops will be finalized after the consultations between the Contractor, the Employer and the Engineer, according to the instructions of the Employer.

11. Source of Materials 11.1 Quarries & Borrow Pits 252. The using of the borrow pits and quarries will be conducted by licensed companies. The exact locations of suitable borrow sites and quarries will be determined by the Contractor and specified within the SSEMP. The Project will not use materials from illegal or non licensed quarries.

11.2 Asphalt Plants 253. Tajikistan does not have access to bitumen within its own territory. Therefore, all bitumen will be imported. Based on recent projects within the same location, it is highly likely that the source of bitumen will be Kazakhstan. The Contractor will be responsible sourcing this material and ensuring safe transportation. Similarly, the appointed lead contractor will be responsible for operating the plant and ensuring the facilities comply with the local regulations and EMP requirements. All necessary permits to operate will be obtained from the local authorities including the DEPs.

254. However, the Contractor has to liaise with Local Administration for disposal of construction waste. The Contractor is to use existing Asphalt plant for Kangurt-Baljuvon-Khovaling road, which was used before for construction of Dangara-Kangurt road (not ADB financing) – at km 0+50 of Dangara-Kangurt road. It will be agreed with Contractor that before the use of this Asphalt plant for rehabilitation of Kangurt-Baljuvon-Khovaling road they will clean the area.

11.3 Water 255. Non-potable water will be derived from the Surkhob River. The locations of the extraction points have yet to be determined, although they should be approved by the Engineer and DEP prior to the start of extraction. Potable water will also need to be sourced for construction camps.

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11.4 Construction Camps 256. Camp sites will be selected preferably at km 26+000 keeping in view the availability of an adequate area for establishing camp sites, including parking areas for machinery, stores and workshops, access to communication and local markets, and an appropriate distance from sensitive areas in the vicinity. Final locations will be selected by the Contractor after the approval from the DEP and the Engineer (Detailed in Appendix- M, Construction Camp).

11.5 Storage Areas 257. Temporary storage areas will be required for certain activities, such as the storage of construction equipment. The tentative location is at km 26+000.

12 Road Safety 258. The scope of the Permanent Works includes the planning, manufacturing and installation of traffic signs and application of pavement markings along the entire length and for all features of the Project Road. The following types of traffic signs will be installed along the Project Road:

i Warning Signs ii Regulatory Signs iii Signs for all off-ramp/adjacent roads iv Information and Direction Signs

259. In addition, the Works include the construction/manufacturing and installation of different types of safety barriers steel guardrail, kilometer posts and guide posts.

260. The principle road safety benefits the project will deliver are the following:

• Reduced risk of vehicles leaving their lane to avoid potholes and surface deformations; • Reduced risk of accidents due to road hazards, e.g. flooding of roadway, foreign objects (falling rocks) on roadway; • Improved sight distances due to improved vegetation control; • Better separation between pedestrians and vehicles in settlements; and • Better night driving conditions due to improved carriageway and improved pavement centerline markings. 261. Some of these advantages could be partially offset by the higher speeds which will be possible after the road improvements.

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13. Operational Parameters 262. The rehabilitated road will be a Category IV road with two lanes. Likewise, Bridge No. 5 will be reconstructed with two lanes.

263. The design speed limit will 60 kph in non-settlement areas and 40 kph in settlements.

264. The road rehabilitation is anticipated to generate limited induced traffic increases but a value of 3% per annum increase in traffic movements has been allowed for in line with World Bank estimates of increases in Tajikistan Gross Domestic Product (GDP) and parallel increases in the national road network.

14. Analysis of Alternatives 265. The analysis of alternatives is an effective tool to examine the number of options (siting and technology) and establishing most environmentally favorable alternative, or with cause minimum environmental loss to the natural and social environment. For this Kangurt-Baljuvon- IVKR, project alternatives are carefully taken into account in selecting the alternative alignments for the road and the location of Bridge No.6. Further, there are no sensitive environmental issues associated with the existing road corridor (ROW) including all 6 bridges and 27 culverts.

14.1 Route Options 266. As the project is for the rehabilitation of an existing road, alternative alignments for the road have not been considered. Firstly, there are no significant effects of the existing route on receptors and therefore no need to locally realign the route. Secondly, new alignment would introduce new potential environmental effects. Therefore, the best environmental option was to conduct the rehabilitation within the existing right of way.

14.2 Do Nothing Option 267. The do-nothing option would not achieve the desired benefits of the project. Leaving the route to further deteriorate would continue and exacerbate the isolation of communities along the route and eventually make access impossible for many types of vehicles during wet and snow conditions.

268. Without the project, road traffic will continue to increase, it is expected to account for most increases in passenger, and freight transport using the same road routes. The do-nothing option was dismissed on environmental grounds as it would not assist the local population from growing economically.

14.3 Do Minimum Option 269. The do-minimum would consist of limited repairs to the road. This was not considered viable as the road condition has gone beyond the ability to repair on a piecemeal basis. Repairs would be costly and not fully achieve the desired aims of the project. This alternative was dismissed. ______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page 82

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14.4 Selected Option 270. The selected option was considered to be the most cost-effective approach to achieve the desired outcomes of improving access and economic opportunity. Budgetary constraints limit the ability to widen the route. However, the rehabilitation of the 43 km road, 27 culverts including reconstruction of 2 RCC Bridges leads to a Category IV standard. For the alignment of Bridge No. 6, the present alignment considered by PIURR was based on the premise that it will reduce erosion of Obimazor river and ensure safer operation.

271. Further, no alternative modes of transport are available in the project area, as such, rehabilitation of existing road and 4 Bridges and culverts, and reconstruction of 2 RCC Bridges will amplify accessibility of regional transport network and road safety.

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VI. IMPACT ASSESSMENT, MITIGATION AND MONITORING

1. Preamble 272. This section provides information on the impact assessment methodology and process adopted for the assessment of project impacts and determination of their significance.

273. Development of mitigation measures for identified significant effects are set out, and any residual significant effects are reported.

274. The assessment findings are based on all mitigation measures presented in this document being fully implemented as part of the project implementation. All mitigation established in the report are considered to be committed mitigation once the report has been approved by ADB. The commitments made within the Updated IEE become a binding part of the contract and grant agreement.

275. At the current stage of the development a lead construction contractor has recently been appointed. As many of the potential impacts and scope of work of this project relate to the project construction phase, then consideration placed for the need for an update of the findings of previous IEE of May 2018. This has been made as the contractor is appointed and his working methods, proposals for camps and locally negotiated borrow pits and waste disposal areas have been planned.

276. The mitigation measures provided in this IEE shall be considered as high level in many cases and will need to be refined by the contractor during the development of Site Specific and Topic Specific Environmental Management Plans.

2. Process of determining effects 277. A standardized approach will be based around standard terminology for the determination of impacts and determination of effects, their significance and mitigation or offsetting. The following sections provides an overview of proposed process of impact assessment to be used for the current projects. This section provides the conceptual model to be used for determining effects.

278. The proposed approach for impact identification and assessment of effects relating to air land and water will be based on the Source – Pathway – Receptor – Consequence Model (SPRC). Such an approach is commonly used in contamination studies but is highly applicable for many of the elements considered in an impact assessment process. The model is shown diagrammatically below in Figure 19.

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Figure 19 Source Pathway Receptor Model as used in EIA

279. The model shows that to have an effect on a receptor you need all elements of the chain to be present. Therefore, an effect can only occur if there is a source (of change), a receptor upon which that change acts and a pathway between the source and receptor.

280. The SPRC conceptual model is less effective on intangible elements of the environment. These include potential exceedances of legislative standards and topics such where human perceptions and constructs are considered, for example landscape and visual impacts where individual perceptions of beauty, scenic value are important.

281. The SPRC model brings out some important aspects of terminology for the impact assessment process. The first is that the terms impact and effect are not synonymous and cannot be used interchangeably. As can be seen, the IMPACT is the change in environmental variable. The size of change can be determined objectively in cases where change can be measured or predicted, for example increases in emissions to air.

282. This IMPACT acting on the RECEPTOR creates a consequence or EFFECT on that receptor.

283. In order to determine the level or importance of the effects two key aspects need to be determined. These are:

 Characterisation of the magnitude and nature of the impact; and  Identification of valued Environmental Receptors and their level of importance and/or sensitivity to change.

284. The following sections provide guidance in determining VER and ascribing value/sensitivity.

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3. Identifying Receptors 3.1 Valued Environmental Receptors 285. Based on the SPRC model it is necessary to identify receptors which will be subject to the change in environmental variable.

286. The Valued Environmental Receptors (VER) and its sensitivity to change may not be the same for each discipline. Thus, each discipline needs to НОtОrmТnО Тts oаn sОt oП VER’s anН ascribe values to each of them.

287. Valued Environmental Receptors can be defined as:

 Elements of the environment that are of value to the functioning of natural or human systems (i.e. areas or elements of ecological, landscape or heritage value, soil and sediment, air and water bodies); and  Human receptors, such as people (i.e. users of dwellings, places of recreation, places of employment and community facilities), and human systems (e.g. employment market). 288. In addition, receptors will include legislative and policy standards and values. For example, air quality limits, noise standards and planning policy requirements.

289. The VERs are described in terms of their spatial importance and/or the sensitivity of that receptor to change due to potential impacts.

290. The environmental value (or sensitivity) of the receptors identified will be defined using the criteria in Table 20.

Table 20: Value and Sensitivity of Receptors used in the impact assessment

Value / Sensitivity Description of Value

International/ Extremely High importance and rarity, international scale and Sensitive limited potential for substitution (e.g. school or hospital receptor) Extremely sensitive to change

National/ Highly sensitive High importance and rarity, national scale, and limited potential for substitution (e.g. residential receptor) – very sensitive to change

Regional/ Moderately High or medium importance and rarity, regional scale, sensitive limited potential for substitution (e.g. commercial or recreational receptor) and moderately sensitive to change

Local/ Low sensitivity Low importance and rarity, local scale and insensitive to change

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291. EstabХТsСТnР tСО VER’s Пor tСО proУОМt Тs a Пundamental building block of the impact assessment proМОss. OnХв VER’s sСouХН bО rОПОrrОН to Тn tСО НОtОrmТnatТon oП sТРnТПТМanМО oП effect. VER identification and evaluation is the first step in the assessment process.

4. Characterizing Impacts 292. Size of Impact - As noted above the impact is the change of state of the environment which is caused by a project activity. In general, this change can be measured or estimated in some manner. For example, a change in sound level of 2 dBA, or an increase in ground concentration of an air pollutant of 20 mg/m3. For some topics the measure may be an area of land to be affected or number of trees to be lost etc. Wherever possible the size of the impact should have a physical measurement.

293. Other aspects of an impact - While the size of the change in environmental parameter is an important aspect of an impact, there are other aspects which will determine the severity of the impact when it acts on the receptor.

294. For this impact assessment the following aspects are taken into consideration, in addition to the Size of Impact as set out above:

 Extent of impact;  Duration of Impact;  Frequency of Impact;  Probability of Impact Occurring; and  Reversibility of Impact.

295. The assessment process used in this impact assessment process will use a bespoke scoring system to enable a systematic and transparent process to be undertaken to determine the impact magnitudes identified.

296. The following sections provide the scoring system to be adopted and its rationale.

297. Extent of Impact or Area of Influence - This relates to the physical extent over which the impact will happen. A larger extent would tend to lead to increased risk of significant effects occurring than a highly localized area of influence. The classification of this variable and the ascribed scores is shown in Table 21

Table 21 Classification of Extent of Impact and Assigned Scores

Classification Description Example/s Score

Local According with the modelling Increases in noise levels 1 results during the construction during construction will be phase, the noise level accordingly mitigated increases and it will be higher than the admissible level at 445 buildings during the day

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Classification Description Example/s Score

Local The area of influence is contained Loss of local and common 2 within the project site or habitat within the site immediate surrounding area. during clearance works

Regional The area of influence extends to a Changes in property or 3 regional scale, affecting areas land prices within a region outside the project site and into due to the development. the wider environment Air emissions which affect wide area.

National The area of influence extends to Creation of special wastes 5 national scale which cannot be handled within the nations existing capacity/capability

International The area of influence will be cross Production of Greenhouse 7 boundary Gases which affect global climate

298. Duration of Impact Effect - An ТmpaМt’s maРnТtuНО аТХХ bО ТnМrОasОН as Тts НuratТon increases. It is important to note that the impact duration is not synonymous with the duration of the event causing the impact. The duration is defined as how long the impact will last. For example, a loss of containment event resulting in a chemical spill may last only 5 minutes but the impacts of the chemical entering the environment will last much longer depending upon the type of chemical, location and nature of spill and any remediation efforts.

299. The classification of this variable and the ascribed scores is shown in Table 22.

Table 22 Classification of Duration of Impact and Assigned Scores

Classification Description Example/s Score

Transient Less than 1 day Delivery of single large 1 item of equipment affecting local road network

Very Short 1 – 30 days Temporary closure of road 2 Term or other access

Short term 1 – 12 months Dust emissions from site 3 clearance

Medium 1 – 5 years Construction traffic effects 5 on large project

Long Term Greater than 5 years Changes to air quality due 7 to emissions from process

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Permanent Permanent Clearance of natural 10 vegetation which cannot be recreated

300. Frequency - An event, such as blasting during site preparation works, may be short term in nature but if the event is repeated many times during the course of the project then the magnitude of the impact would be considered to be increased. The classification of this variable and the ascribed scores is shown in Table 23.

Table 23 Classification of Frequency of Impact and Assigned Scores

Classification Description Example/s Score

One off The event causing the Clearance of soils and habitats at 1/5* impact occurs only once in the start of the project the lifetime of the project

Rare A rare event in the lifetime Increased noise or air emissions 2 of the project due to emergency situations

Infrequent An event which is expected Increased emissions from a plant 3 to occur but not commonly during regular maintenance and as part of the normal project shutdown conditions

Frequent An event is will occur Daily noise from blown down of 5 regularly throughout a steam drums. phase of the project or the lifetime of the project Delivery of raw materials and export of products from a facility on daily basis

Continuous An event which by the Noise emissions from operational 7 nature of the project is plant during construction stage continuous

*For one off events, a score of 1 is ascribed if the event does not lead to a permanent non-reversible impact, if the impact is permanent; a score of 5 is used. 301. Probability - Impact assessment for some issues is based on risk assessment. Not all predicted impacts will occur but should be considered in the assessment process. In order to account for this, a three-point probability scale and scores has been used as follows:

 Certain 5  High 3  Low 2

302. Reversibility - If an impact can be readily reversed, then its overall magnitude would be considered less if it cannot be rectified. For example, the loss of natural habitats can never be

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303. For this impact assessment process, a simple Yes or No scale is used with associated scores of 1 and 5 respectively.

304. Size of Impact - For the established size of impact the following values have been ascribed:

 Low 3  Medium 5  High 8

305. For any impacts which do not exceed the threshold of significance then by definition, the impact severity must be negligible.

306. Overall Impact Magnitude Scoring Model - The scoring model for the described variables results in scores across a range of 7 – 40. The impact assessment uses a four-point terminology to describe impact magnitude. This is presented in Table 24. The model ascribes the outcomes of the scoring of the variables as follows.

 7 – 15 Negligible  16 – 23 Minor  24 – 31 Moderate  32 – 40 Major

Table 24 Criteria for Magnitude of Impacts used in the impact assessment

Magnitude Description of Adverse Description of Beneficial Consequence Consequence

Major Loss of resource and/or quality and Large scale or major improvement of integrity, severe damage to key resource quality; extensive restoration or characteristics, features or enhancement; major improvement of elements attribute quality

Moderate Significant impact on the resource, Benefit to, or addition of, key but not adversely affecting the characteristics, features or elements; integrity, partial loss of/damage to improvement of attribute quality key characteristics, features or elements

Minor Some measurable change in Minor benefit to, or addition of, one attributes quality or vulnerability, (maybe more) key characteristic, feature minor loss of, or alteration to, one or element; some beneficial impact on (maybe more) key characteristic, attribute or a reduced risk of negative feature or element impact occurring

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Magnitude Description of Adverse Description of Beneficial Consequence Consequence

Negligible No loss, or very minor loss or Very minor benefit to or positive addition detrimental alteration to one or of one or more characteristics, features or more characteristic, feature or elements element

307. Assessment of Significance - A significant effect may be broadly defined as one which should be brought to the attention of those involved in the decision-making process. The determination of significance of an effect uses a two-dimensional matrix based on the above parameters of Impact magnitude and Value/sensitivity of the receptor.

308. The proposed assessment will use a matrix for determining the significance of an effect as presented in Table 25. Significance is therefore a function of the value or sensitivity of the receptor being considered defined in Table 20 and the consequence of impacts defined in Table 23.

Table 25 Matrix for Determining the Significance of Environmental Impacts

International/ National/ Regional/ Local/Low Extreme High Moderate

Major HIGH HIGH MEDIUM LOW

Moderate HIGH MEDIUM MEDIUM LOW

Minor MEDIUM MEDIUM LOW NS

Negligible NS NS NS NS

309. The impact assessment has utilized the following semantic definitions of the significance terms High, Moderate and Low. They are based on the terminology used in international principles and guidance and on the geographical context of the effect:

 High – An environmental effect that has importance at international or national level and is irreversible or unprecedented;  Medium – An environmental effect that has importance at a regional scale and/or one that can be readily reversed with intervention and is limited to the site boundary and immediate surrounding area;  Low - An environmental effect that is only important in a local context, which is readily mitigated, and it occurs only within the boundary of the project; and  NS – An environmental effect that is considered non-significant. ______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page 91

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310. Significant adverse effects occur where valuable or sensitive receptors, or numerous receptors, are subject to impacts of considerable magnitude and duration. Some effects will be temporary, others are permanent in nature and these will be stated in the assessment.

5. Mitigation 5.1 Hierarchy of Mitigation 311. Figure 20 shows the Hierarchy of Mitigation as defined by the World Bank Group.

312. This is based on the principle of avoidance of impacts through design, followed by minimizing impacts through mitigation, and finally offsetting impacts that cannot be mitigated fully.

Figure 20 Hierarchy of Mitigation

313. The above hierarchy has been incorporated into the Updated IEE process for the current project. The mitigation set out in this document is committed and will form part of the contract documentation.

6. Results of the Assessment Process 314. The results of the assessment are present in the following sections.

315. A total of twenty Valued Environmental Receptors (VER) were identified during the assessment process. A full listing of these and their ascribed value or sensitivity to change is

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Table 26 Table of Valued Environmental Receptors

VER VER Description Value/Sensitivity No. 1 Agricultural land Regional/Moderate 2 Common Habitats along road alignment Local/Low 3 Trees within road right of way Local/Low 4 National Air Quality Standards National/High 5 Crop production and produce value Regional/Moderate 6 Potential unknown below ground artefacts National/High 7 Worker Health and Safety National/High 8 National and International Legslative Noise standards National/High 9 Local demographics Local/Low 10 Local incomes Regional/Moderate 11 Access to facilities Local/Low 12 Existing productive soil resources Regional/Moderate 13 Access to wider region by local people Local/Low 14 Spring water quality Regional/Moderate 15 Access along route Regional/Moderate 16 Soils Regional/Moderate 17 Water courses - water quality Regional/Moderate 18 Ground Water Regional/Moderate 19 General environment Regional/Moderate 20 Local population health National/High

316. The total number of impacts identified during the EIA process was twenty-nine, a breakdown of which is provided in the following tables.

317. Table 27 shows the level of significance ascribed to impacts without mitigation broken down by environmental aspect. There were no predicted High impacts, 15 medium impacts, 10 low impacts and 4 which were considered to be non-significant. It can be seen that 7 out of the 28 identified impacts relate to health and safety issues, either community safety or Worker Health and Safety. The other notable area of concern highlighted by the impact assessment process is the potential for contamination of the water courses within the project area.

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Table 27 Summary of Impacts by Environmental Aspect Prior to Mitigation

Environmental Topic NS Low Medium High Total Agriculture and Fisheries 1 1 0 0 2 Air Quality 1 0 2 0 3 Archaeology 0 0 1 0 1 Community Safety 0 0 4 0 4 Noise 0 0 2 0 2 Socio-Economics 0 2 1 0 3 Soil and Groundwater 3 0 3 0 0 Quality Terrestrial Ecology 2 0 0 0 2 Waste Management 0 2 0 0 2 Water Resources 0 2 1 0 3 Worker Health and Safety 0 0 4 0 4 TOTAL: 4 10 15 0 29

318. Table 28 shows the number of impacts for each significance level before and after mitigation is applied. The table shows that the mitigation measures are predicted to reduce most effects to Non-significant (NS). Only four significant effects remain, two of these are positive effects, one at low significance and one at medium significance. Two low significance effects remain after mitigation and are considered as Residual Significant Effects and are discussed further in the Residual Significant Effects Section.

Table 28 Summary of Significance Before and After Mitigation

Sig Before Significance Mitigation after Mitigation NS 4 25 Low 10 3 Medium 15 1 High 0 0 Total 29 29

319. Table 29 to Table 42 provide a breakdown of the impact assessment outcomes. The tables are presented by environmental aspect for construction and operations. Each table provides an Impact ID No, a description of the anticipated impact, the results of the impact magnitude evaluation, the VER that the impact will act upon and its value/sensitivity and the predicted significance of effect without mitigation. Then the approved mitigation measures are listed and finally the predicted Significance after application of the mitigation is provided.

Note - The following abbreviations are used in the Tables.

NS = Non-Significant, Sub table headings (Im = Impact, C = Class, S = Score) S = Severity, E = Extent, D = Duration, F = Frequency, P = Probability, Rev = reversibility Lo= Low/Local, Med = Medium, Hi = High, VL = Very Local, Fre = Frequent, Cer = Certain, Y = Yes, N = No St = Short Term, Inf = Infrequent, Ra = Rare, ST30 = Short term less than 30 days, Per = Permanent

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Table 29 Assessment of Impacts for Archaeology – Construction Phase

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

AR01 Risk of encountering Im C S 32. Potential National/High Medium Develop and Implement a Chance NS unknown S Lo 3 unknown below Finds Procedure as part of the EMP archaeological E VL 1 ground artefacts resources or artefacts D ST 3 Training of excavator operators and F Ra 2 supervisors/site managers on risk and P Lo 2 identifying possible archaeological Rev N 5 remains Minor 16

Table 30 Assessment of Impacts for Agriculture – Construction Phase

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

AF01 Accidental Im C S 27. Agricultural Regional/Mod NS Awareness Training of staff on no go NS encroachment of S Med 5 land erate areas equipment during E Lo 2 construction causing D S30 2 Clear demarcation of approved work compaction of valued F Ra 2 areas and exclusion areas soils P Hi 3 Rev Y 1 Negligible 15

AF02 Fugitive dust emissions Im C S 31. Crop Regional/Mod Low Construction traffic speed limit when NS affecting quality of fruits S Med 5 production and erate on site through soiling issues E Lo 2 produce value D ST 3 Damping down of dusty areas F Fre 5 P Hi 3 Timing of dust generating activities to Rev Y 1 avoid fruit production season Minor 19

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Table 31 Assessment of Impacts for Air Quality – Construction Phase

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

AQ01 Localised changes in Im C S 44. Local National/High Medium Contractor to maintain all fossil fuel NS ambient air quality due S Lo 3 population burning equipment in accordance with to operation of mobile E VL 1 health manufacturers recommendations and stationary D Med 5 Contractor to use good quality equipment burning F Fre 5 equipment with minimum emissions fossil fuels. P Cer 5 No equipment shall be left idling if not Rev Y 1 in use Minor 20

AQ02 Emissions from mobile Im C S 30. National Air National/High NS No equipment shall be left idling if not NS and stationary S Lo 3 Quality in use equipment affecting E VL 1 Standards local air quality D ST 3 standards F Inf 3 P Lo 2 Rev Y 1 Negligible 13

AQ03 Fugitive dust emissions Im C S 67. Local National/High Medium Construction traffic speed limit when N/S from works, S Lo 3 population on site construction traffic E VL 1 health Damping down of dusty areas causing dust soiling D ST 3 and increase in PM2.5 F Fre 5 and PM10 P Cer 5 Rev Y 1 Minor 18

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Table 32 Assessment of Impacts for Community Safety – Construction Phase

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

CS01 Increased risk of road Im C S 44. Local National/High Medium Actively enforce speed limits for NS traffic accident due to S Med 5 population Project vehicles. construction traffic E VL 1 health movements D Med 5 Awareness program for local F Ra 2 population prior to works commencing, P Lo 2 including visits to local schools Rev N 5 Minor 20 Devlopment of Traffic management Plan as part of the SEMP

Drivers to be fully competent and authorized to drive heavy loads vehicles and to receive specific training.

Ensure all drivers have completed training and are licensed to drive the vehicles they are operating.

Limits to be adopted and enforced for maximum number of work hours to avoid overtiredness.

Minimise the number of road movements as much as practicable, maximising capacity of vehicles.

Schedule road movements to minimise impact on existing road users.

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Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

Zero tolerance policy for drug and alcohol use amongst all workforce CS04 Impacts on health of Im C S 44. Local National/High Medium All batching plants, crusher locations NS dust and noise S Med 5 population and asphalt plants shall be located emissions E Lo 2 health more than 500 m from residential units’ D ST 3 F Fre 5 use of the quietest practical type P Hi 3 of equipment. To avoid confusion 1 Rev Y and misinterpretations, such types Minor 19 should be specified in the contract specifications and special provisions

Table 33: Worker Health and Safety - Construction

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

WH01 Risk of explosion or fire Im C S 33. Worker National/High Medium Awareness training of site staff and NS due to accidental strike S Med 5 Health and supervisors of issues concerning the of gas and oil lines E Lo 2 Safety presence of the pipelines present along this D ST 3 stretch of road - F Ra 2 Contractor to clearly mark above resulting in harm to P Lo 2 ground oil and gas pipelines and 5 workers Rev N route of underground lines prior to Minor 19 any construction works in this section

Contractor to identify location of potentially live oil and gas pipelines and other underground services

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Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

Liaise with Ministry of Energy and Water Resources to determine if lines are active. If lines are to be in use during construction works in this area then the work sites should be effectively separated from the lines by a physical barrier to prevent accidental encroachment of equipment and workers WH02 Poor quality housing Im C S 33. Worker National/High Medium Contactor to ensure that workers NS and hygiene standards S Lo 3 Health and accommodation and rights are in line resulting in injury or E Lo 2 Safety with the FIDIC Pink Book sickness D Med 5 requirements F Fre 5 P Lo 2 Contract documentation to include Rev Y 1 requirement that worker Minor 18 accommodation be in line with good practice, such as that set out in World Bank Workers Accommodation Guidance

Contractor to appoint camp manager who will be responsible for ensuring standards of eccommodation meet basic requirements and are safe and hygienic WH03 Injury or fatality of Im C S 33. Worker National/High Medium Contractor shall develop Method NS workers due to S Hi 8 Health and Statements for all major activities and insufficient controls on E Lo 2 Safety include health and safety risk work activities and D Med 5 assesment for each of these activites processes F Inf 3 P Lo 2 Contractor shall provide health and Rev N 5 safety induction training for all staff, Moderate 25 and specific training for staff working on work sites.

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Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

Contractor shall supply to site workers, free of charge all necessary Personal Protective Equipment (PPE) to include as protective footwear, high visibility vests, safety helmet and hearing protection. For specific tasks other PPE may be required, for example welding masks, hot work gauntlets

Contractor will develop and implement a health and safety system, including incident and near miss reporting

Contractor will employ a specialist Health and Safety officer for the duration of the project. Responsibility for health and safety shall be this persons main role.

Provision of health care and first aid - Contractor shall ensure that adequate first aid supplies and trained first aiders are available WH04 Potential presence of Im C S 33. Worker National/High Medium If asbestos is encountered, Contractor NS asbestos piping - risk of S Lo 3 Health and shall develop an Asbestos worker exposure to E VL 1 Safety Management Plan asbestos fibres D Med 5 F Ra 2 Worker awareness of asbestos and P Lo 2 risks asscoiated with handling such Rev N 5 material Minor 18

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Table 34 Assessment of Impacts for Waste Management – Construction Phase

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

WM01 Inappropriate Im C S 43. Water Regional/Mod Low EMP to include appropriate waste NS management and S Lo 3 courses - water erate management protocols disposal of waste E Lo 2 quality during construction D Med 5 Location of appropriate waste storage affecting water courses F Fre 5 facilities at all work sites P Hi 3 Rev Y 1 Worker induction and regular tool box Minor 19 talks to make all staff aware of zero waste discharge to environment

Zero tolerance of waste entering water course or flood plain areas, this will include all materials (e.g welding rod stubs, wood, plastics and metals WM02 Poor waste Im C S 46. General Regional/Mod Low All hazardous waste containers to be NS management practices S Med 5 environment erate labelled clearly with a waste hazard resulting in direct and E Lo 2 identification label. indirect affects on D Med 5 project area F Fre 5 Contractor will establish a demarcated environment P Hi 3 temporary waste storage area where Rev Y 1 waste is stored pending transport to Minor 21 final treatment/disposal location.

Contractor will practice good housekeeping on site.

Contractor will put in place measures to minimise waste, i.e. procure materials with less packaging, refrain from ordering excess materials, make

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Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

arrangement with suppliers to return surplus, unused materials.

Contractor will take measures to prevent the disposal, burying and burning of waste on-site, roadside dumping and illegal land filling.

Contractor workforce will be trained in the requirements of the Waste Management Plan, Particularly with regards to waste segregation, storage and handling.

Implementation of recycling/recovery initiatives to reduce waste sent for disposal.

Contractor will practice good housekeeping on site.

Waste storage containers will be secure, undamaged and appropriately labelled.

Waste to be segregated and containers clearly labelled specifying which type of waste is contained to assist with identifying appropriate disposal routes and in case of accidental spills or loss to the environment.

Waste to be stored in appropriate containers or skips and removed for

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Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

treatment/disposal at a frequency so as to avoid the build-up of waste on site.

Waste will be collected and transported under cover of a Waste Collection Log and Waste Manifest.

Table 35 Assessment of Impacts for Water Resources – Construction Phase

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

WR01 Accidental strike of oil Im C S 43. Water Regional/Mod Low Awareness training of site staff and NS pipeline causing a loss S Med 5 courses - water erate supervisors of issues concerning the of containment of oil E Reg 3 quality presence of the pipelines into river and/or flood D Med 5 plain - creating water F Ra 2 Contractor to clearly mark above pollution and ecological P Lo 2 ground oil and gas pipelines and route 5 damage Rev N of underground lines prior to any Minor 22 construction works in this section

Contractor to identify location of potentially live oil and gas pipelines and other underground services

Develop emergency response mechanism to ensure that flow is stopped if an incident occurs

Liaise with Ministry of Energy and Water Resources to determine if lines are active. If lines are to be in use

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Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

during construction works in this area then the work sites should be effectively separated from the lines by a physical barrier to prevent accidental encroachment of equipment and workers

Works in this area preferably to be conducted outside periods when rivers are in full flow WR02 Potential for Im C S 43. Water Regional/Mod Low Contractor to conduct risk assessment NS contamination of water S Lo 3 courses - water erate on all activities near to water courses course due to release E Lo 2 quality and apply approriate controls of hydrocarbons or oils D ST 3 and grease etc F Inf 3 No refuelling of vehicles or equipment P Lo 2 to take place within river beds or withi Rev N 5 25 metres of the edge of the water Minor 18 course

Table 36 Assessment of Impacts for Noise and Vibration – Construction Phase

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

NO01 Noise disturbance due Im C S 44. Local National/High Medium Communicate early on with the NS to equipment and S Med 5 population general public to reduce the number construction activities. E Lo 2 health of noise complaints. Inform the public D ST 3 of any potential construction noise F Fre 5 impacts and the measure that will be P Cer 5 employed to reduce these impacts. Rev Y 1 Also, establish and publicize a Moderate 21 responsive complaint mechanism for

the duration of the construction;

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Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

Use temporary sound barriers required for mitigation of noise ТmpaМts bв tСО МorrТНor’s ПТnaХ НОМТsТon document or environmental evaluation prior to transit line construction (where possible from a construction staging perspective).

Minimize construction duration in residential areas, as much as possible.

Minimize nighttime activities in residential areas, as much as possible.

Re-route truck traffic away from residential streets, where possible.

Combine noisy operations to occur in the same time period.

Use well-maintained equipment equipped with modern mufflers. Noise blankets on equipment and/or quiet-use generators. Noise blankets (aХso МaХХОН “aМoustТМ аraps”) arО removable and reusable sound barriers made from compost materials like teflon impregnated cloth. The blankets are custom-fit to encapsulate the noisy equipment and block sounds at the source. These are commonly used on equipment such as fans and blowers, compressor housings, hydraulic pumps, etc. They

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Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

are very effective because they block the source of the noise.

Use alternative construction methods, such as sonic or vibratory pile driving in noise sensitive areas.

Pile driving and other high-noise activities during daytime construction (generally 7am to 7pm), where possible. When construction time is restricted to certain daytime hours, the overall duration of project construction would likely increase.

Table 37 Assessment of Impacts for Socio-economics – Construction Phase

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

SE02 Need for closure of Im C S 36. Local Regional/Mod Low Contractor to consult and liaise with NS bridge to complete S Med 5 incomes erate local government and emergency upper deck works. E Lo 2 services to ensure adequate Replacement of steel D S30 2 emergency access is available for deck may require F Inf 3 settlements during closures weekend closure of P Cer 5 1 bridge. Create impact Rev Y Contractor to develop a program for Minor 18 on incomes and minimising disruption of traffic flows accessibility during bridge closures. Consider possibility of single weekend closure or series of night time working to reduce inconvenience

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Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

Contractor to maintain accompanied pedestrian access across route during daylight hours

Contractor to notify local communities and post road signage advising of intended closure for three weeks prior to the closure.

Schedule closure outside main harvest time to reduce disruption of access to markets SE03 Positive effect - short Im C S 36. Local Regional/Mod Low Develop plan for local recruitment of Positi term employment of S Med 5 incomes erate workers for project - train as required ve - local people E Lo 2 Low D Med 5 F Inf 3 P Lo 2 Rev Y 1 Minor 18

Table 38 Assessment of Impacts for Soil and Ground Water – Construction Phase

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

SG01 Possible presence of Im C S 43. Water Regional/Mod Low EMP to ensure that excavations are NS historical contamination S Med 5 courses - water erate prohibited within vicinity of oil and gas from small scale oil and E Lo 2 quality production unit and minimised along gas production unit. D ST 3 pipeline route Construction activities F Ra 2 could cause P Lo 2 No borrow pits for boulders or gravel to Rev N 5 be developed in this section of the Minor 19 water course

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Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

mobilisation of contamination Worker and site supervisor awareness training to assist identification of contamination during excavation works SG02 Accidental spillage of Im C S 45. Ground Regional/Mod Low Fuels should be stored in good quality NS hydrocarbon affecting S Med 5 Water erate above ground tanks placed on an local ground water E Lo 2 impervious surface with a spill D Med 5 containment bund capable of F Fre 5 containing 110% of the tank capacity P Hi 3 Rev Y 1 No onsite refulling within or adjacent to Minor 21 water courses

On site refuelling of equipment and vehicles shall utilise a drip tray to prevent hydrocarbons entering the ground SG03 Potential damage or Im C S 42. Soils Regional/Mod Low Soils shall be protected from water and NS loss of soil resource S Lo 3 erate wind erosion. Removal of vehetation due to erosion or E Lo 2 shall be minimised improper handling. D ST 3 F Fre 5 Top soil reources should be stripped P Hi 3 from site and stored for later Rev N 5 restoration. Stock piles should be no Minor 21 more than 1.5 m in height and shall be protected from erosion either by seeding with qucik growing non invasive grass mix or covered

Valued top soils shall not be compressed by tracking of equipment and machinary

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Table 39 Assessment of Impacts for Biodiversity – Construction Phase

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

TE01 Potential secondary Im C S 29. Trees within Local/Low NS Contractor to develop a tree protection NS impacts on trees S Lo 3 road right of way plan as part of the SEMP. This will as adjacent to work sites E Lo 2 a minimium set out restrictions on tree D Med 5 removals, stock piling soils over tree F Fre 5 root systems, excessive compression P Hi 3 of soils around tree root systems. Rev N 5 Minor 23 Worker awareness training to include protection of trees

No tree cutting for fuel to be allowed TE02 Loss of common Im C S 28. Common Local/Low NS Limit the Project footprint to the NS habitats alongside road S Med 5 Habitats along minimum required for safe access, during project works E Lo 2 road alignment construction and operation of project and site clearance D ST 3 facilities. F Fre 5 P Cer 5 Restoration of sites with appropriate Rev Y 1 seed mix with local species grass Minor 21 species only.

Contract workers shall not have bonfires on site. Open flames for project needs shall be in designated safe areas only.

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Table 40 Assessment of Impacts for Socio-economics - Operation

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

SE01 Reduced journey times Im C S 36. Local Regional/Mod Medium Consider development of local plan to Positi and improved access to S Lo 3 incomes erate develop suitable cottage industries ve - local facilities and wider E Lo 2 such as arts and crafts in settlements Mediu markets for local D Per 10 along the road m population F Con 7 P Hi 3 Rev Y 1 Moderate 26

Table 41 Assessment of Impacts for Community Safety - Operation

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

CS03 Potential loss of Im C S 44. Local National/High Medium Project design shall ensure maximum NS containment and fire S Med 5 population possible separation between road and risk due to vehicle E VL 1 health pipelines striking gas or oil line D Per 10 present along side F Ra 2 Project shall install warning signs that rehabilitated road P Lo 2 pipelines contain oil/gas Rev N 5 Moderate 25 Project shall liaise with Ministry of Energy and Water Resources to ensure pipelines are protected from accidental strike during operational phase of road CS05 Increased speeds Im C S 44. Local National/High Medium Actively monitor and enforce speed NS cause increased risk of S Med 5 population limits on route accidents during E Lo 2 health operations D Per 10 Appropiate signage for speed limit F Fre 5

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Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

P Hi 3 Traffic calming measures at entrance Rev Y 1 to settlements Moderate 26

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Table 42 Assessment of Impacts for Water Resources - Operation

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

WR03 Flush of contaminants Im C S 43. Water Regional/Mod Medium Installtion of sediment traps and oil Low and sediments into S Lo 3 courses - water erate interceptors on storm water drainage water courses from E Lo 2 quality systems road run off D Per 10 F Fre 5 Maintenance of storm water system P Cer 5 Rev N 5 Moderate 30

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7. Assessment of Environmental Impacts and Mitigation Measures for additional works on Bridge No.5 and 6 320. The context for the assessment is that the 2 crossings (Bridge No 5 at Shurobdaryo River and Bridge No 6 at Obimazor River) already exist and environmental impacts would have occurred when they were first constructed. The environment consists of habitat that has been highly modified by the structures, road, agriculture and other land uses and the presence of the hamlet in the surrounding area. The key environmental and social impacts relate to any proposed works that involve the construction of a new or replacement structure and may be either positive or adverse. The repair and maintenance of existing structures and reconstruction of 2 Bridges will have only minor impacts that can be avoided through careful and adequate environmental mitigation measures during construction. In this case the UIEE and EMP covers potential impacts and mitigation measures.

321. The following discussion therefore relates to a consideration of options that involve full replacement or construction of 2 new RCC Bridges. Same impact assessment methodology (as carried out for original IEE study) has been followed to determine the impact significance due to the additional works.

7.1 Design and Pre-construction impacts 7.1.1. Impacts on Physical Resources

322. Physical impacts in the design and pre-construction stage relate to the consideration of climate change and natural hazard impacts, impacts on topography, geology and soils impacts as well as impacts that may arise through the course of the project due to inadequate inclusion of mitigation measures in contract documents and capacity enhancement/training of contractors at the outset of the project.

323. Impacts associated with inadequate inclusion of mitigation measures in contract documents and lack of understanding of environmental issues can be addressed through proper inclusion of the EMP into tender documents (Appendix-O) as well as ensuring the EMP is updated as necessary following the detailed design phase.

324. Mitigation measures include:

325. Specify in tender documentation that the contractor shall engage appropriately qualified and experienced staff to take responsibility for the environmental management and safety issues at the working level and to monitor the effectiveness and review mitigation measures as the project proceeds.

(i) EMP and any conditions of the UIEE, development consent and lease are included in tender documents and mitigation measures appropriately budgeted for. (ii) The Contractor to submit construction environmental management plan (CEMP) based on contract EMP for approval by Project Management and Construction Supervision Consultant (PMCSC) (i.e., site clearance, site drainage, waste and materials management, traffic, noise and dust management etc.).

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326. Natural Hazard Impacts: The Bridge sites and hinterland areas are located within a catchment that has periodic flooding of the watercourses. Indeed, the condition of the crossings is in part due to damage suffered during severe flood events. As both the bridge projects are inland, the most significant natural hazards / climate change consideration is an increase in the frequency of extreme flood events in the future.

327. The structures will need to accommodate stronger and faster water flows, which could be achieved by increasing the height of the water crossings to accommodate increased flood discharges and by having an appropriate design of bridge that will allow for debris movement during flood (and minimize blockage risk).

328. Further to define more site-specific, considering the original Updated IEE, the Shurobdara and Obimazor rivers can be categorized as rainfall-snow rivers as per standard classification. The runoff is generated from rainfall as well as melting of snow. Mitigation measure include (not limited to):

(i) The proposed works will be designed in accordance with the design criteria so as to mitigate the future potential impact of natural hazard/climate change.

329. Topography, Geology and Soils: There are no significant earthworks that would impact on the existing topography, geology and soils of the Bridge sites. Approach to Bridge No 6 from Baljuvon side and exit the bridge, new high level embankments of 2 m high will be constructed. Despite this being a significant amount of earthworks, the topography of the Bridge No 5 and Bridge No 6 crossing area is already gentle to rolling and so the proposed earthworks would ТmprovО tСО tОrraТn, partТМuХarХв Пrom a roaН usОr’s saПОtв pОrspОМtТvО.

330. The embankments associated with crossings would be constructed using material cut from the existing area and so the geology and soils of the project sites would not be altered. No mitigation is considered necessary.

331. Erosion. Structures within a watercourse have the potential to cause scour/erosion by altering the current flows. This is particularly the case around piers and piles which slow the current flow on the upstream side and accelerate it on the downstream side (causing scour). The creeks where the projects are located have a very low flow and slow current speeds when not in flood and so the expected impacts of the replaced structures during these periods is considered to be minimal. During flood conditions, the current speeds increase and correspondingly the scour potential.

332. However, mitigation measures are proposed as follows:

(i) Design structures to allow continued flow of water through. (ii) Minimize the number of piles in bridge design.

7.1.2. Impacts on Ecological Resources

333. The main ecological impacts that would arise from the design and pre-construction phase relate to designs that would require insignificant vegetation clearance, such as new road and bridge alignments through unmodified areas. The terrestrial ecology in the vicinity of the proposed 2 bridge projects is not characterized by presence of invasive, flora and fauna. There were not

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7.1.3. Impacts on Socio-economic Resources

334. Loss of Land: There is no loss of any agricultural or urban land through realignment of approach and exit roads to Bridge No 6 and also for Bridge No 5, as such there is no requirement of land. However, if only small parcels of land are required temporarily, such is the case for the construction yard, the impacts will be very minor.

335. The impacts of land acquisition can be mitigated as follows:

(i) No physical displacement of people, either on an individual household basis or through the acquisition of public properties such as schools, mosques or other community centers will occur. (ii) Stockpiles and construction camps to be located on lower value land or public land.

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7.2 Construction Impacts Table 44. Assessment of Additional Works Impacts for Archaeology – Construction Phase

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

AR01 Risk of encountering Im C S 32. Potential National/High Medium Develop and Implement a Chance NS unknown S Lo 3 unknown below Finds Procedure as part of the EMP archaeological E VL 1 ground artefacts resources or artefacts D ST 3 Training of excavator operators and F Ra 2 supervisors/site managers on risk and P Lo 2 identifying possible archaeological Rev N 5 remains Minor 16

Table 45. Assessment of Additional Works Impacts for Agriculture – Construction Phase Agriculture - Construction Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

AF01 Accidental Im C S 27. Agricultural Regional/Mod NS Awareness Training of staff on no go NS encroachment of S Med 5 land erate areas equipment during E Lo 2 construction causing D S30 2 Clear demarcation of approved work compaction of valued F Ra 2 areas and exclusion areas soils P Hi 3 Rev Y 1 Negligible 15

AF02 Fugitive dust emissions Im C S 31. Crop Regional/Mod NS Construction traffic speed limit when NS affecting quality of fruits S Mi 2 production and erate on site through soiling issues E Lo 2 produce value D ST 3 Damping down of dusty areas F Fre 5 P Lo 2

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Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

Rev Y 1 Timing of dust generating activities to Negligible 16 avoid fruit production season

7.2.1. Impacts on Physical Resources

336. Air Quality: There will be emissions from construction vehicles and equipment, although this will be temporary and is not expected to be a significant contributor to overall greenhouse gases.

337. Since the impact on air quality is likely to be minimal and associated with construction stage only and machinery will be maintained and serviced regularly to minimize emissions, the standards are not expected to be exceeded.

338. Dust: Dust from the movement of construction vehicles can cause a nuisance for neighboring property owners in regards to shops and residences. Dust is likely to already be a nuisance to road users in the vicinity of the proposed works as the roads are currently unsealed. The potential for additional dust generation during construction (from machinery movements and earthworks) can be mitigated by:

(i) Regular watering within each individual site formation area. (ii) The Contractor shall frequently clean and water the site to minimize fugitive dust emissions (iii) Watering of exposed surfaces shall be exercised as often as possible depending on the circumstance.

Table 46/ Assessment of Additional Works Impacts for Air Quality – Construction Phase

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. after ID and Value/ before Mitigation Description Sensitivity mitigation AQ01 Localised changes in Im C S 44. Local National/High Medium Contractor to maintain all fossil fuel NS ambient air quality due S Lo 3 population burning equipment in accordance to operation of mobile E VL 1 health with manufacturers and stationary D Med 5 recommendations equipment burning F Fre 5 Contractor to use good quality fossil fuels. P Cer 5 equipment with minimum emissions Rev Y 1

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Minor 20 No equipment shall be left idling if

not in use AQ02 Emissions from mobile Im C S 30. National Air National/High NS No equipment shall be left idling if NS and stationary S Lo 3 Quality not in use equipment affecting E VL 1 Standards local air quality D ST 3 standards F Inf 3 P Lo 2 Rev Y 1 Negligible 13

AQ03 Fugitive dust emissions Im C S 67. Local National/High Medium Construction traffic speed limit when N/S from works, S Lo 3 population on site construction traffic E VL 1 health Damping down of dusty areas causing dust soiling D ST 3 and increase in PM2.5 F Fre 5 and PM10 P Cer 5 Rev Y 1 Minor 18

339. Water Quality: There is potential for an increased suspended sediment load in the watercourse during construction works that are within the bed of the creek or from runoff from surrounding earthworks. There is also the potential for oils and hydrocarbons from machinery to impact on water quality during construction.

340. It is noted that potential impacts on water quality are temporary and relate to the construction phase only. These impacts are expected to be no more significant than the periodic flood conditions, when the level of suspended sediment in rivers naturally increases.

341. Earthworks as part of the projects will have roughly equal cut to fill and so it is not expected that there will be excess materials or spoil to dispose of following construction works. Earthworks are also not significant and therefore it is not considered necessary to have a spoil management plan. Water quality impacts for proposed works can be mitigated as follows:

(i) Effective construction supervision to ensure the above measures are implemented (ii) Minimize any machinery movements within creek beds (iii) No machinery refueling to occur within 20 m of watercourses (iv) Install river bank protection measures (gabion baskets etc.) at bridge abutments (v) Locate stockpiles away from watercourses

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Table 47 Assessment of Additional Works Impacts for Water Resources – Construction Phase

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

WR01 Accidental strike of oil Im C S 43. Water Regional/Mod Low Awareness training of site staff and NS pipeline near bridge N6 S Med 5 courses - water erate supervisors of issues concerning the causing a loss of E Reg 3 quality presence of the pipelines containment of oil into D Med 5 river and/or flood plain - F Ra 2 Contractor to clearly mark above creating water pollution P Lo 2 ground oil and gas pipelines and route 5 and ecological damage Rev N of underground lines prior to any Minor 22 construction works in this section

Contractor to identify location of potentially live oil and gas pipelines and other underground services

Develop emergency response mechanism to ensure that flow is stopped if an incident occurs

Liaise with Ministry of Energy and Water Resources to determine if lines are active. If lines are to be in use during construction works in this area then the work sites should be effectively separated from the lines by a physical barrier to prevent accidental encroachment of equipment and workers

Works in this area preferably to be conducted outside periods when rivers are in full flow WR02 Potential for Im C S 43. Water Regional/Mod Low Contractor to conduct risk assessment NS contamination of water S Lo 3 courses - water erate on all activities near to water courses course due to release E Lo 2 quality and apply approriate controls

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Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

of hydrocarbons or oils D ST 3 and grease etc F Inf 3 No refuelling of vehicles or equipment P Lo 2 to take place within river beds or withi Rev N 5 25 metres of the edge of the water Minor 18 course

Table 48. Assessment of Additional Works Impacts for Soil and Ground Water – Construction Phase

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

SG01 Possible presence of Im C S 43. Water Regional/Mod Low EMP to ensure that excavations are NS historical contamination S Med 5 courses - water erate prohibited within vicinity of oil and gas from small scale oil and E Lo 2 quality production unit and minimised along gas production unit. D ST 3 pipeline route Construction activities F Ra 2 could cause P Lo 2 No borrow pits for boulders or gravel to 5 mobilisation of Rev N be developed in this section of the Minor 19 contamination water course

Worker and site supervisor awareness training to assist identification of contamination during excavation works SG02 Accidental spillage of Im C S 45. Ground Regional/Mod Low Fuels should be stored in good quality NS hydrocarbon affecting S Med 5 Water erate above ground tanks placed on an local ground water E Lo 2 impervious surface with a spill D Med 5 containment bund capable of F Fre 5 containing 110% of the tank capacity P Hi 3 Rev Y 1 No onsite refulling within or adjacent to Minor 21 water courses

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Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

On site refuelling of equipment and vehicles shall utilise a drip tray to prevent hydrocarbons entering the ground SG03 Potential damage or Im C S 42. Soils Regional/Mod Low Soils shall be protected from water and NS loss of soil resource S Lo 3 erate wind erosion. Removal of vehetation due to erosion or E Lo 2 shall be minimised improper handling. D ST 3 F Fre 5 Top soil reources should be stripped P Hi 3 from site and stored for later Rev N 5 restoration. Stock piles should be no Minor 21 more than 1.5 m in height and shall be protected from erosion either by seeding with qucik growing non invasive grass mix or covered

Valued top soils shall not be compressed by tracking of equipment and machinary

342. Waste Storage and Disposal: During construction waste will be generated by construction workers (general waste and packaging), and through the replacement of existing structures which will require old structures to be demolished. In most cases, much of the demolished material may be reused in the construction of other structures under the project or in the new structure itself. The remainder of the non-toxic material may be provided to the local community (if useful) or will be taken offsite and disposed of to an appropriate location (determined by Baljuvon local administration). The impacts of solid waste storage and disposal will be mitigated as follows:

(i) Prepare and implement a Waste Management Plan (WMP) as part of CEMP before construction to cover all aspects of waste storage disposal and accidental spills. The WMP is to be approved by the CSC (SMEC). Contractor to implement the WMP provisions. (ii) All solid waste will be collected and removed from the work areas and disposed in local waste disposal sites as identified by the waste management plan. (iii) Burning of construction and domestic wastes shall be prohibited

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(iv) Segregation of wastes shall be carried out. (v) Recyclable waste shall be recovered and either reused in other construction or sold to recyclers.

Table 49 Assessment of Additional Works Impacts for Waste Management – Construction Phase

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

WM01 Inappropriate Im C S 43. Water Regional/Mod Low EMP to include appropriate waste NS management and S Lo 3 courses - water erate management protocols disposal of waste E Lo 2 quality during construction D Med 5 Location of appropriate waste storage affecting water courses F Fre 5 facilities at all work sites P Hi 3 Rev Y 1 Worker induction and regular tool box Minor 19 talks to make all staff aware of zero waste discharge to environment

Zero tolerance of waste entering water course or flood plain areas, this will include all materials (e.g welding rod stubs, wood, plastics and metals WM02 Poor waste Im C S 46. General Regional/Mod Low All hazardous waste containers to be NS management practices S Med 5 environment erate labelled clearly with a waste hazard resulting in direct and E Lo 2 identification label. indirect affects on D Med 5 project area F Fre 5 Contractor will establish a demarcated environment P Hi 3 temporary waste storage area where Rev Y 1 waste is stored pending transport to Minor 21 final treatment/disposal location.

Contractor will practice good housekeeping on site.

Contractor will put in place measures to minimise waste, i.e. procure materials with less packaging, refrain

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Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

from ordering excess materials, make arrangement with suppliers to return surplus, unused materials.

Contractor will take measures to prevent the disposal, burying and burning of waste on-site, roadside dumping and illegal land filling.

Contractor workforce will be trained in the requirements of the Waste Management Plan, Particularly with regards to waste segregation, storage and handling.

Implementation of recycling/recovery initiatives to reduce waste sent for disposal.

Contractor will practice good housekeeping on site.

Waste storage containers will be secure, undamaged and appropriately labelled.

Waste to be segregated and containers clearly labelled specifying which type of waste is contained to assist with identifying appropriate disposal routes and in case of accidental spills or loss to the environment.

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Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

Waste to be stored in appropriate containers or skips and removed for treatment/disposal at a frequency so as to avoid the build-up of waste on site.

Waste will be collected and transported under cover of a Waste Collection Log and Waste Manifest.

7.2.2. Impacts on Ecological Resources

343. Terrestrial ecology: Terrestrial ecology may be impacted during construction through noise, dust and vibration. Given the works will be temporary, there are not likely to be any endangered or rare species, and most species will be able to move away from the source of the disturbance, it is not considered that there will be significant adverse impacts on fauna.

344. However, to limit the impacts the following will be undertaken:

(i) As far as practicable, limit the use of machinery that causes vibrational impacts. (ii) Construction machinery will be maintained to a good standard and shall be equipped with muffler silencers.

345. Aquatic ecology: The reconstruction/rehabilitation of Bridges has the potential to impact on aquatic ecology through decreased water quality, disturbance to river/creek bed sediments and vibration from piling during construction period.

346. The rivers are seasonal, therefore no significant species are available in the vicinity of the proposed works. No native, endangered or rare or critical or natural habitats that may be impacted by the construction activity.

347. Water quality impacts and appropriate mitigation measures has been discussed under physical resources above. It is considered that with mitigation in the form of erosion and sediment runoff control, appropriate hazardous substances storage and disposal, and refueling of machinery at least 20m from watercourses, the water quality will not be significantly degraded and aquatic ecology impacts minor.

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Table 50 Assessment of Impacts for Biodiversity – Construction Phase

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

TE01 Potential secondary Im C S 29. Trees within Local/Low NS Worker awareness training to include NS impacts on trees S Lo 3 access road protection of trees adjacent to work sites E Lo 2 right of way D Lo 2 No tree cutting for fuel to be allowed F Lo 2 P Lo 2 Rev N 2 Negligible 13

TE02 Loss of common Im C S 28. Common Local/Low NS Limit the Project footprint to the NS habitats in area near S Med 5 Habitats around minimum required for safe access, the bridges 5 and 6 E Lo 2 bridges construction and operation of project during project works D ST 3 facilities. and site clearance F Fre 5 P Cer 5 Restoration of sites Rev Y 1 Minor 21 Contract workers shall not have bonfires on site. Open flames for project needs shall be in designated safe areas only.

7.2.3. Impacts on Socio-economic Resources

348. Construction Camp, Works Yards: There will be the need to identify Construction camp and use on temporary basis, work sites and are or compound for storage of materials and equipment. The presence of camps, and works yards/compounds within the construction site can cause an adverse impact through the increased disturbance, noise and waste generated by camps and work sites. However, no houses are located near the construction camp. The site is proposed at km 26+000 (Appendix-M, Construction Camp).

349. The temporary impacts can be mitigated by:

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(i) Locating the Camp, facilities and storage site/compound in an area agreed with the Baljuvon District Administration. (ii) Providing potable water, clean water for showers, hygienic sanitation facilities/toilets with sufficient water supply, worker canteen/rest area and first aid facilities onsite. (iii) Separate toilets shall be provided for male and female workers.

Table 51. Assessment of Additional works Impacts for Socio-economics – Construction Phase

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

SE02 Need for closure of Im C S 36. Local Regional/Mod Low Contractor to consult and liaise with NS bridge to complete S Med 5 incomes erate local government and emergency upper deck works. E Lo 2 services to ensure adequate Replacement of steel D S30 2 emergency access is available for deck may require F Inf 3 settlements during closures weekend closure of P Cer 5 1 bridge. Create impact Rev Y Contractor to develop a program for Minor 18 on incomes and minimising disruption of traffic flows accessibility during bridge closures. Consider possibility of single weekend closure or series of night time working to reduce inconvenience

Contractor to maintain accompanied pedestrian access across route during daylight hours

Contractor to notify local communities and post road signage advising of intended closure for three weeks prior to the closure.

Schedule closure outside main harvest time to reduce disruption of access to markets

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Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

SE03 Positive effect - short Im C S 36. Local Regional/Mod Low Develop plan for local recruitment of Positi term employment of S Med 5 incomes erate workers for project - train as required ve - local people E Lo 2 Low D Med 5 F Inf 3 P Lo 2 Rev Y 1 Minor 18

350. Health and safety: A number of activities, plant and products can give rise to health and safety impacts for workers during the construction phase. Most of these impacts can be managed and/or mitigated. The potential impacts are (i) air pollution from exhaust fumes and dust giving rise to respiratory conditions; (ii) contamination of local water supplies by potential contaminants such as sediments, fuel products and lubricants (iii) risk of accidents at work sites; and (iv) spread of communicable diseases (Appendix-N: Workers Health and safety).

351. Proposed Mitigation measures are as follows:

(i) Contractor to prepare a Health and Safety Plan (HSP) instructing workers in health and safety matters. Contractor to implement HSP provisions following approval by the Engineer (PMCSC-SMEC) one month prior to starting works. (ii) The Contractor will conduct training for all workers on environment, safety and hygiene before construction commences. The contractor will instruct workers in health and safety matters as required by good engineering practice and provide first aid facilities. (iii) Workers shall be provided (before they start work) with appropriate Personal Protective Equipment (PPE) suitable for civil work such as high visibility vests, safety boots, helmets, gloves, protective clothes, goggles, and ear protection at no cost to the workers. (iv) Provision of potable water supply in workers camp.

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Table 43 Assessment of Additional Works Impacts for Community Safety – Construction Phase

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

CS01 Increased risk of road Im C S 44. Local National/High Medium Actively enforce speed limits for NS traffic accident due to S Med 5 population Project vehicles. construction traffic E VL 1 health movements D Med 5 Awareness program for local F Ra 2 population prior to works commencing, P Lo 2 including visits to local schools Rev N 5 Minor 20 Devlopment of Traffic management Plan as part of the SEMP

Drivers to be fully competent and authorized to drive heavy loads vehicles and to receive specific training.

Ensure all drivers have completed training and are licensed to drive the vehicles they are operating.

Limits to be adopted and enforced for maximum number of work hours to avoid overtiredness.

Minimise the number of road movements as much as practicable, maximising capacity of vehicles.

Schedule road movements to minimise impact on existing road users.

Zero tolerance policy for drug and alcohol use amongst all workforce

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Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

CS04 Impacts on health of Im C S 44. Local National/High Medium All batching plants, crusher locations NS dust and noise S Med 5 population and asphalt plants shall be located emissions E Lo 2 health more than 500 m from residential units’ D ST 3 F Fre 5 use of the quietest practical type P Hi 3 of equipment. To avoid confusion Rev Y 1 and misinterpretations, such types Minor 19 should be specified in the contract specifications and special provisions

Table 53: Worker Health and Safety - Construction

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

WH01 Risk of explosion or fire Im C S 33. Worker National/High Medium Awareness training of site staff and NS due to accidental strike S Med 5 Health and supervisors of issues concerning the of oil lines present in E Lo 2 Safety presence of the pipelines area of bridge 6 - D ST 3 resulting in harm to F Ra 2 Contractor to clearly mark above workers P Lo 2 ground oil and gas pipelines and Rev N 5 route of underground lines prior to Minor 19 any construction works in this section

Contractor to identify location of potentially live oil pipelines and other underground services

Liaise with Ministry of Energy and Water Resources to determine if lines are active. If lines are to be in use

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Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

during construction works in this area then the work sites should be effectively separated from the lines by a physical barrier to prevent accidental encroachment of equipment and workers WH02 Poor quality housing Im C S 33. Worker National/High Medium Contactor to ensure that workers NS and hygiene standards S Lo 3 Health and accommodation and rights are in line resulting in injury or E Lo 2 Safety with the FIDIC Pink Book sickness D Med 5 requirements F Fre 5 P Lo 2 Contract documentation to include Rev Y 1 requirement that worker Minor 18 accommodation be in line with good practice, such as that set out in World Bank Workers Accommodation Guidance

Contractor to appoint camp manager who will be responsible for ensuring standards of eccommodation meet basic requirements and are safe and hygienic WH03 Injury or fatality of Im C S 33. Worker National/High Medium Contractor shall develop Method NS workers due to S Hi 8 Health and Statements for all major activities and insufficient controls on E Lo 2 Safety include health and safety risk work activities and D Med 5 assesment for each of these activites processes F Inf 3 P Lo 2 Contractor shall provide health and Rev N 5 safety induction training for all staff, Moderate 25 and specific training for staff working on work sites.

Contractor shall supply to site workers, free of charge all necessary

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Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

Personal Protective Equipment (PPE) to include as protective footwear, high visibility vests, safety helmet and hearing protection. For specific tasks other PPE may be required, for example welding masks, hot work gauntlets

Contractor will develop and implement a health and safety system, including incident and near miss reporting

Contractor will employ a specialist Health and Safety officer for the duration of the project. Responsibility for health and safety shall be this persons main role.

Provision of health care and first aid - Contractor shall ensure that adequate first aid supplies and trained first aiders are available

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7.2.4. Assessment of Noise Impacts and Mitigations for Bridge No.5 and Bridge No. 6

352. Noise: The construction activities can lead to an increase in noise levels for users of the brТНРО anН roaН or nОarbв rОsТНОnМОs. TСО nОarОst МaПé anН rОstaurant to tСО ψrТНРО No 5 Тs 50m away and the distance of scattered houses from Bridge No 6 is 300m. It is considered that any noise generated at the site of the existing crossings will not impact on these receptors given their distance from the site.

353. Mitigation measures are as follows:

354. - The Construction Contractor, prior to the commencement of the construction activities, must develop and submit to Supervision Consultant a Topic Specific Environmental Management Plan – Noise Management Plan for the construction phase. The Plan must envisage all the existing technologies and best practice to avoid occurrence of noise and/or minimize the noise level

355. - Construction equipment and vehicles will be maintained to a good standard and shall be provided with muffler silencers.

356. - No construction works between the hours of 19:00 and 07:00 every day.

357. Basic noise level adjoining to the construction of the bridge 5 and 6 are within normal range. (photos 20 and 21), as the photos show, much more buildings are located nearby the bridge 5 compared to the bridge 6.

Figure 20: Baseline modelling results. Bridge No:5

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Figure 21: Baseline modelling results. Bridge No:6

358. For the construction stage, noise level will exceed the norm for some buildings. Photos 22 and 23). As the photos show, in the event of the picture 6, noise will exceed the norm in case of few building only, whereas roughly twenty building located nearby the bridge 5 will be affected by noise.

Figure 22: Construction stage modelling results. Bridge No:5

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Figure 23: Construction stage modelling results. Bridge No:6

359. Generally, noise of the construction for Bridge No.5 and Bridge No. 6 will be limited in active construction sites and can be short term. During the construction phase, the noise level increases and it will be higher than the admissible level at 445 buildings during the day. However, latest noise monitoring has indicated noise levels to be within the standards. Moreover, no construction works will be carried out during night. Furthermore, the impact of noise will be short- term and relevant mitigation measures will be developed within the scope of the project. In addition, noise monitoring will also be carried out during the construction of bridges to determine any exceedances in noise levels from the standards. Lastly, implementation of site specific noise management plan will also ensure any adversity of this impact is minimized.

360. As for the operation phase, noise level will significantly go down and will be less than basic as referred hereinabove. Since after the project implementation, the main course of the noise, floating coat will be superseded by the asphalt coating.

Table 44: Noise Generation Aspect, Construction and Operational Phases

Construction Phase

Potential Impacts by Noise Recommended Mitigation Measures and Monitoring Activities During the construction phase, the noise The Construction Contractor, prior to the commencement of level increases and it will be higher than the construction activities, must develop and submit to the the admissible level, however, the impact Supervision Consultant a Topic Specific Environmental of noise will be short-term and relevant Management Plan – Noise Management Plan for the mitigation measures / plans will be construction phase. The Plan must envisage all the existing developed within the scope of the project. technologies and best practice to avoid occurrence of noise and/or minimize the noise levels during this phase.

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Communicate early on with the general public to reduce the number of noise complaints. Inform the public of any potential construction noise impacts and the measure that will be employed to reduce these impacts. Also, establish and publicize a responsive complaint mechanism for the duration of the construction;

Use temporary sound barriers required for mitigation of noТsО ТmpaМts bв tСО МorrТНor’s ПТnaХ НОМТsТon НoМumОnt or environmental evaluation prior to transit line construction (where possible from a construction staging perspective).

Minimize construction duration in residential areas, as much as possible.

Minimize nighttime activities in residential areas, as much as possible.

Re-route truck traffic away from residential streets, where possible.

Combine noisy operations to occur in the same time period.

Use well-maintained equipment equipped with modern mufflers. Noise blankets on equipment and/or quiet-use generators. NoТsО bХanФОts (aХso МaХХОН “aМoustТМ аraps”) arО rОmovabХО and reusable sound barriers made from compost materials like teflon impregnated cloth. The blankets are custom-fit to encapsulate the noisy equipment and block sounds at the source. These are commonly used on equipment such as fans and blowers, compressor housings, hydraulic pumps, etc. They are very effective because they block the source of the noise.

Use alternative construction methods, such as sonic or vibratory pile driving in noise sensitive areas.

Pile driving and other high-noise activities during daytime construction (generally 7am to 7pm), where possible. When construction time is restricted to certain daytime hours, the overall duration of project construction would likely increase. Post-Construction and Operations Potential Impacts by Noise Recommended Mitigation Measures and Monitoring Activities In line with the modeling results, in the During operation phase the will be no noise impact. operation phase, the noise level will not exceed the admissible level at either of the buildings, either following the project implementation or in 2025 and 2033 Source: Field investigation and review of project documents, November-December 2018

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Table 45. Assessment of Additional Works Impacts for Noise and Vibration – Construction Phase

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

NO01 Noise disturbance due Im C S 44. Local National/High Medium The Construction Contractor, prior to Low to equipment and S Med 5 population the commencement of the construction activities. E Lo 2 health construction activities, must develop D ST 3 and submit to Supervision Consultant F Fre 5 a Topic Specific Environmental P Cer 5 Management Plan – Noise Rev Y 1 Management Plan for the construction Minor 21 phase. The Plan must envisage all

the existing technologies and best practice to avoid occurrence of noise and/or minimize the noise level

Communicate early on with the general public to reduce the number of noise complaints. Inform the public of any potential construction noise impacts and the measure that will be employed to reduce these impacts. Also, establish and publicize a responsive complaint mechanism for the duration of the construction;

Use temporary sound barriers required for mitigation of noise ТmpaМts bв tСО МorrТНor’s ПТnaХ НОМТsТon document or environmental evaluation prior to transit line construction (where possible from a construction staging perspective).

Minimize construction duration in residential areas, as much as possible.

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Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

Minimize nighttime activities in residential areas, as much as possible.

Re-route truck traffic away from residential streets, where possible.

Combine noisy operations to occur in the same time period.

Use well-maintained equipment equipped with modern mufflers. Noise blankets on equipment and/or quiet-use generators. Noise blankets (aХso МaХХОН “aМoustТМ аraps”) arО removable and reusable sound barriers made from compost materials like teflon impregnated cloth. The blankets are custom-fit to encapsulate the noisy equipment and block sounds at the source. These are commonly used on equipment such as fans and blowers, compressor housings, hydraulic pumps, etc. They are very effective because they block the source of the noise.

Use alternative construction methods, such as sonic or vibratory pile driving in noise sensitive areas.

Pile driving and other high-noise activities during daytime construction (generally 7am to 7pm), where possible. When construction time is restricted to certain daytime hours,

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Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

the overall duration of project construction would likely increase.

7.3 Operational Impact 7.3.1. Impacts on Physical Resources

361. Air Quality: Once constructed the Bridges, the projects will not significantly increase vehicle emissions that contribute to greenhouse gases. Although more vehicles may use the road if the crossings are improved as part of the project, the structures that are two lanes will reduce the existing stopping and starting associated for waiting for other vehicles to clear the crossing and so will reduce emissions.

362. Dust: On completion of the works, the new crossings will cause no on-going dust issues, and may reduce dust if the road approaches are sealed.

Table 46 Assessment of Impacts for Air Quality – Operation Phase Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

AQ01 Emissions from Im C S 30. National Air National/High NS Road alignments are designed to NS vehicles affecting local S Lo 3 Quality create consistent vehicle speeds as air quality standards E VL 1 Standards far as practicable D ST 3 Two lane crossings provided to avoid F Inf 3 stop/start associated with waiting for P Lo 2 the crossing to clear of traffic Rev Y 1 Negligible 13

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363. Water quality. Ongoing (post construction) impacts on water quality will be no different to the existing structures as the proposed use of the structures will not change. In addition, improvements to bridge abutments may limit the amount of scouring of stream banks and reduce the amount of sediment entrained into the watercourse, improving the water quality in the longer term. No mitigation is necessary.

Table 47 Assessment of Upgraded bridge Impacts for Water Resources - Operation

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

WR03 Flush of contaminants Im C S 43. Water Regional/Mod low No need in mitigation measure Low and sediments into S Lo 2 courses - water erate water courses from E Lo 2 quality road run off D Lo 2 F Fre 3 P Cer 2 Rev Y 1 Negligible 12

364. Noise. As for the operation phase, noise level will significantly go down and will be less than basic as referred to in in section7.2.5 and Appendix I. Since after the project implementation, the main course of the noise, floating coat will be superseded by the asphalt coating.

Table 48 Assessment of Noise – Operation Phase Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

NO01 Noise generation from Im C S Local National/High NS No mitigation measures are suggested NS vehicles during S Lo 3 population as no noise impact is envisaged during operation E VL 1 health this phase. D ST 3 F Inf 3 P Lo 2 Rev Y 1 Negligible 13

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7.3.2. Impacts on Ecological Resources

365. Insignificant impacts on flora and fauna are generally expected to be the same as previously, as the bridge sites are not modified (except minor skewed location of Bridge No.6) by roads and water crossings already and the indirect impacts from traffic using the structures (noise, dust, and water quality) was already occurring.

No mitigation is necessary.

7.3.3. Impacts on Socio-economic Resources

Table 49. Assessment of Additional Impacts for Socio-economics - Operation

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. ID and Value/ before after Description Sensitivity mitigation Mitig ation

SE01 Reduced journey times Im C S 36. Local Regional/Mod Medium Consider development of local plan to Positi and improved access to S Lo 3 incomes erate develop suitable cottage industries ve - local facilities and wider E Lo 2 such as arts and crafts in settlements Mediu markets for local D Per 10 along the road m population F Con 7 P Hi 3 Rev Y 1 Moderate 26

366. Health and Safety: Upon completion the crossings will be significantly improved from a safety perspective with the addition of footpaths and the provision of two lanes for traffic.

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Table 50 Assessment of Additional Impacts for Community Safety - Operation

Impact Description Impact Magnitude Receptor No Receptor Sig. Approved Mitigation Measures Sig. after ID and Value/ before Mitigation Description Sensitivity mitigation

CS03 Potential loss of Im C S 44. Local National/High Medium Project design shall ensure NS containment and fire S Med 5 population maximum possible separation risk due to vehicle E VL 1 health between road and pipelines striking gas or oil line D Per 10 present along side F Ra 2 Project shall install warning signs rehabilitated road P Lo 2 that pipelines contain oil/gas Rev N 5 Moderate 25 Project shall liaise with Ministry of Energy and Water Resources to ensure pipelines are protected from accidental strike during operational phase of road CS05 Increased speeds Im C S 44. Local National/High Medium Actively monitor and enforce speed NS cause increased risk of S Med 5 population limits on route accidents during E Lo 2 health operations D Per 10 Appropiate signage for speed limit F Fre 5 P Hi 3 Traffic calming measures at Rev Y 1 entrance to settlements Moderate 26

367. Disruption to Road Users: Upon completion, crossings that are two lanes will minimize disruption further by reducing the need for vehicles to wait until others have passed.

7.4. Additional Impact Assessment Requirements 368. The location of important elements of the project such as construction camps, asphalt plant, borrow pits and waste disposal areas is tentatively determined and will not be changed due to additional works.

369. The PIU shall assist the Contractor for obtaining any required National and Local Permits for these facilities.

370. The results of such assessment for the facilities shall be considered and no further revision to this UIEE is required

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VII. ENVIRONMENTAL MANAGEMENT PLANS AND INSTITUTIONAL REQUIREMENTS

1. Environmental Management Plan 371. An ТntОРraХ part oП tСО ТmpaМt assОssmОnt proМОss anН ADψ’s SaПОРuarН rОquТrОmОnts Тs tСО development of an environmental management system and Environmental Management Plan/s to ensure all the recommendations of the formal impact assessment phase of the project move forward to the implementation phase.

372. The Environmental Management Plan for construction is fully developed by the appointed Lead Contractor. The plan shall be approved by the PIU. PIU will ensure that the Site Specific Environmental εanaРОmОnt PХans (SSEεP) anН anв TopТМ SpОМТПТМ EεP’s arО fit for purpose and accurately reflect the findings of the Impact Assessment process as set out in the current document.

373. As previously noted the Contract will be required to develop methods statements for key activities of the project development. These will include a risk assessment for potential effects on Health, Safety and Environment. The outcomes of these risk assessments shall be included in the SSEMP and Topic EεP’s as approprТatО.

374. No аorФ sСaХХ МommОnМО on sТtО prТor to tСО proУОМt СavТnР approvОН EεP’s Тn pХaМО. TСО PIU should further satisfy themselves that the contractor and any appointed construction supervisors have the capacity, knowledge and experience to fully implement the required mitigation and monitoring requirements during the implementation phase of the project. This will include the ability to effectively monitor the implementation of the management plans throughout the contract.

375. As a basТs Пor tСО ωontraМtor to НОvОХop tСО rОquТrОН EεP’s tСО ПoХХoаТnР sОМtТons provТНОs an overview of the approved mitigation measures developed through the current impact assessment process. These shall be considered as a preliminary listing which the contractor shall fully develop into a working plan.

376.

Table 51 to

377. Table 53 provide a listing of approved mitigation by environmental aspect broken down by project phase. Some mitigation measures are the same for differing aspects but are presented here for completeness. In total 94 mitigation measures have been developed and form part of the project.

Table 51 List of Approved Mitigation Measures - Design

Environmental Mitigation Measures Aspect Community Safety Traffic calming measures at entrance to settlements Appropriate signage for speed limit Noise Traffic calming measures at entrance to settlements

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Environmental Mitigation Measures Aspect Socio-Economics Consider development of local plan to develop suitable cottage industries such as arts and crafts in settlements along the road, Water Resources Installation of sediment traps and oil interceptors on storm water drainage systems, Project shall liaise with Ministry of Energy and Water Resources to ensure pipelines are protected from accidental strike during operational phase of road Project shall install warning signs that pipelines contain oil/gas Project design shall ensure maximum possible separation between road and pipelines

Table 52 List of Approved Mitigation Measures - Construction

Environmental Mitigation Measures Aspect Agriculture and Awareness Training of staff on no go areas, Fisheries Clear demarcation of approved work areas and exclusion areas, Construction traffic speed limit when on site, Damping down of dusty areas Timing of dust generating activities to avoid fruit production season Air Quality Contractor to maintain all fossil fuel burning equipment in accordance with manufacturers recommendations, Contractor to use good quality equipment with minimum emissions No equipment shall be left idling if not in use Construction traffic speed limit when on site, Damping down of dusty areas Archaeology Develop and Implement a Chance Finds Procedure as part of the EMP Training of excavator operators and supervisors/site managers on risk and identifying possible archaeological remains Community Safety Actively enforce speed limits for Project vehicles. Actively monitor and enforce speed limits on route, All batching plants, crusher locations and asphalt plants shall be located more than 500 m from residential units, Awareness program for local population prior to works commencing, including visits to local schools, Devlopment of Traffic management Plan as part of the SEMP, Drivers to be fully competent and authorized to drive heavy loads vehicles and to receive specific training., Ensure all drivers have completed training and are licensed to drive the vehicles they are operating., Limits to be adopted and enforced for maximum number of work hours to avoid overtiredness,

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Environmental Mitigation Measures Aspect Minimise the number of road movements as much as practicable, maximising capacity of vehicles, Schedule road movements to minimise impact on existing road users, Zero tolerance policy for drug and alcohol use amongst all workforce Noise The Construction Contractor, prior to the commencement of the construction activities, must develop and submit the Supervision Consultant a Topic Specific Environmental Management Plan – Noise Management Plan for the construction phase. The Plan must envisage all the existing technologies and best practice to avoid occurrence of noise and/or minimize the noise level Communicate early on with the general public to reduce the number of noise complaints. Inform the public of any potential construction noise impacts and the measure that will be employed to reduce these impacts. Also, establish and publicize a responsive complaint mechanism for the duration of the construction;

Use temporary sounН barrТОrs rОquТrОН Пor mТtТРatТon oП noТsО ТmpaМts bв tСО МorrТНor’s ПТnaХ decision document or environmental evaluation prior to transit line construction (where possible from a construction staging perspective).

Minimize construction duration in residential areas, as much as possible.

Minimize nighttime activities in residential areas, as much as possible.

Re-route truck traffic away from residential streets, where possible.

Combine noisy operations to occur in the same time period.

Use well-maintained equipment equipped with modern mufflers. Noise blankets on equipment and/or quiet-use generators. Noise blankets (also called “aМoustТМ аraps”) arО rОmovabХО anН rОusabХО sounН barrТОrs maНО Пrom Мompost matОrТaХs like teflon impregnated cloth. The blankets are custom-fit to encapsulate the noisy equipment and block sounds at the source. These are commonly used on equipment such as fans and blowers, compressor housings, hydraulic pumps, etc. They are very effective because they block the source of the noise.

Use alternative construction methods, such as sonic or vibratory pile driving in noise sensitive areas.

Pile driving and other high-noise activities during daytime construction (generally 7am to 7pm), where possible. When construction time is restricted to certain daytime hours, the overall duration of project construction would likely increase. Socio-Economics Contractor to consult and liaise with local government and emergency services to ensure adequate emergency access is available for settlements during closures, Contractor to develop a program for minimising disruption of traffic flows during bridge closures. Consider possibility of single weekend closure or series of night time working to reduce inconvenience, Contractor to maintain accompanied pedestrian access across route during daylight hours, Contractor to notify local communities and post road signage advising of intended closure for three weeks prior to the closure., Develop plan for local recruitment of workers for project - train as required Schedule closure outside main harvest time to reduce disruption of access to markets

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Environmental Mitigation Measures Aspect Soil and EMP to ensure that excavations are prohibited within vicinity of oil and gas production unit and Groundwater minimised along pipeline route, Quality Fuels should be stored in good quality above ground tanks placed on an impervious surface with a spill containment bund capable of containing 110% of the tank capacity, No borrow pits for boulders or gravel to be developed in this section of the water course, No onsite refulling within or adjacent to water courses, On site refuelling of equipment and vehicles shall utilise a drip tray to prevent hydrocarbons entering the ground, Soils shall be protected from water and wind erosion. Removal of vehetation shall be minimised, Top soil reources should be stripped from site and stored for later restoration. Stock piles should be no more than 1.5 m in height and shall be protected from erosion either by seeding with qucik growing non invasive grass mix or covered, Valued top soils shall not be compressed by tracking of equipment and machinary Worker and site supervisor awareness training to assist identification of contamination during excavation works Terrestrial Contractor to develop a tree protection plan as part of the SEMP. This will as a minimium set Ecology out restrictions on tree removals, stock piling soils over tree root systems, excessive compression of soils around tree root systems., Limit the Project footprint to the minimum required for safe access, construction and operation of project facilities., Restoration of sites with appropriate seed mix with local species grass species only. Worker awareness training to include protection of trees Waste All hazardous waste containers to be labelled clearly with a waste hazard identification label., Management Contractor will establish a demarcated temporary waste storage area where waste is stored pending transport to final treatment/disposal location., Contractor will practice good housekeeping on site., Contractor will put in place measures to minimise waste, i.e. procure materials with less packaging, refrain from ordering excess materials, make arrangement with suppliers to return surplus, unused materials., Contractor will take measures to prevent the disposal, burying and burning of waste on-site, roadside dumping and illegal land filling., Contractor workforce will be trained in the requirements of the Waste Management Plan, Particularly with regards to waste segregation, storage and handling., EMP to include appropriate waste management protocols, Implementation of recycling/recovery initiatives to reduce waste sent for disposal., Location of appropriate waste storage facilities at all work sites, All hazardous waste containers to be labelled clearly with a waste hazard identification label., Waste storage containers will be secure, undamaged and appropriately labelled.,

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Environmental Mitigation Measures Aspect Waste to be segregated and containers clearly labelled specifying which type of waste is contained to assist with identifying appropriate disposal routes and in case of accidental spills or loss to the environment., Waste to be stored in appropriate containers or skips and removed for treatment/disposal at a frequency so as to avoid the build-up of waste on site., Waste will be collected and transported under cover of a Waste Collection Log and Waste Manifest., Worker induction and regular tool box talks to make all staff aware of zero waste discharge to environment Zero tolerance of waste entering water course or flood plain areas, this will include all materials (e.g welding rod stubs, wood, plastics and metals Water Resources Awareness training of site staff and supervisors of issues concerning the presence of the pipelines, Contractor to clearly mark above ground oil and gas pipelines and route of underground lines prior to any construction works in this section, Contractor to conduct risk assessment on all activities near to water courses and apply approriate controls, Contractor to identify location of potentially live oil and gas pipelines and other underground services, Develop emergency response mechanism to ensure that flow is stopped if an incident occurs, Awareness training of site staff and supervisors of issues concerning the presence of the pipelines, No refuelling of vehicles or equipment to take place within river beds or withi 25 metres of the edge of the water course Works in this area preferably to be conducted outside periods when rivers are in full flow Worker Health and Awareness training of site staff and supervisors of issues concerning the presence of the Safety pipelines, Contactor to ensure that workers accommodation and rights are in line with the FIDIC Pink Book requirements, Contract documentation to include requirement that worker accommodation be in line with good practice, such as that set out in World Bank Workers Accommodation Guidance, Contractor shall develop Method Statements for all major activities and include health and safety risk assesment for each of these activites, Contractor shall provide health and safety induction training for all staff, and specific training for staff working on work sites., Awareness training of site staff and supervisors of issues concerning the presence of the pipelines, Contractor to appoint camp manager who will be responsible for ensuring standards of Accommodation meet basic requirements and are safe and hygienic, Contractor to clearly mark above ground oil and gas pipelines and route of underground lines prior to any construction works in this section, Contractor to identify location of potentially live oil and gas pipelines and other underground services,

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Environmental Mitigation Measures Aspect Contractor will develop and implement a health and safety system, including incident and near miss reporting, Contractor will employ a specialist Health and Safety officer for the duration of the project. Responsibility for health and safety shall be this persons main role., If asbestos is encountered, Contractor shall develop an Asbestos Management Plan, Awareness training of site staff and supervisors of issues concerning the presence of the pipelines, Provision of health care and first aid - Contractor shall ensure that adequate first aid supplies and trained first aiders are available Worker awareness of asbestos and risks asscoiated with handling such material

Table 53. List of Approved Mitigation Measures - Operations

Environmental Mitigation Measures Aspect Community Safety Actively monitor and enforce speed limits on route Noise Actively monitor and enforce speed limits on route Water Resources Installation of sediment traps and oil interceptors on storm water drainage systems, Maintenance of storm water system,

378. It is anticipated that the following Plans, as a minimum, will form part of the overall Environmental Management System.

 Tree Management Plan  Asbestos Management Plan – if asbestos found to be present  Traffic Management Plan  Noise Management Plan  Waste Management Plan  Groundwater Management Plan  Archaeological Chance Finds Protocol/Plan  Water Course Protection Management Plan  Site specific Plans for Work at Bridges  Construction Camp Management Plan  Borrow Pit and Quarry Management Plan  Emergency Response Plan  Traffic Management Plan  Air quality and Dust Suppression Plan  Complaints Log Book  Health and Safety Management Plan

379. The PIU shall ensure that a robust mechanism for ensuring full implementation of the EMP is effective and timely. The recently ADB produced Manual of Monitoring shall be used as Guidance for

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2 Environmental Monitoring Program 380. In addition to implementation of the mitigation measures the contractor and Supervising Consultant shall be responsible for monitoring environmental performance during the contract. Table 54 provides an initial list of required monitoring/measurements to be conducted by the contractor and reported to the PIU in Monthly Reports. The PIU will submit Semi-annual monitoring reports to ADB.

381. The contractor will be responsible in implementing the management and monitoring program and preparation of monthly progress reports regarding implementation. The Project Consultant will undertake the environmental monitoring program during the construction stage and will also monitor compliance of the contractor with the implementation of required mitigation measures and contract provisions pertaining to environmental aspects. During operation, the MOT staff will implement the monitoring plan.

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Table 54. Preliminary List of Monitoring Requirements

Impact Monitoring Description Frequency Duration No of Locations Equipment ID Required AF01 Encroachment onto third party land - Daily For duration of physical works As required None Visual check to ensure encroachment is not happening and that signs/barriers are in place to reduce risk of accidental entry into third party land AF02 Viusal observations of dust emissions Daily Thorughout active work periods As required None AQ01 General air quality Visual observation Throughout contract Daily As required None and recording as part of site when equipment is inspections - check for black smoke working from machinary and equipment - check for idling equipment AR01 Maintain awareness of possible Continuous when Throughout contract when As required None archaeological resurces by excavator excavation works are in excavation works are in progress operators progress CS01 Monitor near misses, reported Daily Throughout contract N/A None incidents and conduct root cause analysis and provide corrective actions when necessary CS04 Monitoring of noise measurements at Monthly 30 minutes at each location To be determined Type-1 Sound the nearest sensitive receptors. during pre- Level Meter In case of compliance construction survey capable of measuring Noise level averaged over time

AQ03 Visual check on dust emissions Throughout contract Throughout contract when plant is As required None when dust is being in use emitted is working NO01 Monitoring of noise measurements at Once at sensitive 15 minutes at each location 1 Sound Level Meter receptors during work activities using receptors during normal capable of Sound Level Meter capable of working activities and as measuring Noise weighted, averaged readings for Laeq required afterwards level averaged as a minimum over time

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Impact Monitoring Description Frequency Duration No of Locations Equipment ID Required SG01 Visual monitoring for presence of Daily During works in Km 23 - KM 26 As required None hydrocarbon contaminants in soil and ground water SG02 Visual observations of oil spills as part Weekly Throughout project contract As required None of site inspections WH02 Monthly inspection of all worker Monthly Throughout contract period All facilities None accommodation facilities - WM02 Visual observations of waste daily Throughout contrat period As required None management performance as part of work site inspections

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3. Environmental Management Monitoring Plan for Bridge no.5 and 6 3.1 Environmental Management Plan

382. During reconstruction / rehabilitation of the 2 Bridges, effective site management is required to ensure that MOT delivers on sustainable development and that works are conducted Тn a mannОr tСat saПОРuarНs Мountrв’s ОnvТronmОnt. ADψ’s SaПОРuarН rОquТrОmОnts Тs tСО development of an environmental management system and Environmental Management Plan to ensure all the recommendations of the formal impact assessment phase of the project move forward to the implementation phase. As such, Site-specific Environmental Management plan for these 2 bridges need to be prepared by the Contractor considering as a base of this UIEE-EMP. The EMP will be updated by the Contractor and submitted to PMCSC for review and PIU for approval prior to commencement of works. The plan shall be approved by the PIU. PIU will ensure that the Site-Specific Environmental Management Plans (SSEMP) and any Topic-SpОМТПТМ EεP’s are fit for purpose and accurately reflect the findings of the Impact Assessment process as set out in the current document. The Table 55 includes a general management for the 2 Bridges. εorОovОr, tСО EεP аСТМС аТХХ bО usОН as a basТs Пor tСО ωontraМtor’s EεP. A numbОr oП mТtТРatТon measures will be the responsibility of the Contractor who will be required to identify the best means for mitigating an impact as per the EMP, therefore the costs will be borne by the Contractor as part of the construction cost.

383. The environmental assessment (Updated IEE) of the construction and operation stages of the 2 Bridge Projects has determined that they will have relatively minor and site-specific impacts on the local environment. Environmental mitigation measures have been proposed to avoid or minimize environmental impacts to acceptable levels.

3.2 Environmental Monitoring Program 384. Environmental monitoring is a very important aspect during re-construction and operation stages of the project to safeguard the ecosystem. An environmental monitoring program for the construction and operation stages of the 2 Bridges will be undertaken to monitor environmental impacts of the Project, to determine conditions requiring remedial measures and to assess compliance with national and ADB environmental safeguard policies. In response to the environmental impact preliminarily identified during the study, an environmental monitoring plan has been developed and is presented in Table 56.

385. As indicated in Table 56 the contractor will be responsible in implementing the management and monitoring program and preparation of monthly progress reports regarding implementation. The Project Consultant will undertake the environmental monitoring program during the construction stage and will also monitor compliance of the contractor with the implementation of required mitigation measures and contract provisions pertaining to environmental aspects. During operation, the MOT staff will implement the monitoring plan.

386. The following measures will be taken by the Consultant and by PIURR to perform environmental compliance with the EMP and Monitoring Plan during Project implementation:

i TСО tОnНОr anН МontraМt НoМumОnts аТХХ МХОarХв sОt out tСО МontraМtor’s obХТРatТons to undertake environmental mitigation measures set out in the EMP. The recommended

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environmental mitigation costs are included as separate items in the Bills of Quantities. This will ensure that there is specific environmental mitigation Budget which will be implemented as required (Appendix-O, Tender Document). ii During the procurement, contractors will be encouraged to include these costs in their rates and present the mitigation cost as a line item in the Bill of Quantities. iii Contractor will recruit an environmental, health and safety manager, who will be rОsponsТbХО Пor ТmpХОmОntТnР tСО МontraМtors’ ОnvТronmОntaХ rОsponsibilities. The manager will also be responsible for health and safety aspects of workers at sites (Appendix-N, Workers Health and safety). iv PMCSC will conduct environmental monitoring and assist PIURR in implementing EMP and supervision the implementation of mitigation measures by the Contractor.

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Project Activity Environmental Impact Mitigation Measures Responsibility Design and Preconstruction Phase Reconstruction of two No effects on land and private "N/A" "N/A" Bridges and approach property roads, overlay and adjustment of vertical alignment EMP requirement Development of SSEMP with relevant Annexes (as Waste Contractor management Plan, Air quality, Traffic Management Plan, Noise Management Plan Health and Safety Plan). Each section shall describe the precise location of the required mitigation /monitoring, the persons responsible for the mitigation / monitoring, the schedule and reporting methodology. The SSEMP must be submitted within 30 days of the contract award and construction cannot commence until the SSEMPs are approved by the MOT (PIURR) and the Engineer (CSC). Cultural Heritage Impacts on known and Chance finds provision is part of EMP, should be included in PIURR unknown physical cultural tender documents. (Appendix -G) heritage, Graveyard Construction Phase Handling and transport of (a) Disturbance to traffic, (a) Use of dust covers during transport and spraying of dry Contractor materials (b) Noise and dust nuisance. materials during dry and windy weather, (b) Preparation of a plan detailing haulage routes to be submitted for approval prior to the works, including details of any construction and reinstatement of temporary roads, Asphalt manufacture Disturbance to flora and (a) Toxic and hazardous materials required for construction, Contractor Operation, servicing and fauna from toxins that may be including asphalt will be properly stored and secured, and sited maintenance of plant and released during construction in approved locations away from residential areas, orchards, vehicles operations grassland, (b) Vehicles and equipment shall be maintained in good operable condition, ensuring no leakage of oil or fuel and the fitting of proper exhaust baffles. Vehicle movements on Compaction of soil by Limiting movement and stationing of plant and vehicles to the Contractor land outside the right of construction plant and Right of Way, and specific sites where appropriate leases have way or public roads equipment outside of been negotiated, and clearances obtained designated routes All construction Safety hazards resulting from Develop a site safety plan for approval prior to the works. The Contractor operations the use of heavy plant, plan should include: excavations, dangerous ______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page 153

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equipment and harmful (a) Provision of protective clothing and equipment to workers in chemicals affect (a) to compliance with relevant standards (for example the GOST workers and (b) to the public 12.4.011-89 Occupational Health and Standards: Workers Protective Equipment: General Standards and Classification). (b) Ensuring that vehicle and equipment operators are properly licensed and trained, (c) Ensure provision of first aid facilities, rapid availability of emergency physician, and emergency ambulance for hospitalization, (d) Provision for regular safety checks of vehicles and material, and allocation of responsibility for checking. Operation of construction Noise from construction (a) The Construction Contractor, prior to the commencement of Contractor equipment, vehicles and operations resulting in (a) the construction activities, must develop and submit to plant hazards to workers and (b) Supervision Consultant a Topic Specific Environmental nuisance to nearby residents. Management Plan – Noise Management Plan for the construction phase. The Plan must envisage all the existing technologies and best practice to avoid occurrence of noise and/or minimize the noise level (b) Initiate regular maintenance of construction plant and equipment to high standards, ensuring that exhaust baffles are fitted and maintained in serviceable condition, (c) Provision of ear protection equipment to workers to limit exposure to RT and ADB guideline levels, (c) All reasonable measures will be taken to limit noise generation to RT and ADB guideline levels for residential areas, (d) For residential areas, schools other sensitive sites, consultations with key personnel at each institution to agree acceptable times for carrying out construction operations, when they will have least impact. Operation Phase Two Bridges and Baljuvon- Long term road safety, Regular maintenance of the pavement, signage and signals. District Road Khovaling Road Operation affected by the integrity of the Department in pavement, signage and Baljuvon, MOT signaling. Maintenance Noise effects from Implementing maintenance work during daytime hours, and Operation and activities maintenance activities providing the public with information on maintenance tasks. Maintenance (O&M) Contractor

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Table 56: Environmental Monitoring Program

Mitigation Measure Parameters Measurements Frequency Responsibilities Develop a schedule of sites for deposition of Suitability of sites for Compliance Once Development of schedule: surplus wastes deposition Contractor The Contractor shall ensure Approval: CSC provision/performance of the following: -Liquids transported to or from the sites should be placed in sealed containment; -Soil, gravel and stone should be covered with tarp or any material that can effectively prevent the dropping; -Drivers should abide by safe driving practices, especially through communities; -DrТvОr anН ωontraМtor’s pОrsonnОХ sСouХН ensure that materials are being safely loaded, hauled and unloaded. -Emergency spillage and clean-up procedure should be drafted by the Contractor and approved by the Engineer (SMEC)

Use of satisfactory crusher and asphalt plant Equipment Compliance Once Preparation: Contractor with dust and fume minimization equipment procurement plans Approval: CSC Improvements to road surface to reduce traffic dB(A) LAeq to Measurements over Once over 3 months Measurement: Contractor noise: baseline noise measurement standards in time using an (Monitoring) Verification: CSC RT and ADB integrating sound Once, over a guidelines level meter and 24 hour period calibrator (Baseline) Bridge and approach road reconstruction and Tajikistan air quality Collection of air Once over 3 months Measurement: Contractor overall improvements that affect air quality: standards based on samples using a (Monitoring) (The Contractor shall baseline measurement Soviet standard GN controlled-flow air Once, over a establish routine Air 2.1.6 1338-03 on sampler. 24 hour period Quality Monitoring maximum allowable (Baseline) throughout the concentrations for construction period). pollutants in the Verification: CSC outdoor air of populated areas, namely:

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Total Suspended Particulates (TSP), Carbon monoxide (CO), Nitrogen Dioxide (NO2), Sulphur Dioxide (SO2) Water sampling and chemical analysis at Weighted substances, Upstream and Once over 3 months Measurement: Contractor representative stations mg/l; Dissolved downstream of (Monitoring) (The Contractor shall oxygen, mg/l; Oil Bridges (50-100m) Once, over a ensure that routine products, mg/l; 24 hour period surface water monitoring ωonНuМtТvТtв, m/Мm; (Baseline) is undertaken throughout Coli - index, pcs; the construction period). BOD5, mg/l; Turbidity Verification: CSC Noise levels at representative stations Compliance Impact zone area, Once over 3 months Compliance: Contractor Tajikistan standards From 6:am to 7:pm (Monitoring) Verification: CSC as per the sanitary Once, over a norms 12hour period 2.2.4/2.1.8.562-96 (Baseline (provided by the State Sanitary and Epidemiological Surveillance Service under the Ministry of Health of the Republic of Tajikistan).

Dust control, by use of dust covers during Compliance Site inspections Regular, as part of Compliance: Contractor transport of asphalt, stockpiles of materials normal Supervision Verification: CSC during dry and windy weather Consultants works inspection schedule Flora and Fauna Compliance Site inspections Once over 3 months Compliance: Contractor (Monitoring) Verification: CSC Once, over during Baseline

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4. Estimated Budget for EMP Implementation 387. The estimated costs of various activities of EMMP are based on 18 months of construction required monitoring phases is provided in

388. Table 57. These costs are already included in existing establishment costs for the Contractor. No additional funding is required. The costs are shown here for information purposes only.

389. An Environment Specialist for six person -months is required to monitor construction works, and on-the job training will be provided by National Environmental & Social Specialist. During the operational phase, the cost of the EMP are also integrated in the operations cost of the Project Area Capacity building, field monitoring, and procurement of monitoring devices for the operational phase are also outlined.

Table 57. Environmental Monitoring, Mitigation and Training Cost

A. Environmental Costs, Civil Works (included in Contractors civil work package) Item Unit Quantity Unit Cost Total (USD) (USD) Surface water Contamination and Site

drainage/regime pattern 10 200 2,000 Noise and Vibration, Site 7 800 5,600 Air quality monitoring Site 8 200 1,600

Provision of Health, Safety and MM 6 200 1,200 Environmental Manager

Sub-total 10,400 B. Environmental Costs Environmental Management and Monitoring (construction) a) Remuneration and Per-diems International Environmental Specialist MM 3 8,000 24,000 Domestic Environmental Specialist MM 18 2,000 36,000 b) Travel International Travel Trip 2 2,000 4,000 Domestic Travel No 8 400 3,200 Subtotal 67,200 C. Environmental Monitoring of Project (during operation for 2 years) Surface water Contamination and Site 2 500 1,000 drainage/regime pattern Environmental Monitoring Reports No 2 1,000 2,000 Project Completion Environmental No 1 1,000 1,000 Monitoring Reports Sub-total 4,000 D. Environmental and Social Management Training National Environmental Specialist MM 2 2,000 4,000 Trainees Allowance Person 3 200 600 Logistics and Others No 3 200 600 Sub-total 5,200 Total (10,400+67,200+4,000+5,200) 86,800

15%overheads 13,020 Grand Total 99,820 Note: 1. Construction period assumed to be 18 months 2. Monitoring in construction phase to be done once in 3 months basis ______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page 157

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VIII. PUBLIC CONSULTATION, INFORMATION DISCLOSURE & GRIEVANCE MECHANISM

1. Public Consultations 390. According to the ADB Safeguard Policy Statement (2009):

“The borrower/client will carry out meaningful consultation with affected people and other concerned stakeholders, including civil society, and facilitate their informed participation. Meaningful consultation is a process that: 1. Begins early in the project preparation stage and is carried out on an ongoing basis throughout the project cycle; 2. Provides timely disclosure of relevant and adequate information that is understandable and readily accessible to affected people; 3. Is undertaken in an atmosphere free of intimidation or coercion; 4. Is gender inclusive and responsive, and tailored to the needs of disadvantaged and vulnerable groups; and 5. Enables the incorporation of all relevant views of affected people and other stakeholders into decision making, such as project design, mitigation measures, the sharing of development benefits and opportunities, and implementation issues. Consultation will be carried out in a manner commensurate with the impacts on affected communities. The consultation process and its results are to be documented and reflected in the environmental assessment report.” 1.2 Consultations with Local Officials 391. Consultations were held with national entities, local government and the public. Table 58 shows the list of local officials met and the topics discuss, information provided.

Table 58. Table of meetings with local officials

Person Met (Name, position) Topics Discussed

Ms. Zoirzoda Marifat 1. There are no Protected Areas within the vicinity of the Project Road. Chairman of Baljuvon District 2. Permits must be granted for quarries and borrow pits before they become operational. 3. Construction of the road will improve air quality and have beneficial social impacts. 4. Local people are eagerly waiting to use a good condition road connectivity between Dangara, Kulob and Baljuvon to minimize distance and time. As such, they are in a cooperative attitude and support the project and advised the Consultant to take precautions in the environmental mitigation to avoid any unexpected hazards during rehabilitation and reconstruction of the road and the bridges.

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Mr. Turakhonov Sharifkhon 1. There are no specific environmental issues, but would like to see a copy of the LARP before works commence Head of Staffof Baljuvon 2. Where possible roadside trees should be kept. District Mr. Sangov Ahror 1. Positive impacts will be less noise and dust and better access for cars. 2. The project will contribute into comprehensive improvement of Head of the department of accessibility between Baljuvon and Khovaling including further youth, sport and tourism. development of tourism. Baljuvon District Mr. Temirov Nurali. 1. Construction impacts in this road section would be generation of noise and dust from civil works which are temporary and of short duration. Head of the Road Qualitatively, the beneficial impacts from the project will outweigh the Maintenance Facility, Baljuvon temporary disturbance during construction. District 2. Adequate set of environmental and related management plans will be developed and applied during the construction and operation stages of the Project. All these plans included into the EMP should be clearly bound into construction and supervision contracts 3. Comprehensive environmental quality monitoring standards will be applied and, including best international practices followed

2. Consultations with local community and local Government representatives 392. Consultations with Mayor of Timurmalik Regional Hukumat, head of Jamoats, community members have been conducted during feasibility studies of the proposed Kangurt-Baljuvon road for preparation of this IEE report. Discussions were held with the local people and Government representatives about potential impacts of the project and mitigation measures based on other ADB funded projects in the region. Mass consultations with the local people were held at Kangurt village and Baljuvon public conference ground on 01 November 2017 to let the local people know about the project activities to be carried out and their potential environmental impacts during construction. It was disseminated to them that project road development will be done within the right of way of the existing road. No cutting trees is generally expected. Only in some small sections trees can be replanted to other roadsides. Also, people may experience disturbances temporarily for movement during construction period.

393. The project will take all necessary measures to minimize the disturbances by adopting alternative access roads, keeping open the access to the houses and local roads, etc. Minutes of the meetings were signed by the local people. It was disseminated that EMP and monitoring program will be implemented during construction period to avoid/mitigate any potential impacts on air and water quality, disturbance of flora and fauna, improper waste disposal etc. It was also informed the people that they will have every right submit grievance/observation/opinion to the Grievance Redress Committee. A total of 37 people were present the Kangurt (see Photo 7) and 37 people at Baljuvon public conference hall. The consultation meetings were facilitated by Mr. Mirzoev Eraj, Deputy Executive Director of PIU, Coordinator of environmental and social safeguards in PIU. Among others, Ms. Ahmadbekova Guldavlat, Road Engineer, responsible for environmental issues in PIURR, PIU, Mr. Mahmadaliev Sherali, Social & resettlement Specialist, PIU, Abdurahmanov Saidkabir, Leading Specialist of PIU and Kh. Khairul Matin, Social Development and Resettlement Specialist, SMEC were present in the meetings. Minutes of the meeting with attendance sheet is attached in Appendix- E.

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Photo 7: Meeting in Kangurt Section

3. Grievance Mechanism 3.1 Grievance mechanism 394. Complaints and grievances received will be addressed through the following steps and actions:

 Complaints will be lodged at the Jamoat level, where all the relevant representatives (land and environmental specialists, Deputy jamoat chairperson, responsible for gender policy, Jamoat Resource Center representatives), representatives of the affected households and MOT representative, will attempt to resolve the issue. A standard grievance registration form was prepared and given for comments and perusal to Hukumats and Jamoats officials. Each complaint will be registered, signed by the affected person and a representative of the Grievance Redress Committee, and the receipt of the complaint given to the affected person. The period fixed for resolution of complaints is 14 calendar days the latest.  If the complaint is not addressed at Jamoat level, Affected Person will apply to the district level LAR Committee/Working Group for solution. The LARC should invite MOT/PIU representative once they have registered the complaint. Similar to Jamoat level, the complaint will be applied to the register and all the complaints from the Aps recorded. The period for resolution of a complaint is 16 calendar days.  If no solution is reached within 16 days, the affected person can submit her/his case to the appropriate court of law, with all costs paid for by the project.

395. A grievance redress mechanism is presented by Figure 24.

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Figure 24: Schematic Presentation of the Grievance Redress Mechanism

396. It is recommended that the templates and example environmental non-compliance and GRM registers provide in ADB Manual of Monitoring are utilized for this project.

3.2. Consultation and Information Disclosure of Bridge No. 5 and Bridge No. 6

397. The reconstruction of 2 RCC Bridge Projects were discussed at the meeting in Baljuvon District Office and questions were targeted at identifying any particular values and uses of the sites and to gain an understanding of the surrounding land uses and economic and social environment. It also allowed the project team to gain information on any particular issues or concerns for the environmental report to specifically address.

398. Public consultations were undertaken on 16 November 2018 Chaired by Ms Zoirzoda Marifat, Mayor of Baljuvon Town. Meetings on the Projects were held with men and women and a sample checklist about the Project was used. All persons consulted said they wanted the crossings to be upgraded and understood the need for reconstruction of Bridge No.5 and Bridge No. 6 to RCC type with 2 lanes.

399. Benefits of the project were seen to be:

(i) The reconstruction of the crossings would bring significant economic benefits as it would continue to allow large trucks carrying produce and tourism businesses to the area; (i) AХХ sОasons’ aММОss аouХН СОХp ОvОrвonО Тn tСО arОa. εТМrobus anН otСОr transport services will comfortably use the bridges in flood conditions. (ii) The new construction of the crossings would provide for efficient continuity of access from Kangurt to Intersection of Vose-Khovaling Road via Baljuvon. Further, enhance accessibility to markets, schools and residences.

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400. There were no specific environmental concerns raised in regards to the Bridge reconstruction Projects. However, comments regarding the proposed reconstruction of Bridges included: (i) Higher level bridges in these 2 locations was the preference; and (ii) two lane crossings were preferred as a means to provide for vehicles as well as pedestrians and horses. No concerns were raised with impacts on fishing.

401. During project implementation, the contractor will provide a site office that people will be able to get more information about the works. The contractor is also required to communicate to the public, through public consultation and notice boards, the scope and schedule of construction as well as certain construction activities that may cause disruptions and access restrictions. Noticeboards and signs will provide information in English and Tajik languages (Detailed in Appendix-H, Public Consultation in November 2018).

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IX. CONCLUSIONS

402. The Impact Assessment has been conducted in accordance with National legislative requirements and to the requirement of the Asian Development Bank in terms of the Environmental Safeguard requirements.

403. A wide range of potential effects were identified, with a focus on community and worker health and safety, followed by protection of water resources.

404. Based on the mitigation measures set out in the assessment process being fully implemented the project has two positive residual significant effects, these being reduced journey times, and improved access to facilities for local people and potential local employment during the construction phase.

405. Two adverse residual significant effects were identified, these both are at a Low Significance level and are risk of low level contamination of water courses from storm water run-off issues during operational phase if speed of vehicles is not effectively managed.

406. As the results of the baseline measurements and modeling demonstrate, the noise level, besides some exceptions, was within the norm near all buildings and premises found in the project zone. In line with the modeling results, for 53 of 755 buildings, the noise level exceeded the admissible level, during the day and/or at night.

407. During the construction phase, the noise level increases and it will be higher than the admissible level at 445 buildings during the day. . However, latest noise monitoring has indicated noise levels to be within the standards. Moreover, no construction works will be carried out during night time. Furthermore, the impact of noise will be short-term and relevant mitigation measures and plans will be developed within the scope of the project. In addition, noise monitoring will also be carried out during the construction of bridges to determine any exceedances in noise levels from the standards. Lastly, implementation of site-specific noise management plan will also ensure any adversity of this impact is minimized.

408. In line with the modeling results, in the operation phase, the noise level will not exceed the admissible level at any of the buildings, either following the project implementation or in 2025 and 2033.

409. The EMP, its mitigation and monitoring programs, contained herewith shall be included within the Bidding documents for project works for the new construction of RCC Bridge No 5 and Bridge No 6 of Baljuvon. The new design changes will not add any new activities, shifting of Bridge No 6 will bring positive impacts in terms of less adverse impacts on aquatic resources.

410. Based on the assessed design, the results of the Updated IEE indicate that the project has a limited risk of causing significant environmental impact and there are no substantive environmental reasons for the project not to proceed. As such, it is recommended that, the interventions should go ahead as soon as possible considering the environmental Acts and Rules of the Republic of Tajikistan, and ADB safeguard Policy Statement 2009.

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REFERENCES

1. ADB Safeguard Policy Statement, June 2009

2. ADB, the work of the Department operation manual (OM) F1/OP (2013)

3. Contract documents, volume-1, Grant 0356 - TAJ: CAREC Corridors 3 and 5, the Contract for Rehabilitation and Reconstruction of Kangurt – Baljuvon – Khovaling Road, Ministry of Transport of the Republic of Tajikistan, May 2018

4. Contract documents, volume-1, Grant 0356 - TAJ: CAREC Corridors 3 and 5, the Contract for the Rehabilitation and Reconstruction of the road Vose-Khovaling, Ministry of Transport of the Republic of Tajikistan, September 2013

5. Contract documents, including-2, the contract for the reconstruction of the road Vose

6. Khovaling, employer's demands, specifications part l specifications part -2; Articles 1.1; 1.2; 1.2.1; 1.2.2; 1.2.3; 1.2.4; 1.2.6; the Ministry of transport; grant 0356-TAJ: CAREC 7. Corridors 3 and 5; September 2013

8. Conditions of Contract for Construction, Multilateral Development Bank Harmonized Edition General Conditions, June 2010. For Participating Bank use only. Released 30 June 2010.

9. EPC, the improvement Project of CAREC corridors 3 and 5, the Ministry of Transport of the Republic of Tajikistan, June 2013

10. Initial Environmental Examination, Road Kangurt to Baljuvon and Baljuvon to intersection Vose-Khovaling Road Reconstruction, Republic of Tajikistan: CAREC Corridors 3 and 5 Enhancement Project, May 2018.

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APPENDIX- A: HYDROLOGY REPORT FOR BRIDGES

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Kangurt Baljuvon Khovaling road

1.1. Introduction The hydrological studies were carried out for the reconstruction of Kangurt-Baljuvon-Khovaling road and consisted in determining the maximum water discharge of all types of bridges and culverts. Technical and financial viability of the bridge hinges upon proper estimation of the design flood and requires extensive analysis of the available data and use of appropriate models/techniques as per acceptable engineering practices. The design flood can be estimated with the help of either analyzing historical data of instantaneous peak discharge where such data is available or by using long term rainfall data by developing synthesized hydrograph through one of the unit hydrograph techniques. The availability of discharge data and rainfall data is discussed in the following sections. 1.2. Location The road with the length of 42.5 km runs along the hilly terrain of the South Tajik lowlands at elevations of 800-1000 m above sea level along the right-bank of the Kyzylsu-southern River. Hydrologically, the investigated basin belongs to the Pyanj River basin. The location of the road is shown in Figure 1-1.

1.3. Watershed Characteristics The investigated area is located in the northern part of the South Tajik lowlands. The terrain is hilly, but at the same time sufficiently divided by numerous dry logs and streams. The territory is covered with a thick layer of loam, the surface of which is well-seeded, poorly eroded, and overgrown with dense grassy vegetation. There is agriculture land available in some part of the basin. The area is slightly moistened by precipitation, with up to 90% of the precipitation occurring during the winter-spring period, but the daily maximum precipitation is quite high. The slopes of the basins are steep in the upper and middle parts, rocky and strongly dissected by numerous short tributaries, denudation funnels and cuts. Sharp fluctuations in air temperatures cause intensive destruction of rocks, which led to the covering of the basins with a cover of detrital material. Slide-rocks often descend to river beds and their numerous permanent and temporary tributaries. The lower parts of the slopes are designed and take the form of typical foothills with a smooth relief. The hydrographic network in river basins is well developed and is represented by both perennial streams and numerous dry channels of temporary tributaries. The road with the length of 42.5 km crosses 6 permanent watercourses by 6 bridges. At the same time, two bridges cross the same watercourse, and one watercourse crosses a culvert. The catchment area of the crossed watercourses varies from 1159 km2 (bridge No. 5 across Shurobdar River) to 24.1 km2 (Mulkol River, where the culvert is located). The hydrographic characteristics of these watercourses are shown in Table 1.

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Figure 1: Location of the bridges for Kangurt-Baljuvon-Khovaling road

Culvert

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Table 1: Characteristics of rivers in the crossing of the road

No. of Length Watershed, Slope the River Basin (km) (km2) (%) bridge

The right tributary 1 Toirsu 22 142.07 47 of Kyzylsu River

Obishirin The leftt tributary 2 13.5 45.53 48 (Chorshakhabulak) of Toirsu River Obishirin The leftt tributary 3 13.45 45.31 48 (Chorshakhabulak) of Toirsu River The right tributary 4 Mulkol 8.2 24.13 31.31 of Kyzylsu River The right tributary 4 Talkhak 30.59 153.71 46 of Kyzylsu River The upper reaches 5 Shurobdara 82.91 1159 26 of Kyzylsu River. The left tributary of 6 Obimazor 62 406.5 25 Kyzylsu River

1.1.1. Bridge No.1 on Toirsu River River is originating at the crest part of the southeastern part of Vakhsh ridge slope, which is one of the sections of the main watershed of Vakhsh and Pyanj rivers. The road crosses the river in its upper course, below the mouth of its large-left-bank tributary Obishirin (Chorshahabulak) and upper the right-bank of Shulyuktu. The river flows in a typical gorge embedded between Vakhsh ridge and its spur. The bed of the river is well developed, composed of boulder-pebble material. The slopes of the ridge are steep, rocky and strongly dissected by numerous short tributaries, denudation funnels and cuts. The basin of the river is covered with detrital material cover due to the intensive destruction of rocks. The existing bridge in Kangurt (Bridge 1) of 2x20m without bank protection was built in 1971. Due to the intermediate stream flow support, which prevents the passage of the mudflow mass, the stream breaks into 2 branches, pressing against the banks, despite the straightness of the stream. The banks under the influence of the water flow are subject to erosion and collapse. At right bank, upstream of the bridge, local market and dwelling are present is more sloping bank and flooded with high-water floods. Below the bridge is sloping left bank and is also subject to periodic flooding. Intermediate support from rectangular bars on a natural foundation, which is denuded ~ 2 m. ______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page A- 4

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SRTM 90m DEM has been utilized for determination of watershed characteristics. On the basis of 90 m DEM, the elevation in the watershed varies from 969 m at bridge site to 1868 m. Mean elevation (AVEL) is 1421.38 m. The basin slope (BS) is 0.3273 m/m whereas max stream slope (MSS) is 0.0462 m/m as shown in Figure 2

Figure 2: DEM for bridge No.1 on Toirsu River

1.1.2. Bridge No.2 on Obishirin River Obishirin (Chorshahabulak) and Mulkol rivers flow between two major floodplains of Toirsu and Talkhak in similar orographic conditions. The road crosses Obishirin River twice with a difference of 1.5 km. The valleys of rivers are V-shaped, the slopes are relatively steep, and their surface is represented by a thick layer of sandy loamy deposits, covered with vegetation. The river valleys are flat and are occupied by residential buildings and agricultural lands. The riverbed is shallowly cut into the bottom of the valley, variable in width, meandering, moving from one slope to the next. The shores are subject to destruction under the influence of the water flow. The riverbeds are composed of boulder-pebble material, on expanded areas forming ridge deposits.

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The road crosses Obishirin River twice. Bridge No. 2 (downstream) according to the scheme of 1x15 m, built in 1978, is located just behind the bend of the river. On the bend, in the immediate vicinity of the bridge, a powerful island formed upstream, dividing the stream into two channels. The main stream flows at the left bank, where the main destruction of the coast occurred. In the middle of the spring water is flows at the right channel. Downstream of the bridge, a single, relatively straight creek is flowing with a tendency to push the stream to the right bank. Here on both sides is the village of the same name, whose inhabitants planted the banks of the river with trees to prevent their buildings from flooding by flood waters. In recent years, the most powerful flooding took place in year 1991, when flood water poured from the banks. The bed is also subject to erosion. On the basis of 90 m DEM, the elevation in the watershed varies from 881 m at bridge site to 1576 m. Mean elevation (AVEL) is 1251.86 m. The basin slope (BS) is 0.2348 m/m whereas max stream slope (MSS) is 0.0415 m/m as shown in Figure 4. The second bridge (No.3) is located upstream of Bridge No.2 at 0+600 RD of road. Elevation in the watershed varies from 885 m at bridge site to 1576 m. Mean elevation (AVEL) is 1134.89 m. The basin slope (BS) is 0.2881 m/m whereas max stream slope (MSS) is 0.0294 m/m as shown in Figure 3.

Figure 3: DEM for bridge No3 on Obishirin River

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Figure 4: DEM for bridge No.2 on Obishirin River

1.1.3. Bridge No.3 on Obishirin River The road cross Obishirin River by bridge No.3 just after passing Darak Town, and before passing right bank of Obishirin River. The river along the road flows in a single channel of variable width (8-20 m) with steep erosion banks. The existing structure is built is single span of 1x15 m. Presently, there is no bank protection along the bridge, despite the fact that there is prominent scour around its banks and are eroded. Even foundations of bridge abutments are washed away and there is about a gap of about 1 m is formed. Downstream of the bridge, the river turns almost at a right angle, increases water level at bridge due to backwater affect. On the basis of 90 m DEM, Elevation in the watershed of Mulkol River varies from 874 m at the site of culvert to 1130 m. as shown in Figure 5.

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Figure 5: DEM for culvert on Mulkol River

1.1.4. Bridge No.4 on Talkhak River Talkhak River originates in the southern spurs of the Vakhsh Range, in its central part. In the upper and middle parts of the watershed area, there are significant numbers of permanent streams that contribute runoff in the Talkhak River. Bridge No. 4 is three span (3x15 m) is located on a rectilinear site and crosses the river before entering Baljuvon. The riverbed is flat with low, sometimes steep banks. Presently, there is no bank protection along the bridge, despite the fact that there is prominent scour around its banks and are eroded. The river has substantial load of sediment with flow, due to which sediments has accumulated in the center of the bridge and flow mainly passes at the left and right side of abutments. On the basis of 90 m DEM, the elevation in the watershed varies from 916 m at bridge site to 2320 m. Mean elevation (AVEL) is 1571.62 m. The basin slope (BS) is 0.0.456 m/m whereas max stream slope (MSS) is 0.0294 m/m. Map is shown in Figure 6.

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Figure 6: DEM for bridge No.4 on Talkhak River

1.1.5 Bridge No.5 on Shurobdara River Shurobdara River is one the main creek of the Talkhak River that originates from Archatuk Pass. The river flows in the direction of south west. In the upper reaches the river flows in a narrow, poorly developed valley. The riverbed and floodplain of the river are deeply embedded in the bottom of the valley and the canal often branches into sleeves. The road crosses the river above the inflow of a large left-bank tributary - Obimazor River and the right bank - Talkhak River. The main water content of the river is created by numerous tributaries of the mountain part of the basin, feeding on abundant spring waters. Bridge No. 5 with a total length of 191m (9 spans) crosses the river on a wide floodplain. Due to the large wandering waterway, the main stream is currently concentrated near the right bank, adversely affecting it during flood season. In the end right-bank span is laid artificial channel for the diversion of water for irrigation of land. On the basis of 90 m DEM, the elevation in the watershed varies from 923 m at bridge site to 3098 m. Mean elevation (AVEL) is 1838.74 m. The basin slope (BS) is 0.3127 m/m whereas max stream slope (MSS) is 0.0222 m/m. The watershed map is shown in Figure 7.

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Figure 7: DEM for bridge No.5 on Shurobdara River

1.1.6 Bridge No.6 on Obimazor River After passing the bridge on Shurobdara River the road descends into the floodplain of Obimazor River and passes along right bank. The road crosses Obimazor River at KM 23+000 Total length of the bridge is 134 meter with a significant skew on the part of the stream wandering up to 300 m wide. The bridge on the right bank blocked the main flow direction of the long dam, which is constantly destroyed during the floods. Due to the tendency of the aspiration of the stream to the right bank, the left-bank spans during floods basically are out of operation. To protect against erosion located above the bridge of the dam in the right- bank span, a self-made dam was built, but it only reduced water-carrying capacity of the bridge. Despite the considerable length, the bridge is not able to pass flood water, as can be seen from the characteristic traces on the bridge (even the perimeter fences on the upper side of the bridge is damaged). This is due to the fact that in the left-bank of the bridge deposited sediments preventing the passage of the flow. On the basis of 90 m DEM, the elevation in the watershed varies from 954 m at bridge site to 2473 m. Mean elevation (AVEL) is 1659.90 m. The basin slope (BS) is 0.1969 m/m whereas max stream slope (MSS) is 0.0245 m/m. The watershed map is shown in Figure 8.

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Figure 8: DEM for bridge No.6 on Obimazor River

1.2. Hydrological Regime of the rivers The main factor determining the water regime of rivers is the nature of the feed, which is determined by the magnitude and seasonal distribution of precipitation, air temperature and other climatic factors. The rivers in the basin can be categorized as rainfall-snow rivers as per standard classification. The runoff is generated from rainfall as well as melting of snow. Studies of these rivers document diurnal cycle. First peak is observed from end of January to the middle of March. Due to the relatively low altitude of the catchment area, the duration of high water on such rivers is not long - 110-160 days. The largest annual runoffs are mainly in April-May (less often in March, June). Mostly these peak floods are originated from rainfall are very frequent. The duration of these floods is short-term but produces lot of havoc with flood and destructive mudflow. The power of the mud flows, not only, depends on the amount and intensity of the precipitation, as well as on the presence in the basin of a readily mobile and easily washable loamy material involved in the flow. The hydrograph of peak floods includes contribution with rainfall along with base flow of the river. The rivers normally has low flood from June and continues until next season. Runoffs during this period are not subject to significant fluctuations and are favorable for construction.

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Ice formations in the form of coasts are observed almost every year, from December to February, their duration ranges from 0-40 days. On periodically operating logs and cuts, the flow period is limited by the period of snowmelt and rainfall.

1.3. Data availability and collection There are sufficient number of flow gauges maintaining long time flow data measurement. The maximum daily instantaneous flow of more than 35 years is recorded as shown in Table 2. Table 2: Observed flow data in the region Hydrographical characteristics Number of years of Sr. No River-Gauge Catchment Length, Slope, observations of the 2 area km km / maximum runoff Kizilsu- 1 1790 87 23 35 Babakhanshaid 2 Toirsu-Shakhbur 57 460 23 39 Yakhsu- 3 1440 90 28 51 Karboztonak

During the period of 1980 to 88, flow gauging station at Khonako on River Obimazor River (lower reach) had been operated. Although, observations were carried out only for the river level. The gauge was closed because of constantly occurring channel deformations, as a result of which the levels are not comparable. A flow gauge is available at Yakhsu River near Karboztonak. The data of this gauge is transformed to Obimazor River as both basin have similar topographical and climatic conditions and the difference in the catchment areas is less than 10 times. Hydrological gauge on Kyzylsu River at Babakhanshaid estimates the runoff from the mountainous catchment area, so its observations can be used in calculations of the maximum runoff in section line of Bridge No. 5 across Shurobdara River. Hydrological gauge on Toirsu River near Shahbur is located in the middle part of the catchment area. From the bridge section to the hydrological gauge, the river does not take significant tributaries and in this area there is a partial loss of flow, so its observations cannot be used in calculating the maximum runoff in the bridge section line.

1.4. Determination of the maximum runoff Various methods have been adopted for the estimation of maximum runoff. The runoff for bridge No. 1 to bridge No. 4 is estimated using rainfall runoff modeling. An empirical method (standard practice in Tajikistan) used for the runoff estimation. One day annual maximum rainfall in this region is observed is 83 mm and is used for runoff estimation. The calculation

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CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______for these four bridges is shown in Appendix 1 to 3. The estimated design flood for 50 years and 33 years is shown in Table 3. Table 3: Flood Estimation for various return period (Bridges Nos. 1 to 4)

3 No. of Watershed Area Design Flood (m /sec) the Bridge on River 2 bridge Km 50 Year 33 Year

1 Toirsu 142.07 235 199

2 Obishirin (Chorshakhabulak) 45.53 175 146

3 Obishirin (Chorshakhabulak) 45.31 175 146

Mulkol 24.13 42.6 38.4

4 Talkhak 153.71 141 122

For Bridge No. 5 across Shurobdara River, design flood was estimated on the basis of long- term observations at Kyzylsu River gauge at Babakhanshshaid , located 11 km below the bridge section line. Kyzylsu River that lies in the same mountainous region, analytical distribution method is used for the estimation of flood for 20 and 50 year return period and shown below

50 вear return perioН flooН (2% ВПΨ - 850 m3/s; 20 year return perioН flooН (5% ВПΨ – 710 m3/s The recommended formula for carrying the maximum water discharge of rainfall flood from the gauge to the bridge section line is:

/ / n Q = Q (F :F ) n 1/3 1/4 The value of n for Kyzylsu River is calculated from formula: Q = F B I

Where; F-catchment area, km2 B- width of the river, km

I- river slope, /

2 With the initial data: F=1790 km ; =Қ7λ0μ87=қ0,6 Фm; I=23 / n 2%=0,66; n 5%=0,64

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Proceeding from the obtained values, the calculated maximum water discharge in Shurobdara River in the section line of the bridge:

0,66 3 0,64 3 Q2% = 850(Ққ00 μ Қ7λ0) = 652 m /s; Q5% = 7Қ0(Ққ00 μ Қ7λ0) = 550 m /s

For Obimazor River design discharges are calculated by several methods. That includes;  Analogy method Data of Yahsu River at Karboztonak has been used for analog method: қ0 вОar rОturn pОrТoН ПХooН ( 5% ) – 1250 m3/s 33 вОar rОturn pОrТoН ПХooН (3% ) - 1500 m3/s; 50 вОar rОturn pОrТoН ПХooН (қ% ) - 1750 m3/s; The basic formula for determining discharges by analog method is as follow:

n 1/3 1/4 n 1/3 1/4 Q = Q(F B I Ψ μ (F B I )

The index of the degree of reduction in the vigor of the flood of Yakhsu River is calculated similar to the previous calculation.

2 As F=1440 km ; =Қ440μλ0=Қ6 Фm; I=28 /

n 2%=0,79; n 3%=0,76; n 5%=0,74

0,79 3 Q2% = 17500,қ85 0,677 = 440 m /s 0,76 3 Q3% = Қ5000,қ85 0,677 = 3λҚ m /s 0,74 3 Q5% = Ққ500,қ85 0,677 = 334 m /s

The comparison of the modules for the maximum discharge of Obimazor and Yakhsu rivers showed a lower value in Obimazor, which indicates a lowering of the received discharge, since for undistorted mode the flow modules increase with decreasing area. For the rivers of the Amu Darya basin, based on the results of field observations, a methodology has been developed for determining the maximum floods of rivers that have not been studied, taking into account the demarcation of the area, depending on the type of dependence of the discharge characteristics of the water beyond the height of the basin and, as a consequence, the prevailing feeding factors of the river. The average long-term value of the maximum modulus of runoff is determined by the formula:

0.55 2 average.max. = [0.325 haverage.μ (1.λ3Δ + 0.04 √ h.Ψ] + А μ F l/s s1 km haverage – layer of runoff in high water, mm. It is determined by the dependence on the average height of the catchment area; where;

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Δ – root-mean-square deviation of heights, km; μ F0.55 – average long-term value of rain surcharge; – parameter that takes into account the features of the structure of river basins; F – catchment area, km2. The coefficient of variation of the maximum annual water discharge is recommended by the formula:

0.33 0.1 СV = В μ (average F ) – parameter, recommended depending on the geographic location of the catchment area; Where;

average – average height of the catchment area, km.

TСО ratТo oП tСО asвmmОtrв МoОППТМТОnt oП tСО maбТmum аatОr ПХoа S to the coefficient of variation is also adopted depending on the geographical location of the catchment area. With the initial data of Obimazor River

2 :F=411 km ; average=1,88 km; haverage=550 mm; Δ=0.53; =Ққ680; =Қ.Қ

3 3 3 Q2%=ққ8қ,қ4=5ҚҚ m / Q3%=ққ8қ,Қ4=488 m /s Q5%=ққ8Қ.λқ=438 m /s The above results are taken as calculated for the bridge across Obimazor River.

1.5. Estimation of mudflow Mudflow activity is widespread in the study area. The accumulation of loamy material moves with water pressure greatly increases the flow of water passing in the streams. The maximum discharges of mudflows of rain origin are calculated by the formula:

3 Qc= QВQmm /s

Q – discharge of liquid runoff, m3/s ΨQ– coefficient of solid flow The calculation of the discharge rate of liquid runoff (the maximum rainwater discharge) is based on the maximum flow intensity formula applicable for mountain areas:

3 Q% = q1%φ1%А m /s q1% - maбТmum runoПП moНuХus = Қ%, ОбprОssОН Тn proНuМОН ПraМtТons φ1% =Қ. Determined by the recommended annex for the territory of Tajikistan, depending on the

СвНromorpСomОtrТМ МСaraМtОrТstТМs oП tСО МСannОХ oП tСО аatОrМoursО , duration of slope runoПП τ.

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1% - maбТmum НaТХв prОМТpТtatТon ХaвОr, tСО probabТХТtв oП ОбМООНТnР =Қ%, mm. φ – coefficient of flood flow, determined depending on the soil and vegetation complex of the catchment area and the maximum daily precipitation. – the transition coefficient of maximum water discharge from the probability of exceeding 1% to another probability, determined by the recommended application. – coefficient that takes into account the reduction in the maximum water discharge due to the natural regulation of the catchment area, for example, by lakes, swamps. For our region, = Қ, Тn tСО absОnМО oП ПaМtors tСat aППОМt tСО НОМrОasО Тn tСО maбТmum аatОr НТsМСarРО rate. – catchment area, km2 Hydro morphometric characteristic of the riverbed is determined by the formula:

1/3 1/4 1/4 Ф= 1000L : mI А (φ1%)

L – length of watercourse, km; m – the coefficient, depending on the riverbed roughness, is determined by the application in accordance with the visual estimate of the riverbed.

I – average slope watercourse, % The quantitative estimate of the increase in the liquid component of the mudflow is calculated by the formula:

ψQ = (1 + βQ) : (1- βQ)

Q – coefficient of solid flow (or coefficient of mudflow);

βQ– alluvial-to-water ratio at peak flood;

– the porosity of solid materials entering the flow (the ratio of the volume of voids to the volume of grains); – water saturation of rocks of solid materials before they are washed away.

Due to the lack of field data on the recommendation, the productТon is taken to be 0.4.

βQ = 0,24 + 0,λ6 βw≤ 1,5 βw

βw – averaged during the time of flood alluvial-to-water ratio

βw = mmіmp

m– the coefficient characterizing the thickness of the foci subject to washing out in the basin is determined depending on tСО НОРrОО oП ОrosТon oП tСО basТn , mі- coefficient characterizing the deviation of the watercourse ______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page A- 16

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Coefficients m, mі are determined from the empirical formulas, as standard practice in Tajikisitan. mp– coefficient that takes into account the probability of exceeding the flood. The estimated values of the maximum flood of the investigated rivers at the bridge sections is given in Table 4. Table 4: Maximum Flood on the bridge sections

Hydrographical Flood, m3/s No. of the characteristics River Bridge 2 length, slope, Area, km 2% 5% km / 1 Toirsu 142.07 22 22 235 2,3 Obishirin 45.53 13.5 24 175 Mulkol 24.13 8.2 34 42.6 4 Talkhak 153.71 30.59 16 141 5 Shurobdara 1159 82.91 31 653 550

6 and road Obimazor 406.52 62 30 511 438

TСО НОsТРn ПХooН oП 5% (НОsТРn ПХooН) Тs given only for rivers, where the width of the widening belt exceeds 200 m and during the high water the flow focuses on the width of the stabХО МСannОХ. TСО аТНtС oП tСО stabХО МСannОХ Тs ПormОН bв tСО ПХooН oП 5% .

1.6. Hydraulics Analysis The design of a new bridge or rehabilitation of an existing bridge across river requires hydraulic analysis to determine the flow parameters and behavior to the bridge axis and along a reach upstream and downstream of the bridge where flow parameters are expected to be influenced by the bridge. The hydraulic analysis and design involves following steps:

 Computation of water surface profile along the reach for design flood to establish the flood conditions with and without the bridge

 Determination of highest flood level (HFL) and flow velocities along the reach and at the bridge axis

 Computation of scour depth at the bridge axis and along the proposed training works

 Layout and design of river training works to smoothly guide the flow into the bridge site.

 Design of protection works for bridge abutments, piers and guide banks

1.6.1. Hydraulic Analysis for the bridge at Obimazor River

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This bridge is the most problematic. First of all, when the bridge was located, it was necessary to take into account the aspiration of the water flow to the right bank, and not to cover the main direction with dams to take the main load from the water flow, the pale of the supports created an obstacle for the passage of solid material. A new bridge is needed here, and first of all, with a change in its location to avoid oblique intersection. In order to avoid costly regulatory dams, which are constantly destroyed, it is desirable to cover the entire zone of river wandering belt with spans of at least 30m. Unfortunately, the bridge is subject to reconstruction. In this case, in addition to strengthening the flow control abutments, it is desirable on the right bank, where the stream tends to the right bank, to construct a spur to redirect the main channel. In this case, the length of the spur, the angle of its inclination should be such that the flow is directed to the center, and not to the opposite bank, where a situation similar to the current one can be created.

1.6.2 Waterway and velocity On wandering rivers with a considerable width of the river spill, a channel of steady width is formed, where the main part of the water flow is concentrated. At the same time, due to the attraction of a considerable amount of solid riverbed material by the flow, the main riverbed can be formed both on one shore, and at the center or at the opposite bank. The width of a stable watercourse is determined by the formula:

0,5 0,2 В. = А (Q . :i )

With a channel-ПormТnР ПХoа ratО oП 5% , ОquaХ to 438 m3/s, the longitudinal slope of the river is 0.013 and A = 1.0 (for a foothill area with eroded banks):

0,5 0,2 В. = 1,0 (438 . : 0,013 ) = 50 m

This value is confirmed by the materials of the field survey. It is considered that on the width of the stable channel may be concentrated from 80 to 100% of the calculated flow. Taking into account the existing situation on the bridge section, with further hydraulic calculations, 100% of the design discharge rate is calculated on the width of the stable channel. Under such conditions, the depth of the stream under the bridge will be 2.53 m at a flow vОХoМТtв oП 4.04 m/s, anН қ% (50 вОar rОturn pОrТoН ) аТХХ СavО a marФ oП λ46.70. To confirm the obtained values, is prepared calculation of the possible backwater during proportional spreading of the flow along the whole width of the bridge hole and its concentration on the width of the stable riverbed. Taking into account the oblique intersection, the waterway of the bridge is 103m, while the entire waterway is operating, the depth of the stream will be 1.64 m at a flow velocity of 3.02 ______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page A- 18

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______m/s. At this depth, only 248 m3/ s pass through the width of 50 m, and the measure of the constraint of the flow: 511: 248 = 2.06 as shown in Table 5. Table 5: Waterway and velocity

Design Flow Min. Bed H.F.L. Waterway (m) Discharge velocity Level (m) (m) (m3/s) (m/s) 50 511 944.19 4.04 946.70

103 511 944.19 3.02 945.83

1.6.2. Scour Calculations The foundation level of a hydraulic structure and design of protection works are dependent on the maximum predicted scour corresponding to the design flood. Backwater (m) defined by the formula:

2 2 Δh = к (V - V. ):2g 2 = Қ+(V:V) (μ√Fr :i)

V – average flow velocity under the bridge, m / s V - average flow velocity under the bridge in common condition, m/s V - average flow velocity over the entire section of the unrestricted flow, m/s Fr μТ – dimensionless parameter of an unrestricted flow Fr = Vқ μ (Рδ.) g – acceleration of gravity; δ. – estimated width of the flood, adopted at two-sided constraint half of the full width of the flood, m Т – longitudinal slope of the water surface of an unrestricted flow – МoОППТМТОnt, aНoptОН НОpОnНТnР on tСО mОasurО oП tСО МonstraТnt oП tСО ПХoа anН Fr μТ 2 Fr :i = 3.02 μ (λ,8Қ Қ03 0.0Қ3) = 0.6λ =0.74

Since the erosion that occurs during runoff reduces the amount of backwater, the calculation takes into account the deepening of the channel during the passage of the flood. When calculating by recommendation, 50% of the erosion is taken into account. Deep erosion during the passage of the peak of flooding stops when the flow rates and dynamic equilibrium are equal. On this condition, a formula is derived for calculating the depth of self-erosion during the passage of the flood. The movement of sediments in the

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CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______mudflows is more intense and the average velocity of dynamic equilibrium is higher than in tСО аatОr strОams. TСО ТnМrОasО Тn tСТs ratО Тs taФОn Тnto aММount bв tСО МoОППТМТОnt , depending on the volumetric weight of the mudflow mass.

= (q μ βψ)

– average flow depth at design water discharge rate, m; q – specific discharge (per 1 m of the width of the live section of the flow), m3/s; = 4.7 Н0.қ8, Н - average diameter of channel sediments, m; β – coefficient depending on the probability of flood excess – the index of the degree of reduction of the erosion in depth, is determined from the table, depending on the mean diameter, Flow rate passing through the eroded part of the effective cross section:

Q=Qμ(1+кμк)

– the flow characteristics of the unwashed and diffuse parts of the section, equal to С2/3.

In scour part of flow section: hm=Қ,64+0,6қ=қ,қ6 m m= 2,26 50= 113 2 m Vm = 511:113 =4,52 m/s

2/3 2/3 m= 1132,26 = 195 = (169-113)1,64 = 77,9 3 Qm= 511:(1+77,9:195) = 365 m /s 511:365 = 1,40 V = 365:113 = 3,23 m/s = 1+( 3,02:3,23)2(0,74μ√0,6λ) = Қ,78

2 2 Δh = Қ,78 (4,5қ – 3,23 ):19,6 = 0,91 m

Filling under the bridge will be 1.64 + 0.91 = 2.55 m, which confirms the results obtained above. For regulating dams with slopes of 1:1.5, the filling is also calculated taking into account the concentration of the design flow on the width of the stable channel. The depth will be 2.51m at a flow rate of 3.93 m/s. Depth after self-wash: = (5ҚҚμ53,7μқ.0λμ0.λ7μҚ.қ7)0.77 = қ.74 m Δ =қ.74-2,51=0.23 m, Calculation of the depth of local erosion is carried out according to the formula of S.T. Altunina:

Δ= -

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– the greatest depth after erosion, m;

– depth of flow on approach to the structure, m;

= С

– coefficient of local erosion, is determined by the formula:

2 к С = 1μ √ 1+m │ 6 (VSINα μVψΨ + SINα (m – 6Ψ │+ 1

m – gradient of discharge slope, V – maximum flow velocity, m / s; V – erosive velocity for this soil, m/s, V = 0,64 (Н)Қ/4;Н Тn mm α – flow approach angle to structure; – degree, = Қμ (Қ+), where = Қμ (қ+)

d– average diameter of channel sediments

Ψ - coefficient taking into account the mudflow character. It is accepted depending on the volumetric weight of the mudflow mass.

1/4 With the initial data: = 2,51 m V = 3,93 m/s V= 0,64 (2,51 55) = 2,19 m/s = 1:2,51 = 0,22 К = ҚμҚ,ққ = 0,8қ α = Қ0SINα = 0.174 m = 1,5 Ψ = Қ,қ7 = Қμ√ Қ+Қ,52│6 (3,λ3 0.Қ74 μқ,Қλ μ Қ,қ7) 0,82 + 0.Қ74 (Қ,5 – 6)│+ Қ = 1,62

= Қ,6қ қ,5Қ = 4,07 m Δ = 4,07 – 2,51 = 1,56 m. Taking into account self-wash: 1,56 +0,23 = 1.80 m

SМour НОptС vaХuОs Пor tСО proposОН brТНРОs аas aХso МaХМuХatОН usТnР δaМОв’s ПormuХa.

As pОr δaМОв’s mОtСoН, tСО sМour НОptС ПormuХa Тsμ

2 3/1 R  9.0 q / f )

where: R = scour depth below flow surface (ft) q = flow intensity (ft3/s/ft)

1/2 П = δaМОв’s sТХt ПaМtor = Қ.76 (Н50) ______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page A- 21

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The value of maximum local scour (D) below minimum river bed is determined by:

D = xR - dm

where: dm = mean flow depth (ft) x= mean multiplying factor for various locations around structures

Scour depth computed estimated using Lacey Formula is about 1.78 m as shown in Table 6.

Table 6: Scour Depth Calculation using Lacey Formula Description Symbol/Formula Unit Hydraulic Data

Discharge Q des Cusecs 18,038

Lacey's Silt Factor F - 4.00 Top Width TW ft 492.13 Dicsharge Intensity w.r.t TW Q cusec/ft 36.65 2 1/3 Lacey's normal scour depth R =0.9(q /f) ft 7.06 Safety Factor X 2.00 Scour Depth from HFL xR Ft 14.13 M 4.31 Depth of Water D m 2.53 Scour Depth Below Bed Level m 1.78 Width Of Apron (1.5*Scour) m 2.67

1.7. Flood Protection Measure Protection works for the proposed bridge have been designed keeping in view the following points:  To smoothly guide the flow into and out of the structure  To protect the abutments from swirling flows and excessive scour  To prevent the river from out flanking bridge waterway  To keep the river channel in stable position and direction so that the river approach remains normal to the bridge axis as far as possible

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1.7.1 Launching ApronLength of launching stone apron has been taken as 1.5 times the scour below bed and size of stone has been computed using the Isbash Curve Chart No. 712-1 of Hydraulic Design Criteria by USBR. Stone density is taken as 165 lbs/ft3 and the apron has been launched at a slope of 1:3 (V: H) to calculate the thickness of the launching apron. The calculated parameters are given in Table 7. below. Table 7: Calculation for the thickness of launching Apron

Hydraulic Description Symbol/Formula Unit Calculations Thickness of pitching t=0.06Q1/3 m 0.47 Scour Below Bed D=xR-d m 1.77 Factor for length of Apron X 1.50 Length of Apron W m 2.66 Thickness of launched Apron t'=1.5t m 0.45 Slope of launched Apron a=1V:aH 3.00 Volume of stone required in launched 3 apron Va=(√12+a2ΨΩ1.5t*D m 2.57 Thickness of unlaunched Apron T=Va/W m 1

To bank protection of the road, which runs along the Obimazor floodplain, in accordance with the standards, further calculations should be carried out on 33-year return period flood. Since the section oП tСО roaН passОs bОtаООn қ brТНРОs, МaХМuХatОН Пor ПХooНs oП қ% (50 вОar rОturn pОrТoН), Пor tСО banФ protОМtТon arО aХso taФОn НОsТРn қ% (50 вОar rОturn pОrТoН) , anН tСО maбТmum ПХoа ratО oП 3% (33 вОar rОturn pОrТoН) oП tСО sХТРСtХв НТППОrs Пrom tСО ПХoа oП қ% oП (50 вОar rОturn pОrТoН). It Тs rОМommОnНОН to provТНО aНОquatО protection along the road to protect it from flood waters. At the same time, the bed filling is 2.51 m with an average flow velocity of 3.93 m/s and a depth of erosion of 1.8 m. Compiled by: Harlamova Nina and Saleem Sarvar:

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APPENDIX- B: FOREST AGENCY LETTER

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Un-official translation

THE FOREST AGENCY UNDER THE GOVERNMENT

OF THE REPUBLIC OF TAJIKISTAN

To the executive Director of the Project Implementation Unit for Road Rehabilitation Mr. Arabzoda N.

To: No. 484 From 10.05.2018

The Forest Agency under the Government of the Republic of Tajikistan Refers to your request on providing the information about the existing of the wildlife sanctuaries and their belongings equal in the territory of the Kangurt – Baljuvon – Khovaling is is considered and we would like to inform you that there are no any wildlife sanctuaries or similarities in the Kangurt - Balchuvon-Khovaling road.

Director A. Ismatzoda

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APPENDIX- C: AQUATIC BIOLOGY REPORT

Report of the Scientific Research Study of the Current State of the Hydrophauna of the Surkhob River Tributaries of the Pyanj River Basin within the projected Kangurt-Baldjuvan-Khovaling Road.

The Surkhob River originates near the village of Baljuvon after the confluence of tributaries of the Talhak River, Obimazor, Mukal, Shurabdarya. The most abundant among these tributaries is the Obimazor and Shurabdarya rivers.

In the lower reaches of the Surkhob River basin there are 9 species of fish, three of them: ordinary marinka, Samarkand temple, Turkestan barbel have commercial value, and in the upstream tributaries there are 5 species 2 of which the ordinary marinka, Samarkand temple, are commercial and the three remaining species belong to the fishing non-target species are Turkestan catfish, combs and Tibetan char. It should be noted that the Turkestan sommer is an endemic species of mountain rivers in Tajikistan and Central Asia.

Common marinka, Snowtrout -Shizotorax intermedius McCleland is an aboriginal species of the local ichthyofauna of the mountain and sub-mountain rivers of Tajikistan. In the Surkhob River basin, it is mainly found above the Temurmalik village of the Temurmalik district and in all the tributaries of the upper reaches of the Surkhob River. Spawning of an ordinary marinka takes place in March-April after the release of 2-3 months, the larvae keep instead of spawning and then slide down the rivers and spread throughout the basin and places with good feeding conditions. The rate of growth of ordinary marinka in the Shurabdarya, Obimazor, Mulkal and other tributaries is low. We caught specimens of ordinary marinka have a length of 16.1 to 23.4 cm on average 20.0 cm. The weight of the caught fish marinoks ranged from 35 to 200 grams on average 120

Photo 1: Common marinka

The basis of the food of ordinary marinka in the upper tributaries of the Surkhob river is fouling, detritus from insects, caddis flies, footworms and insects falling into the water.

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The gas regime in the tributaries of rivers is favorable for the survival and survival of aquatic organisms and fish. According to data (Ahrorova, 1999), the amount of dissolved oxygen in water varies from 6.10 mg / L in September to 10.7 mg / L in June. 12 species of benthic animals were recorded in the Surkhob River; Shurobdara-5, in the river Obimazor-8. in Shurabdarya there are 6 species. The highest water vegetation is almost absent with the exception of some bays and caves where in places grows reed and sedge. Vegetative and animal components in the tributaries of the Surkhob River are very poor in view of the stony- pebble bottom of rivers and high turbidity of the water.

Samarkand khramulya - Varicorhinus capoeta heratensis natio (Stein). This species occurs in all tributaries of the upper reaches of the Surkhob River in the river. Khovaling, Tira, Shurabdarya, Obimazor, Talkhak and down to the confluence of the Pyanj River. Spawning of Samarkand temple in these rivers takes place in May-June. Unlike the marinka, the larvae of the temples in the warm-water rivers spend the winter and in the next year in the stage of the year-old they roll down. The length of the Samarkand samuruli caught by us in the tributaries of the Surkhob River has a length of 16.5 to 22.2 cm on average 19.5 cm, with an average weight of 30 to 115 g. 50 g. Silt, detritus and sediment are used for food.

Photo 2: Samarkand khramulya

Turkestan catfish - Glypthosternum reticulatum Mc Cleland. Low-value commercial fish. It occurs in the Surkhob River basin in its tributaries Khovaling and Tira. It leads a bottom way of life. The size of the Turkestan catfish in the tributaries of the river ranges from 8.0 to 8.0 cm on average 13.0 cm with a weight of 25 to 110 g., using the organisms of bottom sediments. In the tributary of Shurabdarya it is very rare.

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Photo 3. Turkestan catfish

Weed-laying fish in the tributaries of the Shurabdarya are represented by the following species: the scalloped char, the Tibetan char, which is a representative of the local ichthyofauna.

Eastern crested loach, Loach - Nemachilus malaptherurus longicauda Kessler / Cretaceous char around the Surkhob River Basin is found in the tributaries of the River Thira and Obimazor. For feeding and searching for food, it enters the Surkhob River and descends on it to the village. Temurmalik below this zone the crested loach was not found by us. The length of the crested loach varies from 7.0 to 17.5 cm and weighs from 9.2 to 32 g., the spawning of the crested loach takes place in May-June.

Photo 4. Eastern crested loach

Tibetan stone loach - Nemachilus stoliczkai Steindachner. As well as the combed loach occurs in the tributaries of Obimazor, Tira, Hovaling. The length of the body of the Tibetan char is between 8 and 14 cm, with a weight of 10 to 25 g. spawns at the end of May to mid- June. Food Tibetan char in the tributaries of the rivers are water and air insects, mostly footworms, vesnyanki, larvae of dragonflies and other organisms.

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Photo 5. Tibetan stone loach

In conclusion, it should be noted that the ichthyofauna of the tributaries of the upper reaches of the Surkhob River as well as Shurobdara, Obimazor as other mountain rivers in Tajikistan is not very rich in species. In the plains there are from 5 to 9 species in the upper sections of 3-4 species of fish. Species composition and fodder base of fish in these tributaries in the spring period suffer greatly from mudflows.

The construction of the highway Kangurt-Baljuvon-Khovaling in the area of tributaries of Shurabdarya in no way affects the composition and abundance of the aquatic biology of the named tributaries.

Expert on the study of the hydro fauna of the reservoirs of South-West Tajikistan

Senior Researcher of AS RT doc. b. s H. Amirkulov

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APPENDIX-D: ENVIRONMENTAL SETTING

The following section provides a summary of the existing conditions, both illustrative and descriptive, along the route to enable the reader to understand the general environmental setting of the project.

Photo-1: Beginning of the intersection Vose-Khovaling road Photo-2: The beginning of road commences in an area to Baljuvon occupied by agricultural activities and pastureland.

Photo-3: This photo illustrates the current condition on the Photo-4: This photo illustrates the current condition on the road road – km35

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Photo-5: Wild trees in both side of the road – km30

Photo-6: Bridge number one Photo-7: Part of existing road goes through riverbed

Photo-8: Part of existing road goes through riverbed Photo-9: Second bridge

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Photo-10: Second Bridge Photo-11: The bridge in exit of Baljuvon center of district

Photo-12: Road condition on Baljuvon – Kangurt pat of the Photo-13: Road condition on Baljuvon – Kangurt pat of the project – km20 project

Photo-14: Condition of existing bridge near of Kangurt – km Photo-15: Bridges in Kangurt 3

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APPENDIX- E: MINUTES OF THE PUBLIC CONSULTATIONS MEETING WITH ATTENDANCE SHEET

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APPENDIX- F: AIR QUALITY SURVEY The air quality survey was conducted as part of establishing baseline condition of the project route including the Bridges No. 5 and 6. In usual case, the majority of the air pollutants are emitted from the moving vehicles, particularly the diesel trucks and heavy vehicles. Based on the results of instrumental measurements of ambient air, it is concluded that, the parameters such as, Total Suspended Particulates (TSP), Carbon monoxide (CO), Nitrogen Dioxide (NO2), Sulphur Dioxide (SO2), are below the Tajikistan air quality standards.

The instrumental survey results are as follows

Station-1: Km 0 + 00

No. Month RT Standard Field Result

Parameters (MPC) mg/m3 09. 2018, mg/m3 1 TSP 0,15 0,001 2 CO 3,0 1,0 3 NO 0,04 0,000 4 SO2 0,05 0.002 5 NO2 0,085 0,003

Station-2: km 0 + 634

No. Month RT Standard Field Result

Parameters (MPC) mg/m3 09. 2018, mg/m3 1 TSP ,Қ5 0,001 2 CO 3,0 1,0 3 NO 0,04 0,001 4 SO2 0,05 0.002 5 NO2 0,085 0,001

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Station-3: km 1 +716

№ Month RT Standard Field Result

Parameters (MPC) mg/m3 09. 2018, mg/m3 1 TSP ,Қ5 0,002 2 CO 3,0 1,0 3 NO 0,04 0,001 4 SO2 0,05 0.009 5 NO2 0,085 0,002

Station-4: km 22 + 156

№ Month RT Standard Field Result

Parameters (MPC) mg/m3 09. 2018, mg/m3 1 TSP 0,15 0,0012 2 CO 3,0 1,0 3 NO 0,04 0,000 4 SO2 0,05 0.0007 5 NO2 0,085 0,0003

Station-5: Km 23 + 00

№ Month RT Standard Field Result

Parameters (MPC) mg/m3 09. 2018, mg/m3 1 TSP 0,15 0,0004 2 CO 3,0 1,0 3 NO 0,04 0,000 4 SO2 0,05 0.0001 5 NO2 0,085 0,000

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Station-5: km 25 + 00

№ Month RT Standard Field Result

Parameters (MPC) mg/m3 09. 2018, mg/m3 1 TSP 0,15 0,0003 2 CO 3,0 1,0 3 NO 0,04 0,0001 4 SO2 0,05 0.0001 5. NO2 0,085 0,0002

Station-5: Km 38 + 00

№ Month RT Standard Field Result

Parameters (MPC) mg/m3 09. 2018, mg/m3 1 TSP ,Қ5 0,0001 2 CO 3,0 1,0 3 NO 0,04 0,0001 4 SO2 0,05 0.0002 5 NO2 0,085 0,0003

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APPENDIX- G: ARCHAEOLOGICAL CHANCE FIND PROCEDURE

The purpose of this Appendix is to address the possibility of archaeological deposits becoming exposed during ground altering activities or archaeological items mixed with construction materials, and brought within the project area and to provide protocols to follow in the case of a chance archaeological find to ensure that archaeological item and sites are documented and protected as required.

Archaeological sites are protected by the law on preservation and use of historical-cultural heritage objects of Tajikistan, archaeological objects or sites are an important resource that is protected for their historical, cultural, scientific and educational value to the general public, and local communities. Impacts to archaeological objects or sites must be avoided or managed by the 43 km Kangurt to Baljuvon to IVK road rehabilitation and reconstruction project if that site appears during any construction activity. The objectives of this ‘ArМСaОoХoРТМaХ ωСanМО FТnН ProМОНurО’ arО to promotО prОsОrvatТon oП arМСaОoХoРТМaХ Нata while minimizing disruption of construction scheduling. It is recommended that due to the non-archaeological potential of some areas within the project area, all on site personnel and contractors be informed of the Archaeological Chance Find Procedure and have access to a copy while on site.

Relevant Legislation

The Legislation protects all natural areas, archaeological sites, whether on provincial or private land, burial sites and rock art sites are protected regardless of age and is guided by the following legislative acts:

 The Law on Specially Protected Natural Areas (No. 786 as of December 26, 2011);  UNESCO Convention Concerning the Protection of the World Cultural and Natural Heritage (joined 1992).

Archaeological Chance Find Procedure

If the project activities encountered any archaeological materials, stop work in the area and follow the procedure below:

• All construction activity in the vicinity of the remains is to cease immediately. • The find location will be recorded, and all remains will be left in place. • TСО ωontraМtor’s EnvТronmОntaХТst anН ArМСaОoХoРв DОpartmОnt аТХХ bО МontaМtОН. • Potential significance of the remains will be assessed and mitigative options will be identified. • If the significance of the remains is judged to be sufficient to warrant further action anН tСОв Мannot bО avoТНОН, tСОn tСО ωontraМtor’s EnvТronmОntaХТst Тn МonsuХtatТon with the Archaeology Department and Baljuvon local administration will determine the appropriate course of action.

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APPENDIX- H: PUBLIC CONSULTATION FOR BRIDGES NO. 5 & 6 Minutes of the Public Consultation Meeting under the CAREC Transport Corridors 3 and 5 Enhancement Project (Kangurt -Baljuvon - Khovaling)

Date: November 16, 2018 Place of meeting: Town Baljuvon, Meeting started: 15.00 Meeting ended: 15.40

Agenda: The international environmental specialist made brief introduction to proposed Bridge 5 & 6 Reconstruction Project. The national environmental consultant made a presentation on proposed project to the local community (Baljuvon town). The presentation covered the following issues:

1) General perception about Bridge No 5 and Bridge No 6 2) Who is going to finance the project implementation, 3) ADB policy, 4) Economic and social benefits of the project 5) EnvТronmОntaХ ТmpaМts’ mТtТРatТon mОasurОs. 6) Also, people were explained about the Grievance Redress Mechanism to be applied towards affected persons (Aps) and others having any relation to the project implementation.

Upon completion of the presentation local residents asked a few questions. The focus was on how road safety measures would be implemented.

Overview of the Public Consultations Meeting

Sl.No Questions/Comments Answer

1 When the rehabilitation works will start? Approximately expected in Spring 2019 2 How long will the Project last? Approximately one year 3 Make wider sidewalks on bridges Comment noted 4 What will be the specification of the The construction will be within the framework approach road/ embankment? of the bridge standard designs. Some features described. 5 Will pillars of the bridges be replaced? Yes, the pillars will be changed to RCC 6 Will temporary bypass ways be built for Yes, for bridge 5 bypass road will be bridges? constructed. The brТНРО 6 аouХНn’t be demolished until the reconstruction of new RCC bridge adjacent to the existing one. 7 What about initial measurement of Initial measurement of environmental environmental condition? condition is planned and will conducted shortly.

From the discussions it was found that community people were keen for the reconstruction of Bridge N5 and N6 and they will support the project. They also advised the Detailed Design

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Team to plan the wider sidewalks, also to take precautions in the environmental mitigation to avoid impacts anticipated during the re-construction and operation stage (traffic management, road safety etc.) of the project.

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APPENDIX- I: NOISE SURVEY AND MODELING

1. EXECUTIVE SUMMARY

1. The project entails complete rehabilitation of the existing road bed and wearing courses. The rehabilitation will not entail widening of the road, except in some minor locations where road curvature is being eased by minor realignment. The project remains within the existing length of 43 km Right of Way (RoW) and no new land take is required, even for the reconstruction of the Bridge No. 5 and Bridge No. 6. 2. The project proposal includes the rehabilitation of four bridges and 27 culverts which cross water courses, the remaining 2 metal Bridges (Bridge No. 5 and Bridge No. 6) will be reconstructed in to RCC type. A new raised embanked road bed of 1.6 km (approach to Bridge No.6) will be developed within the flood plain to the east of Baljuvon where the old road has been completely lost to water erosion. Scour protection within the flood plain and at bridge abutments will be developed. The project has developed a comprehensive hydrological study to aid design of these structures and ensure the project does not cause upstream flooding by blocking the water courses during river spate conditions. 3. The project is for rehabilitation of a two-lane rural road which runs from the town of Kangurt in a mainly eastwards direction, passing through Buljuvon, to the junction with the recently upgraded Kovaling Road at km 23 (Vose-Khovaling Road). The existing, and the new road, consists of two lanes only and is a Category IV road in accordance with Tajikistan Standards for Highways. 4. The project zone crosses 6 settlements of different sizes: (i) Kangurt; (ii) Mlukon; (iii) Khanabad; (iv) Khirob; (v) Baljuvon; and (vi) Shagmon. The buildings and premises in the above-listed cities and settlements are located both, adjacent to the project zone and quite far from it. The buildings adjacent to the project road are the ones housing both, small and medium businesses as well as residential houses.

5. 24-hour-long continuous baseline noise level measurements were accomplished at two points adjacent to the buildings and premises, and at the third point additional a 7-hour- long continuous baseline noise level measurement was accomplished within the building (during the day).

6. The data were taken in every two seconds. Total 43000-44000 data were obtained from every point (during 24 hours). As the basic measurements demonstrated, the noise level adjacent to the project zone both, during the day and at night except for a few exceptions (7%) is within the admissible norms.

7. It should be noted that the baseline noise level measured at the first point was 2-3 Db higher that the baseline noise level measured at the second point. The reason for this was the rain falling continuously at the stage of doing measurements at the first point.

8. The project zone belongs to mountain areas. There are small villages in the project zone and in the adjacent areas. There are 6 settled areas located adjacent to the project zone. The project main crosses all of them.

9. In order to establish the existing and expected noise levels, noise modeling was undertaken at four stages: (i) noise level modeling for the existing situation, (ii) noise level modeling for the construction stage, (iii) noise level modeling at the operation stage by 2019, and (iv) noise level modeling at the operation stage by 2025 and 2033.

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10. Modeling was done by using computer software CadnaA.CadnaA (Computer Aided Noise Abatement) is the leading software for calculation, presentation, assessment and prediction of environmental noise. Whether your objective is to study the noise emission of an industrial plant, of a mart including a parking lot, of a new road or railway scheme or even of entire towns and urbanized areas: CadnaA is designed to handle all these tasks.

11. For the modeling of the existing noise level the following data were used: (i) the results of the 24-hr measurements of the existing noise levels at 2 points in the project zone; (ii) the data of the existing traffic analysis; (iii) strength and direction of the wind; (iv) maximum allowed traffic speed (speed limit), and (v) the type and quality of road pavement.

12. As the results of the baseline measurements and modeling demonstrate, the noise level, besides some exceptions, was within the norm near all buildings and premises found in the project zone. In line with the modeling results, for 53 of 755 buildings (7 %), the noise level exceeded the admissible level, during the day and/or at night.

13. During the construction phase, the noise level increases and it will be higher than the admissible level at 445 (58.9%) buildings during the day. At night, no construction works will be carried out. However, the impact of noise will be short-term and relevant mitigation measures will be developed within the scope of the project.

14. In line with the modeling results, in the operation phase, the noise level will not exceed the admissible level at either of the buildings, either following the project implementation or in 2025 and 2033.

Recommendations

15. The following major recommendations were developed in the noise management process:

 The Construction Contractor, prior to the commencement of the construction activities, must develop and submit the Supervision Consultant a Topic Specific Environmental Management Plan – Noise Management Plan for the construction phase. The Plan must envisage all the existing technologies and best practice to avoid occurrence of noise and/or minimize the noise level;  At the modeling stage, the maximum admissible speed is taken in line with the requirements of the effective legislation of Tajikistan, under which maximum admissible speed is 60 km/hr for small settled areas and is 40 km/hr for large settlements. Consequently, speed limit signs are necessary to provide along the project road;  At the modeling stage, the value of increase of the present vehicle flow is taken annual 3% proposed by the consulting company. If, as a result of the project implementation, an increase in the vehicle flow exceeds the forecasted value, additional studies will be necessary.

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2. FUTURE TRAFFIC FLOWS

16. Traffic counts for the existing road have been conducted on two occasions. The first was in June 2017 and the second in October 2017. The results of the two sets of counts show some high percentage variations. The June 2017 counts did not cover a full 24-hour period and were conducted when an alternative route, the Vos – Khovaling road was still under rehabilitation so there may have been some diverted traffic using the Kangurt to Khovaling Road.

17. On this basis the October 2017 counts are summarized and presented below. Counts were conducted at three locations:  Kangurt (start of project);  Baljuvon (middle of project); and  Intersection of road with Vose – Khovaling Road (end of project).

18. Six-hour counts were conducted at each location over four days and for a different six- hour period each day as shown in Table 3.

Table 3: October 2017 Traffic Count Dates Count No Date Time 1 12/10/18 06:00 to 12:00 2 13/10/18 12:00 to 18:00 3 14/10/18 18:00 to 00:00 4 15/10/18 00:00 to 06:00

19. The results of these counts are presented in Table 4. In the table provides a breakdown of the main motorized vehicles using the road. It can be seen that heavy vehicles are relatively low in number, making up some 6 % of total movements on the route.

20. There is a gradual decline in road use from west to east, indicating that traffic is mainly local and entering the road at Kangurt and stopping at villages along the route.

Table 4: Summary of October 2017 Traffic Counts (Hours and daily average) From Kangurt to Baljovan Bridge From Baljuvon Baljuvon Time Baljuvon No.4 to Khovalong Count Count Count Count 13:00-14:00 29 29 34 24 14:00-15:00 26 11 18 43 15:00-16:00 36 21 17 26 16:00-17:00 27 15 27 29 17:00-18:00 21 19 42 29 18:00-19:00 31 27 29 29 19:00-20:00 33 28 24 48 20:00-21:00 29 23 30 22 21:00-22:00 25 26 14 16 22:00-23:00 21 27 15 15 23:00-24:00 16 23 16 12 00:00-01:00 10 21 23 7 01:00-02:00 12 21 24 6 ______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 3

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02:00-03:00 38 16 26 10 03:00-04:00 22 23 27 31 04:00-05:00 16 30 33 15 05:00-06:00 40 30 36 22 06:00-07:00 22 29 21 22 07:00-08:00 22 29 21 22 08:00-09:00 22 29 21 22 09:00-10:00 22 29 21 22 10:00-11:00 22 29 21 22 11:00-12:00 22 29 21 22 12:00-13:00 22 20 27 22 Average Day 367 364 346 376 Night 175 191 242 162

21. The counts also showed a strong tendency for the traffic to be diurnal with the maximum number of vehicle movements at any of the count points for the midnight to 06:00 hrs period being 70 vehicle movements. This represents approximately 10 vehicles movements per hour on average.

22. Predicted increases in traffic movements are 3% per year. The rehabilitation will make the route more accessible to local people and some minor increases in local traffic movements are to be expected. However, there are other key routes available for long distance travel, including from Khovaling to Dangara and then to the capital city, Dushanbe on a newly rehabilitated road. The 3% increase in movements is based on World Bank predictions of a 3% growth in GDP which they state will result in a concomitant 3% increase in traffic flows on the national highway system.

23. Using a compounded 3% growth and a 15-year project life, then traffic movements will increase by some 60% by 2034, giving rise to predicted movements in the range of 780 - 800 per day.

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3. EXISTING SITUATION

24. The project is located in a rural setting with a predominant land use for agriculture, either as managed grasslands for grazing of animals (sheep and cattle), orchards with fruit and nut trees and arable land. In the higher areas of land, the pasture has an upper storey consisting of wild fruit and nut trees.

25. The route alignment is within low mountains and valleys which are intersected by often water courses which are often highly braided in nature and in some instances located within very wide flood plains. Photo 1 provides examples of these river features.

26. Areas of urbanization along the route are few and generally small in nature. Areas of habitation are shown in Figure 2. Many of the villages and clusters of houses are set back from the existing road. Notable areas of habitation include Kangurt, Baljuvon, Sarimazor and Shagmon.

Figure 1: Areas of urbanization along the route alignment

3.1 Land Use along Route Alignment

27. A general description of the route follows, distances are approximate and based on chainage for the project starting at 0.0 km at Kangurt.

28. Km 0 to 1.6 km – The road commences at an approximate elevation of 870 m above sea level (asl) and passes to the edge of the village of Kangurt. Within this first 1.6 km the road crosses three bridges as shown in Figure 1.

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29. Km 1.6 to Km 11.6 – On leaving Kangurt the route alignment rises steadily to reach an approximate elevation of 1210 m asl at 11.6 km. The route runs through agricultural land which is arable in nature, supporting crops such as cereals and oil seed rape. In some locations the original road construction has cut through low hills and exposed soil walls which have not vegetated over the intervening period. This section has limited tree cover, being restricted to small trees within the route alignment right of way.

30. Km 11.6 to Km 15.5 – at approximately the route alignment passes through an area of open pasture with scattered tree cover (wild fruit and nut trees) before descending to the village of Khanabad. Alongside the route are a small number of properties with the main part of the village lying to the south of the road alignment at a distance of about 100 m and screened by woodland. This area lies below the elevation of the road. The houses nearest to the route sit above the road elevation.

31. Km 15.5 to Km 20 – The route continues to descend before reach a low point of 870 m at approximately 16.4 m. From this point through to KM 20 the adjacent land use is again dominated by arable crop production. There are a limited number of residential properties along this section.

32. Km 20 to Km 21 – at this section the route passes through an area of orchard with cherry, apple and nut trees present.

33. Km 21 to Km 23 – this section of the alignment takes the road through the small town of Baljuvon, crossing bridge no 4 before reaching the edge of a major flood plain at Km 23.

34. Km 23 to Km 25 – at this section the route crosses a river which is flowing from north to south, at Bridge No 5, before running along the edge of a river flowing from the east to create a confluence. This section of the route is badly eroded, and no real trace of the original road is visible, the route running within the dry river bed section. The route crosses this east west water course at Bridge 6 before starting to ascend.

35. Km 25 to Km 35 – The route ascends from the flood plain, passing through a mosaic of land use, with areas of arable production interspersed with grassland with wild fruit and nut trees.

36. Km 35 to Km 38 – The route continues to rise with a notable increase in tree cover within this section. These are predominantly wild fruit and nut trees.

37. Km 38 – Km 43 – The road rises to the small village of Shagmon, which mainly consists of small agricultural units surrounded by open land and orchards, mainly to the south of the road alignment. The final section of the route passes through arable land before joining with the existing Khovaling road.

38. The Project corridor and its surroundings exhibit soil profiles characterized by typically loess, loamy sands and loamy soils, occasionally bench gravel upper Quaternary age, classically formed through deposition of light and typical grey earth, brown carbonate soils. Limitation - erosion, low content of organic in soils and drought in summer period. Soils in other areas are formed through wind deposition over arid or semi-arid areas. The humus layer of the loess and loamy sands is fairly fertile, and agriculture as noted by the extensive cultivation of the Obi Mazor, Surkhob, Vakhs and Yakhsu rivers floodplain. For these soils to be included into agricultural use they require irrigation and the use of mineral fertilizers.

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3.2 Main Receptors

39. The main receptors, the noise will have an impact during the project implementation and operation phases are settled areas and existing fauna. The largest portion of the project road will run through the existing alignment, where, despite the fact that there is a local ground road, the traffic almost takes place.

40. There are both, residential houses and buildings housing small and medium businesses found adjacent to the project zone. These are mostly small trade objects, hotels, car service centers, fueling stations, etc. (Figures 2 and 3)

Figures 2 and 3: Small and medium commercial objects

41. As already mentioned, there are also residential houses adjacent to the design highway, with most of them being one- or two-storey buildings. Following the local traditions, the private land plots have the fences made of concrete or similar materials thus playing the role of noise attenuators (Figure 4-7).

Figures 4 and 5: Residential buildings and premises adjacent to the project zone

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Figures 6 and 7: Residential buildings and premises adjacent to the project zone

42. The fact of the residential houses fenced with 2-2,5-meter-high concrete fence was not considered during modeling. However, it should be noted that the given fact will reduce the values of the existing and expected noise impacts.

Industries

43. Along the Project ROW, no industrial operations were noticed. There are no significant factories or light industrial activities in the area.

Agriculture

44. Irrigated land in Khatlon region amount to 338 thousand hectares, which equals 45% of the irrigated land in Tajikistan, rain-fed land 2.12 million hectares, gardens 22.5 thousand hectares, of vineyards 8.2 thousand ha. Meadows 1.2 million. m., living 16.8 thousand ha., backyard 86 thousand ha., and 400 hectares of saplings. Khatlon region is famous for its high quality cotton, early watermelons, melons, onions, a cement plant, the Nurek, Chemistry Works, the Yavan and Sarband, Vakhsh River, seating Chiluchorchashma, Mountain Childuhtaron, Nurek hydroelectric power station, the historic sites as the Castle “HuХbuФ” Тn VosО НТstrТМt anН МОmОtОrв HaгratТ AmТrУon.

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4. RESULTS OF THE BASELINE NOISE MEASUREMENTS

45. Through April16-20, 2019, the specialists measured the baseline noise level in 2 points of the project zone. The noise was measured continuously, for 24 hours and the data were taken in every second. Total 43000-44000 data were obtained from every point. Noise level measurements were done in village Kangut and Baljuvon. Additional 7-hour noise measurements were done on the territory of the office village Baljuvon. The measurement was done on April 17.

46. SampХТnР аas НonО аТtС AmОrТМan noТsО mОtОr „REED 8080“.The noise meter was calibrated by the Georgian National Agency for Standards and Metrology on April 23, 2018. Calibration Certificate: GE/MI 07-00474-18 (see Annex 3).

47. In the area, which immediately adjoins the residential houses and buildings of public establishments, a noise measuring device was installed at least 2 m from the structures of the buildings and at 1,5-2,0 m high from the ground level (See Figures 8 and 9).

Figures 8 and 9: Measuring Point 1 Village Baldzhuvon 38.18.27.67 N 69.40.48.08 E

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Figure 10 and 11: Measurement point 2 – Village Kangurt 38.14.23.46 N; 69.31.34.56 E

48. During the measurements, the microphone was directed towards the main source of noise and was distanced from the entity making the measurements by at least 0,5 m. If it was impossible to identify the main source of noise in the area, the direction of the microphone was vertical and upwards.

49. The measurement points are shown in Figures 10 and 11. As for the 7-hour-long measurements in the building, they were done in the building adjacent the first point.

50. Tables 7 and 8 shows the averaged index of the data taken at 2 points of the project zone in a 24-hour continuous mode in every 1 hour. Table 9 shows the results of 7-hour-long measurements in the building.

Table 7: Average noise indicator with one hour intervals, Point 1

Measurement results

Day (08:00-21:00) Night (21:00-08:00) Average 59.4 55.7

Hourly

1 11:00-12:00 58.6 2 12:00-13:00 58.2 3 13:00-14:00 62.2 4 14:00-15:00 61.6 5 15:00-16:00 59.3 6 16:00-17:00 63.5 7 17:00-18:00 65.9 8 18:00-19:00 59.4

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9 19:00-20:00 56.9 10 20:00-21:00 58.7 11 21:00-22:00 58 12 22:00-23:00 57.1 13 23:00-24:00 55.4 14 00:00-01:00 55.3 15 01:00-02:00 56 16 02:00-03:00 55.1 17 03:00-04:00 54.3 18 04:00-05:00 53.9 19 05:00-06:00 55.2 20 06:00-07:00 55.6 21 07:00-08:00 56.5 22 08:00-09:00 57.2 23 09:00-10:00 55.5 24 10:00-11:00 55.5

Table 8: Average noise indicator with one hour intervals, Point 2

Measurement results

Day (08:00-21:00) Night (21:00-08:00) Average 52.5 45.3

Hourly

1 12:00-13:00 54.6 2 13:00-14:00 53.1 3 14:00-15:00 53.3 4 15:00-16:00 52.2 5 16:00-17:00 51.5 6 17:00-18:00 54.8 7 18:00-19:00 51.5 8 19:00-20:00 46.6 9 20:00-21:00 42.4 10 21:00-22:00 43.6 11 22:00-23:00 44.4 12 23:00-24:00 41.7 13 00:00-01:00 43.8 14 01:00-02:00 37.8

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15 02:00-03:00 40.1 16 03:00-04:00 42.4 17 04:00-05:00 43.6 18 05:00-06:00 49.2 19 06:00-07:00 56.4 20 07:00-08:00 55.8 21 08:00-09:00 55.3 22 09:00-10:00 56 23 10:00-11:00 55.7 24 11:00-12:00 55.4

Table 9: Average noise indicator with one hour intervals in the building

Measurement results

Day (08:00-21:00) Night (21:00-08:00) Average 34.5

Hourly

1 12:00-13:00 47.1 2 13:00-14:00 32.8 3 14:00-15:00 32.4 4 15:00-16:00 33.1 5 16:00-17:00 29.7 6 17:00-18:00 29.8 7 18:00-19:00 36.7

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5. MODELING THE EXISTING SITUATION

5.1 Introduction

51. As already mentioned, the project zone belongs to mountain areas. There are small villages in the project zone and in the adjacent areas. There are 6 settled areas adjacent to the project zone. Of the six areas, the road will cross only three, while at present, other 3 villages are distanced from the design highway by various distances.

5.2 Methods of 3D noise modeling

52. CadnaA (Computer Aided Noise Abatement) is the leading software for calculation, presentation, assessment and prediction of environmental noise. Whether your objective is to study the noise emission of an industrial plant, of a mart including a parking lot, of a new road or railway scheme or even of entire towns and urbanized areas: CadnaA is designed to handle all these tasks.

53. With more than 30 implemented standards and guidelines, powerful calculation algorithms, extensive tools for object handling, outstanding 3D visualization and the very user-friendly interface CadnaA is the perfect software to handle national and international noise calculation and noise mapping projects of any size.

54. With its technical capabilities and its ease of use CadnaA represents state-of-the-art technology. CadnaA is developed in C/C++ and communicates perfectly with other Windows applications like word processors, spreadsheet calculators, CAD software and GIS-databases. CadnaA includes a multi-lingual user interface and is successfully applied in more than 60 countries all over the world.

55. CadnaA calculations are in line with the majority of available National and International Standards. Here, ISO 9613-2 will be used as example. A-weighted sound pressure level at the receiver point Lat (equivalent continuous A-weighted sound pressure level) is defined by following equation:

LAT= PWL+ DI + DΩ – ADiv – Aatm – Agr – Abar – Amisc

56. Where:  Sound power level Pwl in dB, produced by the point source to a reference sound power of one picowatt (1pW).  Directivity index DI: deviation of the emission sound pressure level from the mean sound pressure level for directionally radiating sources in the considered direction related to all directions. For building radiation the calculation of the directivity index takes place in CadnaA with consideration of the self-screening.  Solid angle rate D (K0): index that accounts for sound propagation into solid angles ХОss tСan 4π stОraНТans  Attenuation due to geometrical divergence: ADiv: the geometrical divergence accounts for spherical spreading in the free field from a point sound source to the receiver: ADiv = [20 ∙ lg (d/do) + 11] dB (7)  d: distance from source to receiver; do = 1m (reference distance)

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 Attenuation due to atmospheric absorption: Aatm

Aatm = αL ∙ d / 1000  αLμ atmospСОrТМ attОnuatТon МoОППТМТОnt, Н… НТstanМО bОtаООn sourМО anН rОМОТvОr

57. If no deviating frequency by the standard value is entered, CadnaA calculates 0.002 dB/m for 500 Hz. • AttОnuatТon НuО to РrounН ОППОМtsμ AРr • AttОnuatТon НuО to a barrТОrμ Abar • AttОnuatТon НuО to mТsМОХХanОousμ Amisc • ПoХТaРО Afol • ТnНustrв sТtО Asite • buТХt-up region of houses Ahous

58. Generally the emission levels can be determined from levels measured at specified distances by the equation. Equation enables to derive the dependency of the sound power level LW (PWL) from the sound pressure level Lp (SPL) measured in a distance R for point- line- and area sources in different configurations.

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59. With CadnaA it is possible to determine the Sound Power Level of point sources (or sources with dimensions small relative to the measuring distance) from measured sound pressure level Lp, the measurement distance and the sphere partition.

60. CadnaA is able to determine autonomously the required height of a noise protection wall/barrier which is needed to obey given maximum levels by means of iterative calculation. The optimization occurs for up to four evaluation parameters.

61. For the road projects the following national and international standards and guidelines are implemented in CadnaA:

- NMPB-Routes-96 (France, EC-Interim) - RLS-90,VBUS (Germany) - DIN 62. 18005 (Germany) - RVS04.02.11 (Austria) - STL86 (Switzerland) - SonRoad (Switzerland) - CRTN (United Kingdom) - TemaNord1996:525 (Scandinavia) - Czech Method (Czech Republic) - NMPB-Routes-08 (France) - TNM (USA) - CNOSSOS-EU

63. In order to use the software, it was necessary to accomplish a number of studies to collect all the information needed for modeling.

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5.3 Modeling results

64. For the modeling of the existing noise level the following data were used: (i) the results of the 24-hr measurements of the existing noise levels at 2 points in the project zone; (ii) the data of the existing traffic analysis; (iii) strength and direction of the wind; (iv)maximum allowed traffic speed (speed limit), and (v) the type and quality of road pavement.

65. No exact information exists upon season vehicles on the project section. Proceeding from above, only existing, statistic data shall be applied for modelling stage. Traffic counts for the existing road have been conducted on two occasions. The first was in June 2017 and the second in October 2017. The results of the two sets of counts show some high percentage variations. The June 2017 counts did not cover a full 24-hour period and were conducted when an alternative route, the Vose – Khovaling road was still under rehabilitation so there may have been some diverted traffic using the Kangurt to Khovaling Road.

66. Figures 13-19 show the results of accomplished modeling in 6 settled areas adjacent to the project area. The modeling results are given in 2D format.

67. The detailed information about the noise impacts on each building at different stages of the project implementation, as well as in 2025 and 2033, is given in Annex 1. The given tables show the impact of noise both, during the day and at night.

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Figure 12: 2D Noise Modeling in Baljuvon

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Figure 13: 2D Noise Modeling in Baljuvon (continues)

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Figure 14: 2D Noise Modeling in Khanabad

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Figure 15: 2D Noise Modeling in Khanabad (continues)

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Figure 16: 2D Noise Modeling in Kangurt

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Figure 17: 2D Noise Modeling in Mlukon

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Figure 18: 2D Noise Modeling in Shagmon

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68. The residential buildings and premises, which are located adjacent to the project area, are mostly one-storey. As for the buildings and premises housing small and medium businesses, they are mostly two-, three- or four-storey buildings. The mentioned business units are mostly concentrated two settled areas: Baljuvon and Kangurt.

69. Figures 19 and 20 show the impact of the existing noise on different floors of the buildings in Baljuvon settled area, adjacent to the project road.

Figure 19: Noise values during the day (City Baljuvon)

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Figure 20: Noise values at night (City Baljuvon)

70. Figures 21 and 22 show the impact of noise on multi-storey buildings in the city of Kangurt adjacent to the project road, both, during the day and at night.

Figure 22: Noise values during the day (City Kangurt)

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Figure 22: Noise values at night (City Kangurt)

71. As per the modeling results, despite the forecast suggesting that the number of vehicles will increase in the project zone by 3% annually, the existing (background) noise level is higher than the noise level to establish following the implementation of the project. This can be explained by the fact that at the given stage, the carriageway for vehicles is a ground road, while it will be asphalt-coated following the implementation of the project.

6. CONSTRUCTION STAGE

72. The dominant source of noise from most construction equipment is the engine, usually a diesel, without sufficient muffling. Only in a few cases noise generated by the process dominates (for example, impact pile driving, pavement breaking).

73. Noise levels during construction will vary depending on the activity, type and number of equipment, work schedule, duration of use and the distance from receptor. Construction in this analysis, first the noise level due to each piece of equipment, which is likely to be used in the construction, is calculated. Noise levels induced by the main road construction equipment considered in assessment are presented in Table 10. (Note: the values indicated in the table may differ depending on the brand of machinery provided/used by contractor). The list includes all equipment except vehicles and some minor pieces of equipment.

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Table 10. Typical Noise Levels from Construction Equipment11

Equipment Typical noise level (dBA)12 Pavement Dozer 81.7 Excavator 80.7 Grader 85 Roller 80.0 Rock Drill 81.0 Dump Truck 76.5 Paver 77.2 Concrete Mixer Truck 78.8 Bridge Piling 90.0 Dozer 81.7 Dump Truck 76.5 Paver 77.2 Boring Jack Power Unit 83.0

74. During the noise modeling in the construction phase, we assumed that 4 heavy equipment would operate at the same time.

75. As per the modeling results, during the construction phase the noise level will much increase and will exceed the admissible level near most buildings and premises found adjacent to the project zone. The detailed information about the buildings where the noise level will exceed the admissible level is given in Annex 1.

76. At the same time, it should be noted that the noise impact will be a short-term one. Despite this, a number of mitigation measures are necessary to avoid the negative impact on the population resulting from the increase in noise level.

6.1. Mitigation at the source 77. Source controlis, ingeneral, the most effective form of noise mitigation and involves controlling a noise source before it is able to emit potentially offensive noise levels. Construction noise (exclusive of blasting) is typically generated by two source types: (i) Stationary equipment; and (ii) Mobile equipment.

78. Less noisy equipment: One of the most effective methods of diminishing the noise impacts caused by individual equipment is to use less noisy machinery. By specifying and/or using less noisy equipment, the impacts produced can be reduced or, in some cases, eliminated. Source control requirements may have the added benefits of promoting technological advances in the development of quieter equipment.

11 Source: USA Federal Highway Administration - "Construction Noise Handbook". Chapter 7.3.1 Construction Noise Criteria Limits

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79. Mufflers: Most construction noise originates from internal combustion engines. A large part of the noise emitted is due to the air intake and exhaust cycle. Specifying the use of adequate muffler systems can control much of this engine noise (Figure 23).

80. Shields: Employing shields that are physically attached to the particular piece of equipment is effective, particularly for stationary equipment and where considerable noise reduction is required (Figure 24). No table of figures entries found.

Figure 23: Muffler System Figure 24: Employing Shields

81. Aprons: Sound aprons generally take the form of sound absorptive mats hung from the equipment or on frames attached to the equipment. The aprons can be constructed of rubber, lead-filled fabric, or PVC layers with possibly sound absorptive material covering the side facing the machine. Sound aprons are useful when the shielding must be frequently removed or if only partial covering is possible.

82. Enclosures: Enclosures for stationary work may be constructed of wood or any other suitable material and typically surround the specific operation area and equipment. The walls could be lined with sound absorptive material to prevent an increase of sound levels within the structure. They should be designed for ease of erection and dismantling.

6.2 Mitigation along the path

83. In some situations, such as in urban areas or on isolated sections of a project (tunnel installation area), it may be beneficial and necessary to construct barriers adjacent to the work area or at the right-of-way (RoW). These can take the form of natural shielding, temporary shielding, and/or permanent shielding.

84. Temporary abatement techniques include the use of temporary and/or movable shielding for both specific and nonspecific operations. Some mobile shielding is capable of being moved intact or being repeatedly erected and dismantled to shield a moving operation. An example of such a barrier utilizes noise curtains in conjunction with trailers to create an easily movable, temporary noise barrier system.

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6.3 Mitigation at the receiver

85. Mitigation at a receiver can vary in its complexity, ranging anywhere from relocating residents for a day to insulation of a building. Even after mitigation measures have been applied, the outcome may still be unpredictable with no guarantees that the implemented methods achieve expected results. Therefore, mitigation at the receiver should only be considered as a last alternative. However, there are cases where creative techniques have been successfully implemented.

6.4 Training Programs for Contractors

86. Require contractors to participate in training programs related to project-specific noise requirements, specifications, and/or equipment operations. Such training may be provided by agency or project management personnel, outside consultants, and/or equipment manufacturers or suppliers. For example, project personnel (or consultants assigned to the project) may train the contractor in the measurement of construction-related noise levels that may be required to meet the contract specifications. 87. In addition to the additional mitigation measures proposed by the Contractor, the latter must observe the norms, which are common for the construction phase of any project. Such norms are:

 Use of non-faulty construction techniques and vehicles;  Implementing the noisy Works during the day as far as possible;  Running the vehicle drives at minimal speed.

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7. OPERATION PHASE, 2019, 2025 AND 2033

88. In the operation phase, the noise modeling was done for the following phases: (i) following the completion of the project works, in 2019, (ii) in 2025 and (iii) in 2033.

89. The detailed information about the expected noise impact on each building and premise is given in Annex 1. The given Annex provides the forecasts of the expected noise levels both, during the day and at night.

90. As the tables given in Annex 1 show, as a result of the project implementation, the noise level at all buildings and premises will decrease by 3 Db on average and will get close to the existing noise level only by 2033.

91. As already mentioned, this is caused by the present-day road pavement. Presently, the project road is a ground road. The ground pavement of the road helps increase the noise level sharply. Under the project, the project road will have an asphalt pavement, what, as the practice evidences, reduces the noise level twice.

92. Figures 25 and 26 show the results of noise modeling in the operation phase on the buildings and premises in the city of Baljuvon near the project zone, in different years and along several sections of the project road.

Figure 25: The city of Baljuvon, noise impact in 2019, during the day

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Figure 26: The city of Baljuvon, noise impact in 2025, during the day

Figure 27: The city of Baljuvon, noise impact in 2033, during the day

93. Figures 28 -30 show the results of noise modeling in the operation phase on the buildings and premises in the city of Kangurt near the project zone, in different years and along several sections of the project road.

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Figure 28:The city of Kangurt, noise impact in 2019, during the day

Figure 29: The city of Kangurt, noise impact in 2025, during the day

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Figure 30: The city of Kangurt, noise impact in 2033, during the day

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8.CONCLUSIONS AND RECOMMENDATIONS

94. Based on the results of the 24-hour measurements in the Project zone and noise level modeling results, we can make the following conclusions and recommendations.

8.1 Conclusions

1. The project zone crosses 6 settlements of different sizes: (i) Kangurt; (ii) Mlukon; (iii) Khanabad; (iv) Khirob: (v) Baljuvon; and (vi) Shagmon. The buildings and premises in the above-listed cities and settlements are located both, adjacent to the project zone and quite far from it. 2. The principal noise source in the Project zone is traffic. The buildings in the project zone and adjacent to it are mostly used for living. In addition, some buildings housing small and medium businesses, are mostly small markets and catering objects; 3. Following the project implementation, the noise level at all buildings and premises will decrease by 3 Db on average as compared to the baseline level and will get close to the existing noise level only by 2033 as a result of replacing the present ground pavement with an asphalt one. 4. Under the baseline measurements and modeling results, the noise level was within the norm at all buildings and premises in the project zone besides some exceptions. In line with the modeling results, for 53 of 755 buildings (7 %), the noise level exceeds the admissible level, during the day and/or at night. 5. In the construction phase, the noise level increases and it will be higher than the admissible level at 445 (58.9%) buildings during the day. However, the impact of noise will be short-term and relevant mitigation measures will be developed within the scope of the project. 6. In line with the noise modeling results, during the operation phase, the noise level will not exceed the admissible level at either of the buildings, either after the project implementation or in 2025 and 2033.

8.2 Recommendations

95. The following major recommendations were developed for the noise management process:

1. The Construction Contractor, prior to the commencement of the construction activities, must develop and submit the Supervision Consultant a Topic Specific Environmental Management Plan – Noise Management Plan for the construction phase. The Plan must envisage all the existing technologies and best practice to avoid occurrence of noise and/or minimize the noise level; 2. At the modeling stage, the maximum admissible speed is taken in line with the requirements of the effective legislation of Tajikistan, under which maximum admissible speed is 60 km/hr for small settled areas and is 40km/hr for large settlement. Consequently, speed limit signs are necessary to provide along the project road. 3. At the modeling stage, the value of increase of the present vehicle flow is taken annual 3% proposed by the consulting company. If, as a result of the project

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implementation, an increase in the vehicle flow exceeds the forecasted value, additional studies will be necessary.

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Annex I-1: Noise level 24 hour measurement results in 2 points of the project zone

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Annex I-2: Impact of noise level on the buildings and premises in the project zone

Structure for each settlement 1 Numbering of houses 2 Table of noise level excess 3 Information about barriers 4 Fully table of results

Legend Noise level is over the standard

Noise level is in scope of standard

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1. Kangurt

Numbering of houses

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Table of noise level excess Kangurt

Without Mitigation Baseline 2019 2025 2033

Day Day Day Day Day

Night Night Night Night Night

Sum of excess (number 22 18 0 0 0 0 0 0 of Building)

Kangurt No Mitigation

2019 2025 2033

Baseline Baseline

Construction Construction

Building N N Building

Day Day Day Day Day

2019 Nigh

Night Night Night Night 1 43.7 33.5 62.3 40.7 30.6 41.6 31.5 42.6 32.5 2 55.1 44.7 74.9 52.1 41.7 53.0 42.6 54.0 43.6 3 57.3 46.9 77.1 54.3 43.9 55.2 44.8 56.2 45.8 5 55.2 44.9 73.7 52.2 41.9 53.1 42.8 54.1 43.9 6 49.5 39.1 68.0 46.5 36.1 47.4 37.0 48.4 38.0 7 50.5 40.6 68.6 47.4 37.5 48.3 38.4 49.3 39.4 8 55.3 44.9 72.5 52.3 42.0 53.2 42.9 54.2 43.9 9 47.2 37.0 65.6 44.0 33.8 44.9 34.7 46.0 35.7 10 38.1 29.0 59.7 34.6 25.2 35.5 26.1 36.5 27.1 11 35.0 25.7 55.7 31.5 22.3 32.4 23.2 33.4 24.2 12 39.4 30.0 58.8 36.4 26.9 37.3 27.8 38.3 28.8 13 35.4 26.7 54.3 32.3 23.6 33.2 24.5 34.2 25.5 14 33.4 25.0 51.6 30.2 21.8 31.1 22.7 32.1 23.7 15 34.4 25.3 53.3 31.3 22.3 32.2 23.2 33.3 24.2

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 40

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

16 36.1 26.9 55.1 33.1 23.8 34.0 24.7 35.0 25.8 17 38.9 29.5 57.7 35.9 26.5 36.8 27.4 37.8 28.4 18 40.1 30.6 58.8 37.0 27.6 37.9 28.5 39.0 29.5 19 41.3 31.9 60.3 38.3 28.8 39.2 29.7 40.2 30.7 20 53.7 43.3 73.5 50.7 40.3 51.6 41.2 52.6 42.2 21 56.8 46.5 76.0 53.9 43.5 54.8 44.4 55.8 45.5 22 56.9 46.5 75.9 53.9 43.5 54.8 44.4 55.9 45.5 23 51.3 41.1 70.4 48.3 38.1 49.2 39.0 50.2 40.0 24 45.1 35.6 64.7 42.0 32.5 42.9 33.3 43.9 34.4 25 38.5 29.4 57.4 35.5 26.4 36.4 27.3 37.4 28.3 26 35.3 26.7 54.1 32.4 23.7 33.3 24.6 34.3 25.7 27 37.3 28.4 55.9 34.3 25.5 35.2 26.4 36.3 27.4 28 36.0 27.0 54.7 33.0 24.1 33.9 25.0 34.9 26.0 29 36.1 27.3 54.3 33.1 24.4 34.0 25.3 35.0 26.3 30 34.1 25.9 51.9 31.1 22.8 32.0 23.7 33.0 24.8 31 35.2 26.5 53.5 32.3 23.6 33.2 24.5 34.2 25.5 32 34.9 26.2 52.9 31.9 23.3 32.8 24.2 33.8 25.2 33 34.2 25.7 52.5 31.2 22.7 32.1 23.6 33.1 24.7 34 32.9 24.7 51.4 29.9 21.7 30.8 22.6 31.8 23.6 35 31.3 23.3 49.9 28.3 20.3 29.2 21.2 30.2 22.2 36 31.2 23.4 48.9 28.2 20.3 29.1 21.2 30.1 22.2 37 31.0 23.2 48.1 28.1 20.3 29.0 21.2 30.0 22.2 38 29.5 21.7 46.9 26.5 18.7 27.4 19.6 28.5 20.6 39 56.8 46.4 77.2 53.9 43.4 54.8 44.3 55.8 45.4 40 49.1 39.3 68.9 46.1 36.2 47.0 37.1 48.0 38.2 41 52.3 42.0 70.3 49.3 39.0 50.2 39.9 51.2 40.9 42 46.4 36.9 66.7 43.4 34.0 44.3 34.9 45.3 35.9 43 54.5 44.3 73.9 51.6 41.4 52.5 42.3 53.5 43.3 44 43.4 34.7 63.6 40.4 31.7 41.3 32.6 42.3 33.6 45 38.6 30.0 57.6 35.6 26.9 36.5 27.8 37.5 28.8 46 38.7 29.7 58.7 35.8 26.9 36.7 27.7 37.7 28.8 47 40.2 31.4 60.8 37.1 28.4 38.0 29.3 39.1 30.3 48 38.0 29.2 57.9 34.9 26.1 35.8 27.0 36.8 28.1 49 41.8 33.1 62.5 38.8 30.2 39.7 31.1 40.8 32.1 50 59.9 49.4 79.9 57.0 46.5 57.9 47.4 59.0 48.5 51 50.3 40.6 70.4 47.4 37.7 48.3 38.6 49.3 39.6

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 41

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

52 51.6 41.7 71.7 48.7 38.7 49.6 39.6 50.6 40.6 53 47.9 38.6 68.0 44.9 35.6 45.8 36.5 46.9 37.5 54 48.2 38.8 68.0 45.2 35.8 46.1 36.7 47.1 37.7 55 48.2 38.8 67.5 45.2 35.8 46.1 36.7 47.1 37.7 56 37.8 28.7 57.2 34.8 25.7 35.7 26.6 36.7 27.6 57 42.1 33.0 60.5 38.7 29.4 39.6 30.3 40.6 31.3 58 34.6 25.9 55.7 31.6 23.0 32.5 23.9 33.6 24.9 59 35.1 26.4 55.3 32.1 23.4 33.0 24.3 34.0 25.3 60 38.1 29.4 56.8 34.9 26.1 35.8 27.0 36.8 28.0 61 35.4 26.3 54.1 32.5 23.4 33.4 24.3 34.4 25.3 62 34.3 25.0 53.7 31.3 21.9 32.2 22.8 33.2 23.8 63 33.1 23.7 52.5 30.1 20.6 31.0 21.5 32.0 22.5 64 35.5 27.0 54.9 32.6 24.1 33.5 25.0 34.5 26.0 65 36.2 27.7 55.4 33.2 24.6 34.1 25.5 35.1 26.5 66 35.8 27.6 53.7 32.8 24.6 33.7 25.5 34.7 26.5 67 39.2 30.6 58.1 36.2 27.5 37.1 28.4 38.1 29.4 68 39.1 30.3 58.2 36.1 27.3 37.0 28.2 38.0 29.2 69 41.9 33.0 61.5 38.5 29.4 39.4 30.3 40.4 31.4 70 55.4 45.1 75.2 52.5 42.1 53.4 43.0 54.4 44.0 71 56.0 45.8 75.7 53.1 42.8 54.0 43.7 55.0 44.7 72 45.1 35.9 65.0 42.1 32.8 42.9 33.7 44.0 34.7 73 44.5 35.4 66.1 41.5 32.4 42.4 33.3 43.4 34.3 74 46.3 36.9 67.3 43.3 33.9 44.2 34.8 45.2 35.9 75 53.2 43.2 73.3 50.2 40.2 51.1 41.1 52.2 42.1 76 59.6 49.2 79.6 56.8 46.4 57.7 47.3 58.7 48.3 77 56.0 45.6 69.5 52.9 42.5 53.8 43.4 54.8 44.5 82 46.6 36.8 64.7 43.5 33.6 44.4 34.5 45.4 35.5 83 44.6 34.9 62.5 41.5 31.8 42.4 32.7 43.4 33.7 84 45.0 35.3 63.1 41.8 32.1 42.7 33.0 43.8 34.0 85 45.4 35.7 63.5 42.5 32.8 43.4 33.7 44.4 34.7 86 42.2 32.7 59.4 39.2 29.8 40.1 30.7 41.1 31.7 87 38.9 29.6 57.9 35.9 26.6 36.8 27.5 37.9 28.5 88 37.9 28.7 56.8 34.9 25.7 35.8 26.6 36.8 27.6 89 36.8 27.5 54.9 33.7 24.4 34.6 25.3 35.6 26.3 90 39.7 30.8 58.8 36.7 27.7 37.6 28.6 38.6 29.6 91 38.8 30.3 57.4 35.8 27.3 36.7 28.2 37.7 29.2

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 42

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

92 35.6 26.9 52.8 32.5 23.9 33.4 24.8 34.4 25.8 93 35.3 26.8 52.8 32.4 23.8 33.3 24.7 34.3 25.7 94 37.3 28.8 54.4 34.3 25.8 35.2 26.7 36.2 27.7 95 39.5 30.8 56.5 36.5 27.8 37.4 28.7 38.4 29.8 96 38.3 28.9 54.7 35.3 26.0 36.2 26.9 37.2 27.9 97 39.3 30.1 55.6 36.3 27.1 37.2 28.0 38.2 29.0 98 39.0 29.7 55.8 36.0 26.7 36.9 27.6 38.0 28.7 99 38.9 29.9 56.0 36.0 26.9 36.9 27.8 37.9 28.8 100 39.6 30.6 56.5 36.6 27.7 37.5 28.6 38.5 29.6 101 41.6 32.4 60.1 38.6 29.3 39.5 30.2 40.5 31.2 102 39.6 30.5 59.9 36.5 27.4 37.4 28.3 38.4 29.3 103 40.1 31.0 58.8 37.0 27.9 37.9 28.8 38.9 29.8 104 44.9 35.7 63.3 42.0 32.7 42.9 33.6 43.9 34.7 105 48.4 39.0 68.0 45.4 36.0 46.3 36.9 47.3 37.9 106 44.1 34.6 60.1 41.0 31.5 41.9 32.4 42.9 33.4 107 48.8 38.9 64.0 45.7 35.8 46.6 36.7 47.6 37.8 108 50.3 40.0 67.9 47.3 37.0 48.2 37.9 49.2 38.9 109 54.0 43.6 73.0 51.0 40.6 51.9 41.5 52.9 42.5 110 56.0 45.6 74.6 53.1 42.6 54.0 43.5 55.0 44.6 111 59.2 48.8 78.8 56.4 45.9 57.3 46.8 58.3 47.9 112 59.6 49.1 79.2 56.8 46.3 57.7 47.2 58.7 48.2 113 50.9 40.7 70.8 48.0 37.8 48.9 38.7 49.9 39.7 114 51.5 41.2 71.3 48.5 38.2 49.4 39.1 50.4 40.1 115 49.6 39.4 66.5 46.6 36.4 47.5 37.3 48.5 38.3 116 49.1 39.0 66.4 46.1 36.0 47.0 36.9 48.0 37.9 117 50.0 39.8 67.9 46.9 36.8 47.8 37.7 48.9 38.7 118 47.3 37.3 64.9 44.3 34.3 45.2 35.2 46.2 36.2 119 48.3 38.1 65.5 45.3 35.1 46.2 36.0 47.2 37.0 120 49.3 39.2 67.5 46.3 36.2 47.2 37.1 48.2 38.1 121 48.0 37.9 65.0 45.0 34.9 45.9 35.8 46.9 36.8 122 47.1 37.0 64.0 44.1 34.0 45.0 34.9 46.1 35.9 123 47.0 36.9 64.2 44.0 33.9 44.9 34.8 45.9 35.9 124 49.4 39.5 67.5 46.4 36.5 47.3 37.4 48.3 38.4 125 49.7 39.6 67.6 46.7 36.6 47.6 37.4 48.6 38.5 126 46.8 36.6 64.0 43.8 33.6 44.7 34.5 45.7 35.5 127 46.4 36.3 63.9 43.4 33.3 44.3 34.2 45.4 35.2

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 43

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

128 46.0 36.2 63.5 43.0 33.2 43.9 34.1 44.9 35.2 129 45.8 35.9 63.5 42.7 32.8 43.6 33.7 44.6 34.7 130 45.1 35.2 63.3 42.0 32.2 42.9 33.1 43.9 34.1 131 45.5 35.5 64.3 42.6 32.6 43.5 33.5 44.5 34.6 132 45.7 35.8 65.2 42.7 32.9 43.6 33.8 44.6 34.8 133 48.7 38.5 67.5 45.7 35.5 46.6 36.4 47.6 37.4 134 51.3 41.3 70.6 48.2 38.2 49.1 39.1 50.1 40.1 135 48.4 38.4 68.3 44.6 34.3 45.5 35.2 46.5 36.2 136 55.3 45.0 73.9 52.4 42.0 53.3 42.9 54.3 43.9 137 54.1 43.7 73.6 51.1 40.8 52.0 41.7 53.0 42.7 138 47.0 36.8 66.2 43.9 33.8 44.8 34.7 45.8 35.7 139 51.4 41.2 70.9 48.4 38.2 49.3 39.1 50.3 40.1 140 49.0 38.8 68.9 46.0 35.8 46.9 36.7 47.9 37.7 141 48.8 38.8 67.8 45.8 35.8 46.7 36.7 47.7 37.7 142 57.4 47.0 75.7 54.5 44.0 55.4 44.9 56.4 46.0 143 53.1 42.8 71.8 50.1 39.9 51.0 40.8 52.1 41.8 144 55.9 45.5 75.9 52.9 42.6 53.8 43.5 54.8 44.5 145 50.3 40.2 70.1 47.4 37.3 48.3 38.2 49.3 39.2 146 49.7 39.4 68.7 46.7 36.4 47.6 37.3 48.6 38.4 147 48.6 38.7 68.1 45.7 35.7 46.6 36.6 47.6 37.6 148 51.5 41.3 71.2 48.5 38.3 49.4 39.2 50.4 40.3 149 46.8 36.8 66.0 43.8 33.7 44.7 34.6 45.7 35.7 150 45.7 35.9 64.0 42.6 32.8 43.5 33.7 44.5 34.7 152 44.7 34.9 63.4 41.6 31.7 42.5 32.6 43.5 33.6 153 45.1 35.3 63.0 42.1 32.3 43.0 33.2 44.0 34.2 154 43.4 33.8 61.0 40.4 30.8 41.3 31.7 42.3 32.8 155 42.6 33.7 59.5 39.6 30.7 40.4 31.6 41.5 32.6 156 42.5 33.1 60.4 39.5 30.1 40.4 31.0 41.4 32.0 157 43.1 33.7 61.7 40.0 30.6 40.9 31.5 41.9 32.5 158 43.4 34.2 62.6 40.4 31.0 41.3 31.9 42.3 33.0 159 41.5 32.1 61.6 38.5 29.1 39.4 30.0 40.5 31.0 160 43.5 33.9 61.9 40.5 30.9 41.4 31.8 42.4 32.9 161 43.4 33.7 61.8 40.4 30.7 41.3 31.6 42.3 32.6 162 47.4 37.3 65.4 44.4 34.3 45.3 35.2 46.4 36.2 163 48.1 38.4 67.4 44.9 35.0 45.8 35.9 46.8 36.9 164 50.7 40.6 68.9 47.6 37.5 48.5 38.4 49.5 39.4

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 44

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

165 51.4 41.1 68.4 48.4 38.0 49.3 38.9 50.3 40.0 166 45.0 35.0 62.9 42.0 32.0 42.9 32.9 43.9 33.9 167 41.7 32.1 59.8 38.7 29.1 39.6 30.0 40.6 31.0 168 54.2 43.8 73.2 51.2 40.8 52.1 41.7 53.1 42.7 169 59.5 49.1 79.2 56.7 46.3 57.6 47.2 58.6 48.2 170 55.6 45.4 73.6 52.3 42.1 53.2 43.0 54.3 44.0 171 56.9 46.5 74.8 53.9 43.5 54.8 44.4 55.8 45.4 172 45.1 35.0 61.1 42.1 31.9 42.9 32.8 44.0 33.8 173 45.3 35.2 62.0 42.2 32.1 43.1 33.0 44.1 34.0 174 58.2 47.8 71.1 55.3 44.9 56.2 45.8 57.2 46.8 175 48.7 38.5 67.4 45.7 35.5 46.6 36.4 47.6 37.4 176 45.0 35.0 62.9 42.0 32.0 42.9 32.9 43.9 33.9 177 44.7 34.4 62.4 41.7 31.4 42.6 32.3 43.6 33.3 178 38.2 29.6 56.9 35.2 26.6 36.1 27.5 37.1 28.5 179 33.9 25.4 52.6 31.0 22.5 31.9 23.4 32.9 24.4 180 46.3 36.8 67.8 43.2 33.5 44.1 34.3 45.1 35.4 181 48.9 39.0 69.0 44.9 34.7 45.8 35.6 46.8 36.6

2. Mlukon

Numbering of houses

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 45

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

Table of excess Mlukon

Without Mitigation Baseline 2019 2025 2033

Day Day Day Day Day

Night Night Night Night Night

Sum of excess (number 0 0 0 0 0 0 0 0 of Building)

Mlukon No Mitigation

2019 2025 2033

Baseline Baseline

Construction Construction

Building N N Building

Day Day Day Day Day

2019 Nigh

Night Night Night Night 182 36.1 27.4 49.6 32.4 23.7 33.3 24.6 34.3 25.7 183 36.4 27.5 50.0 32.5 23.7 33.4 24.6 34.5 25.6 184 37.0 28.2 50.8 33.7 24.9 34.6 25.8 35.6 26.8 185 37.1 28.3 51.0 33.6 24.8 34.5 25.7 35.5 26.7 186 37.3 28.6 51.5 34.1 25.3 35.0 26.2 36.0 27.3 187 37.3 28.6 51.0 34.4 25.6 35.3 26.5 36.3 27.5 188 37.2 28.7 51.6 34.4 25.7 35.3 26.6 36.4 27.6 189 37.5 28.8 51.4 34.6 25.9 35.5 26.8 36.5 27.9 190 37.3 28.7 51.4 34.4 25.8 35.3 26.7 36.3 27.7 191 36.6 28.0 51.5 34.5 25.8 35.4 26.7 36.4 27.7 192 37.4 28.8 51.7 34.7 26.1 35.6 27.0 36.6 28.0 193 37.6 28.8 51.7 34.6 25.8 35.5 26.7 36.5 27.7 194 37.7 29.0 52.4 34.9 26.0 35.8 26.9 36.8 27.9 195 36.3 27.9 52.5 34.9 25.9 35.8 26.8 36.8 27.9 196 37.8 28.8 51.8 34.8 26.2 35.7 27.1 36.7 28.1

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 46

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

197 38.0 29.0 51.5 33.9 25.5 34.8 26.4 35.8 27.4 198 39.3 30.3 52.3 35.0 26.0 35.9 26.9 36.9 27.9 199 37.8 28.8 52.7 34.8 25.8 35.7 26.7 36.7 27.7 200 37.6 28.6 52.8 34.7 25.8 35.6 26.7 36.6 27.7 201 37.3 28.5 53.0 34.5 25.6 35.4 26.5 36.4 27.6 202 39.8 31.0 53.7 35.5 27.1 36.3 28.0 37.4 29.0 203 38.1 29.7 56.0 37.2 28.3 38.1 29.2 39.1 30.2 204 36.4 27.8 51.6 33.4 24.8 34.3 25.7 35.3 26.7 205 35.0 26.5 51.7 32.7 24.1 33.6 25.0 34.6 26.0 206 35.9 27.2 50.1 31.7 23.4 32.6 24.3 33.7 25.3 207 31.2 23.1 46.7 27.8 19.5 28.6 20.4 29.7 21.5 208 30.5 23.3 40.5 28.5 20.1 29.4 21.0 30.4 22.0 209 22.4 15.5 45.2 19.5 12.5 20.4 13.4 21.5 14.5 210 29.1 22.2 44.4 26.3 19.5 27.2 20.3 28.2 21.4 211 31.9 23.4 45.9 27.7 20.5 28.6 21.4 29.7 22.4

3. Khanabad

Numbering of houses

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 47

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

Table of excess

Khanabad

Without Mitigation Baseline 2019 2025 2033

Day Day Day Day Day

Night Night Night Night Night

Sum of excess (number 0 0 0 0 0 0 0 0 of Building)

Khanabad No Mitigation

2019 2025 2033

Baseline Baseline

Construction Construction

Building N N Building

Day Day Day Day Day

2019 Nigh

Night Night Night Night 212 49.6 41.4 69.6 45.7 37.1 46.6 38.0 47.7 39.0 213 25.2 18.1 45.1 22.2 15.2 23.1 16.1 24.1 17.1 214 25.9 18.8 46.1 23.0 15.8 23.9 16.7 24.9 17.8 215 35.2 27.8 53.2 32.3 24.8 33.2 25.7 34.2 26.8 216 41.3 33.8 60.1 38.4 30.9 39.3 31.8 40.3 32.8 217 39.5 31.6 59.4 36.7 28.9 37.6 29.8 38.7 30.9 218 40.0 32.4 60.8 37.3 29.8 38.2 30.7 39.2 31.7 219 41.7 34.2 61.9 38.9 31.2 39.8 32.1 40.8 33.1 220 42.9 35.0 60.4 40.0 32.1 40.9 33.0 42.0 34.0 221 45.8 37.6 65.4 42.7 34.4 43.6 35.3 44.6 36.3 222 46.9 38.0 65.1 43.9 35.0 44.8 35.9 45.8 36.9 223 46.4 37.6 66.4 43.5 34.7 44.4 35.6 45.4 36.7 224 53.1 44.2 73.7 50.4 41.5 51.3 42.4 52.3 43.4 225 42.3 34.5 61.8 39.4 31.6 40.3 32.5 41.3 33.5 226 53.2 44.4 72.9 49.7 40.7 50.6 41.6 51.7 42.6

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 48

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

227 34.1 26.6 53.4 31.2 23.7 32.1 24.6 33.1 25.6 228 38.9 30.8 56.8 35.8 27.7 36.7 28.6 37.7 29.6 229 34.5 27.4 52.6 31.6 24.5 32.5 25.4 33.6 26.4 230 44.7 36.4 63.5 41.6 33.1 42.5 34.0 43.5 35.1 231 36.5 29.2 56.0 33.6 26.3 34.5 27.2 35.5 28.2 232 30.0 23.3 46.9 27.2 20.5 28.1 21.4 29.1 22.4 233 48.4 39.9 68.3 44.9 36.2 45.8 37.1 46.8 38.1 234 45.1 36.0 61.0 42.1 33.0 43.0 33.9 44.0 34.9 235 21.0 13.4 41.5 18.1 10.6 19.0 11.5 20.0 12.5 236 46.5 37.5 61.6 42.9 33.9 43.8 34.8 44.8 35.9 237 47.4 38.5 62.3 43.1 34.3 44.0 35.2 45.0 36.2 238 40.3 31.8 55.9 36.9 28.5 37.8 29.4 38.9 30.4 239 40.3 31.2 54.6 37.2 28.1 38.1 29.0 39.2 30.0 240 41.8 32.7 56.6 38.8 29.7 39.7 30.5 40.7 31.6 241 42.1 33.0 56.9 39.1 30.0 40.0 30.9 41.0 31.9 242 43.8 34.7 59.1 40.7 31.6 41.6 32.5 42.6 33.6 243 46.0 36.9 60.5 41.8 32.9 42.7 33.8 43.7 34.8 244 43.5 34.4 58.4 40.4 31.3 41.3 32.2 42.3 33.2 245 40.2 31.5 55.2 37.1 28.4 38.0 29.3 39.1 30.3 246 27.6 19.9 44.0 24.6 16.9 25.5 17.8 26.5 18.8 247 27.9 20.0 44.3 24.9 17.0 25.8 17.9 26.8 18.9 248 35.2 26.6 50.0 32.2 23.6 33.1 24.5 34.1 25.6 249 34.5 25.6 50.0 31.5 22.6 32.4 23.5 33.4 24.5 250 38.9 29.9 53.4 35.8 26.9 36.7 27.8 37.8 28.8 251 40.5 31.5 55.5 37.5 28.5 38.4 29.4 39.4 30.4 252 44.5 35.4 59.4 41.2 32.2 42.1 33.1 43.2 34.1 253 45.5 36.4 60.5 42.0 33.0 42.9 33.9 44.0 35.0 254 46.8 37.7 61.8 42.8 33.9 43.7 34.8 44.7 35.8 255 46.6 37.6 61.3 42.3 33.5 43.2 34.4 44.2 35.4 256 45.1 36.1 59.8 41.3 32.5 42.2 33.4 43.2 34.4 257 44.8 35.7 59.4 41.3 32.3 42.2 33.2 43.3 34.2 258 45.7 36.7 60.9 41.8 32.9 42.7 33.8 43.7 34.8 259 44.9 35.8 60.5 41.6 32.6 42.5 33.5 43.5 34.5 260 46.4 37.3 62.6 42.5 33.6 43.4 34.5 44.4 35.5 261 46.8 37.7 63.4 43.1 34.1 44.0 35.0 45.1 36.0 262 46.6 37.5 63.2 43.0 34.0 43.9 34.9 44.9 35.9

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 49

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

263 46.0 37.1 64.4 42.0 33.2 42.9 34.1 43.9 35.1 264 44.7 35.5 60.5 41.6 32.4 42.5 33.3 43.6 34.4 265 44.0 34.8 59.9 41.0 31.8 41.9 32.7 42.9 33.7 266 43.1 33.9 58.7 40.0 30.9 40.9 31.8 41.9 32.8 267 42.7 33.6 58.4 39.7 30.6 40.6 31.5 41.6 32.5 268 42.4 33.4 57.6 39.3 30.3 40.2 31.2 41.2 32.2 269 41.4 32.5 56.5 38.3 29.4 39.2 30.3 40.2 31.4 270 41.0 32.0 56.6 38.0 29.0 38.9 29.9 39.9 30.9 271 40.5 31.5 55.8 37.5 28.5 38.4 29.4 39.4 30.5 272 38.4 29.4 53.4 35.5 26.4 36.3 27.3 37.4 28.4 273 36.8 27.9 52.5 33.8 24.9 34.7 25.8 35.8 26.9 274 48.7 40.1 69.2 44.3 35.2 45.2 36.1 46.2 37.1 275 45.4 36.2 61.6 42.4 33.2 43.3 34.1 44.3 35.1 276 46.1 36.9 62.5 43.1 33.9 44.0 34.8 45.0 35.8 277 45.7 36.5 62.2 42.6 33.4 43.5 34.3 44.6 35.4 278 46.1 36.9 62.6 43.1 33.9 44.0 34.8 45.0 35.8 279 46.4 37.2 63.5 43.4 34.2 44.3 35.1 45.3 36.1

4. Khanabad 2

Numbering of houses

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 50

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

Table of excess

Khanabad 2

Without Mitigation Baseline 2019 2025 2033

Day Day Day Day Day

Night Night Night Night Night

Sum of excess (number 6 6 0 0 0 0 0 0 of Building)

Khanabad 2 No Mitigation

2019 2025 2033

Baseline Baseline

Construction Construction

Building N N Building

Day Day Day Day Day

2019 Nigh

Night Night Night Night 280 55.2 46.1 73.1 52.3 43.1 53.2 44.0 54.2 45.1 281 41.8 33.6 57.6 39.3 31.0 40.2 31.9 41.3 32.9 282 34.5 26.2 54.7 31.6 23.3 32.5 24.2 33.5 25.3 283 52.3 43.8 72.8 49.0 40.3 49.9 41.2 50.9 42.2 284 42.9 35.3 62.3 39.8 32.0 40.7 32.9 41.7 34.0 285 40.8 32.7 58.6 37.9 29.8 38.8 30.7 39.9 31.8 286 38.5 30.5 56.5 35.5 27.5 36.4 28.4 37.5 29.5 287 37.6 29.6 53.5 34.5 26.5 35.4 27.4 36.5 28.4 288 37.1 28.8 53.7 34.0 25.8 34.9 26.7 35.9 27.7 289 36.7 28.4 52.8 33.6 25.3 34.5 26.2 35.6 27.3 290 31.6 24.4 47.2 28.6 21.4 29.5 22.3 30.5 23.3 291 49.7 40.8 68.2 46.6 37.5 47.5 38.4 48.5 39.5 292 42.9 34.9 62.3 39.8 31.8 40.7 32.7 41.7 33.7 293 45.8 38.0 64.3 42.5 34.4 43.4 35.3 44.4 36.3 294 41.3 33.3 59.7 38.1 30.1 39.0 31.0 40.0 32.0

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 51

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

295 37.2 29.1 54.2 34.3 26.1 35.2 27.0 36.2 28.0 296 36.2 27.9 52.9 33.3 25.1 34.2 25.9 35.2 27.0 297 35.3 28.3 52.0 32.4 25.4 33.3 26.3 34.3 27.3 298 36.1 28.4 53.6 33.1 25.4 34.0 26.3 35.0 27.3 299 35.5 27.6 52.1 32.5 24.6 33.4 25.5 34.4 26.5 300 34.0 26.9 52.4 31.1 23.9 32.0 24.8 33.0 25.9 301 36.0 28.5 54.6 32.8 25.4 33.7 26.3 34.8 27.3 302 31.5 23.6 48.6 28.4 20.4 29.3 21.3 30.3 22.4 303 31.7 24.3 49.3 28.6 21.2 29.5 22.0 30.6 23.1 304 31.0 24.0 50.9 28.0 20.9 28.9 21.8 29.9 22.9 305 35.6 28.0 54.1 32.6 25.0 33.5 25.9 34.5 26.9 306 34.2 26.2 53.1 31.1 23.1 32.0 24.0 33.1 25.0 307 30.3 23.5 47.4 27.3 20.5 28.2 21.4 29.2 22.4 308 28.4 21.5 46.1 25.3 18.5 26.2 19.4 27.3 20.4 309 30.0 23.1 48.4 27.0 20.1 27.9 21.0 28.9 22.0 310 27.2 20.4 45.9 24.3 17.5 25.2 18.4 26.2 19.4 312 26.3 19.5 43.8 23.2 16.5 24.1 17.4 25.1 18.4 313 18.3 11.0 38.4 15.4 8.1 16.3 9.0 17.3 10.1 314 36.7 28.2 53.3 33.7 25.2 34.6 26.1 35.6 27.1 315 45.2 37.3 64.6 41.8 33.8 42.7 34.7 43.7 35.7 316 47.5 38.8 65.7 44.3 35.5 45.2 36.4 46.2 37.5 317 47.5 39.4 66.8 44.3 36.0 45.2 36.9 46.2 38.0 318 42.7 34.8 61.9 39.6 31.5 40.5 32.4 41.5 33.4 319 43.9 35.8 62.4 40.6 32.4 41.5 33.3 42.5 34.3 320 47.5 38.6 65.7 44.3 35.4 45.2 36.3 46.2 37.3 321 37.5 30.2 56.2 34.4 27.0 35.3 27.9 36.3 28.9 322 43.9 35.4 61.7 40.8 32.2 41.7 33.1 42.7 34.1 323 44.9 36.1 62.2 41.9 33.0 42.8 33.9 43.8 34.9 324 43.1 35.0 60.5 39.8 31.8 40.7 32.7 41.7 33.7 325 34.2 27.0 50.8 31.2 24.0 32.0 24.9 33.1 25.9 326 32.9 25.1 50.0 29.8 22.0 30.7 22.9 31.7 23.9 327 31.6 24.0 48.4 28.6 20.9 29.5 21.8 30.5 22.8 328 30.1 22.3 46.8 27.1 19.3 28.0 20.2 29.0 21.2 329 30.0 22.4 47.2 26.9 19.4 27.8 20.3 28.9 21.3 330 28.8 21.8 46.0 25.8 18.8 26.7 19.7 27.7 20.7 331 30.4 23.6 49.5 27.6 20.7 28.5 21.6 29.5 22.7

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 52

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

332 34.7 27.5 54.6 31.6 24.2 32.5 25.1 33.5 26.1 333 39.1 30.9 57.0 35.9 27.7 36.8 28.6 37.8 29.6 334 45.4 37.0 64.0 42.1 33.5 43.0 34.4 44.0 35.4 335 48.7 40.3 67.5 44.9 36.2 45.8 37.1 46.8 38.1 336 45.1 37.1 64.4 41.7 33.5 42.6 34.4 43.6 35.4 337 46.3 38.2 64.1 42.4 34.0 43.3 34.9 44.4 36.0 338 58.0 48.8 77.6 55.0 45.7 55.9 46.6 56.9 47.7 339 58.2 49.1 78.3 54.6 45.3 55.5 46.2 56.5 47.3 340 49.6 40.7 68.8 45.8 36.9 46.7 37.8 47.8 38.8 341 48.2 39.7 68.1 45.0 36.3 45.9 37.2 46.9 38.2 342 41.8 34.2 62.7 38.5 30.8 39.4 31.7 40.4 32.8 343 34.1 26.5 51.3 31.2 23.6 32.1 24.5 33.1 25.5 344 35.6 28.2 53.3 32.7 25.3 33.6 26.2 34.7 27.2 345 31.1 24.1 47.5 28.0 21.0 28.9 21.9 29.9 22.9 346 29.4 22.0 46.4 26.4 19.0 27.3 19.9 28.3 20.9 347 33.0 25.9 50.8 29.9 22.8 30.8 23.7 31.9 24.8 348 34.0 26.7 51.7 31.0 23.7 31.9 24.6 32.9 25.7 349 31.7 24.6 48.3 28.6 21.5 29.5 22.4 30.5 23.4 350 30.8 23.6 47.8 27.7 20.6 28.6 21.5 29.6 22.5 351 29.7 22.5 47.0 26.7 19.5 27.6 20.4 28.6 21.4 352 49.7 41.4 71.2 46.9 38.4 47.8 39.3 48.8 40.3 353 57.7 48.6 77.6 54.8 45.6 55.7 46.5 56.7 47.5 354 55.3 46.3 75.0 52.4 43.4 53.3 44.3 54.3 45.3 355 55.5 46.9 70.4 52.1 43.4 53.0 44.3 54.1 45.4

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 53

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

5. Baljuvon

Numbering of houses

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 54

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

Table of excess

Baljuvon

Without Mitigation Baseline 2019 2025 2033

Day Day Day Day Day

Night Night Night Night Night

Sum of excess (number 21 18 0 0 0 0 0 0 of Building)

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 55

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

Baljuvon No Mitigation

2019 2025 2033

Baseline Baseline

Construction Construction

Building N N Building

Day Day Day Day Day

2019 Nigh

Night Night Night Night 356 45.2 35.8 62.6 42.4 32.9 43.2 33.8 44.3 34.8 357 51.8 41.5 70.7 48.5 38.1 49.4 39.0 50.4 40.0 358 44.1 34.5 64.2 40.5 30.8 41.4 31.7 42.4 32.7 359 42.6 33.0 63.0 39.0 29.5 39.9 30.4 41.0 31.5 360 45.8 36.5 64.7 42.2 32.5 43.1 33.4 44.1 34.5 361 43.6 33.9 61.5 40.3 30.8 41.2 31.7 42.2 32.7 362 53.7 44.0 66.7 50.1 40.2 51.0 41.1 52.0 42.1 363 55.4 45.1 69.7 51.6 41.2 52.5 42.1 53.6 43.1 364 58.5 48.1 77.2 55.6 45.1 56.5 46.0 57.5 47.0 365 52.3 42.3 71.2 49.4 39.3 50.3 40.2 51.3 41.2 366 31.9 23.1 53.2 29.1 20.4 30.0 21.3 31.0 22.3 367 31.4 22.4 52.2 28.3 19.3 29.2 20.2 30.3 21.2 368 51.7 41.3 70.8 48.6 38.3 49.5 39.2 50.6 40.3 369 54.9 45.2 73.7 51.7 41.8 52.6 42.7 53.7 43.7 370 48.4 39.0 65.9 44.8 35.0 45.7 35.9 46.7 37.0 371 42.0 33.0 59.9 38.7 29.5 39.6 30.4 40.6 31.4 372 46.0 36.1 64.7 42.9 32.9 43.8 33.8 44.8 34.8 373 51.9 42.4 70.8 48.5 38.8 49.4 39.7 50.4 40.7 374 46.1 36.1 64.6 42.9 32.8 43.8 33.7 44.9 34.7 375 40.6 30.9 58.5 37.5 27.9 38.4 28.8 39.4 29.8 376 38.2 28.7 56.7 35.1 25.7 36.0 26.6 37.1 27.7 377 48.1 38.3 66.7 45.0 35.3 45.9 36.2 47.0 37.3 378 39.8 30.9 60.6 36.8 27.8 37.7 28.7 38.7 29.7 379 42.2 32.9 62.0 39.3 29.9 40.2 30.8 41.2 31.9 380 45.7 35.7 64.3 42.8 32.8 43.7 33.7 44.7 34.7 381 50.4 40.7 67.8 46.8 36.8 47.7 37.7 48.7 38.7 382 51.8 41.5 70.9 48.5 38.2 49.4 39.1 50.5 40.1

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 56

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

383 44.1 34.5 63.2 41.1 31.5 42.0 32.4 43.0 33.4 384 50.2 39.8 68.9 47.2 36.8 48.1 37.7 49.1 38.7 385 46.4 36.3 65.0 43.4 33.2 44.3 34.1 45.3 35.2 386 45.4 35.4 64.0 42.3 32.3 43.2 33.2 44.3 34.3 387 39.0 29.4 56.7 36.0 26.4 36.9 27.3 37.9 28.3 388 36.4 26.7 54.2 33.2 23.6 34.1 24.5 35.2 25.5 389 34.5 24.7 51.3 31.5 21.7 32.4 22.6 33.5 23.7 390 32.1 22.7 49.9 29.2 19.8 30.1 20.7 31.2 21.7 391 36.1 26.4 53.1 33.1 23.4 34.0 24.3 35.0 25.3 392 33.0 23.3 49.6 30.0 20.2 30.9 21.1 31.9 22.1 393 33.6 24.3 50.0 30.6 21.3 31.5 22.2 32.5 23.2 394 36.6 27.1 55.0 33.6 24.1 34.5 25.0 35.5 26.0 395 34.8 25.5 52.3 31.7 22.4 32.6 23.3 33.6 24.3 396 34.8 25.6 51.1 31.7 22.5 32.6 23.4 33.6 24.4 397 30.8 22.2 48.0 27.8 19.2 28.7 20.1 29.7 21.1 398 32.9 24.1 49.0 29.9 21.1 30.8 22.0 31.8 23.0 399 32.6 23.6 50.3 29.6 20.6 30.5 21.5 31.5 22.5 400 33.2 23.7 50.6 30.3 20.8 31.2 21.7 32.2 22.7 401 33.3 24.0 50.7 30.3 20.9 31.2 21.8 32.2 22.9 402 35.2 26.0 52.1 32.3 23.0 33.2 23.9 34.2 24.9 403 36.1 26.7 52.6 33.1 23.7 34.0 24.6 35.0 25.6 404 36.7 27.3 54.0 33.7 24.3 34.6 25.2 35.6 26.2 405 37.2 27.5 54.2 34.1 24.4 35.0 25.3 36.0 26.4 406 34.9 25.8 51.7 31.9 22.8 32.8 23.7 33.8 24.8 407 37.1 27.9 53.6 34.1 24.8 35.0 25.7 36.0 26.8 408 35.3 25.9 53.1 32.3 22.9 33.2 23.8 34.2 24.8 409 34.5 25.6 53.5 31.4 22.5 32.3 23.4 33.3 24.5 410 37.6 28.1 54.4 34.6 25.2 35.5 26.1 36.5 27.1 411 39.3 29.4 56.9 36.4 26.5 37.3 27.4 38.3 28.4 412 43.1 33.2 62.2 40.1 30.2 41.0 31.1 42.0 32.2 413 38.7 29.4 56.6 35.7 26.5 36.6 27.4 37.7 28.4 414 37.6 27.8 54.1 34.6 24.9 35.5 25.8 36.6 26.8 415 36.9 27.5 55.0 33.9 24.6 34.8 25.5 35.9 26.5 416 35.9 26.9 53.9 32.9 23.9 33.8 24.8 34.8 25.8 417 36.5 27.2 54.3 33.6 24.4 34.5 25.3 35.5 26.3 418 35.3 26.0 53.3 32.3 23.1 33.2 24.0 34.2 25.0 419 36.1 26.7 53.2 33.1 23.7 34.0 24.6 35.0 25.6

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 57

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

420 38.3 28.2 56.5 35.4 25.4 36.3 26.3 37.3 27.3 421 38.6 28.8 56.6 35.6 25.7 36.5 26.6 37.5 27.6 422 35.7 26.3 52.8 32.7 23.3 33.6 24.2 34.6 25.2 423 32.0 23.1 50.5 29.1 20.2 30.0 21.1 31.0 22.1 424 46.9 37.3 66.4 43.0 33.1 43.9 34.0 44.9 35.0 425 53.1 42.7 71.3 49.9 39.5 50.8 40.4 51.9 41.4 426 48.8 38.8 67.5 44.2 34.1 45.1 35.0 46.1 36.0 427 43.5 34.0 63.4 40.9 31.3 41.7 32.2 42.8 33.3 428 57.9 47.4 77.1 54.7 44.2 55.6 45.1 56.6 46.1 429 48.8 38.8 68.7 45.6 35.4 46.5 36.3 47.5 37.4 430 39.2 29.2 58.1 36.2 26.2 37.1 27.1 38.2 28.1 431 35.6 26.7 53.9 32.5 23.6 33.4 24.5 34.4 25.5 432 34.5 24.8 51.3 31.5 21.7 32.4 22.6 33.4 23.6 433 35.4 26.0 51.5 32.4 23.0 33.3 23.9 34.3 24.9 434 33.4 23.8 49.8 30.4 20.9 31.3 21.8 32.3 22.8 435 33.4 24.1 50.2 30.3 21.1 31.2 22.0 32.2 23.0 436 35.8 26.3 53.0 32.8 23.2 33.7 24.1 34.7 25.1 437 33.1 23.8 49.3 30.1 20.7 31.0 21.6 32.0 22.7 438 33.4 24.2 49.9 30.4 21.3 31.3 22.2 32.3 23.2 439 41.6 31.8 59.7 38.8 29.0 39.7 29.9 40.7 30.9 440 43.4 33.5 61.2 40.4 30.4 41.3 31.3 42.3 32.4 441 43.5 33.5 61.1 40.4 30.3 41.3 31.2 42.3 32.3 442 41.3 31.1 58.4 38.3 28.1 39.2 29.0 40.2 30.1 443 41.6 31.8 58.6 38.6 28.7 39.5 29.6 40.5 30.6 444 37.8 27.9 54.1 34.7 24.9 35.6 25.8 36.6 26.9 445 37.8 28.2 55.3 34.8 25.2 35.7 26.1 36.7 27.1 446 35.5 25.8 51.6 32.5 22.8 33.4 23.7 34.4 24.7 447 36.3 26.6 52.9 33.2 23.5 34.1 24.4 35.1 25.4 448 33.7 24.2 50.4 30.7 21.2 31.6 22.1 32.6 23.2 449 29.3 20.3 47.9 26.3 17.2 27.2 18.1 28.2 19.2 450 48.2 38.6 67.1 45.1 35.5 46.0 36.4 47.0 37.5 451 44.8 35.3 63.1 41.6 32.1 42.5 33.0 43.6 34.0 452 43.2 33.1 60.8 39.7 29.8 40.6 30.7 41.6 31.7 453 39.1 30.0 54.6 35.8 26.8 36.7 27.7 37.7 28.7 454 36.4 26.9 53.0 32.9 23.5 33.8 24.4 34.8 25.4 455 36.4 27.9 54.9 33.3 24.9 34.2 25.8 35.2 26.8 456 38.7 29.9 56.8 35.6 26.8 36.5 27.7 37.5 28.7

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 58

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

457 38.8 30.0 56.6 35.6 26.9 36.5 27.8 37.6 28.8 458 39.6 30.7 58.2 36.5 27.7 37.4 28.6 38.4 29.6 459 36.4 27.8 56.6 33.3 24.8 34.2 25.7 35.3 26.7 460 39.2 30.5 58.7 36.2 27.4 37.1 28.3 38.1 29.3 461 41.1 32.5 58.7 38.0 29.3 38.8 30.2 39.9 31.2 461 48.3 38.9 67.7 45.4 36.1 46.3 37.0 47.3 38.0 462 46.6 37.6 67.6 43.6 34.6 44.5 35.5 45.5 36.5 463 50.3 40.9 71.0 47.3 37.9 48.2 38.8 49.2 39.8 464 40.6 32.1 58.9 37.6 29.0 38.5 29.9 39.5 31.0 465 50.7 41.2 70.9 47.8 38.2 48.7 39.1 49.7 40.1 466 51.2 41.6 71.2 48.2 38.7 49.1 39.6 50.1 40.6 467 50.5 40.9 71.0 47.5 37.9 48.4 38.8 49.4 39.8 468 55.9 45.6 72.1 52.9 42.6 53.8 43.5 54.8 44.6 469 53.3 43.5 71.7 50.3 40.5 51.2 41.4 52.3 42.4 470 43.2 33.9 64.7 40.2 30.8 41.1 31.7 42.1 32.7 471 42.6 33.2 61.9 39.6 30.2 40.5 31.1 41.5 32.1 472 43.6 34.0 62.7 40.6 31.0 41.5 31.9 42.5 32.9 473 35.9 27.4 54.8 32.9 24.4 33.8 25.3 34.9 26.4 474 39.4 30.0 58.6 36.2 26.8 37.1 27.7 38.1 28.7 475 36.8 27.7 55.4 33.6 24.5 34.5 25.4 35.6 26.5 476 35.2 26.6 53.6 32.2 23.5 33.1 24.4 34.1 25.4 477 34.0 24.7 52.7 30.8 21.6 31.7 22.4 32.8 23.5 478 54.2 44.2 74.1 51.3 41.2 52.2 42.1 53.2 43.1 479 55.2 45.0 75.4 52.3 42.0 53.2 42.9 54.2 44.0 480 54.1 44.0 74.2 51.1 41.0 52.0 41.9 53.0 42.9 481 45.1 35.9 65.5 42.1 32.9 43.0 33.8 44.0 34.8 482 41.9 33.2 63.3 38.7 29.8 39.6 30.7 40.6 31.8 483 40.1 30.7 61.2 37.1 27.7 38.0 28.6 39.0 29.7 484 38.5 28.9 57.8 35.5 26.0 36.4 26.9 37.4 27.9 485 38.5 29.9 59.9 35.5 26.9 36.4 27.8 37.4 28.8 486 39.7 30.7 60.7 36.7 27.7 37.6 28.6 38.6 29.6 487 41.1 32.2 61.3 38.0 28.9 38.9 29.8 39.9 30.8 488 37.2 28.4 57.6 34.3 25.4 35.2 26.3 36.2 27.4 489 36.7 27.9 55.9 33.6 24.8 34.5 25.7 35.5 26.7 490 36.1 27.6 54.9 33.0 24.5 33.9 25.4 35.0 26.5 491 35.0 26.3 55.7 32.0 23.3 32.9 24.2 33.9 25.2 492 36.7 27.8 55.7 33.6 24.7 34.5 25.6 35.5 26.6

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 59

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

493 35.8 27.0 52.9 32.8 24.0 33.7 24.9 34.7 25.9 494 35.6 26.6 53.1 32.6 23.6 33.5 24.5 34.5 25.5 495 35.8 27.1 55.8 32.8 24.2 33.7 25.1 34.7 26.1 496 36.1 26.8 54.5 33.1 23.9 34.0 24.8 35.0 25.8 497 38.1 29.3 57.8 35.2 26.5 36.1 27.3 37.1 28.4 498 36.5 27.2 54.3 33.4 24.2 34.3 25.1 35.3 26.1 499 38.8 29.7 57.5 35.9 26.8 36.8 27.7 37.8 28.7 500 42.4 33.5 61.8 39.2 30.1 40.1 31.0 41.1 32.0 501 35.8 27.1 57.5 32.7 24.0 33.6 24.9 34.7 25.9 502 38.3 29.3 59.0 35.2 26.2 36.1 27.1 37.1 28.1 503 40.7 31.8 61.1 37.7 28.8 38.6 29.7 39.6 30.7 504 40.6 31.4 61.6 37.5 28.5 38.4 29.4 39.5 30.4 505 47.1 37.4 66.9 44.1 34.4 45.0 35.3 46.1 36.3 506 54.1 44.0 74.0 51.1 41.0 52.0 41.9 53.0 43.0 507 54.3 44.2 73.3 51.3 41.2 52.2 42.1 53.2 43.1 508 44.7 35.7 65.7 41.8 32.7 42.7 33.6 43.7 34.6 509 47.2 37.3 65.0 44.2 34.3 45.1 35.2 46.1 36.2 510 55.2 45.0 74.8 52.2 42.0 53.1 42.9 54.1 43.9 511 56.3 46.1 75.9 53.4 43.1 54.3 44.0 55.3 45.0 512 48.8 39.4 68.0 45.8 36.3 46.7 37.2 47.7 38.2 513 48.4 38.9 66.8 45.1 35.5 46.0 36.4 47.1 37.4 514 59.5 49.0 76.7 56.7 46.2 57.5 47.1 58.6 48.1 515 57.6 47.2 76.6 54.7 44.3 55.6 45.2 56.6 46.2 516 58.0 47.6 78.0 55.1 44.7 56.0 45.6 57.0 46.6 517 58.7 48.2 77.3 55.8 45.3 56.7 46.2 57.7 47.3 518 57.2 46.8 77.2 54.2 43.8 55.1 44.7 56.1 45.7 519 55.4 45.1 75.2 52.2 41.8 53.1 42.7 54.1 43.7 520 57.3 46.8 76.3 54.3 43.8 55.2 44.7 56.2 45.7 521 52.1 41.8 71.7 49.2 38.8 50.1 39.7 51.1 40.8 522 48.5 38.9 68.4 45.5 35.9 46.4 36.8 47.4 37.8 523 46.8 37.5 67.2 43.7 34.3 44.6 35.2 45.6 36.3 524 41.4 32.4 61.6 38.1 29.0 39.0 29.9 40.1 30.9 525 37.2 28.1 56.0 34.1 25.0 35.0 25.9 36.0 26.9 526 40.4 31.1 59.6 37.4 28.1 38.2 29.0 39.3 30.0 527 44.9 35.2 64.0 41.9 32.2 42.8 33.1 43.8 34.1 528 37.2 28.0 54.9 34.2 25.0 35.1 25.9 36.1 26.9 529 37.5 28.1 55.4 34.4 25.1 35.3 26.0 36.4 27.0

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 60

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

530 37.7 28.2 55.3 34.6 25.1 35.5 26.0 36.5 27.0 531 36.6 27.3 53.8 33.6 24.3 34.5 25.2 35.5 26.2 532 36.1 26.5 52.8 33.0 23.5 33.9 24.4 34.9 25.4 533 35.2 25.5 52.2 32.1 22.5 33.0 23.4 34.1 24.4 534 36.6 27.3 53.4 33.6 24.3 34.5 25.2 35.5 26.2 535 36.2 26.9 52.9 33.1 23.8 34.0 24.7 35.0 25.8 536 35.4 25.5 51.6 32.4 22.5 33.3 23.4 34.3 24.4 537 34.9 25.0 51.3 31.8 21.9 32.7 22.8 33.7 23.8 538 33.0 23.2 49.2 29.9 20.1 30.8 21.0 31.8 22.0 539 34.6 25.0 51.1 31.5 21.8 32.4 22.7 33.4 23.8 540 35.4 25.7 51.8 32.3 22.6 33.2 23.5 34.2 24.5 541 36.0 26.2 52.6 32.9 23.1 33.8 24.0 34.8 25.1 542 36.4 26.7 53.2 33.4 23.6 34.3 24.5 35.3 25.5 543 35.7 26.5 52.9 32.6 23.5 33.5 24.3 34.5 25.4 544 36.1 26.8 53.3 33.1 23.7 34.0 24.6 35.0 25.6 545 36.6 27.7 54.1 33.6 24.7 34.5 25.6 35.5 26.6 546 36.0 27.3 52.4 32.9 24.2 33.8 25.1 34.8 26.1 547 35.4 26.8 51.8 32.3 23.8 33.2 24.7 34.2 25.7 548 34.7 25.6 50.8 31.6 22.5 32.5 23.4 33.5 24.5 549 34.3 25.6 50.6 31.3 22.6 32.2 23.5 33.2 24.5 550 34.0 25.1 50.4 31.0 22.1 31.9 23.0 32.9 24.0 551 34.0 25.0 50.4 30.9 22.0 31.8 22.9 32.8 23.9 552 32.2 23.7 48.7 29.1 20.7 30.0 21.6 31.1 22.6 553 32.7 23.9 49.3 29.6 20.8 30.5 21.7 31.5 22.7 554 32.5 23.6 48.9 29.5 20.5 30.4 21.4 31.4 22.5 555 32.2 23.4 48.7 29.2 20.4 30.1 21.3 31.1 22.3 556 32.0 23.4 48.9 28.9 20.3 29.8 21.2 30.8 22.2 557 31.0 22.5 47.5 27.9 19.5 28.8 20.4 29.8 21.4 558 30.9 22.3 47.1 27.9 19.3 28.8 20.2 29.8 21.2 559 31.3 22.6 47.6 28.3 19.6 29.2 20.5 30.2 21.5 560 32.3 23.4 48.5 29.2 20.3 30.1 21.2 31.2 22.2 561 31.6 22.7 47.4 28.5 19.7 29.4 20.6 30.4 21.6 562 30.3 22.0 46.5 27.3 18.9 28.2 19.8 29.2 20.8 563 30.2 21.5 47.0 27.1 18.5 28.0 19.4 29.1 20.4 564 29.6 21.1 45.6 26.7 18.1 27.6 19.0 28.6 20.0 565 29.9 21.1 46.3 26.9 18.0 27.8 18.9 28.8 20.0 566 29.3 20.5 45.3 26.4 17.5 27.3 18.4 28.3 19.4

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 61

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

567 29.5 20.7 45.7 26.4 17.6 27.3 18.5 28.4 19.5 568 29.5 20.4 45.9 26.4 17.4 27.3 18.3 28.4 19.3 569 29.2 20.1 45.5 26.2 17.0 27.1 17.9 28.1 19.0 570 28.6 19.7 45.0 25.6 16.7 26.5 17.6 27.6 18.6 571 23.2 15.2 38.5 20.2 12.3 21.1 13.2 22.1 14.2 572 26.4 18.0 42.3 23.4 15.0 24.3 15.9 25.3 16.9 573 26.0 17.9 42.2 23.1 15.0 24.0 15.9 25.0 16.9 574 27.5 18.9 44.0 24.6 16.0 25.5 16.9 26.5 17.9 575 27.9 19.5 44.1 24.9 16.5 25.8 17.4 26.8 18.5 576 28.0 19.6 44.8 25.0 16.6 25.9 17.5 26.9 18.5 577 24.5 16.6 42.7 21.5 13.6 22.4 14.5 23.5 15.6 578 28.5 20.6 45.7 25.6 17.7 26.5 18.6 27.5 19.6 579 29.6 21.4 46.4 26.7 18.5 27.6 19.4 28.6 20.4 580 31.0 22.5 47.8 27.9 19.4 28.8 20.3 29.9 21.4 581 30.7 22.7 47.7 27.7 19.7 28.6 20.6 29.7 21.6 582 31.4 23.0 47.8 28.3 20.0 29.2 20.9 30.2 21.9 583 31.4 23.3 47.8 28.4 20.3 29.3 21.2 30.4 22.2 584 32.0 23.9 50.5 29.1 20.9 30.0 21.8 31.0 22.8 585 32.3 24.0 50.2 29.4 21.0 30.3 21.9 31.3 22.9 586 32.4 23.9 49.7 29.4 20.9 30.3 21.8 31.3 22.8 586 33.3 25.0 49.6 30.3 22.0 31.2 22.9 32.2 23.9 587 33.0 24.4 50.1 29.9 21.4 30.8 22.3 31.8 23.3 588 32.8 24.4 49.9 29.7 21.3 30.6 22.2 31.6 23.2 589 30.7 22.6 48.9 27.9 19.8 28.8 20.7 29.8 21.7 590 35.7 27.4 52.4 32.6 24.3 33.5 25.2 34.5 26.2 591 35.3 26.7 53.7 32.3 23.7 33.2 24.6 34.2 25.7 592 30.2 21.9 49.7 27.2 18.9 28.1 19.8 29.1 20.8 593 35.0 26.8 52.9 32.0 23.8 32.9 24.7 33.9 25.8 594 36.0 27.4 52.8 33.0 24.4 33.9 25.3 34.9 26.3 595 36.6 28.0 52.8 33.5 24.9 34.4 25.8 35.5 26.8 596 34.8 26.1 51.4 31.7 23.0 32.6 23.9 33.6 24.9 597 34.8 26.2 51.0 31.7 23.1 32.6 24.0 33.7 25.1 598 52.1 42.4 70.1 49.1 39.4 50.0 40.3 51.1 41.4 599 55.2 44.9 74.6 52.2 41.9 53.1 42.8 54.1 43.9 600 58.5 48.2 74.5 55.7 45.3 56.6 46.2 57.6 47.2 601 56.3 45.9 75.9 53.3 43.0 54.2 43.9 55.2 44.9 602 55.2 45.1 72.6 52.3 42.1 53.2 43.0 54.2 44.1

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 62

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

603 51.5 41.8 71.4 48.6 38.9 49.5 39.8 50.5 40.8 604 50.1 40.7 70.4 47.2 37.7 48.1 38.6 49.1 39.6 605 47.2 38.0 66.7 44.2 35.0 45.1 35.9 46.2 36.9 606 41.3 32.1 62.1 38.3 29.1 39.2 30.0 40.3 31.1 607 41.6 32.5 62.2 38.6 29.6 39.5 30.5 40.5 31.5 608 40.2 31.6 59.5 37.2 28.6 38.1 29.5 39.1 30.6 609 37.5 29.4 57.1 34.6 26.4 35.5 27.3 36.5 28.3 610 38.1 29.1 59.2 35.1 26.1 36.0 27.0 37.0 28.0 611 36.3 27.7 57.1 33.2 24.6 34.1 25.5 35.2 26.5 612 40.9 32.0 59.0 37.9 29.0 38.8 29.9 39.8 30.9 613 38.3 29.9 56.2 35.3 26.9 36.1 27.8 37.2 28.8 614 35.3 27.3 53.2 32.4 24.3 33.3 25.2 34.3 26.2 614 35.0 26.6 54.8 32.0 23.6 32.9 24.5 33.9 25.5 615 35.9 27.6 54.8 33.0 24.6 33.9 25.5 34.9 26.5 616 34.9 26.4 53.9 31.8 23.3 32.7 24.2 33.8 25.3 617 36.5 28.6 52.3 33.5 25.6 34.3 26.5 35.4 27.5 618 33.7 25.1 53.1 30.7 22.1 31.6 23.0 32.6 24.0 619 35.7 27.8 51.5 32.7 24.8 33.6 25.7 34.7 26.7 620 35.9 27.6 52.3 32.9 24.7 33.8 25.6 34.9 26.6 620 33.1 24.8 50.6 30.1 21.8 31.0 22.7 32.1 23.7 621 33.6 25.6 51.6 30.6 22.5 31.5 23.4 32.5 24.5 622 33.5 25.1 50.3 30.4 22.1 31.3 23.0 32.4 24.0 623 31.3 22.9 48.0 28.2 19.9 29.1 20.8 30.2 21.8 624 34.0 25.5 50.3 31.0 22.6 31.9 23.5 32.9 24.5 626 31.9 23.4 48.2 28.7 20.4 29.6 21.3 30.6 22.3 627 31.2 23.3 47.9 28.2 20.2 29.1 21.1 30.1 22.2 628 31.5 23.1 48.5 28.6 20.1 29.5 21.0 30.5 22.1 629 32.2 24.1 49.3 29.2 21.1 30.1 22.0 31.2 23.0 630 31.8 23.9 48.5 28.8 20.9 29.7 21.8 30.7 22.8 631 33.1 24.7 49.2 30.1 21.7 31.0 22.6 32.0 23.6 632 32.5 24.3 48.5 29.6 21.4 30.5 22.3 31.5 23.3 633 33.0 24.8 50.3 30.0 21.8 30.9 22.7 31.9 23.8 634 31.9 23.4 50.4 28.8 20.4 29.7 21.3 30.7 22.3 635 32.3 24.0 50.8 29.4 21.0 30.3 21.9 31.3 23.0 636 33.8 25.6 52.4 30.9 22.7 31.8 23.6 32.8 24.6 637 35.7 26.9 54.0 32.7 23.9 33.6 24.8 34.6 25.9 638 34.6 26.2 53.0 31.6 23.2 32.5 24.1 33.5 25.2

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 63

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

639 35.6 27.4 54.8 32.6 24.4 33.5 25.3 34.5 26.3 640 35.1 26.7 52.9 32.1 23.8 33.0 24.6 34.0 25.7 641 40.1 31.5 60.2 37.0 28.4 37.9 29.3 38.9 30.3 642 35.3 27.2 53.6 32.3 24.2 33.2 25.1 34.2 26.1 643 40.0 31.3 58.9 37.0 28.3 37.9 29.2 38.9 30.2 644 39.3 30.3 58.1 36.3 27.3 37.2 28.2 38.2 29.2 645 39.9 31.1 59.2 36.9 28.1 37.8 29.0 38.8 30.0 646 43.0 33.4 59.8 40.0 30.4 40.9 31.3 41.9 32.3 647 47.1 37.3 65.4 44.1 34.3 45.0 35.2 46.0 36.2 648 53.8 43.7 70.8 50.8 40.8 51.7 41.7 52.7 42.7 649 59.8 49.3 79.8 56.9 46.4 57.8 47.3 58.8 48.3 650 55.6 45.5 75.9 52.7 42.5 53.6 43.4 54.6 44.4 651 54.5 44.3 74.1 51.5 41.3 52.4 42.2 53.4 43.2 652 55.1 44.9 74.3 52.2 41.9 53.1 42.8 54.1 43.8 653 54.9 44.7 74.6 52.0 41.7 52.9 42.6 53.9 43.6 654 31.6 23.3 48.6 28.6 20.3 29.5 21.2 30.5 22.2 655 28.9 20.3 45.7 26.0 17.4 26.9 18.3 27.9 19.3 656 28.5 20.5 46.8 25.4 17.4 26.3 18.3 27.3 19.3 657 32.4 24.3 49.2 29.4 21.2 30.3 22.1 31.3 23.2 658 27.7 19.4 45.1 24.6 16.4 25.5 17.3 26.6 18.3 659 31.5 23.6 48.2 28.6 20.6 29.5 21.5 30.5 22.5 660 30.6 22.7 46.5 27.6 19.7 28.5 20.6 29.5 21.6 661 30.5 22.4 47.0 27.4 19.4 28.3 20.3 29.3 21.3 662 29.3 21.5 44.4 26.3 18.5 27.2 19.4 28.2 20.4 663 29.6 21.7 45.4 26.6 18.7 27.5 19.6 28.5 20.6

Baljuvon 2

Without Mitigation Baseline 2019 2025 2033

Day Day Day Day Day

Night Night Night Night Night

Sum of excess (number of 0 0 0 0 0 0 0 0 Building)

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 64

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

6. Baljuvon 2

Numbering of houses

Table of excess

Baljuvon 2 No Mitigation

2019 2025 2033

Baseline Baseline

Construction Construction

Building N N Building

Day Day Day Day Day

2019 Nigh

Night Night Night Night 664 43.7 34.8 62.0 40.7 31.8 41.6 32.7 42.6 33.7 665 30.8 24.0 47.6 27.7 20.9 28.6 21.8 29.6 22.8 666 45.6 36.9 65.4 42.7 34.0 43.6 34.9 44.6 35.9 667 44.7 36.0 64.2 41.6 32.9 42.5 33.8 43.5 34.8 668 46.8 37.8 64.9 43.8 34.8 44.7 35.7 45.7 36.7 669 40.3 32.0 60.5 37.0 28.7 37.9 29.6 38.9 30.7 670 35.6 28.0 54.7 32.4 24.8 33.3 25.7 34.4 26.7 671 36.2 28.6 54.7 33.4 25.8 34.3 26.7 35.3 27.8 672 40.4 31.9 59.7 37.5 29.1 38.4 30.0 39.5 31.0

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 65

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

673 42.4 34.1 61.0 39.5 31.2 40.4 32.1 41.4 33.1 674 40.0 32.0 59.2 37.0 29.0 37.9 29.9 38.9 30.9 675 31.9 24.7 53.0 28.9 21.6 29.8 22.5 30.8 23.5 676 33.0 25.8 52.9 30.0 22.7 30.9 23.6 31.9 24.7 677 31.4 24.2 51.9 28.4 21.3 29.3 22.1 30.4 23.2 678 14.0 5.0 33.3 10.9 2.0 11.8 2.9 12.8 3.9 679 26.7 19.9 46.1 23.7 16.8 24.6 17.7 25.6 18.7 681 50.0 41.0 69.2 47.1 38.0 48.0 38.9 49.0 40.0 682 50.2 41.1 68.9 47.2 38.1 48.1 39.0 49.2 40.1 683 40.0 32.0 60.3 37.2 29.1 38.1 30.0 39.1 31.1 684 37.5 29.8 57.3 34.6 26.8 35.5 27.7 36.5 28.7 685 53.7 44.6 73.1 50.8 41.7 51.7 42.6 52.7 43.6 686 53.8 44.7 73.0 50.9 41.7 51.7 42.6 52.8 43.6 687 54.1 45.0 73.3 51.1 42.0 52.0 42.9 53.0 43.9 688 44.0 35.1 61.4 40.6 31.7 41.5 32.6 42.5 33.7 689 43.7 35.0 62.2 40.9 32.1 41.8 33.0 42.8 34.0 690 46.1 37.0 64.6 43.3 34.2 44.2 35.1 45.2 36.1 691 40.3 31.4 58.2 36.6 27.9 37.5 28.8 38.5 29.9 692 38.2 30.4 58.9 35.9 28.0 36.8 28.9 37.8 30.0 693 35.4 28.0 54.2 32.4 25.1 33.3 26.0 34.3 27.0 694 33.2 26.1 52.8 29.8 22.8 30.7 23.7 31.7 24.7 695 29.5 22.2 46.7 25.8 18.7 26.7 19.6 27.7 20.6 696 36.4 28.4 55.0 33.5 25.5 34.4 26.4 35.5 27.5 697 44.1 35.3 62.7 41.1 32.4 42.0 33.2 43.0 34.3 698 32.5 25.1 53.1 29.7 22.3 30.6 23.2 31.6 24.2 699 29.8 22.7 49.1 26.9 19.8 27.8 20.7 28.8 21.7

Shagmon

Without Mitigation Baseline 2019 2025 2033

Day Day Day Day Day

Night Night Night Night Night

Sum of excess (number of 1 1 0 0 0 0 0 0 Building)

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 66

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

7. Shagmon

Numbering of houses

Table of excess

Shagmon No Mitigation

2019 2025 2033

Baseline Baseline

Construction Construction

Building N N Building

Day Day Day Day Day

2019 Nigh

Night Night Night Night 700 17.3 8.5 39.1 14.3 5.5 15.2 6.4 16.2 7.4 701 35.5 27.2 50.9 32.5 24.2 33.4 25.1 34.4 26.2 702 34.3 26.2 50.5 31.3 23.2 32.2 24.1 33.2 25.1 703 32.1 24.2 47.6 29.1 21.2 30.0 22.1 31.0 23.1 704 26.3 19.4 42.0 23.3 16.4 24.2 17.3 25.2 18.3 705 23.8 17.0 39.5 20.8 14.0 21.7 14.9 22.7 15.9 706 32.1 24.3 47.0 29.1 21.3 30.0 22.2 31.0 23.2 707 30.5 23.0 47.1 27.5 20.0 28.4 20.9 29.4 21.9

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page I- 67

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

708 25.5 18.5 42.5 22.5 15.5 23.4 16.4 24.5 17.4 709 31.7 23.9 46.7 28.7 20.9 29.6 21.8 30.6 22.8 710 28.8 20.8 45.4 25.8 17.8 26.7 18.7 27.7 19.7 711 28.6 21.0 45.0 25.6 18.0 26.5 18.9 27.5 20.0 712 29.9 22.0 47.1 26.9 19.0 27.8 19.9 28.9 20.9 713 27.9 20.9 44.3 24.9 17.9 25.8 18.8 26.8 19.9 714 29.8 22.3 47.2 26.8 19.3 27.7 20.2 28.7 21.3 715 34.1 25.8 49.7 31.1 22.8 32.0 23.7 33.1 24.8 716 33.7 25.7 49.5 30.7 22.7 31.6 23.6 32.6 24.7 717 37.2 28.7 52.0 34.2 25.7 35.1 26.6 36.1 27.6 718 38.8 30.1 54.1 35.8 27.1 36.7 27.9 37.7 29.0 719 40.4 31.7 55.6 37.4 28.7 38.3 29.6 39.3 30.6 720 42.0 33.9 56.2 39.0 30.9 39.9 31.8 40.9 32.8 721 40.8 32.4 55.7 37.8 29.4 38.7 30.3 39.8 31.4 722 43.7 35.3 58.9 40.7 32.3 41.6 33.2 42.6 34.2 723 43.7 35.3 61.0 40.7 32.3 41.6 33.2 42.6 34.2 724 42.8 33.9 58.5 39.8 30.9 40.7 31.8 41.7 32.8 725 41.3 32.8 56.7 38.3 29.8 39.2 30.7 40.2 31.8 726 39.6 31.1 54.9 36.6 28.1 37.5 29.0 38.5 30.0 727 38.8 30.8 53.8 35.8 27.8 36.7 28.7 37.7 29.7 728 42.6 34.1 58.0 39.6 31.1 40.5 32.0 41.5 33.0 729 42.1 33.5 58.0 39.1 30.5 40.0 31.4 41.0 32.4 730 41.4 32.6 58.4 38.4 29.6 39.3 30.5 40.3 31.6 731 46.8 37.8 63.4 43.8 34.8 44.7 35.7 45.8 36.7 732 50.2 41.3 67.9 47.2 38.3 48.1 39.2 49.1 40.2 733 48.8 39.9 68.8 45.8 36.9 46.7 37.8 47.7 38.8 734 53.6 44.7 72.0 50.6 41.7 51.5 42.6 52.5 43.6 735 44.2 35.4 60.9 41.2 32.4 42.1 33.3 43.1 34.3 736 43.9 35.3 60.7 40.9 32.3 41.8 33.2 42.8 34.2 737 38.8 30.7 57.0 35.8 27.7 36.7 28.6 37.8 29.7 738 36.3 28.4 54.4 33.3 25.4 34.2 26.3 35.2 27.3 739 45.9 37.7 63.4 42.9 34.7 43.8 35.6 44.9 36.6 740 42.1 33.2 59.1 39.1 30.2 40.0 31.1 41.0 32.1 741 48.3 39.4 67.7 45.3 36.4 46.2 37.3 47.3 38.3 742 55.5 46.4 74.6 52.5 43.4 53.4 44.3 54.4 45.3 743 53.8 44.6 73.2 50.8 41.6 51.7 42.5 52.7 43.5

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CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

743 48.2 39.0 67.5 45.2 36.0 46.0 36.9 47.1 37.9 744 52.6 43.6 72.3 49.6 40.6 50.5 41.5 51.5 42.5 745 44.6 36.3 64.0 41.6 33.3 42.5 34.2 43.5 35.2 746 42.8 34.0 62.4 39.8 31.0 40.7 31.9 41.7 32.9 747 39.1 30.2 57.5 36.1 27.2 37.0 28.1 38.0 29.1 748 35.4 26.5 53.2 32.4 23.5 33.3 24.4 34.3 25.5 749 31.2 22.5 50.1 28.2 19.5 29.1 20.4 30.1 21.5 750 35.9 27.2 53.5 32.9 24.2 33.8 25.1 34.8 26.2 751 37.0 28.6 55.1 34.0 25.6 34.9 26.5 35.9 27.6 752 37.1 29.1 56.7 34.1 26.1 35.0 27.0 36.0 28.1 753 41.7 33.3 61.8 38.7 30.3 39.6 31.2 40.6 32.2 754 45.6 37.3 65.5 42.6 34.3 43.5 35.2 44.6 36.2

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Annex I-3: Noise Meter Calibration Certificate

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Coat of Arms of Georgia is set Georgian Agency for Standards and Metrology Metrology Institute

Calibration Certificate # GE/MI/07-00474-18 Page 1 of 3

Date of calibration:23.04.2018

Item calibrated:Noise meter REED R8080, ID. Code: 170310627, Microphone ID. Code: 17671; Sound measurement range: (30-130) dB; frequency range: 20 Hz – 8 kHz; mode: A/C Client: “Eco-SpeМtri” δtН., Georgia, Tbilisi 013λ, #7, ChavМhavaНгe Avenue (Name, Tel., Address) Method of calibration: Direct measurement method with a reference calibrator, under GOST 8.257-84 and IEC 61672-1(Name of the method/identification) Director of Metrology Institute(Name, Surname): Nino Mikanadze(signed) Head of the Division(Name, Surname): Maia Zardiashvili(signed) Date of issue: 25.04.2018 Seal of the Metrology Institute is set

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Annex I-4: Certificates Issued to the Company Employees

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APPENDIX- J: WATER QUALITY SURVEY

The working group carried out the sampling and chemical analysis of water at the following stations. The Weighted substances, mg/l; Dissolved oxygen, mg/l; Oil products, mg/l; ωonНuМtТvТtв, m/Мm; ωoХТ - index, pcs; BOD5, mg/l; Turbidity are below the Tajikistan water quality standards. The temperature of water samples varied between 6.6 and 9.6. The weather was cloudy

The survey stations are: km 0 + 126, km 0 + 634, km 1 + 716, km 22 +154, km 23 + 049, km 25 + 421.

Station-1: Bridge no. 1, Km 0 + 126

№ Month RT Standards mg/l Field Result 09. 2018 Parameters FHP DW 500 anН 500 anН above below FHP DW 1 Weighted substances, mg/l 75 25 100,01 210,2 2 Temperature 0 - - 7,5 8,5 3 Dissolved oxygen, mg/l Not less Not 5,7 5,9 than less 4 -6 than 4 -6 4 Oil products, mg/l 0,05 0,3 0,002 0,003 5 ωonНuМtТvТtв, m/Мm - - 0.102 0,102 6 Coli - index, pcs. 1000 1000 3000 2763

7 BOD5, mg/l 3,0 3,0 1,03 1,0

8 Turbidity 1,5 1,5 0,9 1,0

Station-2: Bridge no. 2, Km 0 +634

№ Month RT Standard, mg/l Field Result 09. 2018 Parameters FHP DW 500 anН - above FHP DW 1 Weighted substances, mg/l 75 25 220,01 - 2 Temperature 0 - - 6,6 - 3 Dissolved oxygen, mg/l Not less Not 5,9 - than less 4 -6 than 4 -6 4 Oil products, mg/l 0,05 0,3 0,000 - 5 ωonНuМtТvТtв, m/Мm - - 0.107 - 6 Coli - index, pcs. 1000 1000 4000 - ______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page J- 1

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7 BOD5, mg/l 3,0 3,0 2,01 -

8 Turbidity 1,5 1,5 1,2 -

Station-3: Bridge no, 3. Km 1 + 716

№ Month RT Standard, mg/l Field Result 09. 2018 Parameters FHP DW 500 anН - above FHP DW 1 Weighted substances, mg/l 75 25 73,5 - 2 Temperature 0 - - 7,4 - 3 Dissolved oxygen, mg/l Not less Not 4,7 - than less 4 -6 than 4 -6 4 Oil products, mg/l 0,05 0,3 0,000 - 5 ωonНuМtТvТtв, m/Мm - - 0.117 - 6 Coli - index, pcs. 1000 1000 1562 -

7 BOD5, mg/l 3,0 3,0 1,8 -

8 Turbidity 1,5 1,5 1,1 -

Station-4: Bridge no. 4, Km 22 + 156

№ Month RT Standard, mg/l Field Result 09. 2018 Parameters FHP DW 500 anН - above FHP DW 1 Weighted substances, mg/l 75 25 72,2 - 2 Temperature 0 - - 7,7 - 3 Dissolved oxygen, mg/l Not less Not 3,9 - than less 4 -6 than 4 -6 4 Oil products, mg/l 0,05 0,3 0,000 - 5 ωonНuМtТvТtв, m/Мm - - 0.120 - 6 Coli - index, pcs. 1000 1000 1030 -

7 BOD5, mg/l 3,0 3,0 1,6 -

8 Turbidity 1,5 1,5 0,7 -

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Station-5: Bridge no. 5, Km 23 + 049

№ Month RT Standard, mg/l Field Result 09. 2018 FHP DW 500 anН 500m and Parameters above below FHP DW 1 Weighted substances, mg/l 75 25 72.2 73,0 2 Temperature 0 - - 7,7 7,7 3 Dissolved oxygen, mg/l Not less Not 4,0 4,02 than less 4 -6 than 4 -6 4 Oil products, mg/l 0,05 0,3 0,000 0,000 5 ωonНuМtТvТtв, m/Мm - - 0.110 0,115 6 Coli - index, pcs. 1000 1000 1010 1030

7 BOD5, mg/l 3,0 3,0 1,5 1,6

8 Turbidity 1,5 1,5 1,1 1,3

Station-6: Bridge no. 6, Km 25 + 421

№ Month RT Standard, mg/l Field Result 09. 2018 Parameters FHP DW FHP DW 1 Weighted substances, mg/l 75 25 73,6 74,1 2 Temperature 0 - - 9,6 9,6 3 Dissolved oxygen, mg/l Not less Not less 4,0 4,03 than than 4 4 -6 -6 4 Oil products, mg/l 0,05 0,3 0,000 0,001 5 ωonНuМtТvТtв, m/Мm - - 0.100 0,104 6 Coli - index, pcs. 1000 1000 1012 1015

7 BOD5, mg/l 3,0 3,0 1,3 1,5 8 Turbidity 1,5 1,5 1,1 1,2

Note: FHP- Fisheries and Household Purpose DW- Drinking Water

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Laboratory analysis of water samples

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APPENDIX- K: RAPID ENVIRONMENTAL ASSESSMENT FOR BRIDGES NO. 5 & 6

SCREENING QUESTIONS Yes No REMARKS 1 2 3 Project Site Is the Project area adjacent to or within any of the following environmentally sensitive areas?  Cultural heritage site   Protected area There are no environmentally  sensitive / protected areas in or near the Bridge project sites  Wetland Seasonal rivers with braided  flowing channels within the stony bed.  Mangrove   Estuarine   Buffer zone of protected area   Special area for protecting biodiversity  Potential Environmental Impacts

АТХХ tСО ProУОМt МausО …  Encroachment on historical / cultural area; disfiguration of landscape by road  embankments, cuts, fills, and quarries?  Encroachment on precious ecology (e.g.  sensitive or protected areas)?  Alteration of surface water hydrology of The bridge No 5 at Shurobdaryo waterways crossed by bridges / roads, river and bridge No 6 at Obimazor resulting in increased stone / sediment in river are located in the mountain streams affected by increased soil snowmelt flow zones which are erosion at construction site?  prone to seasonal flooding. Controlled construction activities will ensure minimization of stone/sediment discharge into the river.  Deterioration of surface water quality due During construction period to silt runoff and sanitary wastes from suitable mitigation measures will worker-based camps and chemicals be required to control the stone used in construction? and silt runoff. Adequate sanitary facilities and drainage in the workers camp  (currently located adjacent to Bridge No 6) will help to avoid this possibility. As the construction activity in this project will not contain any harmful ingredients, no impact on surface water quality is anticipated.

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 Increased local air pollution due to rock With appropriate mitigation crushing, cutting and filling works, and measures and use of most chemicals from asphalt processing? modern environment friendly  equipment/machineries air pollution shall be reduced to permissible levels.  Noise and vibration due to blasting and No blasting will be required. other civil works? However, short term minor impact may occur during construction  period. Suitable mitigation measures will be required to minimize the adverse effects.  Risks and vulnerabilities related to Possible. With appropriate occupational health and safety due to mitigation measures such risks physical, chemical, biological, and  would be minimized. radiological hazards during bridge construction and operation?  Other social concerns relating to Imposing of appropriate mitigation inconveniences in living conditions in the measures in contract agreement project areas that may trigger cases of  to keep the air pollution within upper respiratory problems and stress? permissible levels will keep a check on this problem.  Hazardous driving conditions where To minimized the impact, suitable construction interferes with pre-existing  traffic management plan will be roads? required  Poor sanitation and solid waste disposal Proper provisions for sanitation, in construction camps and work sites, health care and solid waste and possible transmission of disposal facilities will be available communicable diseases (such as STD's  in the contract documents to avoid and HIV/AIDS) from workers to local such possibility. populations? Workers will be made aware about communicable diseases.  Creation of temporary breeding habitats Stagnant water bodies and for mosquito vectors of disease? unhygienic conditions harboring  rodents and other pests will be avoided. Insect repellents will be provided  Dislocation and compulsory resettlement  of people living in right-of-way?  Dislocation or involuntary resettlement of  people?  Accident risks associated with increased Adoption of suitable traffic control vehicular traffic, leading to accidental and signage system at sensitive spills of toxic materials and loss of life? places will reduce such possibility.  Suitable emergency response system will be established for such incidents.  Increased noise and air pollution Mitigation measures along with a resulting from traffic volume?  monitoring plan will be implemented.

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 Increased risk of water pollution from oil, Proper management construction grease and fuel spills, and other materials and waste and control of  materials from vehicles using the road? construction activities will reduce this possibility.  Social conflicts if workers from other Impacts will be limited as it is likely regions or countries are hired?  majority of the workers will be from the locality.  Large population influx during project -Impacts will be minor as majority construction and operation that causes of workers will be from the locality. increased burden on social infrastructure - The workers camp sites will be and services (such as water supply and located outside residential and sanitation systems)? market areas.  - Water and other social services and infrastructure will be sourced/used through ways that do not interfere with the local community  Risk of community health and safety due Possible. to the transport, storage, and use and/or EMP shall be followed to minimize disposal of materials such as explosives,  this risk. fuel and other chemicals during construction and operation?  Community safety risk due to both - Restriction of the local people to accidental and natural causes, especially the construction areas, where the structural elements or - Use of traffic and warning signs components of the bridges/ project are at and near the construction site accessible to members of affected - Educate the contractors and the community or where their failure could  local people on safety issues result in injury to the community - Enforcement of speed limits, throughout project construction, traffic rules and regulations; operation and decommissioning - Installation of warning signs, speed breakers and pedestrian crossings

Note: Put  Marks on Column 2 & 3

Source: Field observation and survey, 16 November 2018

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APPENDIX- L: SET UP AND MANAGEMENT OF CONTRACTORS CAMP

1. Camp Set Up and Management

Careful planning and a concern for health, safety and the environment are essential for good project management under the proposed project. TСО ωontraМtor’s field camps should provide adequate working, eating and sleeping arrangements for field personnel and should be appropriately equipped to encourage employees to work safely and efficiently. At the same time, camps should make as little impact as possible on the environment. Project managers have to allow sufficient time to secure the required permits and permissions before sites are opened. Consider the following factors when selecting a camp site to ensure safety and security of staff:

a) Time of residence: Will the camp be in operation for a field season or year round? b) Duration: Temporary or a permanent establishment c) Size of the camp (at each time of year): d) Accessibility: Transportation access may impact the site selection e) Required permits:

2. Risks and Hazards Associated with Contractor Camps

The following are the possible risks associated with the camp.

 Slips, trips and falls caused by uneven surfaces, wet or icy ground, obstacles, poor housekeeping, poorly built steps, inadequate lighting;  Back injuries and strains caused by improper lifting and manual handling techniques, slips and falls;  Fires caused by improper fuel storage, fuel use, and fuelling practices; faulty heating equipment or failure to turn off equipment; exploding fuel tank; clothes draped above heaters or on electrical wires; failure to extinguish open fires or cooking fires;  Illnesses spread by contaminated water, food or sewage contaminated drinking water;  Diseases spread by local insects, parasites, vermin and larger animals;  Animal attacks caused by poor choice of camp location inadequate garbage disposal, and poor camp hygiene;  Carbon monoxide poisoning caused by poorly maintained heating equipment; inadequate ventilation of buildings; misuse and/or lack of maintenance of motors and engines; not following procedures when working in confined spaces;  Electrocution, electric shock, or burns caused by inadequate or improper wiring, lack of qualified personnel to install or repair electrical equipment, and lack of adequate employee training;  Cuts, burns caused by spilled hot food or liquids, misuse of kitchen equipment, hot equipment (generators, heating stoves/ovens);  Injuries or occupational illness caused by exposure to hazardous materials;  Damage from landslips caused by poor camp location.

3. Alcohol and Drug Policies

Contractors should have a clear and concise policy to address alcohol and drugs at project and camp sites. The policy should conform to regulations of the Government of Tajikistan. The Contractors should respect the wishes of local communities, especially when working in or

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CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______nОar a “МХustОrОН” МommunТtв. TСОrО sСouХН bО a provТsТon Пor ОmpХoвООs to sТРn oПП tСat tСОв understand the policy and regulations.

Waste Management

Proper waste management is fundamental to camp safety. Project management should determine how waste products are ultimately handled – whether they are recycled or subject to various treatment and disposal options. Depending on the regulations, it may be advisable to seek expert advice to develop a waste management program. It is essential to eliminate potential camp sewage discharge or spills that may contaminate surface and ground water, eliminate potential disease-causing organisms and smells from accumulations of waste deposits that attract wildlife, including vermin.

General tips regarding waste management.

 Secure required permits and follow all applicable regulations of the RT waste classification, management and disposal, including for any hazardous waste products that may be produced at the site. Waste storage areas:  All waste storage areas should have restricted access to limit entry by employees, the public and animals.  Provide fly-tight garbage containers in convenient locations. Maintain containers so they do not become foul smelling, unsightly or breeding place for flies.

Camp sewage: Treat and maintain camp sewage as appropriate for the site and size of camp. A proper sewage and/or latrine system is necessary to control potential water contamination, odors and diseases. Comply the following:  Construct and maintain all camp sewage toilets correctly;  Prevent flies, insects, and rats from gaining access to waste materials;  Prevent surface or ground water from entering the pit or vault;  Prevent waste material in the privy from contaminating any water supply;  Self-closing seat covers are advisable and should be in operation at all times.

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APPENDIX- M: WORK DESCRIPTION OF BRIDGE NO. 6

S. No. Work Descriptions Unit Quantity

PREPARATORY WORK

1.1. Structure axis breakdown Km 0.145 Pits excavation

V group soil excavation in pits under the bridge support by means of an excavator 1, 0 m3, loading on trucks and transportation of soil over a distance of 0,5 km for the 1.2.1. 3 1606.77 temporary storage to use for backfilling. Work on the face Work at the disposal site

Transportation of soil over a distance of 5 km for pits 1.2.2. backfilling with level-by-level compaction t=қ5 (6 passОs) 3 908 and spraying

3 1.2.3. V group soil manual modification in pits 16.23

Pit backfilling with soil taken from the temporary storage; level 1.2.4. 3 1623 by level compaction t = 25 cm (6 passes) with spraying.

BRIDGE SUPPORT STRUCTURE

End supports (abutments) no. 1 and no.7 2.1.1. Cast-in-place bored pile construction d=1.4 m ш. 8 Well gravel pebble with boulders included by up to 10 % ( 6 2.1.2. group) 3 172.41 ωonМrОtО МХass қ5 FҚ00 А4. Reinforcement – Øқ5 3.981 – Øққ 7.655 2.1.3. – ØҚ4 0.003 – ØҚ0 2.565 – Øқ 0.142 plate/sheet and strip, GOST 103-76, 6-10 mm thick 2.418 Felling of a slurry layer (of concrete) of drill piles by 2.1.4. 3 6.16 jackhammers Construction of concrete blinding 10 cm thick under the bent 2.1.5. 3 5.7 cap Concrete class B7,5

Construction of cast-in-place bent caps 3 2.1.6. МonМrОtО МХass қ5 Fқ00 А6 59.52 Reinforcement 4.633 Cast-in-place backwall and aliform construction 2.1.7. ωonМrОtО МХass қ5 Fқ00 А6 3 33.26 reinforcement 3.121 2.1.8. Cast-in-place bridge seats and supports construction

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3 МonМrОtО 30 Fқ00 А6. 2.4 Reinforcement 0.244 Supports' substructures coating with hot bitumen for two 2.1.9. 2 90.68 times. Intermediate supports no. 2, no3, no.4, no.5, no. 6 2.2.1. Cast-in-pХaМО borОН pТХО Н=Қ.4 Мonstruction ш. 15 12 m long in the ground: Proper gravel pebble with boulders included by up to 10 % ( 2.2.2. 3 277.09 6 group) ωonМrОtО МХass қ5 FҚ00 А4 Reinforcement – Øқ5 5.631 – Øққ 12.499 2.2.3. – ØҚ4 0.006 – ØҚ0 4.117 – Øқ 0.222 plate/sheet and strip, GOST 103-76, 6-10 mm thick 3.627 Felling of a slurry layer (of concrete) of drill piles by 2.2.4. 3 11.545 jackhammers Construction of concrete blinding 10 cm thick under the bent 2.2.5. cap 3 10.35 Concrete B 7,5 Cast-in-place grillage construction 2.2.6. ωonМrОtО 30 Fқ00 А6 3 130.32 reinforcement 6.786 Cast-in-place posts construction 2.2.7. ωonМrОtО 30 Fқ00 А6 3 45.25 reinforcement 3.98 Cast-in-place cross-bars construction 2.2.8. 3 МonМrОtО 30 Fқ00 А6 116.85 reinforcement 11.451 Cast-in-place bridge seats and supports construction 2.2.9. 3 ωonМrОtО 30 Fқ00 А6 9.58 reinforcement 0.973 -161; A, B 2.2.10. Supports paТnТnР. PОrМСХorvТnвХ ПaхaНО paТnt 2 2360 brands SUPERSTRUCTURE Installation of rubber-metal supports with steel pads 3.1.1. 60 "MAURER" Type 1 (Germany) 250x400x83,5 (Fz-1250kN) ш. Installation on road bridges' supports reinforced concrete 3.1.2. beams 24.0 m long by means of a truck hoist with a load Қ 30 capacity of 50 t. Reinforced concrete prestressed beams B2400.140.123- 30 TV.AIII-1, with a non-concrete slab 24.0m long, weight 39.0t ш. 3.1.3. ωonМrОtО 40 F300 А6 Қ; PortХanН МОmОnt 550 anН СТРСОr 3 467.1 stressed reinforcement of B class 28.68 reinforcement A--I 20.132 ______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page M- 2

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reinforcement A-III 52.876 plate/sheet and strip 2.195

- ωross УoТnТnР oП span bОams қ400.35 қ III 3 98.5 3.1.4.

11.674 3.2. 3 27.7 ωonМrОtО МХass 40 Fқ00 А6. Reinforcement 5.265

2 Packing of 4 layers of ruberoid binded by bitumen 81 Construction of the monolithic plinth and balustrade

3.2.2. 3 101.12 ωonМrОtО МХass 35 Fқ00 А6 Reinforcement 12.195 Monolitic slab section near the movement joint

3.2.3. 3 7.7 ωonМrОtО МХass 35 Fқ00 А6 Reinforcement 4.355 Span paТntТnР, PОrМСХorvТnвХ ПaхaНО paТnt -161; A, B 3.2.4. 2 2070.52 brands BRIDGE ROADWAY Installation of cast-iron drain tubes ш./ 36 / 3,616 DraТn pТpО Н=0.Қ6, δ=Қ.4 1.801 4.1. DraТn pТpО PVω Ққ0804 δ=0.50қ 0.283 Funnel 0.672 Grating 0.86 Construction of expansion joints "MAURER" D80 (Germany), 37.5 including: Bearing profile N7.0001 L = 12,5m ../ 75,0/1,365

4.2. Belt profile 80 N7.0011 L = 12.5 ../ 37,5/0,062

ωonМrОtО МХass 40 Fқ00 А6 қ. 3 4.01 Reinforcement AIII 0.375 Reinforcing rib 0.285 -grained ωonstruМtТon oП С=Қ0Мm rОТnПorМОmОnt ХaвОr oП ПТnО concrete 4.3. 3 152.64 ωonМrОtО МХass 30 Fқ00 А6 Reinforcement 23.63 Mostoplast waterproofing - 5,3 mm roll-membrane isolation 4.4. 2 1584 mostopХast aММorНТnР to 5774-005-05766-480-96

2 4.5. Priming of asphalt base with bitumen (0,4l / m2) 1584

4.6. Construction of 8 cm asphalt concrete fine-grained pavement 2 1584

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Filling of 2x2 cm bearing-out masonry at the the carriageway 4.7. anН sТНОаaХФs аТtС -қ or -50 class rubber-bitumen . 581.52 mastТМon aММorНТnР to қҚ-27-41-75

RAILING AND FENCES Manufacture and installation of railings on the bridge and on ../ approaches, including: 297,2/17,225 Profile sections - Қ00705 3.431 5.1. - 80406 5.454 - 80806 1.682 - 40404 5.509 - λ0505 0.068

5.2. 12 mm plate/sheet & strip 0.966 5.3. RОТnПorМОmОnt -III - ØҚқ 0.113 Bolt M12 ш/ 14/1,4 5.4. Nut ш./ 14/0,14 Washer ш./ 28/0,28 5.5. 2 layered painting of the metallic guardrails 2 477 Installation of galvanized steel barrier railings on the bridge 336/17,963 and on approaches including: .. 20 mm steel sheet according to GOST 19903-74 10 mm steel sheet according to GOST 19903-74 1.655 Double-T iron #14 according to GOST 8239-89 0.801 pТpО МХamp aММorНТnР to 5қҚ6-001-44884945-02 1.976 ØҚқ75,5 aММorНТnР to GOST Қ0704-91 1.434 pТpОs ØҚ085.5 aММorНТnР to GOST Қ0704-91 5.516 profile of the fence SB-1 3Ққ4 0.434 5.6. shock absorber console 4x280x300 5.401 ш. 0.438 ψoХt Қ6 8Рб30.58 ш./ 166 Nut 16 ш./ 166/27,56 Bolt 16-45 ш./ 166/9,96 Nut 16 ш./ 400/80,0 ψoХt қ0 6Р70,58 ш./ 400/24,0 Bolt M16 6gx160,58 ш./ 312/150,4 Nut M16 ш./ 26/14,92 Construction of embedded parts for barrier raillings: 156 ш. 5.7. – ØҚ8 0.35 plate/sheet & strip

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10mm thick 0.125 20 mm thick 4.139 PТpО Øқ8б60бқ,5mm 0.062

INTERFACING OF BRIDGE WITH APPROACHES Foundation of fractional crashed stone 10-40mm under 6.1. 3 99.12 transition plates

Construction of monolithic interface

3 41.76 Concrete class B30 F200 W6 P1 on portland cement class 500 and above reinforcement 5.591

pТpОs Ø60бқmm, δ-300mm. (24 pcs.) kg 20.592 6.2.

surface waterproofer of plates with hot bitumen for 2 times 2 146.32

roll-membrane isolation by mostoplast 2 16.8

ψТtumТnous mastТМ Тn tСО sОams oП tСО ТntОrПaМО pХatО - / 0.334 λ0, -100.D165

Construction of two-layer asphalt concrete pavement with a total thickness of 12 cm: 2 96

6.3. - the first layer (top layer) 6 cm thick - filling of bitumen (0.3 l / m2) 2 96 the bottom layer of average thickness of 10 cm - hot-laid asphaltic concrete of porous coarse-graine crashed stone 2 96 (gravel) mixture Asphalt concrete pavement 5 cm thick from hot mixed gravel 6.4. 2 36 on sidewalks Construction of the monolithic reinforced concrete plinth on the approaches. 3 6.5. 5.54 ωonМrОtО МХass ψ 30 Fқ00 А6 қ. Reinforcement 0.3 REINFORCEMENT OF THE RIVER CHANNEL 7.1. Gabion

7.1.1. Grid 2 14350 7.1.2. Stone 3 2465.4 7.1.3. Geotextile 2 5160

7.1.4. Rip rap of 1m along the bottom of the reinforcement 3 5573

Source: Modified from VO1, CRBC, 20.11.2018 ______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page M- 5

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

APPENDIX- N: GENERAL REQUIREMENTS FOR WORKERS HEALTH AND SAFETY

ThО ФОв saХТОnt ПОaturОs oП tСО РОnОraХ rОquТrОmОnts Пor tСО аorФОrs’ СОaХtС anН saПОtв arО presented in Table-N1 below.

Table-N1: General Requirements for Workers Health and Safety

Issues Requirements Health and Hygiene  Cleanliness  Proper ventilation and temperature  Protection against dust  Disposal of wastes and effluents  Proper illumination  Provision of adequate latrines and urinals  Sufficient spittoons and dustbins Safety  Safety for building and equipment  Precautions in case of fire  Fencing of machinery  Precautions during work on or near machinery in motion  Monitoring against carrying of excessive weights Compensation for  If personal injury is caused to workmen by accident accidents at work arising in the course of employment, employer shall be liable to pay compensation  Amount of compensation  Report on fatal accident and treatment  Compensation on contract and contract registration  Scope for appeal  Monthly payment as compensation for temporary disablement should be considered in a reasonable way Dust and Fumes  For any dust or fumes or other impurities likely to be injurious to the workers, effective measures shall be taken to prevent its accumulation and its inhalation by workers Latrines and urinals  Provision of sufficient latrines and urinals  Maintained in clean and sanitary condition  Adequately lighted and ventilated Precautions in case of  Firefighting apparatus should be provided and fire maintained First aid  First aid facility should be provided and maintained.  Responsible trained person shall be available during the working hours Disposal of wastes and  Provide with proper disposal system for solid waste and effluents effluents.

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page N- 1

CAREC Corridors 3 and 5 Enhancement Project: Contract for Engineering, Works Supervision and Project Management Services Grant 0356-TAJ ______

APPENDIX-O. RECOMMENDATIONS FOR TENDER DOCUMENTS

The physical works of project are being designed by an engineering consultant (SMEC) the PIURR who prepared the tender documents. Construction will be carried out by a contractor selected by international competitive bidding (ICB) in accordance with the ADB rules for procurement of works. The Bank's Standard Bidding Documents for Works have a specific format, and based on the well-known standard documents developed over the years by the International Federation of Consulting Engineers (FIDIC).

As such, this Appendix provides guidance on environmental and social topics which should be considered for incorporation into the 43km Kangurt-Baljuvon-IVK Road contracts.

In order to protect the sensitive environment, accelerate the flow of benefits and to establish a high quality example for other road projects to follow, it is recommended that the following points should be included in contract document:

The Clauses are:

1. The Contractor shall follow the Updated IEE (UIEE) included in the Contract;

2. In order to ensure the compliance with proposed mitigation and monitoring measurements required under the UIEE, the Contractor shall closely liaise and coordinate with the Consultant's Environmental Safeguard Specialist.

3. Environmental Officers (at least qualified Graduate in environmental science/ engineer with relevant experience) as per field requirement shall be appointed by the Contractor.

4. The Contractor shall ensure compliance with the labor laws and pertinent occupational health and safety regulation of Tajikistan, and ADB. The Contractor shall ensure that all workers are supplied with and use the relevant protection safety equipment on the construction site. Abstain from employing child labor.

5. Monitoring: The O&M contractor is likely to be in the best position to elaborate and implement the necessary physical monitoring programs:

 Water quality - essential for tracking parameters such as Weighted substances, mg/l; DТssoХvОН oбвРОn, mР/Х; OТХ proНuМts, mР/Х; ωonНuМtТvТtв, m/Мm; ωoХТ - index, pcs; BOD5, mg/l; Turbidity.  Air Quality: TSP, CO, NO, SO2, NO2  Noise level  Flora and fauna

______Updated IEE of Kangurt - Baljuvon - Khovaling Road Rehabilitation, December 2018 Page O- 1